Rail-holding type bilateral drive aerotrain system

Abstract

The invention discloses a rail holding type bilateral drive aerotrain system, and relates to the technical field of aerotrain systems. Decoupling of suspension, guiding and driving functions of the maglev train is achieved, the control complexity of the maglev train is reduced, and safe operation of the maglev train is guaranteed. The system comprises a vehicle body structure, an I-shaped supporting beam, a suspension system, a safety limiting and braking system and a driving system. The train body structure comprises a train and a suspension frame arranged at the bottom of the train. The suspension frame is of an inverted-U-shaped structure, and the upper flange and at least one part of a web of the I-shaped supporting beam extend into a cavity of the suspension frame. The suspension system is arranged between the top wall surface of the cavity of the suspension frame and the upper surface of the upper flange; the safety limiting and braking system is arranged between the side face of the upper flange and the side wall face of the cavity of the suspension frame. The driving systems are arranged between the side faces of the webs of the I-shaped supporting beams and the side wall face of the cavity of the suspension frame. The performance of the suspension driving system is improved.

Description

Technical Field

[0001] The present application relates to the technical field of suspended train systems, and in particular to a track-clutching double-sided drive suspended train system. Background Art

[0002] Maglev transportation has achieved commercial operation and commercial demonstration operation at medium and low speeds and high speeds. At present, the most widely used suspension system for high-speed maglev and medium and low-speed maglev is electromagnetic suspension, and the drive system is an electric excitation linear motor system and an induction motor linear system. There is a certain degree of coupling between the suspension and drive of high-speed maglev and medium and low-speed maglev.

[0003] The electromagnet device of a high-speed maglev train integrates suspension and drive. The on-board electromagnet provides excitation poles for the suspension and drive systems. The cross-coupling phenomenon caused by changes in the drive system current will affect the suspension system and bring instability to the suspension system. The guidance system is independent of the suspension drive system, including 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 suspension and guidance. The on-board U-shaped electromagnet and the inverted U-shaped track constitute the suspension and guidance system of the train, which can realize automatic guidance without active control. The drive system is independent of the suspension and guidance system, and is composed of short stator windings and track reaction plates installed on the vehicle. It is affected by efficiency, power factor and contact power supply, and is only suitable for low-speed applications. The sum of the suspension gap and the drive gap of the system is constant. If one increases, the other will decrease. Changes in the suspension gap will affect the drive control, increasing the complexity of the magnetic system control. Summary of the invention

[0005] The embodiments of the present application provide a track-clamped bilaterally driven levitation train system, which realizes the decoupling of the suspension, guidance and driving 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-mentioned objectives, an embodiment of the present application provides a track-holding double-sided drive suspended train system, comprising a vehicle body structure, an I-shaped support beam, a suspension system, a safety limit and braking system, and a drive system; the vehicle body structure comprises a train vehicle and a suspension frame arranged at the bottom of the train vehicle; the suspension frame is an inverted "U"-shaped structure, and the upper flange and at least a portion of the web of the I-shaped support beam extend into the cavity of the suspension frame; the suspension system is arranged between the top wall surface of the cavity of the suspension frame and the upper surface of the upper flange; the safety limit and braking system is arranged between the side surface of the upper flange and the side wall surface of the cavity of the suspension frame; the drive system is respectively arranged between the side surfaces of the web of the I-shaped support beam and the corresponding side wall surfaces of the cavity of the suspension frame.

[0007] Furthermore, the suspension system includes two suspension electromagnets and two permanent magnet tracks; the two suspension electromagnets are both arranged on the top wall surface of the cavity of the suspension frame; the two permanent magnet tracks are both arranged on the upper surface of the upper wing edge; the positions of the two suspension electromagnets correspond one-to-one to the positions of the two permanent magnet tracks.

[0008] Furthermore, the two suspension electromagnets are symmetrically arranged relative to the center line of the suspension frame; and the two permanent magnet tracks are symmetrically arranged relative to the center line of the I-shaped support beam.

[0009] Furthermore, the levitation electromagnet may be a normal conductive electromagnetic levitation magnet, a permanent magnetic electric levitation magnet, a low temperature superconducting material or a high temperature superconducting material.

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

[0011] Furthermore, the drive system includes two long stators of the linear motor and two Halbach movers; the two long stators of the linear motor are respectively arranged on two side surfaces of the web; the two Halbach movers are respectively arranged on two side wall surfaces of the cavity of the suspension frame; the positions of the long stators of the linear motor 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 arranged on two side wall surfaces of the cavity of the suspension frame and are symmetrically arranged relative to the center line of the suspension frame; and the two linear motor long stators are symmetrically arranged relative to the center line of the I-shaped support beam.

