A double-T type double-sided drive maglev train system

Abstract

This application discloses a double-T-shaped, double-sided drive maglev train system, relating to the field of maglev train system technology. It achieves decoupling of the levitation, guidance, and drive functions of the maglev train, reducing the control complexity of the maglev train and ensuring its safe operation. The system includes a car body structure, an inverted double-T-shaped support beam, a levitation system, a safety limiting and braking system, and a drive system. The car body structure includes a train vehicle and a suspension frame mounted at the bottom of the train vehicle. The suspension frame has two opposing C-shaped frames at its bottom. The inverted double-T-shaped support beam includes a bottom beam and two guide rails mounted on the upper surface of the bottom beam. A middle beam is located at the center of the bottom beam. The C-shaped frames are symmetrically arranged with respect to the centerline of the middle beam. The levitation system is located between the bottom surface of the suspension frame and the upper surface of the guide rails. The drive system and the safety limiting and braking system are both located between the side of the middle beam and the C-shaped frames. This application aims to improve the performance of the levitation drive system.

Description

Technical Field

[0001] This application relates to the field of maglev train system technology, and in particular to a double-T type double-sided drive maglev train system. Background Technology

[0002] Maglev transportation has achieved commercial operation and commercial demonstration operation at medium-low speed and high speed. Currently, the most widely used suspension system in high-speed and medium-low speed maglev is the electromagnetic suspension system, and the drive system consists of an electrically excited linear motor system and an induction motor linear system. However, there is a certain degree of coupling between the suspension and drive in both high-speed and medium-low speed maglev.

[0003] The electromagnet device of the high-speed maglev train integrates levitation and drive. The on-board electromagnet provides the excitation poles for the levitation and drive system. The cross-coupling phenomenon caused by the current change in the drive system will affect the levitation system and introduce instability factors. The guidance system is independent of the levitation drive system and includes guidance electromagnets, guidance sensors and guidance controllers. The guidance system is an independent active control system, which increases the complexity of the magnetic system control.

[0004] The electromagnet device of medium and low speed maglev integrates levitation and guidance. The onboard U-shaped electromagnet and the inverted U-shaped track constitute the levitation and guidance system of the train, which can achieve automatic guidance without active control. The drive system is independent of the levitation and guidance system and consists of short stator windings installed on the vehicle and track reaction plates. Affected by efficiency, power factor and contact power supply, it is only suitable for low-speed applications. The sum of the levitation gap and the drive gap of this system is constant. If one increases, the other decreases. The change in the levitation gap will affect the drive control and increase the complexity of the magnetic system control. Summary of the Invention

[0005] The embodiments of this application provide a double-T type double-sided drive maglev train system, which decouples the levitation, guidance and drive functions of the maglev train, reduces the control complexity of the maglev train and ensures the safe operation of the maglev train.

[0006] To achieve the above objectives, embodiments of this application provide a double-T-shaped, double-sided driven maglev train system, including a car body structure, an inverted double-T-shaped support beam, a suspension system, a safety limiting and braking system, and a drive system. The car body structure includes a train vehicle and a suspension frame disposed at the bottom of the train vehicle. The bottom of the suspension frame is provided with two opposing C-shaped frames. The inverted double-T-shaped support beam includes a bottom beam and two guide rails disposed on the upper surface of the bottom beam. A middle beam is disposed at the center of the bottom beam. The C-shaped frames are symmetrically arranged with respect to the centerline of the middle beam. The suspension system is disposed between the bottom surface of the suspension frame and the upper surface of the guide rails. The drive system and the safety limiting and braking system are both disposed between the side of the middle beam and the C-shaped frames.

[0007] Furthermore, the levitation system includes two levitation electromagnets and two permanent magnet tracks; the two levitation electromagnets are both disposed on the bottom surface of the levitation frame; the two permanent magnet tracks are respectively disposed on the upper surface of the corresponding guide rails, and the positions of the two levitation electromagnets correspond one-to-one with the positions of the two permanent magnet tracks.

