Magnetic-levitation train magnetic system with high traction efficiency
By adopting a U-shaped track and electromagnet structure in the maglev train, integrating the suspension and traction mechanisms, and designing a T-shaped primary iron core for the motor, the problem of low integration caused by the separation of the suspension electromagnet and the traction motor was solved, achieving high traction efficiency and low energy consumption.
Patent Information
- Application Number
- CN202511277612.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-08
- Publication Date
- 2026-01-09
AI Technical Summary
In existing medium- and low-speed maglev trains, the levitation electromagnets and traction motors are located above and below the track, respectively, resulting in low system integration, contradictions between levitation clearance and traction clearance, low traction efficiency, and insufficient utilization of the space under the train.
The U-shaped track and electromagnet structure are used to integrate the suspension mechanism and the primary mechanism of the traction motor into the U-shaped track. The T-shaped primary iron core of the traction motor is designed by utilizing the sensing area of the top and two sides of the track to increase the working surface. Combined with active suspension control and linear motor control, the traction efficiency is improved.
Within a limited space, the motor's traction capacity was improved, traction efficiency was increased, system energy consumption was reduced, and the system's economy was enhanced.
Smart Images
Figure CN121291136A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the field of maglev train technology, and particularly relates to a high-traction-efficiency maglev train magnetic force system. BACKGROUND
[0002] The low-speed and medium-speed normal-conductance maglev system is widely used in the world. The existing commercial low-speed and medium-speed maglev train adopts the form of holding rails, the traction motor is located above the track surface, the suspension electromagnet is located below the track, and the system integration degree is not high. Moreover, the suspension gap is below the track, the traction gap is above the track, and the two gaps are contradictory, resulting in that the existing motor gap is generally greater than 11mm, which is an important reason for the low traction efficiency.
[0003] At present, there is also an embedded maglev vehicle system, which integrates the electromagnetic force system and the traction magnetic force system together, so that the suspension gap and the traction gap are no longer contradictory. However, because the traditional short-stator motor form is adopted, the motor is arranged inside the electromagnet, and the size of the stator coil of the traditional motor is large, finally resulting in that the acting surface between the motor traction motor rotor core and the induction plate is only a limited part of the track top surface.
[0004] With the development of low-speed and medium-speed maglev trains, on the one hand, there is a higher and higher requirement for the reduction of the cost and energy consumption of the vehicle system. The innovation of the structure of the traction motor has important value for the reduction of the energy consumption of the vehicle system, the lightweight of the vehicle, and the reduction of the cost of the system. On the other hand, in order to enhance the operation demand of the low-speed and medium-speed maglev train and improve the speed and acceleration capacity of the train, it is also a major engineering problem faced by the low-speed and medium-speed maglev technology.
[0005] In summary, in the prior art, the acting surface between the motor rotor core and the induction plate is only one surface, and the traction motor efficiency is not high. The traction motor rotor and the suspension electromagnet of the low-speed and medium-speed maglev train which has been commercially applied are respectively located above and below the track, the system integration degree is low, and the utilization degree of the space under the vehicle is not high. Therefore, how to combine the suspension electromagnet and the traction motor rotor well and propose a reasonable structure design has become an important technical problem urgently to be solved in the technical field. SUMMARY
[0006] The purpose of the present application is to provide a maglev train design scheme with high integration degree, which can reasonably utilize the space under the vehicle and improve the traction efficiency.
[0007] In order to achieve the above purpose, the present application provides a high-traction-efficiency maglev train magnetic force system, which comprises a vehicle body, a suspension frame, electromagnets and a U-shaped track.
[0008] The U-shaped track is symmetrically installed on the track beam, so that the electromagnet is connected with the U-shaped track by electromagnetic interaction to generate a suspension guiding traction force.
[0009] The U-shaped track includes a plurality of layers of ferromagnetic material plates and an innermost layer of conductive material plate.
[0010] The electromagnet includes a motor primary mechanism and a suspension mechanism, the motor primary mechanism faces the innermost layer of conductive material plate of the U-shaped track and constitutes a short stator motor device; the suspension mechanism generates electromagnetic force with the ferromagnetic material plate of the U-shaped track.
