A suspended maglev train

Abstract

The application discloses a suspension type maglev train, and relates to the technical field of maglev vehicles. The suspension type maglev train comprises a vehicle body, a suspension system and a running system. The suspension system extends along the length direction of a train line, and comprises a box girder, a suspension rail, a motor secondary part and a first permanent magnet array arranged in the box girder. The running system comprises a suspension frame arranged in the box girder, and the suspension frame is connected with the vehicle body. The suspension frame is provided with a suspension electromagnet, a motor primary part and a second permanent magnet array. The suspension electromagnet generates a suspension force after being electrified to realize the suspension of the vehicle body. The motor primary part generates electromagnetic induction after being electrified to realize the traction of the vehicle body. The second permanent magnet array repels the first permanent magnet array to realize the guidance when the vehicle body runs. The suspension type maglev train solves the problems of vibration noise and abrasion caused by the collision and contact between the guide wheels, the running wheels and the track.

Description

Technical Field

[0001] This application relates to the field of maglev vehicle technology, and in particular to a suspended maglev train. Background Technology

[0002] Currently, suspended monorail trains mainly use rubber tires for guidance and traction. Specifically, the running rubber tires contact the inner bottom surface of the track beam, responsible for propelling the train forward and decelerating, while the guide rubber tires contact the side of the track beam, guiding and stabilizing the train's movement on the track. However, using rubber tires for running and guidance results in significant vehicle vibration and noise during operation, and the rubber tires wear down, emitting dust that pollutes the environment. Furthermore, the worn rubber tires require frequent replacement, leading to high maintenance costs and poor economic efficiency. Summary of the Invention

[0003] The purpose of this application is to provide a suspended maglev train that solves the problems of vibration, noise, and wear caused by the collision between the guide wheels, running wheels and the track.

[0004] To achieve the above objectives, this application provides a suspended maglev train, comprising:

[0005] Vehicle body;

[0006] The suspension system extends along the length of the train line and includes a box girder. Inside the box girder are suspended rails, a secondary motor unit, and a first permanent magnet array.

[0007] The running system includes a suspension frame, which is located inside the box girder and connected to the vehicle body. The suspension frame is equipped with a suspension electromagnet, a motor primary section, and a second permanent magnet array.

[0008] The suspension electromagnet and the suspension rail are arranged opposite each other along the first direction. When the suspension electromagnet is energized, it interacts with the suspension rail to generate a levitation force, thereby levitizing the vehicle body. The primary part and the secondary part of the motor are arranged opposite each other along the first direction. When the primary part of the motor is energized, it generates electromagnetic induction with the secondary part of the motor to achieve vehicle traction. The second permanent magnet array and the first permanent magnet array are arranged opposite each other along the second direction perpendicular to the first direction. The second permanent magnet array and the first permanent magnet array are like poles and repel each other, thereby achieving guidance when the vehicle body is running.

[0009] In some embodiments, the suspended maglev train further includes a braking system, the braking system comprising:

[0010] Brake skids are used to contact and abut against the inner wall of the box girder to achieve friction braking;

[0011] An electric cylinder, mounted on the suspension frame and connected to a brake skid, is used to drive the brake skid to move relative to the box girder.

[0012] In some embodiments, there are several brake skids and electric cylinders, and the electric cylinders and brake skids are connected in a one-to-one correspondence.

[0013] The braking system also includes a controller that communicates with each electric cylinder to control the action of the corresponding number of electric cylinders according to the braking force requirements of the target level.

[0014] In some embodiments, the braking system further includes a mounting base, on which each electric cylinder is mounted at intervals, and the mounting base is mounted to the suspension frame by an elastic element.

[0015] In some embodiments, the mounting base is provided with limit protection wheels at both ends along the length of the train line. The limit protection wheels and the brake skid are used to jointly support the car body for parking after the car body is lowered.

[0016] In some embodiments, the suspension frame includes a frame body with its axis arranged along a first direction. The frame body is connected to the vehicle body via a suspension assembly. The frame body has a first position, a second position, and a third position in sequence along the direction close to the vehicle body. The frame body extends a first arm on both sides along the second direction at the first position, a second arm on both sides along the second direction at the second position, and a third arm on both sides along the second direction at the third position.