[0008] Furthermore, the two levitation electromagnets are symmetrically arranged with respect to the centerline of the suspension frame; the two permanent magnet tracks are symmetrically arranged with respect to the centerline of the double T-shaped support beam.

[0009] Furthermore, the levitation electromagnet can be a conventional electromagnetic levitation magnet, a permanent magnet electric levitation magnet, a low-temperature superconducting material, or a high-temperature superconducting material.

[0010] Furthermore, the levitation electromagnet is composed of an excitation coil and a magnet core wound together; the permanent magnet track includes a track and a track magnet disposed on the track; the track magnet is a permanent magnet; the magnetism of the levitation electromagnet is the same as that of the track magnet; when the levitation electromagnet and the track magnet are misaligned, a lateral force is generated between them to reset the levitation electromagnet.

[0011] Furthermore, the drive system includes two linear motor stators and two Halbach movers; the two linear motor stators are respectively disposed on two sides of the intermediate beam; the two Halbach movers are respectively disposed within the C-frame; the positions of the two linear motor stators and the two Halbach movers correspond one-to-one.

[0012] Furthermore, the Halbach mover adopts a Halbach permanent magnet linear array; two Halbach permanent magnet linear arrays are set in the corresponding C-frame and are symmetrically arranged with respect to the center line of the suspension frame; the two linear motor long stators are symmetrically arranged with respect to the center line of the intermediate beam.

[0013] Furthermore, the Halbach permanent magnet linear array can generate a sinusoidal magnetic field that moves upward on one side, and the linear motor long stator can generate a traveling wave magnetic field after being energized. The traveling wave magnetic field and the sinusoidal magnetic field attract each other to generate the driving force that propels the maglev train forward.

[0014] Furthermore, the C-frame includes an upper crossbeam and a lower crossbeam, the outer ends of which are connected to the bottom of the suspension frame via vertical beams; the safety limiting and braking system includes four safety limiting and braking magnets, four lateral displacement sensors, and four copper plates; each of the four safety limiting and braking magnets includes a first magnetic component and a second magnetic component; the four first magnetic components are respectively disposed at the inner ends of the corresponding upper or lower crossbeams, and the four second magnetic components, four lateral displacement sensors, and four copper plates are respectively disposed on the left and right side walls of the middle beam; the first magnetic component is an electromagnet, and the second magnetic component is an electromagnet or a permanent magnet.

[0015] Furthermore, the lateral displacement sensor can detect the running deviation value of the maglev train, and send a signal to the control unit when the deviation value is greater than a preset value. The control unit controls the safety limit and braking magnets to be energized, driving the maglev train back to its original position.

[0016] This application has the following advantages over the prior art:

[0017] 1. The embodiments of this application realize the levitation, driving and guiding functions of the maglev train through the levitation system, the driving system and the safety limit and braking system respectively, thereby decoupling the levitation, driving and guiding functions of the maglev train, reducing the control complexity of the maglev train and enabling the system to be adjusted independently.

[0018] 2. When the levitation electromagnet in the embodiments of this application uses high-temperature superconducting materials, the train levitation and guidance are achieved through the pinning effect, without the need for active control. It has self-stabilizing, self-levitation, and self-guiding characteristics, and its reliability is extremely high. When low-temperature superconducting materials are used, the higher the speed, the greater the levitation force, while the magnetic resistance decreases, the efficiency is improved, and it has strong self-levitation, self-guiding, and levitation capabilities.

[0019] 3. In the embodiments of this application, the Halbach mover adopts a Halbach permanent magnet linear array, which can effectively enhance the excitation magnetic field strength, improve the utilization rate of permanent magnets, reduce the harmonic content of the mover magnetomotive force, and help improve the energy density of the motor.