[0011] Further, the track beam wraps the maglev train to prevent derailment.
[0012] Further, the motor primary mechanism includes a traction motor primary core and a primary coil wound on the traction motor primary core; the suspension mechanism includes a suspension core and a suspension coil wound on the suspension core; the motor primary mechanism is located between the suspension core and the U-shaped track, and the top surface of the traction motor primary core is located at a higher level than the top surface of the suspension core.
[0013] Further, the suspension mechanism generates a suspension electromagnetic force with the U-shaped track to form a suspension electromagnet magnetic system; in the suspension electromagnet magnetic system, the magnetic field generated by the excitation of the suspension coil generates electromagnetic force with the plurality of layers of ferromagnetic plates of the U-shaped track, so that a closed magnetic circuit is formed between the suspension core, the suspension air gap and the U-shaped track, thereby resisting gravity to achieve suspension, and through the suspension mechanism and the U-shaped track, active suspension control technology is performed, a stable air gap is formed between the lower surface of the U-shaped track and the upper surface of the suspension core of the electromagnet, and stable suspension of the vehicle is achieved; when the electromagnet is laterally offset relative to the U-shaped track, the suspension electromagnetic force generates a lateral component, and the electromagnetic force component is opposite to the lateral direction, thereby realizing lateral reset of the vehicle and achieving guiding function.
[0014] Further, the motor primary mechanism and the conductive material plate constitute a short stator motor device to form a traction magnetic system; the motor primary mechanism adopts a concentrated winding mode, and the primary coil is vertically wound and arranged along the length axis direction of the motor to reduce the occupation of effective magnetic space by the coil; the traction motor primary core adopts a T-shaped structure to utilize the top sensing surface area and the two side sensing surface areas of the U-shaped track to achieve efficient traction.
[0015] Further, the traction motor primary core adopts a T-shaped structure, the acting surface is three surfaces, and the top surface is wider, and acts with the innermost aluminum plate of the U-shaped track, the acting surface is changed from the traditional partial top surface to the complete top surface and the lateral two surfaces, so that the traction efficiency is improved. In addition, the top surface of the traction motor core is higher than the top surface of the suspension core, and the height of the top surface of the traction motor core above the top surface of the suspension core can be selected according to different application scenarios.
[0016] Further, the U-shaped track is a four-layer plate structure, the innermost layer is a conductive material plate, and the outer three layers are ferromagnetic material plates.
[0017] Further, the conductive material plate of the innermost layer of the U-shaped track is preferably an aluminum plate.
[0018] Further, the conductive material plate of the innermost layer of the U-shaped track can also be a copper plate.
[0019] Further, the motor primary mechanism is fixed with the suspension core through a mounting support, and the mounting support is in a fixed connection form or a spring damping form.
[0020] Further, the size of the suspension coil current is actively controlled by collecting the electromagnetic air gap and acceleration signals to ensure the stability of the suspension, the current of the suspension coil is feedback controlled by the suspension controller according to the signals 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, the PID control algorithm is used as the suspension control algorithm, and the control current is:
[0021] i=k1(δ-δ0)+k2∫(δ-δ0)+k3∫a+k4∫b
[0022] Wherein, 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, k4 are feedback coefficients respectively.
[0023] Further, the traction motor coil current is controlled by the linear motor controller, a traveling wave magnetic field (flowing magnetic field) and an induced magnetic field generated by the three surfaces of the innermost aluminum induction plate of the U-shaped track act, and then a traction force is generated.
[0024] Further, the vehicle body is connected with the suspension frame through a secondary suspension device, the suspension frame is fixed with the electromagnet through a primary suspension device, and the electromagnet is located below the U-shaped track.
[0025] Compared with the prior art, the advantages of the present application are:
[0026] 1. By setting up a U-shaped track and an electromagnet structure, this invention makes full use of the top sensing surface area of the U-shaped track and the sensing surface area of part of the two sides of the U-shaped track, thereby increasing the primary and secondary working areas of the motor and improving the traction capacity of the motor within an effective space.
