Self-propelled maglev train

Abstract

This application relates to the field of magnetic levitation vehicle technology and provides a self-propelled magnetic levitation train, including a car body, track structure, levitation system, propulsion system, and vertical restraint system. This application adds a vertical restraint system to a known magnetic levitation train, which provides a downward vertical restraint force to the car body. During train operation, by adjusting the magnitude of the vertical restraint force provided by the vertical restraint system to the car body, the actual levitation force experienced by the train along the track structure can be maintained within a certain range, thus ensuring good stability for the train regardless of whether it is traveling on a track with good or poor operating conditions.

Description

Technical Field

[0001] This application relates to the field of magnetic levitation vehicle technology, and more specifically, to a self-propelled magnetic levitation train. Background Technology

[0002] The content in this section provides only background information related to this application and may not constitute prior art.

[0003] Maglev trains are a type of contactless rail transportation. Compared to wheeled trains, they rely on electromagnetic forces to levitate and traction, allowing them to travel at higher speeds. A typical maglev train consists of a car body, a levitation system, and a propulsion system. The levitation system is usually located on both sides of the bottom of the car body, while the propulsion system is located in the middle of the bottom. During operation, the levitation system keeps the car body suspended above the track, while the propulsion system drives the car body along the track.

[0004] In related technologies, regarding suspension systems, a suspension system typically includes a suspension linear motor and a suspension sensor plate. There is only one arrangement for the suspension linear motor and the suspension sensor plate, namely, the suspension linear motor and the suspension sensor plate are arranged opposite each other in the vertical direction, so that the electromagnetic force generated between the suspension linear motor and the suspension sensor plate is used as the suspension force to make the vehicle body levitate.

[0005] Regarding the propulsion system, it typically includes a linear motor and a propulsion induction plate. There are two arrangements of the linear motor and the propulsion induction plate. The first is that the linear motor and the propulsion induction plate are arranged vertically opposite each other, using the electromagnetic force generated between them as the propulsion force to drive the vehicle. The second is that the linear motor and the propulsion induction plate are arranged laterally opposite each other. For example, Chinese invention patent application number 2017102195597 discloses a magnetic levitation train with a similar structure. Compared with the first arrangement, the second arrangement can provide greater propulsion force to the vehicle and can limit the lateral position of the vehicle.

[0006] However, the maglev train with the second arrangement of propulsion system mentioned above does not take into account the problem of vertical vibration that may occur when the train is running on sections with poor working conditions. Since the levitation force provided by the levitation system to the car body depends on the distance between the levitation linear motor and the levitation induction plate, once the train experiences large vertical vibration, the levitation force provided by the levitation system to the car body will change, which will seriously affect the stability of the train when it is running. Summary of the Invention

[0007] In view of this, the purpose of this application is to provide a self-propelled maglev train. Based on the known maglev train, this train further adds a vertical limiting system, which enables the train to maintain a levitation attitude and travel with a levitation force as consistent as possible. This effectively reduces the impact of vertical vibration on the train when traveling on lines with poor working conditions, and allows the train to travel smoothly even on lines with poor working conditions.

[0008] The objective of this application is achieved through the following technical solution:

[0009] A self-propelled maglev train includes:

[0010] The vehicle body has a vertical central axis and is capable of traveling along a track structure; the track structure includes a base arranged on the vertical central axis, and the base is provided with a propulsion groove, a clearance groove and a vertical limiting cavity in sequence from top to bottom, and the propulsion groove, the clearance groove and the vertical limiting cavity all extend along the traveling direction of the vehicle body;

[0011] A suspension system is symmetrically arranged on both sides of the bottom of the vehicle body along the vertical central axis, and is used to provide an upward levitation force for the vehicle body so that the vehicle body is suspended above the track structure.

