Railway rail train magnetic suspension system

Abstract

The invention relates to a railway rail train magnetic suspension system which comprises a suspension module, a suspension protection module, a guide module and a traction module and is connected with a train body and a common rail. The suspension module comprises ferromagnetic supports and magnetic field sources, the magnetic field sources are arranged on the two sides of the common rail in pairs, the ferromagnetic supports are connected with the magnetic field sources, air gaps are reserved between the magnetic field sources and the common rail, the ferromagnetic supports, the air gaps and the common rail form a closed magnetic circuit, and the closed magnetic circuit generates a magnetic field through the magnetic field sources; the suspension protection module comprises suspension protection wheels located between the vehicle body and the common rail. The guide module is a guide protection wheel located on the outer side face of the common rail. The traction module comprises traction walking wheels and a traction driving device, and the traction walking wheels are located on the inner side face of the common rail and driven by the traction driving device to rotate. Compared with the prior art, the magnetic suspension running mode of the train is achieved on a common railway steel rail, and the advantages of being small in resistance, low in energy consumption and the like are achieved.

Description

Technical Field

[0001] The invention relates to the technical field of magnetic levitation transportation, and in particular to a magnetic levitation system for railway rail trains. Background Art

[0002] Wheel-rail transportation is the dominant technical form of rail transportation. However, since the vehicle gravity of wheel-rail railways is completely supported by wheels, the running resistance and wear are relatively large, and the resulting energy consumption and high maintenance costs are more prominent. If the vehicle can be suspended, it will undoubtedly greatly reduce friction and improve the wheel-rail wear problem.

[0003] At present, the conventional maglev system has been widely used in the world. In existing commercial applications, low-speed maglev trains and conventional high-speed maglev systems are arranged in a track-holding form, with the traction motor located above the track surface and the suspension electromagnet located below the track. The track is in the form of an F track, so it cannot run on railway rails and requires a new line. Therefore, the cost is relatively high and it has not yet been widely used.

[0004] At present, various types of maglev systems have emerged, including embedded maglev systems, superconducting electric maglev systems, high-temperature superconducting pinned maglev systems, and permanent magnetic suspension systems. However, these maglev systems are not compatible with ordinary railways, require the construction of new tracks and lines, and have disadvantages such as high cost and high operating energy consumption. None of them have been commercialized.

[0005] With the development of rail transit technology, on the one hand, higher and higher requirements are put forward for reducing the cost and energy consumption of vehicle systems. On the other hand, in order to meet the transportation needs of the economic society for rail transit vehicles, increasing the speed of trains is also a major engineering problem facing the rail transit system.

[0006] Therefore, how to combine suspension technology with wheel-rail railway technology and propose a reasonable structural design has become an important technical problem that needs to be solved urgently in this technical field. Summary of the invention

[0007] The purpose of the present invention is to overcome the defects of the prior art and provide a railway rail train magnetic suspension system that can run on railway rails.

[0008] The purpose of the present invention can be achieved by the following technical solutions:

[0009] The present invention provides a railway rail train magnetic suspension system, comprising a suspension module, a suspension protection module, a guide module and a traction module, wherein the system connects the vehicle body and ordinary rails;

[0010] The suspension module includes a ferromagnetic support and a magnetic field source. The magnetic field sources are arranged in pairs on both sides of the ordinary rails. The ferromagnetic support is connected to the magnetic field source. An air gap is left between the magnetic field source and the ordinary rails. The ferromagnetic support, the air gap and the ordinary rails form a closed magnetic circuit. The closed magnetic circuit generates a magnetic field through the magnetic field source.

[0011] The suspension protection module includes a suspension protection wheel, which is located between the vehicle body and the ordinary rail; the guide module includes a guide protection wheel, which is located on the outer side of the ordinary rail;

[0012] The traction module includes a traction running wheel and a traction driving device. The traction running wheel is located on the inner side of the ordinary rail, and the traction running wheel is driven to rotate by the traction driving device.

[0013] Furthermore, the surface where the system contacts the side surface of the common rail is a plane or a curved surface, and the corresponding side surface of the common rail cooperates with the plane or the curved surface, so that the magnetic resistance of the closed magnetic circuit is minimized when it is in the initial position.