[0027] 2. This invention makes full use of the spatial structure. Within the limited space under the vehicle, the magnetic structure is selected, designed, and rearranged to increase the induction area of the traction motor, improve the motor's traction capacity, enhance traction efficiency, reduce system energy consumption, and improve the system's economy. Attached Figure Description
[0028] Figure 1 This is a schematic diagram of the overall structure of the magnetic force system of a high-traction-efficiency maglev train according to an embodiment of the present invention;
[0029] Figure 2 This is a partial schematic diagram of the electromagnets and U-shaped track in the magnetic system of a high-traction-efficiency maglev train according to an embodiment of the present invention;
[0030] Figure 3 This is a schematic diagram of the primary coil and primary T-shaped iron core structure of the primary mechanism of the traction motor in the magnetic system of a high-traction-efficiency maglev train according to an embodiment of the present invention.
[0031] 1-Car body, 2-"U-shaped" track, 3-Track beam, 4-Suspension traction electromagnet, 5-Suspension frame; 21-Aluminum plate, 22-Iron plate, 8-Suspension coil core, 9-Traction motor core mounting base, 11-Traction motor primary coil, 12-Traction motor primary core, 13-Suspension coil. Detailed Implementation
[0032] To make the objectives, technical solutions, and advantages of the present invention clearer, the technical solutions of the present invention will be further described below.
[0033] This embodiment proposes a high-traction-efficiency magnetic levitation train magnetic force system, such as... Figure 1 As shown, the system includes a maglev train body 1, a suspension frame 5, electromagnets 4, and a U-shaped track 2. The bottom of the maglev train body 1 is wrapped in the track beam 3 to prevent derailment. The body 1 and the suspension frame 5 are connected by a secondary suspension device. Electromagnets 4 are symmetrically installed at both ends of the suspension frame 5 by a primary suspension device. The U-shaped track 2 is symmetrically installed on the track beam 3, so that the electromagnets 4 are connected to the U-shaped track 2 above them through electromagnetic action, generating a levitation guiding traction force.
[0034] In this embodiment, the U-shaped track 2 includes three layers of ferromagnetic material plates 22 and an innermost aluminum plate 21; the electromagnet 4 is located below the U-shaped track 2, such as... Figure 2As shown, the electromagnet 4 includes a traction motor primary core 12, a primary coil 11 wound around the traction motor primary core 12, a suspension coil core 8, and a suspension coil 13 wound around the suspension coil core 8. The traction motor primary core 12 and the primary coil 11 wound around it constitute the motor primary mechanism. This primary mechanism faces the innermost aluminum plate 21 of the U-shaped track 2. Aluminum is a highly conductive material, and together with the primary mechanism, it forms a short stator motor device, creating a traction magnetic system.
[0035] Meanwhile, the suspension coil core 8 and the suspension coil 13 wound on the suspension coil core 8 constitute a suspension mechanism. This suspension mechanism and the three-layer ferromagnetic material plate 22 of the U-shaped track 2 constitute an electromagnetic suspension device. The suspension mechanism and the three-layer iron plate 22 of the U-shaped track 2 interact to generate electromagnetic force, forming a suspension electromagnet magnetic force system.
[0036] like Figure 2 As shown, the suspension coil 13, wound around the suspension coil core 8, is arranged below the primary mechanism of the motor. The suspension coil core 8 has a U-shaped structure and is fixed below the primary core 12 by the mounting base 9, enclosing the primary mechanism of the motor. This allows the primary electrode mechanism to be located within the space enclosed by the suspension coil core 8 and the U-shaped track 2. Simultaneously, the top surface of the traction motor primary core 12 is horizontally higher than the top surface of the suspension coil core 8. In this embodiment, the mounting base 9 is a fixed connection.