[0012] A propulsion system is arranged within the propulsion slot and is used to provide propulsion to the vehicle body so that the vehicle body travels along the track structure;

[0013] A vertical limiting system is arranged within the vertical limiting cavity and is used to provide a downward vertical limiting force to the vehicle body. The magnitude of the vertical limiting force is adjustable and the vertical limiting force is less than the levitation force.

[0014] In some possible embodiments, the vehicle body includes a connecting frame hinged to the vehicle body, the connecting frame extending into the vertical limiting cavity after passing sequentially through the propulsion groove and the clearance groove along the vertical central axis;

[0015] The vertical limiting system includes:

[0016] Two vertical limiting sensor plates are symmetrically arranged at the top of the vertical limiting cavity along the vertical central axis; the vertical limiting sensor plates are continuously laid along the driving direction of the vehicle body;

[0017] A vertical limiting linear motor is connected to the connecting frame and located within the vertical limiting cavity; the vertical limiting linear motor is opposite to the two vertical limiting sensing plates.

[0018] In some possible embodiments, the vertical limiting system further includes:

[0019] A rotary motor is connected to the connecting frame and located within the vertical limiting cavity; the rotary motor is drively connected to the vertical limiting linear motor to drive the vertical limiting linear motor to rotate in the horizontal plane.

[0020] In some possible embodiments, the vertical limiting linear motor is equipped with a vertical displacement sensor, which is used to detect the distance between the vertical limiting linear motor and the vertical limiting sensing plate.

[0021] In some possible embodiments, the propulsion system includes:

[0022] Two propulsion sensing plates are symmetrically arranged on the inner sidewall of the propulsion groove along the vertical central axis; the propulsion sensing plates are continuously laid along the driving direction of the vehicle body;

[0023] A linear motor is connected to the connecting frame and located within the propulsion groove; the linear motor is located on the vertical central axis, and its two sides are opposite to the two propulsion sensing plates.

[0024] In some possible embodiments, the propulsion linear motor is equipped with a propulsion displacement sensor, which is used to detect the distance between the propulsion linear motor and the propulsion sensing plate.

[0025] In some possible embodiments, the levitation system includes:

[0026] A suspended sensor plate is connected to the track structure and continuously laid along the driving direction of the vehicle body;

[0027] A levitation linear motor is connected to the vehicle body and is opposite to the levitation sensor plate.

[0028] In some possible embodiments, the track structure further includes track units symmetrically arranged along the vertical central axis. The track unit includes a support beam and a track. The suspension sensor plate is laid on the support beam, and the track is located beside the support beam and is laid continuously along the driving direction of the vehicle body.

[0029] The train also includes a traveling unit corresponding to each of the track units. The traveling unit includes wheels that can travel on the track and a traveling motor connected to the vehicle body for driving the wheels.

[0030] In some possible embodiments, the track is located inside the support beam, and the wheel has a flange on the side near the vertical central axis, the flange being able to abut against the sidewall of the track.

[0031] In some possible embodiments, the vehicle body further includes a main body and a chassis located at the bottom of the vehicle body. A central plate is provided at the center of the bottom of the main body, and the central plate is connected to the chassis via a central pin. A shock absorber is provided between the main body and the chassis.

[0032] The technical solutions of this application have at least the following advantages and beneficial effects:

[0033] This application adds a vertical limiting system to the existing maglev train, which provides a downward vertical limiting force to the train body. During train operation, by adjusting the magnitude of the vertical limiting force provided by the vertical limiting system to the train body, the actual levitation force experienced by the train along the track structure can always be maintained within a certain range, thus ensuring good stability for the train whether it is running on a track with good or poor operating conditions. Attached Figure Description

[0034] Figure 1 Side view of a maglev train provided for some embodiments of this application;

[0035] Figure 2 for Figure 1 A partial side view of the maglev train is shown.

[0036] Figure 3 Schematic diagrams of the base provided for some embodiments of this application;

[0037] Figure 4 A front view of a partial structure of a magnetic levitation train provided for some embodiments of this application.