[0017] In some embodiments, the box girder includes a top plate, the inner wall of which is provided with two suspension rails, and the end faces of the two first arms away from the vehicle body are provided with suspension electromagnets, so that the two suspension electromagnets are respectively arranged opposite to the two suspension rails along a first direction.

[0018] In some embodiments, the box girder includes two side plates, and the inner walls of the two side plates are provided with mounting plates. A clearance space is provided between the first arm and the second arm. The mounting plate extends to the clearance space. A motor secondary part is mounted on the mounting plate. A motor primary part is provided on the end face of the two first arms near the vehicle body, so that the two motor secondary parts are respectively arranged opposite to the two motor secondary parts in a first direction.

[0019] In some embodiments, each of the two second arms is provided with a second permanent magnet array at the end away from the main frame, and each of the two side plates is also provided with a first permanent magnet array, so that the two second permanent magnet arrays are respectively arranged opposite to the two first permanent magnet arrays along the second direction.

[0020] In some embodiments, the ends of the two first arms away from the main body of the frame and the ends of the two third arms away from the main body of the frame are provided with stop protection wheels.

[0021] Compared to the aforementioned background technology, the suspended maglev train provided in this application includes a car body, a suspension system, and a running system. The suspension system extends along the length of the train line and includes a box girder. Inside the box girder are suspended rails, a secondary motor section, and a first permanent magnet array. The running system includes a suspension frame located inside the box girder and connected to the car body. The suspension frame is equipped with a suspension electromagnet, a primary motor section, and a second permanent magnet array.

[0022] The levitation electromagnet and the levitation rail are arranged opposite each other along the first direction. When the levitation electromagnet is energized, it interacts with the levitation rail to generate levitation force, thereby levitizing the vehicle body. The primary part and the secondary part of the motor are arranged opposite each other along the first direction. When the primary part of the motor is energized, it generates electromagnetic induction with the secondary part of the motor to achieve vehicle traction. The second permanent magnet array and the first permanent magnet array are arranged opposite each other along the second direction perpendicular to the first direction. The second permanent magnet array and the first permanent magnet array are like poles and repel each other, thereby achieving guidance when the vehicle body is running.

[0023] The beneficial effects of this suspended maglev train configuration mainly include: When the levitation electromagnet is energized, it generates a controllable electromagnetic field, which interacts with the suspension rail (made of magnetic steel) to produce levitation force. Electromagnetic force control is achieved by controlling the current, thus realizing stable and controllable levitation with a levitation gap of 8-10mm. Variable-frequency electrical energy is supplied to the primary section of the motor, generating electromagnetic induction with the secondary section, controlling the vehicle's speed and acceleration, and achieving traction. The second permanent magnet array has the same polarity as the first permanent magnet array, and there is a certain gap between them. When the vehicle deviates left or right, the gap between the second and first permanent magnet arrays decreases, increasing the permanent magnet repulsion force, which prevents the vehicle from contacting the box girder and achieves a guiding effect. Therefore, the suspended maglev train of this embodiment uses electromagnetic levitation, linear motor traction, and permanent magnet guidance to achieve completely contactless vehicle operation, solving the problems of vibration, noise, and wear caused by collisions between traditional guide wheels, running wheels, and the track. It effectively reduces system energy consumption and has advantages such as low cost, green efficiency, small footprint, strong climbing ability, good track adaptability, contactless operation, and no wear. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the overall structure of the suspended maglev train in the embodiments of this application;

[0026] Figure 2 for Figure 1 The diagram shows the braking mechanism of a suspended maglev train.