[0014] Furthermore, the magnetic field generated by the magnetic field source is a constant magnetic field, and the magnetic field source is a permanent magnet array or an excitation coil and an iron core.

[0015] Furthermore, the excitation coil cooperates with the coil current controller of the iron core to perform feedback control according to the signal of the suspension sensor obtained by high-pass filtering.

[0016] Furthermore, the system and the vehicle body are connected via an elastic damper, which is a steel spring with vertical stiffness and damping, or an air spring with lateral and vertical stiffness.

[0017] Furthermore, there is a preload between the traction running wheel and the inner side of the ordinary rail.

[0018] Furthermore, the suspension protection wheel or the guide protection wheel is connected to the traction drive device.

[0019] Furthermore, the system achieves braking through the inertia, locking or freezing of the traction running wheels, or through the suspension protection wheels or guide protection wheels actively contacting the ordinary rails in cooperation with the traction drive device.

[0020] Furthermore, there are multiple suspension protection wheels, guide protection wheels and traction running wheels.

[0021] Furthermore, a gap is provided between the system and the side of the ordinary rail, and the gap includes a maximum gap and a working gap, and the working gap is less than or equal to the maximum gap.

[0022] Compared with the prior art, the present invention has the following advantages:

[0023] 1. The suspension module of the present invention comprises a ferromagnetic support and a magnetic field source. The magnetic field sources are arranged in pairs on both sides of ordinary rails. The ferromagnetic support is connected to the magnetic field source. An air gap is left between the magnetic field source and the ordinary rails. The ferromagnetic support, the air gap and the ordinary rails constitute a closed magnetic circuit. The closed magnetic circuit generates a magnetic field through the magnetic field source, thereby generating a relatively uniform constant magnetic field, which together with the rails with higher magnetic permeability generates a suspension force to resist the gravity of the vehicle. The present invention enables the vehicle body to achieve magnetic suspension on ordinary rails, reduces running resistance and energy consumption, and provides a new type of rail transit technical solution.

[0024] 2. The railway rail train magnetic levitation system of the present invention is provided with a suspension protection wheel between the car body and the ordinary rail, which can support the car body or travel at a low speed and short distance when the suspension force is not generated or the suspension force is insufficient; a guide protection wheel is provided on the outer side of the ordinary rail, which can clamp the rail to ensure that the vehicle does not derail.

[0025] 3. The traction system of the present invention is composed of a traction drive device and a traction running wheel arranged on the inner side of an ordinary rail. The traction running wheel contacts the inner side of the rail and has a certain preload force. The traction driving device drives the wheel to rotate, and then the traction driving device acts on the inner side of the rail to generate friction to drive the vehicle forward. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 The figure is a structural diagram of the magnetic suspension system involved in the present invention.

[0027] Figure 2 This is a partial detail diagram of the suspension system involved in the present invention.

[0028] Figure 3 This is a partial detail diagram of the traction and guidance system of the magnetic levitation system involved in the present invention.

[0029] In the figure, 1. suspension module, 11. ferromagnetic support, 12. magnetic field source, 2. suspension protection module, 21. suspension protection wheel, 3. guide module, 31. guide protection wheel, 4. traction module, 41. traction running wheel, 42. traction drive device, 5. vehicle body, 6. ordinary rails. DETAILED DESCRIPTION

[0030] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0031] The present invention relates to a railway rail train magnetic suspension system, which comprises a suspension module 1, a suspension protection module 2, a guide module 3 and a traction module 4. The system connects a vehicle body 5 and an ordinary rail 6 and can run on the railway rail.

[0032] Among them, the suspension module 1 includes a magnetic field source 12 and a ferromagnetic support 11. The magnetic field source 12 is arranged in pairs on both sides of the ordinary rail 6. The ferromagnetic support 11 is connected to the magnetic field source 12. An air gap is left between the magnetic field source 12 and the ordinary rail 6. The ferromagnetic support 11, the air gap and the ordinary rail 6 constitute a closed magnetic circuit. The closed magnetic circuit generates a magnetic field through the magnetic field source 12, which can generate sufficient vertical force between the ordinary rail 6 and the vehicle body 5 to offset the gravity of the vehicle and achieve suspension.