[0038] Icons: Y-Vertical center axis, 10-Car body, 11-Main body, 12-Underframe, 13-Connecting frame, 14-Core plate, 15-Center pin, 16-Shock absorber, 17-Ball head limiting base, 18-Ball head, 19-Mounting bracket, 191-Mounting support, 20-Railway structure, 21-Foundation, 22-Base, 221-Propulsion groove, 222-Alignment groove, 223-Vertical limiting cavity, 23-Railway unit, 231-Support Beam, 232-track, 233-sleeper, 234-track block, 30-suspension system, 31-suspension sensor plate, 32-suspension linear motor, 40-propulsion system, 41-propulsion sensor plate, 42-propulsion linear motor, 50-vertical limit system, 51-vertical limit sensor plate, 52-vertical limit linear motor, 53-rotary motor, 60-travel unit, 61-wheel, 611-flange, 62-travel motor. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below in conjunction with specific embodiments. The same reference numerals in the accompanying drawings represent the same components. It should be noted that the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the described embodiments of this application without creative effort are within the scope of protection of this application.

[0040] Compared to the embodiments shown in the accompanying drawings, feasible embodiments within the scope of this application may have fewer components, other components not shown in the drawings, different components, differently arranged components, or components with different connections, etc. Furthermore, two or more components in the drawings may be implemented in a single component, or a single component shown in the drawings may be implemented as multiple separate components.

[0041] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this application pertains. The terms "comprising" or "including," and similar terms as used in this specification and claims, mean that the element or object preceding the term covers the element or object listed following the term and its equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, whether direct or indirect. Terms such as "upper," "lower," "inner," and "outer" are used only to indicate relative positional relationships; these relative positional relationships may change accordingly when the absolute position of the described object changes.

[0042] In light of the description in the background section, to reduce the impact of vertical vibration on a maglev train using the second arrangement of the propulsion system 40 when traveling on tracks with poor operating conditions, please refer to... Figure 1 This application provides a self-propelled magnetic levitation train, wherein, Figure 1 A side view of an exemplary maglev train is shown.

[0043] Overall, the maglev train includes a car body 10, a track structure 20, a levitation system 30, a propulsion system 40, and a vertical restraint system 50. The car body 10 has a vertical central axis Y and can travel along the track structure 20. The levitation system 30 is symmetrically arranged on both sides of the bottom of the car body 10 along the vertical central axis Y. The levitation system 30 provides an upward levitation force to the car body 10 from both sides of the bottom, allowing the car body 10 to levitate above the track structure 20.

[0044] Specifically, such as Figure 2As shown, the levitation system 30 may include a levitation sensor plate 31 and a levitation linear motor 32. For example, the levitation sensor plate 31 may be an aluminum plate. There are two ways to arrange the levitation sensor plate 31 and the levitation linear motor 32. In the first way, the levitation sensor plate 31 is connected to the track structure 20 and continuously laid along the travel direction of the vehicle body 10. In this case, the levitation linear motor 32 is connected to the vehicle body 10 and is opposite to the levitation sensor plate 31. Thus, when the levitation linear motor 32 is energized, an upward electromagnetic force is generated between the levitation linear motor 32 and the levitation sensor plate 31, which serves as the levitation force for levitizing the vehicle body 10. In the second way, the levitation sensor plate 31 is connected to the vehicle body 10. In this case, there are multiple levitation linear motors 32, and these multiple levitation linear motors 32 are sequentially arranged on the track structure 20 along the travel direction of the vehicle body 10.

[0045] It is understandable that, compared to the second setting method, the first setting method of setting the suspension sensor plate 31 and the suspension linear motor 32 can effectively reduce the actual cost because only a small number of suspension linear motors 32 need to be set on the vehicle body 10 to achieve the suspension of the vehicle body 10. Therefore, this application preferably adopts the first setting method of setting the suspension sensor plate 31 and the suspension linear motor 32.