[0027] in:

[0028] 10-Car body;

[0029] 20-Suspension system, 21-Box girder, 211-Top plate, 212-Side plate, 213-Mounting plate, 22-Suspension rail, 23-Motor secondary unit, 24-First permanent magnet array;

[0030] 30-Travel system, 31-Suspension frame, 311-Frame main body, 312-First arm, 313-Second arm, 314-Third arm, 32-Suspension electromagnet, 33-Motor primary section, 34-Second permanent magnet array, 35-Suspension assembly, 36-Stop protection wheel;

[0031] 40-Brake system, 41-Brake skid, 42-Electric cylinder, 43-Controller, 44-Mounting base, 45-Elastic element, 46-Limit protection wheel. Detailed Implementation

[0032] 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.

[0033] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0034] It should be noted that the directional terms such as "upper end," "lower end," "left side," and "right side" mentioned below are defined based on the accompanying drawings in the instruction manual.

[0035] Please refer to Figure 1 and Figure 2 , Figure 1 This is a schematic diagram of the overall structure of the suspended maglev train in the embodiments of this application; Figure 2 for Figure 1 The diagram shows the braking mechanism of a suspended maglev train.

[0036] The suspended maglev train provided in this application embodiment includes a car body 10, a suspension system 20, and a running system 30.

[0037] The suspension system 20 extends along the length of the train line. The suspension system 20 includes a box girder 21, and the box girder 21 is equipped with a suspension rail 22, a motor secondary unit 23 and a first permanent magnet array 24.

[0038] The running system 30 includes a suspension frame 31, which is located inside the box girder 21 and connected to the vehicle body 10. The suspension frame 31 is equipped with a suspension electromagnet 32, a motor primary part 33, and a second permanent magnet array 34.

[0039] The levitation electromagnet 32 ​​and the levitation rail 22 are arranged opposite each other along the first direction. When the levitation electromagnet 32 ​​is energized, it interacts with the levitation rail 22 to generate a levitation force, thereby levitizing the vehicle body 10. The primary part of the motor 33 and the secondary part of the motor 23 are arranged opposite each other along the first direction. When the primary part of the motor 33 is energized, it generates electromagnetic induction with the secondary part of the motor 23, thereby traction of the vehicle body 10. The second permanent magnet array 34 and the first permanent magnet array 24 are arranged opposite each other along the second direction perpendicular to the first direction. The second permanent magnet array 34 and the first permanent magnet array 24 are like poles and repel each other, thereby guiding the vehicle body 10 during operation.

[0040] It should be noted that the first direction mentioned above can be as follows: Figure 1 The Y-axis direction (vertical direction) is shown. The second direction can be as follows: Figure 1 The X-axis direction (left and right direction) is shown.

[0041] In this way, for levitation: when the levitation electromagnet 32 ​​is energized, it generates a controllable electromagnetic field, which interacts with the levitation rail 22 (made of magnetic steel) on the box girder 21 to generate levitation force. Electromagnetic force control is achieved by controlling the current, thus realizing stable and controllable levitation with a levitation gap of 8-10mm. For traction: the vehicle is equipped with a primary motor 33, and the box girder 21 is equipped with a secondary motor 23. Variable frequency electrical energy is supplied to the primary motor 33, generating electromagnetic induction with the secondary motor 23, controlling the vehicle's speed and acceleration to achieve traction. For guidance: the second permanent magnet array 34 and the first permanent magnet array 24 have the same polarity and are separated by a certain gap. When the vehicle body 10 shifts left or right, the gap between the second permanent magnet array 34 and the first permanent magnet array 24 decreases, increasing the permanent magnet repulsion force, which prevents the vehicle from contacting the box girder 21, thus achieving a guiding function.

[0042] Therefore, the suspended maglev train of this application adopts electromagnetic levitation, linear motor traction and permanent magnet guidance to achieve completely contactless operation of the vehicle, which solves the problems of vibration and noise and wear and tear caused by collision and contact between traditional guide wheels, running wheels and track, effectively reduces system energy consumption, and has the advantages of low cost, green efficiency, small footprint, strong climbing ability, good track adaptability, contactless and wear-free operation.

[0043] In some embodiments, the suspension frame 31 includes a frame body 311, the axis of which is arranged along a first direction. The frame body 311 is connected to the vehicle body 10 via a suspension assembly 35. The frame body 311 and the suspension assembly 35 are connected by a pin. The frame body 311 has a first position, a second position, and a third position in sequence along the direction close to the vehicle body 10. At the first position, the frame body 311 extends a first arm 312 on both sides along the second direction. At the second position, the frame body 311 extends a second arm 313 on both sides along the second direction. At the third position, the frame body 311 extends a third arm 314 on both sides along the second direction.