[0020] 4. The safety limit and braking electromagnet and the rail-hugging design of the suspension frame in the embodiments of this application can protect the train so that it always runs on the track and there is no risk of derailment. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0022] Figure 1 This is a structural schematic diagram of an embodiment of this application. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] In the description of this application, it should be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0025] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation", "connection" and "joining" should be interpreted broadly, for example, they can refer to fixed connections, detachable connections, or integral connections; those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0026] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" can explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0027] Reference Figure 1 The embodiments of this application provide a double-T-shaped double-sided drive maglev train system, including a car body structure 1, an inverted double-T-shaped support beam 2, a suspension system 3, a drive system 4, and a safety limit and braking system 5.

[0028] The car body structure 1 includes a train car 11 and a suspension frame 12 connected to the bottom of the train car 11 by air springs. The bottom of the suspension frame 12 is provided with two C-shaped frames 13 arranged symmetrically from left to right. The C-shaped frame 13 includes an upper crossbeam and a lower crossbeam. The outer ends of the upper crossbeam and the lower crossbeam are connected to the bottom of the suspension frame 12 by vertical beams, and the inner ends of the upper crossbeam and the lower crossbeam form the opening of the C-shaped frame.

[0029] The inverted double T-shaped support beam 2 includes a bottom beam 21 and two guide rails 22 disposed on its upper surface. The two guide rails 22 are symmetrically arranged with respect to the center line of the bottom beam 21. A middle beam 23 is provided at the center of the bottom beam 21. The C-shaped frame 13 is symmetrical with respect to the center line of the middle beam 23.

[0030] Two outer vertical beams 24 are also provided at the ends of the bottom beam 21. The two outer vertical beams 24 are symmetrically arranged with respect to the center line of the middle beam 23. The two outer vertical beams 24 are located on the outside of the suspension frame 12, and their height is higher than the bottom surface of the suspension frame 12. This can enhance the strength of the bottom beam 21.

[0031] The levitation system 3 includes two levitation electromagnets 31 and two permanent magnet tracks 32. Both levitation electromagnets 31 are mounted on the bottom surface of the levitation frame 12. The two permanent magnet tracks 32 are respectively mounted on the upper surface of the corresponding guide rails 22. The magnetism of the levitation electromagnets 31 is the same as that of the track magnets 32, and the positions of the two levitation electromagnets 31 correspond one-to-one with the positions of the two permanent magnet tracks 32.

[0032] The levitation electromagnet 31 can be made of a normal-conducting electromagnetic levitation magnet, a permanent magnet electric levitation magnet, a low-temperature superconducting material, or a high-temperature superconducting material.

[0033] Specifically, the levitation electromagnet 31 can be made by winding a common magnet core and an excitation coil. Passing current through the coil generates a strong magnetic field. The magnetic poles generated by the two levitation electromagnets 31 are N and S poles, respectively. In addition, if a superconductor is used for the levitation electromagnet 31, levitation and automatic guidance are achieved by the pinning effect of the superconductor, and the system can achieve stable levitation and guidance without active control.

[0034] The permanent magnet track 32 includes a track and track magnets mounted on the track. The track magnets are permanent magnets. The track magnets are arranged in a manner that is on the same side and has the same polarity as the levitation electromagnet 31. When the levitation electromagnet 31 is energized, it and the permanent magnet track 32 laid on the inverted double T-shaped support beam 2 generate magnetic repulsion due to the principle of repulsion between magnets on the same side and with the same polarity, thus enabling the maglev train to achieve a levitation effect. At the same time, the magnitude of the excitation current supplied to the levitation electromagnet 31 can be adjusted to control the levitation height of the maglev train.

[0035] Furthermore, when the maglev train deviates from the track centerline due to navigating curves, a lateral force is generated between the levitation electromagnet 31 and the permanent magnet track 32, causing the maglev train to return to the centerline position, thus achieving automatic guidance. It should be noted that the levitation electromagnet 31 can also be replaced by a high-temperature superconductor or a low-temperature superconductor. In this case, levitation and automatic guidance are achieved by the pinning effect of the superconductor, and the system can achieve stable levitation and guidance without active control.

