A maglev vehicle, a traction-suspension integrated system of the maglev vehicle and a control method

Abstract

The application discloses a maglev vehicle traction suspension integrated system, which comprises a traction suspension device, a first suspension gap sensor, a second suspension gap sensor and a control unit. The traction suspension device comprises an inner pole plate, an outer pole plate and a first suspension electromagnet coil, a traction motor and a second suspension electromagnet coil arranged between the inner pole plate and the outer pole plate in sequence. The control unit is electrically connected with the first suspension electromagnet coil, the traction motor, the second suspension electromagnet coil, the first suspension gap sensor and the second suspension gap sensor. The upper surface of the inner pole plate and the upper surface of the outer pole plate are both provided with a traction motor protection skid and an anti-sucking skid. The system can avoid the influence of the normal force of the traction motor on the suspension system, reduce the use amount of the suspension electromagnet, make the manufacturing cost of the maglev vehicle lower, be more energy-saving and lightweight, and make the efficiency of the traction motor higher. The application also provides a maglev vehicle and a control method of the maglev vehicle traction suspension integrated system, which have the same advantages as the above system.

Description

Technical Field

[0001] This invention belongs to the field of medium and low speed maglev vehicle technology, and in particular relates to a maglev vehicle, a maglev vehicle traction and suspension integrated system and control method. Background Technology

[0002] With the gradual opening of multiple maglev lines in the existing technology field, people's requirements for maglev vehicles are also increasing, especially regarding low cost, energy efficiency, and lightweight design. However, as... Figure 1 As shown, Figure 1 This diagram illustrates the structural composition of the traction and suspension systems of an existing maglev vehicle. As can be seen, the traction and suspension systems are two independent systems, including suspension electromagnet pole plates 101 (containing inner and outer pole plates), a first suspension electromagnet coil 102, a second suspension electromagnet coil 103, a third suspension electromagnet coil 104, a fourth suspension electromagnet coil 105, a first vertical gap sensor 106, a second vertical gap sensor 107, an F-shaped track 108, and a linear motor 109. The linear motor 109 is located above the F-shaped track 108 and functions as a traction motor. All four suspension electromagnet coils are located below the F-shaped track 108. The two vertical gap sensors are located at opposite ends of the suspension electromagnet coils and are used to measure the vertical suspension gap. In existing maglev vehicles, levitation force is provided by four levitation electromagnet coils, with the levitation force pointing upwards. Since the linear motor is located above the track, and its corresponding secondary is below it, the normal force points downwards. Therefore, the upward levitation force needs to overcome the downward normal force of the traction motor, requiring four levitation electromagnet coils. This results in high cost and energy consumption for both the levitation and traction systems. Furthermore, the linear motors are located above the track with a spacing of approximately 5mm, while the levitation electromagnets are located below the track with a spacing of approximately 16mm. The linear motors and levitation electromagnets are rigidly connected. When the vehicle levitates, the gap between the levitation electromagnets decreases from 16mm to 8mm, while the air gap of the linear motor increases from 5mm to 13mm. It is evident that the air gap of the traction motor and the electromagnetic gap of the levitation system change in opposite directions. Since a smaller air gap in the linear motor results in higher traction efficiency, the current technology has a relatively large air gap in the linear motor, leading to low traction motor efficiency. This significantly hinders the application of maglev vehicles. It is evident that how to reduce the manufacturing cost of maglev vehicles, make them more energy-efficient and lightweight, and improve the efficiency of traction motors has become an urgent problem to be solved. Summary of the Invention

[0003] To address the aforementioned issues, this invention provides a maglev vehicle, a maglev vehicle traction and suspension integrated system, and a control method. This system avoids the influence of the traction motor's normal force on the suspension system, reduces the amount of suspension electromagnets used, lowers the manufacturing cost of the maglev vehicle, makes it more energy-efficient and lightweight, and increases the efficiency of the traction motor.

[0004] The present invention provides an integrated traction and suspension system for a maglev vehicle, comprising a traction and suspension device, a first suspension gap sensor, a second suspension gap sensor, and a control unit;

[0005] The traction suspension device includes an inner electrode plate, an outer electrode plate, and a first suspension electromagnet coil, a traction motor, and a second suspension electromagnet coil arranged sequentially between the two. The vertical distance between the upper surface of the first suspension electromagnet coil and the second suspension electromagnet coil and the upper surface of the inner electrode plate and the outer electrode plate is D1, D1≥0, so that the first suspension electromagnet coil and the second suspension electromagnet coil are not higher than the upper surface of the inner electrode plate and the outer electrode plate. The vertical distance between the upper surface of the traction motor and the upper surface of the inner electrode plate and the outer electrode plate is D2.

[0006] The control unit is electrically connected to the first levitation electromagnet coil, the traction motor, the second levitation electromagnet coil, the first levitation gap sensor, and the second levitation gap sensor.