[0044] It can be seen that the distance between the first and second positions is greater than the distance between the second and third positions. The levitation electromagnet 32 ​​and the primary motor unit 33 are mounted on the first support arm 312.

[0045] To facilitate the levitation of the vehicle body 10, the box girder 21 includes a top plate 211. The inner wall of the top plate 211 is provided with two suspension rails 22, which are specifically U-shaped rails. The two suspension rails 22 are spaced apart in the second direction and are bolted to the inner wall of the top plate 211. Correspondingly, the end faces of the two first support arms 312 away from the vehicle body 10 are provided with suspension electromagnets 32. The two suspension electromagnets 32 are spaced apart in the second direction, so that the two suspension electromagnets 32 are respectively positioned opposite to the two suspension rails 22 in the first direction.

[0046] It should be noted that electromagnetic force control is achieved by controlling the current supplied to the levitation electromagnet 32, thereby achieving stable and controllable levitation with a levitation gap of 8~10mm.

[0047] To facilitate traction of the vehicle body 10, the box girder 21 includes two side plates 212. The inner walls of both side plates 212 are provided with mounting plates 213. The mounting plates 213 can be welded to the inner walls of the side plates 212. A clearance space is provided between the first support arm 312 and the second support arm 313. The mounting plates 213 extend into the clearance space. A motor secondary part 23 is mounted on the mounting plate 213. The motor secondary part 23 is specifically an aluminum induction plate. The aluminum induction plate is connected to the mounting plate 213 by bolts or rivets. The end faces of the two first support arms 312 near the vehicle body 10 are provided with motor primary parts 33, so that the two motor secondary parts 23 are respectively arranged opposite to each other in a first direction.

[0048] Understandably, the primary part 33 of the motor is mounted on the vehicle, serving as the primary component of the linear motor and responsible for generating an alternating magnetic field. The aluminum induction plate is laid on the track of the box girder 21, acting as the secondary component of the linear motor and interacting with the primary part. A gap is provided between the primary part 33 and the aluminum induction plate to achieve contactless traction and electric braking. Specifically, when the linear motor is energized, the primary part 33 generates an alternating magnetic field. The aluminum induction plate cuts the magnetic field lines, generating induced electromotive force and eddy currents. According to Lenz's law, the magnetic field generated by the eddy currents interacts with the original magnetic field, producing thrust or braking force. Simultaneously, by adjusting the voltage, current, and frequency of the power supply system, the strength and rate of change of the magnetic field generated by the linear motor can be altered, thereby controlling the vehicle's speed and acceleration.

[0049] To facilitate the guidance of the vehicle body 10, each of the two second arms 313 is provided with a second permanent magnet array 34 at the end away from the main frame 311, and each of the two side plates 212 is also provided with a first permanent magnet array 24, so that the two second permanent magnet arrays 34 are respectively arranged opposite to the two first permanent magnet arrays 24 in the second direction.

[0050] Among them, the second permanent magnet array 34 serves as the vehicle-mounted guiding permanent magnet array. It has the same polarity as the first permanent magnet array 24 (also known as the Halbach permanent magnet array) on the side plate 212 of the box girder 21. The two are provided with a certain gap. When the vehicle deviates to the left or right, the gap between the vehicle-mounted guiding permanent magnet array on one side and the Halbach permanent magnet array on the box girder 21 becomes smaller, and the permanent magnet repulsion force is enhanced, which can prevent the vehicle body 10 from contacting the box girder 21 and achieve the guiding function.

[0051] In addition, the ends of the two first arms 312 away from the main frame 311 and the ends of the two third arms 314 away from the main frame 311 are all provided with stop protection wheels 36.