[0046] To facilitate the arrangement of the propulsion system 40 and the vertical limiting system 50, the track structure 20 may include a foundation 21 and a base 22 arranged on the vertical central axis Y. The base 22 is fixedly mounted on the foundation 21 and extends along the travel direction of the vehicle body 10. Furthermore, as... Figure 3 As shown, the base 22 is provided with a propulsion groove 221, a clearance groove 222 and a vertical limiting cavity 223 connected to each other from top to bottom, and the propulsion groove 221, the clearance groove 222 and the vertical limiting cavity 223 all extend along the driving direction of the vehicle body 10.

[0047] At this time, the propulsion system 40 is arranged in the propulsion groove 221. The propulsion system 40 is used to provide propulsion force to the vehicle body 10 so that the vehicle body 10 can travel along the track structure 20. For example, the propulsion system 40 may include a propulsion sensing plate 41 and a propulsion linear motor 42 disposed in the propulsion groove 221, and the propulsion sensing plate 41 may be an aluminum plate. The arrangement of the propulsion sensing plate 41 and the propulsion linear motor 42 will be described below.

[0048] The vertical limiting system 50 is arranged in the vertical limiting cavity 223. The vertical limiting system 50 is used to provide a downward vertical limiting force for the vehicle body 10. The magnitude of the vertical limiting force is adjustable and the vertical limiting force is less than the levitation force.

[0049] It is understandable that by setting the vertical limiting system 50 to provide a downward vertical limiting force to the car body 10, the suspension system 30 can provide an upward levitation force to the car body 10 during train operation. Since the vertical limiting force is less than the levitation force, the actual levitation force on the car body 10 is equal to the levitation force provided by the suspension system 30 to the car body 10 minus the vertical limiting force provided by the vertical limiting system 50 to the car body 10.

[0050] Based on this, when the train is running normally on a track with good working conditions, the actual levitation force on the car body 10 is maintained within a certain range. At this time, the car body 10 can be stably suspended above the track structure 20 and travel smoothly along the track structure 20 under the propulsion force provided by the propulsion system 40. Conversely, when the train is running on a track with poor working conditions, the car body 10 may experience vertical vibration. At this time, the magnitude of the levitation force provided by the levitation system 30 to the car body 10 will change. During this process, by adjusting the magnitude of the vertical limiting force provided by the vertical limiting system 50 to the car body 10, the actual levitation force on the car body 10 when the train is running on a track with poor working conditions can be kept as consistent as possible with the actual levitation force on the car body 10 when the train is running on a track with good working conditions, thereby ensuring that the train can run smoothly even when running on a track with poor working conditions.

[0051] Specifically, when the car body 10 experiences downward vertical vibration, it tends to move downward. At this time, the levitation force provided by the suspension system 30 to the car body 10 increases due to the reduced distance between the suspension linear motor 32 and the suspension induction plate 31. During this process, simply increasing the vertical limiting force provided by the vertical limiting system 50 to the car body 10 is sufficient to ensure that the actual levitation force experienced by the car body 10 is consistent with the actual levitation force experienced by the car body 10 when the train is traveling on a track with good operating conditions. Conversely, when the car body 10 experiences upward vertical vibration, it tends to move upward. At this time, the levitation force provided by the suspension system 30 to the car body 10 decreases due to the increased distance between the suspension linear motor 32 and the suspension induction plate 31. During this process, simply decreasing the vertical limiting force provided by the vertical limiting system 50 to the car body 10 is sufficient to ensure that the actual levitation force experienced by the car body 10 is consistent with the actual levitation force experienced by the car body 10 when the train is traveling on a track with good operating conditions.

[0052] As can be seen, this application adds a vertical limiting system 50 to the existing maglev train, which can provide a downward vertical limiting force to the car body 10. During the train's operation, by adjusting the magnitude of the vertical limiting force provided by the vertical limiting system 50 to the car body 10, the actual levitation force experienced by the train during its travel along the track structure 20 can always be maintained within a certain range. This ensures that the train has good stability whether it is traveling on a track with good or poor operating conditions.