[0013] Furthermore, the Halbach permanent magnet linear array can generate a unilateral upward sinusoidal magnetic field, 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 pull each other to generate a driving force to drive the maglev train forward.

[0014] Furthermore, the safety limit and brake system includes two safety limit and brake magnets, two lateral displacement sensors and two copper plates symmetrically arranged relative to the center line of the suspension frame; the safety limit and brake magnets include a first magnetic part arranged on the side of the upper flange and a second magnetic part arranged on the side wall of the cavity of the suspension frame; the lateral displacement sensor and the copper plate are both arranged on the side wall of the cavity of the suspension frame; the first magnetic part is an electromagnet, and the second magnetic part 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 brake magnets to be energized to drive the maglev train back to its position.

[0016] Compared with the prior art, this application has the following beneficial effects:

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

[0018] 2. When the suspension electromagnet in the embodiment of the present application adopts high-temperature superconducting materials, the suspension and guidance of the train are achieved through the pinning effect, without the need for active control, and has self-stabilization, self-suspension, and self-guiding characteristics, and has extremely high reliability; when low-temperature superconducting materials are used, the higher the speed, the greater the suspension force, and the magnetic resistance decreases, the efficiency is improved, and the train is self-suspended, self-guided, and has strong suspension capabilities.

[0019] 3. The Halbach mover in the embodiment of the present application adopts a Halbach permanent magnet linear array, which can effectively enhance the intensity of the excitation magnetic field, improve the utilization rate of the permanent magnet, reduce the harmonic content of the mover magnetomotive force, and help improve the energy density of the motor.

[0020] 4. The mechanical structure of the embodiment of the present application is simpler, has a high degree of integration, has a higher mechanical structure strength, is easy to produce and manufacture, and has greater reliability.

[0021] 5. The safety limit and brake electromagnet and the track-holding design of the suspension frame in the embodiment of the present application can protect the train from always running on the track without the risk of derailment. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0023] Figure 1 It is a schematic diagram of the structure of an embodiment of the present application. DETAILED DESCRIPTION

[0024] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0025] In the description of the present application, it should be understood that the terms "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0026] In the description of the present application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection. For ordinary technicians in this field, they can understand the specific meanings of the above terms in this application according to specific circumstances.

[0027] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" can explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0028] Reference Figure 1 An embodiment of the present application provides a track-holding double-sided drive suspension train system, including a vehicle body structure 1, an I-shaped support beam 2, a suspension system 3, a drive system 4 and a safety limit and braking system 5.

[0029] The vehicle body structure 1 includes a train vehicle 11 and a suspension frame 12 connected to the bottom of the train vehicle 11 through an air spring. The suspension frame 12 is an inverted "U"-shaped structure, and the upper flange and at least a portion of the web of the I-shaped support beam 2 extend into the cavity of the suspension frame 12, forming a track-holding structure between the two, which can effectively prevent the train from derailing.

[0030] The suspension system 3 includes two suspension electromagnets 31 and two permanent magnet tracks 32. The two suspension electromagnets 31 are both arranged on the top wall surface of the cavity of the suspension frame 12, and are symmetrically arranged relative to the center line of the suspension frame 12. The permanent magnet track 32 is arranged on the upper surface of the upper flange 21, and is symmetrically arranged relative to the center line of the I-shaped support beam 2. The magnetism of the suspension electromagnet 31 is the same as that of the track magnet 32, and the positions of the two suspension electromagnets 31 correspond one-to-one to the positions of the two permanent magnet tracks 32.

[0031] The suspension electromagnet 31 can be made of a normal conductive electromagnetic suspension magnet, a permanent magnetic electric suspension magnet, a low temperature superconducting material or a high temperature superconducting material.

[0032] Specifically, the suspension electromagnet 31 can be formed by winding an ordinary magnet core and an excitation coil. A strong magnetic field can be generated by passing current through the coil. The magnetic poles generated by the two suspension electromagnets 31 are N pole and S pole respectively. In addition, if the suspension electromagnet 31 uses a superconductor, suspension and automatic guidance are achieved by the pinning effect of the superconductor, and the system can achieve stable suspension and guidance without active control.