[0033] In this embodiment, the suspension protection module 2 includes a suspension protection wheel 21 located below the vehicle body 5 and above the ordinary rail 6, and the suspension protection wheel 21 is used to support the vehicle or travel at a low speed and short distance when the suspension force is not generated or the suspension force is insufficient; the guide module 3 includes a guide protection wheel 21 in contact with the outer side of the ordinary rail 6, and the guide protection wheel 31 is used to ensure that the vehicle does not derail; the traction module 4 includes a traction running wheel 41 and a traction drive device 42, the traction running wheel 41 is in contact with the inner side of the ordinary rail 6, and the traction drive device 42 drives the traction running wheel 42 to actively rotate, and then acts with the inner side of the rail to generate friction to drive the vehicle forward.

[0034] like Figure 1 As shown, the car body 5 is connected to the magnetic suspension system of the railway rail train through elastic damping. As a preferred embodiment, spring damping is selected. The spring can be a steel spring with vertical stiffness and damping, or an air spring with both lateral and vertical stiffness.

[0035] like Figure 2 As shown, the magnetic levitation system of the railway rail train generates a magnetic field through a magnetic field source, and forms a closed magnetic circuit with the ferromagnetic support 11 as a ferromagnetic suspension support, the air gap and the ordinary rail 6 as the railway rail. Based on the principle of the magnetic circuit with the minimum magnetic resistance, the system and the railway rail generate sufficient force in time, and finally achieve stable suspension of the vehicle. As a preferred embodiment, the magnetic field generated by its magnetic field source 12 is a constant magnetic field, which can be generated by arranging a permanent magnetic array on both sides of the railway rail, or by using an excitation coil in combination with an iron core.

[0036] In particular, the surface where the system interacts with the side of the ordinary rail 6 is not necessarily a plane, and a convex or concave surface or other special-shaped curved surface can be used. Furthermore, the side of the railway rail can also be set as a special-shaped curved surface. The principle of setting the two curved surfaces is to minimize (or reduce) the magnetic resistance of the magnetic circuit formed between the system and the railway rail when the vehicle is in the initial position, so that when the vehicle is offset in the vertical direction, the magnetic resistance of the magnetic circuit is larger than the initial position, thereby providing a restoring force (suspension force). The maximum gap (maximum guide gap) between the magnetic suspension system of the railway rail train and the side of the track is preferably set to 3-10mm according to the form of the existing railway rails, and the working gap is preferably set to 3-6mm. The smaller the working gap, the greater the suspension force under the same magnetic field strength, that is, the greater the vehicle load capacity.

[0037] The number of the suspension protection wheels 21, the guide protection wheels 31 and the traction running wheels 41 are all multiple, and in this embodiment, preferably four groups.

[0038] The four sets of suspension protection wheels 21 are separated from the top surface of the railway rails under normal working conditions. When the suspension fails, the suspension protection wheels 21 contact the top surface of the railway rails to support the vehicle or travel at low speed and short distance when no suspension force is generated or the suspension is insufficient.

[0039] Four sets of guide wheels clamp the track to prevent the vehicle from derailing. When the magnetic field source 12 generates a constant magnetic field by means of an excitation coil in combination with an iron core, the current in the excitation coil can be actively controlled to actively control the size of the attraction between the four sets of guide electromagnets and the railway rails, thereby achieving a dynamic balance of the guide force. At this time, the coil current is feedback-controlled by the suspension controller based on the signal of the suspension sensor obtained by high-pass filtering. For example, the control current is calculated by the vertical acceleration signal and the lateral acceleration signal, and the PID control algorithm is used as the suspension control algorithm. The control current is:

[0040] i=k1(δ-δ0)+k2∫(δ-δ0)+k3∫a+k4∫b

[0041] Among them, i is the control current calculated by the suspension controller, δ-δ0 is the suspension gap deviation, a is the vertical acceleration signal, b is the lateral acceleration signal, k1, k2, k3, and k4 are feedback coefficients respectively.