[0053] To achieve the goal of arranging the propulsion system 40 and the vertical limiting system 50 respectively within the propulsion slot 221 and the vertical limiting cavity 223, and to provide propulsion force and vertical limiting force to the vehicle body 10 respectively through the propulsion system 40 and the vertical limiting system 50, in some embodiments of this application, combined with Figure 1 and Figure 2 As shown, the vehicle body 10 may include a main body 11, a base frame 12, and a connecting frame 13. The base frame 12 is connected to the bottom of the main body 11. For example, a center plate 14 can be positioned in the middle of the bottom of the main body 11, and the center plate 14 can be connected to the base frame 12 via a center pin 15. In this case, the suspension linear motor 32 of the aforementioned suspension system 30 can be mounted on the base frame 12.

[0054] It is understood that there can be multiple base frames 12 located at the bottom of the main body 11, and the multiple base frames 12 are arranged sequentially along the length direction of the main body 11, for example, as Figure 4 As shown, a base frame 12 can be installed on each of the opposite sides of the bottom of the main body 11 along its length. Furthermore, to improve the train's shock resistance during operation, shock absorbers 16 can be installed between the main body 11 and the base frame 12. For example, four shock absorbers 16 arranged in an array can be installed between the main body 11 and a single base frame 12 to improve the train's shock absorption effect. Of course, the number of shock absorbers 16 is not limited to this.

[0055] The connecting bracket 13 is hinged to the vehicle body 10, for example, as Figure 2 As shown, a ball-head limiting base 17 can be provided at the bottom center of the base frame 12, and a ball head 18 hinged to the ball-head limiting base 17 can be provided at one end of the connecting frame 13, so that the connecting frame 13 can be hinged to the ball-head limiting base 17 on the base frame 12 through the ball head 18. At the same time, the end of the connecting frame 13 away from the ball head 18 extends along the vertical central axis Y, passing through the propulsion groove 221 and the clearance groove 222 in sequence, and then extends into the vertical limiting cavity 223.

[0056] At this time, the aforementioned propulsion system 40 includes two configurations for the propulsion sensing plate 41 and the propulsion linear motor 42, such as... Figure 2As shown, in the first method, there are two propulsion sensor plates 41. These two plates are symmetrically arranged along the vertical central axis Y on the inner wall of the propulsion groove 221, and extend along the driving direction of the vehicle body 10. In this case, the propulsion linear motor 42 is connected to the connecting frame 13 and located within the propulsion groove 221. The propulsion linear motor 42 is also located on the vertical central axis Y, and its opposite sides are opposite to the two propulsion sensor plates 41. Thus, when the propulsion linear motor 42 is energized, it can simultaneously interact with the two propulsion sensor plates 41. The induction plate 41 generates two electromagnetic forces. For a single electromagnetic force, the electromagnetic force is divided into a force in the direction of travel of the vehicle body 10 and a force perpendicular to the induction plate 41. The force in the direction of travel of the vehicle body 10 can be used as a propulsion force to make the vehicle body 10 travel along the track structure 20, while the force perpendicular to the induction plate 41 can be used as a force to limit the lateral displacement of the vehicle body 10. The second method is to connect the induction plate 41 to the connecting frame 13, and to arrange the linear propulsion motors 42 at intervals along the direction of travel of the vehicle body 10 on the two inner side walls opposite to each other of the propulsion groove 221.

[0057] Understandably, compared to the second arrangement, the first arrangement of the propulsion sensor plate 41 and the propulsion linear motor 42 requires only a small number of propulsion linear motors 42 on the vehicle body 10 to provide the necessary propulsion force, thus effectively reducing the actual cost. Therefore, this application preferably adopts the first arrangement of the propulsion sensor plate 41 and the propulsion linear motor 42. Furthermore, in actual implementation, the number of propulsion linear motors 42 on a single vehicle body 10 can be reasonably set according to needs to enable the vehicle body 10 to have different accelerations and travel speeds.