[0033] The permanent magnetic track 32 includes a track and a track magnet arranged on the track. The track magnet is a permanent magnet. The track magnet is arranged in the same side and the same polarity as the suspension electromagnet 31. After the suspension electromagnet 31 is energized, the permanent magnetic track 32 laid on the I-shaped support beam 2 generates a magnetic repulsion force due to the same side and same polarity repulsion principle, so that the maglev train can achieve the effect of suspension. At the same time, the excitation current passed into the suspension electromagnet 31 can be adjusted to control the suspension height of the maglev train.

[0034] In addition, when the maglev train deviates from the center line of the track due to passing through a curve during operation, a lateral force will be generated between the suspension electromagnet 31 and the permanent magnetic track 32 to make the maglev train return to the center line position, thereby achieving the effect of automatic guidance. It should be noted that the suspension electromagnet 31 can also be replaced by a high-temperature superconductor or a low-temperature superconductor. In this case, suspension and automatic guidance are achieved by the pinning effect of the superconductor, and the system can achieve stable suspension and guidance without active control.

[0035] The driving system 4 includes two long stators of linear motors 41 and two Halbach movers 42. The two long stators of linear motors 41 are respectively arranged on the left and right sides of the web 22 of the I-shaped support beam 2, and are symmetrically arranged relative to the center line of the I-shaped support beam 2. The two Halbach movers 42 are respectively arranged on the left and right side walls of the cavity of the suspension frame 12, and are symmetrically arranged relative to the center line of the suspension frame 12. The positions of the two long stators of linear motors 41 correspond one-to-one to the positions of the two Halbach movers 42. The two long stators of linear motors 41 and the two Halbach movers 42 constitute a bilaterally driven linear motor system to provide driving force for the train. In this way, the effect of decoupling drive and suspension can be achieved.

[0036] The Halbach mover 42 adopts a Halbach permanent magnet linear array, that is, the permanent magnets are arranged on the left and right side walls of the cavity of the suspension frame 12 according to the Halbach permanent magnet linear array, and the linear motor long stator 41 is arranged on the web 22 of the I-shaped support beam 2. A three-phase current is passed through the coil winding of the linear motor long stator 41 to generate a traveling wave magnetic field. The Halbach permanent magnet linear array generates a unidirectional sinusoidal magnetic field through the cancellation and synthesis of magnetic flux lines. The interaction between the traveling wave magnetic field and the sinusoidal magnetic field generates the traction of the maglev train. At the same time, the interaction between the Halbach permanent magnet linear array and the linear motor long stator 41 can also assist in suspension when the suspension system 3 fails.

[0037] The safety limit and brake system 5 includes two safety limit and brake magnets 51, two lateral displacement sensors 52 and two copper plates symmetrically arranged relative to the center line of the suspension frame 12. The safety limit and brake magnet 51 includes a first magnetic member arranged on the side of the upper flange 21 and a second magnetic member arranged on the side wall of the cavity of the suspension frame 12. The lateral displacement sensor 52 and the copper plate are both arranged on the side wall of the cavity of the suspension frame 12. The lateral displacement sensor 52 is integrated with the second magnetic member and the copper plate.

[0038] The first magnetic component is an electromagnet. The second magnetic component can be an electromagnet or a permanent magnet. The second magnetic component, i.e., the housing in the lateral displacement sensor 52, can be made of magnetic materials such as copper plates. At the same time, the lateral displacement sensor can be integrated only with the permanent magnet. The copper plate provides an eddy current braking function, and the permanent magnet provides a guiding function. In addition, the second magnetic component may not be integrated with the lateral displacement sensor 52, but may be directly arranged on the suspension frame 12.

[0039] The lateral displacement sensor 52 can detect the running deviation value of the maglev train, and when the deviation value is greater than the preset value, that is, when the maglev train deviates from the center line of the track and exceeds the automatic guidance range, it sends an early warning signal to the control unit, and the control unit controls the first magnetic member and the second magnetic member in the safety limit and brake magnet 51 to be energized and interact with each other, thereby generating a reverse lateral component, so that the maglev train adjusts and returns to the center line, solves the guidance problem of the maglev train, and ensures the safe operation of the maglev train. At the same time, the first magnetic member interacts with the copper plate to generate an eddy current effect for eddy current braking. In summary, the track-holding bilateral drive suspension train system of the embodiment of the present application realizes the decoupling of suspension, guidance and drive functions in terms of control, and reduces the control complexity of the maglev train. In terms of safety: First, the decoupled operation of the suspension, guidance and drive systems increases the anti-interference performance during the operation of the vehicle; second, the automatic guidance function of the suspension system effectively guarantees the safe operation performance of the train; third, the track-holding design of the suspension frame reduces the risk of derailment of the maglev train. In terms of efficiency, the integration of the electromagnets on the vehicle and the unity of control are improved, the traction capacity of the train is improved, and the suspension guidance power consumption of the train is reduced. In addition, the sizes and numbers of the suspension electromagnets, HalBach movers, and linear motor stators in the embodiments of the present application can be adjusted according to different application scenarios.