[0036] The drive system 4 includes two linear motor stators 41 and two Halbach movers 42. The two linear motor stators 41 are respectively mounted on the left and right sides of the intermediate beam 23, symmetrically arranged with respect to the centerline of the intermediate beam 23. The two Halbach movers 42 are respectively mounted within the C-frame 13, symmetrically arranged with respect to the centerline of the suspension frame 12. The positions of the two linear motor stators 41 and the two Halbach movers 42 correspond one-to-one. The two linear motor stators 41 and the two Halbach movers 42 constitute a dual-sided drive linear motor system, providing driving force for the train. This achieves decoupling of drive and suspension.

[0037] The Halbach mover 42 employs a Halbach permanent magnet linear array, where the permanent magnets are arranged in a Halbach permanent magnet linear array within the C-frame 13. The linear motor long stator 41 is mounted on the left and right side walls of the intermediate beam 23. Three-phase current is passed through the coil windings of the linear motor long stator 41, generating a traveling wave magnetic field. The Halbach permanent magnet linear array generates a unidirectional sinusoidal magnetic field through the cancellation and synthesis of magnetic field lines. The interaction between the traveling wave magnetic field and the sinusoidal magnetic field generates the traction force of the maglev train. Simultaneously, the interaction between the Halbach permanent magnet linear array and the linear motor long stator 41 also provides partial levitation force for the maglev train.

[0038] The safety limit and braking system 5 includes four safety limit and braking magnets 51, four lateral displacement sensors 52, and four copper plates. Each of the four safety limit and braking magnets 51 includes a first magnetic component and a second magnetic component. The four first magnetic components are respectively disposed at the inner ends of the corresponding upper or lower crossbeams. The four second magnetic components, the four lateral displacement sensors 52, and the four copper plates are respectively disposed on the left and right sidewalls of the intermediate beam 23. The lateral displacement sensors 52, the copper plates, and the corresponding second magnetic components are integrated into one unit.

[0039] The first magnetic component in the safety limit and braking magnet 51 is an electromagnet. The second magnetic component can be an electromagnet or a permanent magnet. The housing of the second magnetic component, i.e., the lateral displacement sensor 52, can be made of magnetic materials such as copper plates. The lateral displacement sensor can be directly integrated with the permanent magnet, with the copper plate providing eddy current braking and the permanent magnet providing guidance. Alternatively, the second magnetic component can be placed directly on the intermediate beam 23 without being integrated with the lateral displacement sensor 52. The lateral displacement sensor 52 can detect the running deviation of the maglev train. When the deviation exceeds a preset value—that is, when the maglev train deviates from the track centerline and exceeds the automatic guidance range—it sends a warning signal to the control unit. The control unit then energizes the first and second magnetic components in the safety limit and braking magnet 51, causing them to interact and generate a reverse lateral component. This allows the maglev train to adjust back to the centerline, solving the guidance problem and ensuring the safe operation of the maglev train. Simultaneously, the first magnetic component interacts with the copper plate to generate an eddy current effect for eddy current braking.

[0040] In summary, the dual-T type double-sided drive maglev train system of this application decouples the levitation, guidance, and drive functions in terms of control, reducing the control complexity of the maglev train. Regarding safety: firstly, the decoupled operation of the levitation, guidance, and drive systems increases the train's immunity to disturbances during operation; secondly, the automatic guidance function of the levitation system effectively ensures the train's safe operation; and thirdly, the rail-hugging design of the suspension frame reduces the risk of derailment. In terms of efficiency, it improves the integration and control uniformity of the onboard electromagnets, enhances the train's traction capacity, and reduces the power consumption of the levitation and guidance systems. Furthermore, the size and number of the levitation electromagnets, HalBach movers, and linear motor stators in this application embodiment can be adjusted according to different application scenarios.