[0037] In the levitation electromagnet magnetic system, the levitation coil 13 generates a magnetic field through excitation, producing a levitation electromagnetic force with the three-layer iron plate 22 of the U-shaped track 2. A closed magnetic circuit is formed between the levitation coil core 8, the levitation air gap, and the U-shaped track 2, thereby resisting gravity and achieving levitation. In this embodiment, active levitation control technology is implemented through the levitation mechanism and the U-shaped track 2. A stable air gap is formed between the lower surface of the U-shaped track 2 and the upper surface of the levitation coil core 8 of the electromagnet 4, thereby achieving stable vehicle levitation. When the electromagnet 4 shifts laterally relative to the U-shaped track 2, the levitation electromagnetic force generates a lateral component force, which is opposite to the direction of lateral shift, thus achieving vehicle guidance. In this embodiment, the current of the levitation coil 13 is controlled by the levitation controller based on the signal from the levitation sensor obtained through high-pass filtering. The control current is calculated using the vertical acceleration signal and the lateral acceleration signal, and a PID control algorithm is used as the levitation control algorithm. The control current is:
[0038] i=k1(δ-δ0)+k2∫(δ-δ0)+k3∫a+k4∫b
[0039] Wherein, i is the control current calculated by the suspension controller, delta-delta0 is the suspension gap deviation, a is the vertical acceleration signal, b is the lateral acceleration signal, k1, k2, k3, k4 are feedback coefficients respectively.
[0040] As shown in the traction magnetic force system, the motor primary mechanism of the short stator motor device adopts a concentrated winding mode, and the primary coil 11 is vertically wound and arranged along the length axis direction of the motor, so as to reduce the effective magnetic force space occupied by the coil. Figure 3
[0041] In the embodiment, the traction motor primary core 12 adopts a T-shaped structure, and the top sensing surface area and the two side sensing surface areas of the U-shaped track 2 are utilized, so as to realize high-efficiency traction.
[0042] In the embodiment, the traction motor primary coil 11 current is controlled by the linear motor controller, and the traveling wave magnetic field (flowing magnetic field) and the induced magnetic field generated by the three surfaces of the innermost aluminum sensing plate 21 of the U-shaped track 2 act on each other, and then the traction force is generated.
[0043] The above is only the preferred embodiment of the present application, and does not limit the present application in any way. Any person skilled in the art can make any equivalent replacement, modification or change to the technical solutions and technical contents disclosed in the present application without departing from the scope of the technical solutions of the present application, and such changes still belong to the protection scope of the present application.
Claims
1. A high-traction-efficiency maglev train magnetic force system, characterized in that, The vehicle body is connected with the levitation frame, and electromagnets are symmetrically installed at both ends of the levitation frame. The U-shaped track is symmetrically installed on the track beam, so that the electromagnets are connected with the U-shaped track through electromagnetic action to generate levitation guiding traction force. The U-shaped track includes a plurality of layers of ferromagnetic material plates and an innermost layer of conductive material plate. The electromagnet includes a motor primary mechanism and a levitation mechanism. The motor primary mechanism includes a traction motor primary core and a primary coil wound on the traction motor primary core.
2. The high-efficiency maglev train magnetic system according to claim 1, characterized in that, The levitation mechanism includes a levitation core and a levitation coil wound on the levitation core.
3. The high-efficiency maglev train magnetic system according to claim 2, characterized in that, The motor primary mechanism is located between the levitation core and the U-shaped track, and the top surface of the traction motor primary core is higher than the top surface of the levitation core.
4. The high-efficiency maglev train magnetic system according to claim 2, characterized in that, The levitation mechanism and the U-shaped track form a levitation electromagnet magnetic system.
5. The high-efficiency maglev train magnetic system of claim 1, wherein, The motor primary mechanism and the conductive material plate form a short-stator motor device to form a traction magnetic system.
6. The high-efficiency maglev train magnetic system according to claim 5, characterized in that, The U-shaped track is a four-layer plate structure, the innermost layer is a conductive material plate, and the outer three layers are ferromagnetic material plates.
7. The high-efficiency maglev train magnetic system according to claim 5, characterized in that, The innermost layer of the U-shaped track is preferably an aluminum plate.
8. The high-efficiency maglev train magnetic system of claim 2, wherein, The innermost layer of the U-shaped track is a copper plate.
9. The high-efficiency maglev train magnetic system of claim 3, wherein, The motor primary mechanism is fixed to the levitation core through a mounting support, which is in fixed connection or spring damping form.
10. The high-efficiency maglev train magnetic system of claim 1, wherein, The current of the levitation coil is feedback controlled by the signal of the levitation sensor obtained by high-pass filtering. The vehicle body is connected with the levitation frame through a secondary suspension device, and the electromagnet is fixed to the electromagnet through a primary suspension device. The electromagnet is located below the U-shaped track.