[0052] It can be seen that the stop protection wheels 36 at the far ends of the two first arms 312 serve as the upper stop protection wheels on the car body 10, and the stop protection wheels 36 at the far ends of the two third arms 314 serve as the lower stop protection wheels on the car body 10. The upper and lower stop protection wheels together achieve the stop protection of the car body 10 in the left and right directions, preventing the car body 10 from deviating excessively or contacting the track during operation. This can also play a certain guiding and stabilizing role in the operation of the car body 10.

[0053] In some embodiments, the upper part of the vehicle body 10 is equipped with a suspension controller, a DCU (abbreviation of Drive Control Unit), an EBCU (Electronic Brake Control Unit in rail transit, mainly used to control the vehicle braking system), a converter, a high-voltage junction box, a battery or supercapacitor, an air conditioner, a DC / DC converter, an auxiliary inverter, and other devices.

[0054] In some embodiments, to achieve power supply, the train adopts a hybrid energy storage form of lithium battery and flywheel energy storage or supercapacitor. Under special instantaneous operating conditions, supercapacitors and flywheels are used to provide high-power power supply and output. Fast charging devices are installed on the ground to quickly charge and replenish power during passenger boarding and alighting at stations. At the same time, during braking, the kinetic energy of the linear motor can be converted into electrical energy and charged to the energy storage device to achieve energy braking feedback utilization.

[0055] In some embodiments, to achieve onboard control, the train adopts an integrated control system with functions such as bus management, equipment status monitoring (including suspension clearance), functional logic control, and fault diagnosis. It supports digital and analog I / O control, and powerful audio, video, and image processing and analysis. The air conditioning, doors, lighting, PIS, and other systems are integrated with the onboard diagnostic system for control and functionality, thus achieving vehicle control.

[0056] To facilitate basic braking of the train, the suspended maglev train also includes a braking system 40, which includes a brake skid 41 and an electric cylinder 42. The brake skid 41 is used to contact and abut against the inner wall of the box girder 21 to achieve friction braking; the electric cylinder 42 is mounted on the suspension frame 31 and connected to the brake skid 41, and is used to drive the brake skid 41 to move relative to the box girder 21.

[0057] In this way, friction braking is achieved by pushing the brake skid 41 to contact the box girder 21 through the electric cylinder 42.

[0058] In some embodiments, there are several brake skids 41 and electric cylinders 42, and the electric cylinders 42 and brake skids 41 are connected in a one-to-one correspondence; the braking system 40 also includes a controller 43, which is communicatively connected to each electric cylinder 42 to control the operation of a corresponding number of electric cylinders 42 according to the braking force requirements of the target level.

[0059] When mechanical braking is applied, the controller 43 sends a braking command to the electric cylinder 42, which pushes the brake skid 41 to contact the track box beam 21 to achieve friction braking. Furthermore, the controller 43 controls different numbers of electric cylinders 42 and the pressure applied to the box beam 21 to achieve different levels of braking force and achieve precise stopping.

[0060] In some embodiments, the number of brake skids 41 and electric cylinders 42 can be set to 6-10 groups, taking 7 groups as an example. By controlling different numbers of electric cylinders 42 and the pressure applied to the box beam 21, braking force levels 1-7 can be achieved, wherein the braking force level corresponds to the number of groups of brake skids 41 controlled.

[0061] In this way, basic braking is achieved: common electric braking can be achieved through a linear motor, and mechanical braking is achieved through brake skids 41 installed on the running system 30. Each vehicle is equipped with multiple brake skids 41 points, and the number of brake skids 41 in contact with the bottom of the box girder 21 can be controlled by the electric cylinder 42 and the control unit to achieve different levels of braking force. The more contact points, the greater the braking force.

[0062] To facilitate the installation of the electric cylinders 42, the braking system 40 also includes a mounting base 44, with each electric cylinder 42 installed at intervals on the mounting base 44. The mounting base 44 is installed on the suspension frame 31 via an elastic element 45 (which can be a rubber stack).

[0063] In addition, the mounting base 44 is equipped with limit protection wheels 46 at both ends along the length of the train line. The limit protection wheels 46 and the brake skid 41 are used to jointly support the car body 10 for parking after the car body 10 is lowered.