[0007] The upper surface of the inner electrode plate and the upper surface of the outer electrode plate are both provided with a traction motor protective skid and an anti-sucking skid. The vertical distance between the upper surface of the traction motor protective skid and the upper surfaces of the inner electrode plate and the outer electrode plate is L1, and the vertical distance between the upper surface of the anti-sucking skid and the upper surfaces of the inner electrode plate and the outer electrode plate is L2, and L1≥L2.

[0008] The air gap S of the traction motor is set. 电机 lower limit value and upper limit value And settings For S α The sum of D2, S1, and d is set. For S β The sum of D2, S1 and d, where S α Let S be the lower limit value of the suspension gap S. β S is the upper limit value of the suspension gap S, S1 is the vertical distance between the upper surfaces of the inner and outer electrode plates and the secondary induction plate of the traction motor, and d is the thickness of the secondary induction plate of the traction motor.

[0009] Preferably, in the above-mentioned maglev vehicle traction suspension integrated system, the traction motor is a linear permanent magnet reluctance synchronous motor.

[0010] Preferably, in the above-mentioned maglev vehicle traction suspension integrated system, the stator core of the traction motor is provided with a permanent magnet.

[0011] Preferably, in the above-mentioned maglev vehicle traction suspension integrated system, the first suspension electromagnet coil, the second suspension electromagnet coil, and the traction motor are all axially symmetrical with respect to the central axis that is parallel to the inner pole plate and the outer pole plate and passes through the center point of the two.

[0012] Preferably, in the above-mentioned maglev vehicle traction and suspension integrated system, the inner pole plate and the outer pole plate are arranged in parallel relative to each other.

[0013] Preferably, in the above-mentioned maglev vehicle traction and suspension integrated system, the control unit is located on the vehicle chassis or inside the vehicle compartment.

[0014] Preferably, in the above-mentioned maglev vehicle traction suspension integrated system, the upper surface of the inner pole plate and the upper surface of the outer pole plate are provided with at least two traction motor protective skids and at least two anti-suspension skids.

[0015] Preferably, in the above-mentioned maglev vehicle traction suspension integrated system, the traction motor protective skid and the anti-slip skid are both centrally located on the inner pole plate and the outer pole plate along the track direction.

[0016] This invention provides a control method for a maglev vehicle traction and levitation integrated system, utilizing the maglev vehicle traction and levitation integrated system as described in any of the above claims, comprising:

[0017] The traction motor, the first levitation electromagnet coil, and the second levitation electromagnet coil are energized. The normal force of the traction motor and the levitation force provided by the first levitation electromagnet coil and the second levitation electromagnet coil are used to provide a total levitation force to counteract the weight of the maglev vehicle and its load. The traction force of the traction motor is used to drive the maglev vehicle to move.

[0018] The suspension gap is measured using the first suspension gap sensor and the second suspension gap sensor;

[0019] When the suspension gap reaches the upper limit value, the current of the first suspension electromagnet coil and the second suspension electromagnet coil is reduced to decrease the suspension gap.

[0020] When the levitation gap reaches the lower limit value, the current of the first levitation electromagnet coil and the second levitation electromagnet coil is increased to increase the levitation gap.

[0021] The present invention provides a maglev vehicle comprising multiple maglev vehicle bodies, each of which includes multiple sets of maglev vehicle traction and suspension integrated systems as described in any of the above claims.

[0022] As described above, the maglev vehicle traction suspension integrated system provided by the present invention includes a traction suspension device, a first suspension gap sensor, a second suspension gap sensor, and a control unit. The traction suspension device includes an inner pole plate, an outer pole plate, and a first suspension electromagnet coil, a traction motor, and a second suspension electromagnet coil arranged sequentially between them. The vertical distance between the upper surfaces of the first and second suspension electromagnet coils and the upper surfaces of the inner and outer pole plates is D1, where D1 ≥ 0, so that the first and second suspension electromagnet coils are not higher than the upper surfaces of the inner and outer pole plates. The vertical distance between the upper surface of the machine and the upper surfaces of the inner and outer pole plates is D2; the control unit is electrically connected to the first levitation electromagnet coil, the traction motor, the second levitation electromagnet coil, the first levitation gap sensor, and the second levitation gap sensor; the upper surfaces of the inner and outer pole plates are each provided with a traction motor protective skid and an anti-sucking skid, the vertical distance between the upper surface of the traction motor protective skid and the upper surfaces of the inner and outer pole plates is L1, the vertical distance between the upper surface of the anti-sucking skid and the upper surfaces of the inner and outer pole plates is L2, and L1≥L2; the air gap S of the traction motor is set. 电机 lower limit value and upper limit value And settings For S α The sum of D2, S1, and d is set. For S β The sum of D2, S1 and d, where S α Let S be the lower limit value of the suspension gap S. β S is the upper limit value of the suspension gap S, S1 is the vertical distance between the upper surfaces of the inner and outer pole plates and the secondary induction plate of the traction motor, and d is the thickness of the secondary induction plate of the traction motor. Therefore, the influence of the traction motor's normal force on the suspension system can be avoided, reducing the amount of suspension electromagnets used, resulting in lower manufacturing costs, greater energy efficiency and lighter weight for maglev vehicles, and higher efficiency for the traction motor. The control method for the maglev vehicle and the maglev vehicle traction suspension integrated system provided by this invention has the same advantages as the aforementioned system. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0024] Figure 1 A schematic diagram of the traction and suspension systems of existing maglev vehicles;

[0025] Figure 2 This is a schematic diagram of an embodiment of a magnetic levitation vehicle traction suspension integrated system provided by the present invention;

[0026] Figure 3 This is a schematic diagram showing the vertical dimensions between multiple components of a maglev vehicle's traction and suspension integrated system.