[0042] Four sets of traction running wheels 41 and corresponding traction drive devices 42 constitute four sets of traction systems 4. The four sets of traction running wheels 41 are in contact with the inner side of the rail and have a certain preload force. The traction drive device 42 drives the traction running wheels 41 to actively rotate, and then acts with the inner side of the rail to generate friction to drive the vehicle forward. In addition, the four sets of traction running wheels 41 also have a guiding ability similar to the guide protection wheel 31.

[0043] The magnetic levitation system of a railway rail train involved in the present invention can achieve braking in the following ways: traction running wheel 41 is idling, locking, or reversing; or the suspension protection wheel 21 or the guide protection wheel 31 is connected to the traction drive device 42, so that the suspension guide wheel 31 is additionally cooperated with the drive device to actively clamp the track, or the suspension protection wheel 21 cooperates with the drive device to actively contact the track friction to achieve braking.

[0044] In particular, the magnetic levitation system marshaling operation mode provided in the present invention can be operated on railway rails, and can also be used as a component of a rail vehicle, such as being implemented in the form of a suspension frame.

[0045] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A railway rail train magnetic levitation system, characterized in that: The system comprises a suspension module (1), a suspension protection module (2), a guide module (3) and a traction module (4), wherein the system connects a vehicle body (5) and a common rail (6); The suspension module (1) comprises a ferromagnetic support (11) and a magnetic field source (12), wherein the magnetic field source (12) is arranged in pairs on both sides of a common rail (6), the ferromagnetic support (11) is connected to the magnetic field source (12), an air gap is left between the magnetic field source (12) and the common rail (6), the ferromagnetic support (11), the air gap and the common rail (6) form a closed magnetic circuit, and the closed magnetic circuit generates a magnetic field through the magnetic field source (12); The suspension protection module (2) comprises a suspension protection wheel (21), and the suspension protection wheel (21) is located between the vehicle body (5) and the common rail (6); the guide module (3) comprises a guide protection wheel (31), and the guide protection wheel (21) is located on the outer side of the common rail (6); The traction module (4) comprises a traction running wheel (41) and a traction driving device (42); the traction running wheel (41) is located on the inner side of a common rail (6); and the traction running wheel (41) is driven to rotate by the traction driving device (42).

2. A railway rail train magnetic levitation system according to claim 1, characterized in that: The surface of the system in contact with the side of the common rail (6) is a plane or a curved surface, and the corresponding side of the common rail (6) cooperates with the plane or the curved surface, and the cooperation minimizes the magnetic resistance of the closed magnetic circuit when it is in the initial position.

3. A railway rail train magnetic levitation system according to claim 1, characterized in that: The magnetic field generated by the magnetic field source (12) is a constant magnetic field, and the magnetic field source (12) is a permanent magnet array or an excitation coil matched with an iron core.

4. A railway rail train magnetic levitation system according to claim 2, characterized in that: The coil current controller of the excitation coil and the iron core performs feedback control according to the signal of the suspension sensor obtained by high-pass filtering.

5. The railway rail train magnetic levitation system according to claim 1, characterized in that: The system and the vehicle body (5) are connected via an elastic damper, which is a steel spring with vertical stiffness and damping, or an air spring with lateral and vertical stiffness.

6. The railway rail train magnetic levitation system according to claim 1, characterized in that: There is a pre-tightening force between the traction running wheel (41) and the inner side surface of the common rail (6).

7. The railway rail train magnetic levitation system according to claim 1, characterized in that: The suspension protection wheel (21) or the guide protection wheel (31) is connected to a traction drive device (42).

8. A railway rail train magnetic levitation system according to claim 7, characterized in that: The system achieves braking through the inertia, locking or freezing of the traction running wheel (41), or through the suspension protection wheel (21) or the guide protection wheel (31) cooperating with the traction drive device (42) to actively contact the ordinary rail (6).

9. The railway rail train magnetic levitation system according to claim 1, characterized in that: The number of the suspension protection wheels (21), the guide protection wheels (31) and the traction running wheels (41) are all multiple.

10. The railway rail train magnetic levitation system according to claim 1, characterized in that: A gap is provided between the system and the side of the common rail (6), wherein the gap comprises a maximum gap and a working gap, and the working gap is less than or equal to the maximum gap.

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