[0064] When the vehicle comes to a complete stop, the levitation electromagnet 32 ​​is energized and no longer attracts the levitation rail 22. The vehicle body 10 falls and is supported by the limit protection wheel 46 and the brake skid 41 to stop on the rail. The controller 43 issues a brake release command, the electric cylinder 42 drives the brake skid 41 to retract, the brake is released, and the vehicle can levitate.

[0065] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0066] The suspended maglev train provided in this application has been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the solution and core ideas of this application. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of this application.

Claims

1. A suspended maglev train, characterized in that, include: Vehicle body; The suspension system extends along the length of the train line and includes a box girder, the interior of which is provided with a suspension rail, a motor secondary unit and a first permanent magnet array; The running system includes a suspension frame, which is located inside the box girder and connected to the vehicle body. The suspension frame is equipped with a suspension electromagnet, a primary part of a motor, and a second permanent magnet array. The levitation electromagnet and the levitation rail are arranged opposite each other along a first direction. When the levitation electromagnet is energized, it interacts with the levitation rail to generate a levitation force, thereby enabling the vehicle body to levitate with a levitation gap of 8-10mm. The primary part of the motor and the secondary part of the motor are arranged opposite each other along the first direction. When the primary part of the motor is energized, it generates electromagnetic induction with the secondary part of the motor to achieve traction of the vehicle body. The second permanent magnet array and the first permanent magnet array are arranged opposite each other along a second direction perpendicular to the first direction. The second permanent magnet array and the first permanent magnet array are like poles and repel each other to guide the vehicle body during operation. The suspended maglev train also includes a braking system, which comprises: A brake skid is used to contact and abut against the inner wall of the box girder to achieve friction braking; An electric cylinder, mounted on the suspension frame and connected to the brake skid, is used to drive the brake skid to move relative to the box girder; The number of both the brake skid and the electric cylinder is several, and the electric cylinder and the brake skid are connected in a one-to-one correspondence; The braking system also includes a controller, which is communicatively connected to each of the electric cylinders to control the action of a corresponding number of the electric cylinders according to the braking force requirements of the target level. The braking system also includes a mounting base, and each of the electric cylinders is mounted at intervals on the mounting base. The mounting base is mounted to the suspension frame by an elastic element. The mounting base is equipped with limit protection wheels at both ends along the length of the train line. The limit protection wheels and the brake skid are used to jointly support the car body for parking after the car body is lowered. The suspension frame includes a frame body with its axis arranged along the first direction. The frame body is connected to the vehicle body via a suspension assembly. The frame body has a first position, a second position, and a third position in sequence along the direction close to the vehicle body. At the first position, a first arm extends from both sides along the second direction; at the second position, a second arm extends from both sides along the second direction; and at the third position, a third arm extends from both sides along the second direction.

2. The suspended maglev train as described in claim 1, characterized in that, The box girder includes a top plate, and the inner wall of the top plate is provided with two suspension rails. The end faces of the two first arms away from the vehicle body are provided with suspension electromagnets, so that the two suspension electromagnets are respectively arranged opposite to the two suspension rails along the first direction.

3. The suspended maglev train as described in claim 1, characterized in that, The box girder includes two side plates, and the inner walls of the two side plates are provided with mounting plates. A clearance space is provided between the first support arm and the second support arm. The mounting plate extends to the clearance space. The motor secondary part is mounted on the mounting plate. The end faces of the two first support arms near the vehicle body are provided with the motor primary part, so that the two motor secondary parts are respectively arranged opposite to the two motor secondary parts along the first direction.

4. The suspended maglev train as described in claim 3, characterized in that, Each of the two second arms is provided with a second permanent magnet array at the end away from the main body of the frame, and the inner wall of each of the two side plates is also provided with a first permanent magnet array, so that the two second permanent magnet arrays are respectively arranged opposite to the two first permanent magnet arrays along the second direction.

5. The suspended maglev train as described in claim 1, characterized in that, Stopping and protective wheels are provided at the ends of the two first arms away from the main body of the frame and at the ends of the two third arms away from the main body of the frame.

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