[0041] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A double-T-shaped, double-sided drive maglev train system, characterized in that, It includes a car body structure, an inverted double T-shaped support beam, a suspension system, a safety limiting and braking system, and a drive system; the car body structure includes the train cars and a suspension frame installed at the bottom of the train cars; the bottom of the suspension frame has two opposing C-shaped frames; the inverted double T-shaped support beam includes a bottom beam and two guide rails installed on the upper surface of the bottom beam; a middle beam is installed at the center of the bottom beam; the C-shaped frames are symmetrically arranged with respect to the center line of the middle beam; the suspension system is installed between the bottom surface of the suspension frame and the upper surface of the guide rails; the drive system and the safety limiting and braking system are both installed between the side of the middle beam and the C-shaped frames; The drive system includes two linear motor stators and two Halbach movers; the two linear motor stators are respectively located on two sides of the middle beam; the two Halbach movers are respectively located inside the C-frame; the positions of the two linear motor stators and the two Halbach movers correspond one-to-one. The C-frame includes an upper crossbeam and a lower crossbeam, the outer ends of which are connected to the bottom of the suspension frame via vertical beams. The safety limiting and braking system includes four safety limiting and braking magnets, four lateral displacement sensors, and four copper plates. Each of the four safety limiting and braking magnets includes a first magnetic component and a second magnetic component. The four first magnetic components are respectively disposed at the inner ends of the corresponding upper or lower crossbeams, and the four second magnetic components, four lateral displacement sensors, and four copper plates are respectively disposed on the left and right side walls of the middle beam. The first magnetic component is an electromagnet, and the second magnetic component is an electromagnet or a permanent magnet.

2. The double-T-shaped double-sided drive maglev train system according to claim 1, characterized in that, The levitation system includes two levitation electromagnets and two permanent magnet tracks; the two levitation electromagnets are both set on the bottom surface of the levitation frame; the two permanent magnet tracks are respectively set on the upper surface of the corresponding guide rails, and the positions of the two levitation electromagnets correspond one-to-one with the positions of the two permanent magnet tracks.

3. The double-T-shaped double-sided drive maglev train system according to claim 2, characterized in that, Two levitation electromagnets are symmetrically arranged with respect to the centerline of the suspension frame; two permanent magnet tracks are symmetrically arranged with respect to the centerline of the double T-shaped support beam.

4. The double-T-shaped double-sided drive maglev train system according to claim 2, characterized in that, The levitation electromagnet can be a conventional electromagnetic levitation magnet, a permanent magnet electric levitation magnet, a low-temperature superconducting material, or a high-temperature superconducting material.

5. The double-T-shaped double-sided drive maglev train system according to claim 2, characterized in that, The levitation electromagnet is composed of an excitation coil and a magnet core wound together; the permanent magnet track includes a track and a track magnet set on the track; the track magnet is a permanent magnet; the magnetism of the levitation electromagnet is the same as that of the track magnet; when the levitation electromagnet and the track magnet are misaligned, a lateral force is generated between them to reset the levitation electromagnet.

6. The double-T-shaped double-sided drive maglev train system according to claim 5, characterized in that, The Halbach mover adopts a Halbach permanent magnet linear array; two Halbach permanent magnet linear arrays are set in the corresponding C-frame and are symmetrically arranged with respect to the center line of the suspension frame; the two linear motor long stators are symmetrically arranged with respect to the center line of the intermediate beam.

7. The double-T-shaped double-sided drive maglev train system according to claim 6, characterized in that, The Halbach permanent magnet linear array can generate a sinusoidal magnetic field that is unilaterally upward. When the long stator of the linear motor is energized, it can generate a traveling wave magnetic field. The traveling wave magnetic field and the sinusoidal magnetic field attract each other to generate the driving force that propels the maglev train forward.

8. The double-T-shaped double-sided drive maglev train system according to claim 7, characterized in that, The lateral displacement sensor can detect the running deviation value of the maglev train, and send a signal to the control unit when the deviation value is greater than a preset value. The control unit controls the safety limit and braking magnets to be energized, driving the maglev train back to its original position.

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