[0058] For example, regarding the appendix to this application Figure 4 For the vehicle body 10 shown with two base frames 12, a mounting frame 19 for mounting the propulsion linear motor 42 can be further provided between the two base frames 12. The mounting frame 19 further includes multiple mounting brackets 191, and the connection between adjacent mounting brackets 191 is hinged. When there are multiple propulsion linear motors 42, only the propulsion linear motors 42 need to be mounted on the corresponding mounting brackets 191. Furthermore, the hinged structure of the mounting frame 19 can accommodate the swaying that may occur when the vehicle body 10 travels on curved tracks, improving the stability of the propulsion linear motor 42. It should be noted that... Figure 4 The dashed box shown indicates the mounting position where the propulsion linear motor 42 can be installed.

[0059] Based on this, a propulsion displacement sensor (not shown in the figure) can be installed on the propulsion linear motor 42. This propulsion displacement sensor is used to detect the distance (i.e., air gap) between the propulsion linear motor 42 and the propulsion sensing plate 41, so as to adjust the power of the propulsion linear motor 42 according to the size of the distance between the propulsion linear motor 42 and the propulsion sensing plate 41 detected by the propulsion displacement sensor, thereby reliably limiting the lateral displacement of the car body 10 and ensuring that the propulsion linear motor 42 is always located on the vertical central axis Y during the train's operation.

[0060] The vertical limiting system 50 may include a vertical limiting sensing plate 51 and a vertical limiting linear motor 52. For example, the vertical limiting sensing plate 51 may be an aluminum plate. There are two ways to arrange the vertical limiting sensing plate 51 and the vertical limiting linear motor 52, such as... Figure 2 As shown, in the first method, there are two vertical limiting sensor plates 51. These two vertical limiting sensor plates 51 are symmetrically arranged along the vertical central axis Y at the top of the vertical limiting cavity 223, and extend along the driving direction of the vehicle body 10. In this case, the vertical limiting linear motor 52 is connected to the connecting bracket 13 and located inside the vertical limiting cavity 223. The vertical limiting linear motor 52 is opposite to the two vertical limiting sensor plates 51. Thus, when the vertical limiting linear motor 52 is energized, it can simultaneously interact with both vertical limiting sensor plates. Two electromagnetic forces are generated by 51, which can be used as a downward vertical limiting force provided to the vehicle body 10. Based on this, the magnitude of the vertical limiting force provided by the vertical limiting system 50 to the vehicle body 10 can be adjusted by reasonably controlling the power of the vertical limiting linear motor 52. The second method is to connect the vertical limiting induction plate 51 to the connecting frame 13, and set the vertical limiting linear motor 52 symmetrically on the inner top of the vertical limiting cavity 223 along the vertical central axis Y, and the vertical limiting linear motor 52 is set at intervals along the driving direction of the vehicle body 10.

[0061] It is understandable that, compared to the second setting method, the first setting method for the vertical limit sensing plate 51 and the vertical limit linear motor 52 can effectively reduce the actual cost because only a small number of vertical limit linear motors 52 need to be set on the vehicle body 10 to provide the required vertical limit force to the vehicle body 10. Therefore, this application preferably adopts the first setting method for the vertical limit sensing plate 51 and the vertical limit linear motor 52.

[0062] Based on this, a vertical displacement sensor (not shown in the figure) can be installed on the vertical limiting linear motor 52. This vertical displacement sensor is used to detect the distance (i.e., air gap) between the vertical limiting linear motor 52 and the vertical limiting sensing plate 51, so as to adjust the power of the vertical limiting linear motor 52 according to the size of the distance between the vertical limiting linear motor 52 and the vertical limiting sensing plate 51 detected by the vertical displacement sensor, thereby adjusting the magnitude of the vertical limiting force provided by the vertical limiting system 50 to the vehicle body 10.