[0040] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A track-holding double-sided drive suspension train system, characterized in that: It includes a car body structure, an I-shaped support beam, a suspension system, a safety limit and brake system and a drive system; the car body structure includes a train vehicle and a suspension frame arranged at the bottom of the train vehicle; the suspension frame is an inverted "U"-shaped structure, and the upper flange and at least a part of the web of the I-shaped support beam extend into the cavity of the suspension frame; the suspension system is arranged between the top wall surface of the cavity of the suspension frame and the upper surface of the upper flange; the safety limit and brake system is arranged between the side surface of the upper flange and the side wall surface of the cavity of the suspension frame; the drive system is arranged between the side surface of the web of the I-shaped support beam and the corresponding side wall surface of the cavity of the suspension frame.

2. The track-holding double-sided drive suspension train system according to claim 1 is characterized in that: The suspension system includes two suspension electromagnets and two permanent magnet tracks; the two suspension electromagnets are both arranged on the top wall surface of the cavity of the suspension frame; the two permanent magnet tracks are both arranged on the upper surface of the upper wing edge; the positions of the two suspension electromagnets correspond one to one with the positions of the two permanent magnet tracks.

3. The track-holding double-sided drive suspension train system according to claim 2 is characterized in that: The two suspension electromagnets are symmetrically arranged relative to the center line of the suspension frame; and the two permanent magnet tracks are symmetrically arranged relative to the center line of the I-shaped support beam.

4. The track-holding double-sided drive suspension train system according to claim 2 is characterized in that: The levitation electromagnet may be a normal conductive electromagnetic levitation magnet, a permanent magnetic electric levitation magnet, a low temperature superconducting material or a high temperature superconducting material.

5. The track-holding double-sided drive suspension train system according to claim 2 is characterized in that: The suspension electromagnet is composed of an excitation coil and a magnet core wound around each other; the permanent magnetic track includes a track and a track magnet arranged on the track; the track magnet is a permanent magnet; the magnetism of the suspension electromagnet is the same as that of the track magnet; when the suspension electromagnet and the track magnet are misaligned, a lateral force will be generated between the two to reset the suspension electromagnet.

6. The track-holding double-sided drive suspension train system according to claim 1, characterized in that: The drive system includes two long stators of linear motors and two Halbach movers; the two long stators of linear motors are respectively arranged on two side surfaces of the web; the two Halbach movers are respectively arranged on two side wall surfaces of the cavity of the suspension frame; the positions of the two long stators of linear motors and the two Halbach movers correspond one to one.

7. The track-holding bilateral drive suspension train system according to claim 6 is characterized in that: The Halbach mover adopts a Halbach permanent magnet linear array; two Halbach permanent magnet linear arrays are arranged on the two side wall surfaces of the cavity of the suspension frame and are symmetrically arranged relative to the center line of the suspension frame; the two linear motor long stators are symmetrically arranged relative to the center line of the I-shaped support beam.

8. The track-holding double-sided drive suspension train system according to claim 7 is characterized in that: The Halbach permanent magnet linear array can generate a unilateral upward sinusoidal magnetic field, 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 pull each other to generate a driving force to drive the maglev train forward.

9. The track-holding double-sided drive suspension train system according to claim 1, characterized in that: The safety limit and brake system includes two safety limit and brake magnets, two lateral displacement sensors and two copper plates which are symmetrically arranged relative to the center line of the suspension frame; the safety limit and brake magnets include a first magnetic part arranged on the side of the upper flange and a second magnetic part arranged on the side wall of the cavity of the suspension frame; the lateral displacement sensor and the copper plate are both arranged on the side wall of the cavity of the suspension frame; the first magnetic part is an electromagnet, and the second magnetic part is an electromagnet or a permanent magnet.

10. The track-holding double-sided drive suspension train system according to claim 9, 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 brake magnets to be energized to drive the maglev train back to its original position.

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