[0063] Meanwhile, considering that the vertical limiting linear motor 52 is horizontally positioned within the vertical limiting cavity 223, in order to facilitate the later removal of the vertical limiting linear motor 52 from the vertical limiting cavity 223 for maintenance, repair, or replacement, reference is made to some embodiments of this application. Figure 2 The vertical limiting system 50 may also include a rotary motor 53. The rotary motor 53 is connected to the connecting frame 13 and located in the vertical limiting cavity 223. The rotary motor 53 is connected to the vertical limiting linear motor 52 for transmission, so as to drive the vertical limiting linear motor 52 to rotate in the horizontal plane.

[0064] Thus, when it is necessary to remove the vertical limiting linear motor 52 from the vertical limiting cavity 223, it is only necessary to use the rotary motor 53 to drive the vertical limiting linear motor 52 to rotate 90° in the horizontal plane so that the length direction of the vertical limiting linear motor 52 is parallel to the extension direction of the clearance groove 222, and the vertical limiting linear motor 52 can be removed from the clearance groove 222.

[0065] In addition, in order to enable the maglev train to have different operating modes, in some embodiments of this application, the track structure 20 may also include two track units 23, which are symmetrically arranged on the foundation 21 along the vertical central axis Y of the vehicle body 10, and the base 22 is located at the center between the two track units 23.

[0066] Furthermore, such as Figure 2 As shown, the track unit 23 includes a support beam 231 and a track 232. In this case, the suspension sensor plate 31 of the aforementioned suspension system 30 can be laid on the support beam 231. The track 232 is located beside the support beam 231. For example, the track 232 can be located inside or outside the support beam 231, and the track 232 is laid continuously along the travel direction of the vehicle body 10. For example, the track 232 can be laid on the foundation 21 through sleepers 233, and the track 232 is pressed onto the sleepers 233 by track clamping blocks 234.

[0067] Meanwhile, the maglev train may also include a traveling unit 60 corresponding to the track unit 23. The traveling unit 60 further includes wheels 61 and a traveling motor 62. The wheels 61 are adapted to the track 232 and can travel on the track 232. The traveling motor 62 is connected to the chassis 12 of the vehicle body 10 so as to drive the wheels 61 to travel on the track 232.

[0068] Thus, through the arrangement of the walking unit 60, the maglev train possesses at least a maglev driving mode and a non-maglev driving mode. Specifically, when the maglev train operates in maglev mode, the vehicle body 10 is suspended above the track structure 20 under the combined action of the suspension system 30 and the vertical limiting system 50, causing the wheels 61 of the walking unit 60 to disengage from the track 232. Subsequently, the propulsion system 40 can drive the vehicle body 10 along the track structure 20. Conversely, when the maglev train is unable to operate in maglev mode due to a malfunction of any one or more of the suspension system 30, propulsion system 40, or vertical limiting system 50, the vehicle body 10 will no longer be suspended above the track structure 20. In this case, the wheels 61 of the walking unit 60 will contact the track 232, and the walking motor 62 can then drive the wheels 61 along the track 232, thereby making the maglev train a self-propelled maglev train with self-propelled capability.

[0069] In addition, in order to further limit the lateral displacement of the maglev train, in some embodiments of this application, the installation position of the track 232 is further restricted. Specifically, the track 232 is located inside the support beam 231. At this time, the wheel 61 is provided with a flange 611 on the side near the vertical central axis Y of the vehicle body 10, and the flange 611 can abut against the side wall of the track 232.

[0070] It is understandable that by setting the track 232 inside the support beam 231 and further setting the flange 611 on the wheel 61, when the maglev train body 61 is in a suspended state, the wheel 61 is out of contact with the track 232, but the flange 611 of the wheel 61 is always aligned with the side wall of the track 232. In this way, when the body 10 undergoes a large lateral displacement, in addition to the propulsion system 40 in the middle working with the base 22 to limit the lateral displacement of the body 10, the flange 611 of the wheel 61 can also abut against the side wall of the track 232, thereby effectively preventing the body 10 from undergoing a large lateral displacement and further improving the reliability of the maglev train when it is running.

[0071] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A self-propelled magnetic levitation train, characterized in that, include: The vehicle body has a vertical central axis and is capable of traveling along a track structure; the track structure includes a base arranged on the vertical central axis, and the base is provided with a propulsion groove, a clearance groove, and a vertical limiting cavity in sequence from top to bottom, all of which are interconnected. The propulsion groove, the clearance groove, and the vertical limiting cavity all extend along the traveling direction of the vehicle body; the vehicle body includes a connecting frame hinged to the vehicle body, and the connecting frame extends along the vertical central axis through the propulsion groove and the clearance groove in sequence and then into the vertical limiting cavity; A suspension system is symmetrically arranged on both sides of the bottom of the vehicle body along the vertical central axis, and is used to provide an upward levitation force for the vehicle body so that the vehicle body is suspended above the track structure. A propulsion system is arranged within the propulsion slot and is used to provide propulsion to the vehicle body so that the vehicle body travels along the track structure; A vertical limiting system is arranged in the vertical limiting cavity and is used to provide a downward vertical limiting force to the vehicle body. The magnitude of the vertical limiting force is adjustable and the vertical limiting force is less than the levitation force. The vertical limiting system includes: Two vertical limiting sensor plates are symmetrically arranged at the top of the vertical limiting cavity along the vertical central axis; the vertical limiting sensor plates are continuously laid along the driving direction of the vehicle body; A vertical limiting linear motor is connected to the connecting frame and located within the vertical limiting cavity; the vertical limiting linear motor is opposite to the two vertical limiting sensing plates; a vertical displacement sensor is provided on the vertical limiting linear motor, and the vertical displacement sensor is used to detect the distance between the vertical limiting linear motor and the vertical limiting sensing plate. A rotary motor is connected to the connecting frame and located within the vertical limiting cavity; the rotary motor is drively connected to the vertical limiting linear motor to drive the vertical limiting linear motor to rotate in the horizontal plane.

2. The self-propelled maglev train according to claim 1, characterized in that, The propulsion system includes: Two propulsion sensing plates are symmetrically arranged on the inner sidewall of the propulsion groove along the vertical central axis; the propulsion sensing plates are continuously laid along the driving direction of the vehicle body; A linear motor is connected to the connecting frame and located within the propulsion groove; the linear motor is located on the vertical central axis, and its two sides are opposite to the two propulsion sensing plates.

3. The self-propelled maglev train according to claim 2, characterized in that, The linear propulsion motor is equipped with a propulsion displacement sensor, which is used to detect the distance between the linear propulsion motor and the propulsion sensing plate.

4. The self-propelled maglev train according to claim 1, characterized in that, The levitation system includes: A suspended sensor plate is connected to the track structure and continuously laid along the driving direction of the vehicle body; A levitation linear motor is connected to the vehicle body and is opposite to the levitation sensor plate.

5. The self-propelled maglev train according to claim 4, characterized in that, The track structure also includes track units symmetrically arranged along the vertical central axis. Each track unit includes a support beam and a track. The suspension sensor plate is laid on the support beam, and the track is located beside the support beam and is laid continuously along the driving direction of the vehicle body. The train also includes a traveling unit corresponding to each of the track units. The traveling unit includes wheels that can travel on the track and a traveling motor connected to the vehicle body for driving the wheels.

6. The self-propelled maglev train according to claim 5, characterized in that, The track is located inside the support beam, and the wheel has a flange on the side near the vertical central axis, which can abut against the side wall of the track.

7. The self-propelled maglev train according to claim 1, characterized in that, The vehicle body also includes a main body and a chassis located at the bottom of the vehicle body. A central plate is provided in the middle of the bottom of the main body. The central plate is connected to the chassis via a central pin. A shock absorber is provided between the main body and the chassis.

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