[0027] Figure 4 This is a schematic diagram showing the location of the traction motor;

[0028] Figure 5 This is a schematic diagram of an embodiment of a control method for a magnetic levitation vehicle traction suspension integrated system provided by the present invention. Detailed Implementation

[0029] The core of this invention is to provide a maglev vehicle, a maglev vehicle traction and suspension integrated system and control method, which can avoid the influence of the traction motor normal force on the suspension system, reduce the amount of suspension electromagnets used, make the manufacturing cost of the maglev vehicle lower, more energy-efficient and lighter, and the traction motor more efficient.

[0030] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0031] An example implementation of the maglev vehicle traction suspension integrated system provided by the present invention Figure 2 As shown, Figure 2 This is a schematic diagram of an embodiment of a magnetic levitation vehicle traction and suspension integrated system provided by the present invention. The magnetic levitation vehicle traction and suspension integrated system may include a traction and suspension device 1, a first suspension gap sensor 2, a second suspension gap sensor 3, and a control unit 4. The control unit 4 may preferably be located on the vehicle chassis or inside the vehicle compartment.

[0032] The traction suspension device 1 may include an inner electrode plate 11, an outer electrode plate 12, and a first suspension electromagnet coil 13, a traction motor 14, and a second suspension electromagnet coil 15 arranged sequentially between the two. It should be noted that, for clearer illustration of the components, this... Figure 2 The diagram, presented in an exploded view format, shows that the first levitation electromagnet coil 13, the traction motor 14, and the second levitation electromagnet coil 15 are all horizontally positioned between the inner pole plate 11 and the outer pole plate 12. Neither the first levitation electromagnet coil 13 nor the second levitation electromagnet coil 15 contains permanent magnets. The inner and outer pole plates are preferably arranged in a relatively parallel manner. Figure 3 , Figure 3 This is a schematic diagram showing the vertical dimensions between multiple components of a maglev vehicle traction and suspension integrated system. The vertical distance between the upper surfaces of the first and second suspension electromagnet coils 13 and the upper surfaces of the inner and outer pole plates 11 is D1, where D1 ≥ 0, so that the first and second suspension electromagnet coils 13 and 15 are not higher than the upper surfaces of the inner and outer pole plates 11 and 12. (Reference) Figure 4 , Figure 4 The diagram shows the position of the traction motor. It can be seen that the vertical distance between the upper surface of the traction motor 14 and the upper surfaces of the inner pole plate 11 and the outer pole plate 12 is D2.

[0033] The control unit 4 is electrically connected to the first levitation electromagnet coil 13, the traction motor 14, the second levitation electromagnet coil 15, the first levitation gap sensor 2, and the second levitation gap sensor 3.

[0034] refer to Figure 2 and Figure 3The upper surfaces of the inner electrode plate 11 and the outer electrode plate 12 are each provided with a traction motor protective skid 16 and an anti-suspension skid 17, preferably symmetrically distributed. The vertical distance between the upper surface of the traction motor protective skid 16 and the upper surfaces of the inner electrode plate 11 and the outer electrode plate 12 is L1, and the vertical distance between the upper surface of the anti-suspension skid 17 and the upper surfaces of the inner electrode plate 11 and the outer electrode plate 12 is L2, and L1≥L2≥2mm. L1 and L2 are mainly used to protect the traction motor and the suspension electromagnet from being scratched, especially the traction motor. Therefore, L1≥L2 is required. This is because, in order to improve the efficiency of the traction motor, there may be a design scheme that reduces the distance D2 between the linear motor and the upper surface of the electrode plate. This function is to prevent the suspension electromagnet from being scratched. In case of instability or seizure, it is used to protect the traction motor, the suspension electromagnet pole plate and the coil. Further, the first direction is defined as the direction along the plane of the track and perpendicular to the track direction. The (m-1)th projection is defined as the projection of the inner pole plate and the outer pole plate of the first traction motor protective skid in the first direction, ..., the mmth projection is defined as the projection of the inner pole plate and the outer pole plate of the mth traction motor protective skid in the first direction, the (n-1)th projection is defined as the projection of the outer pole plate of the first traction motor protective skid in the first direction, ..., the nnth projection is defined as the projection of the outer pole plate of the nth traction motor protective skid in the first direction. The projection centers of the m-1th to mmth projections are preferably mutually coincident, and the projection centers of the n-1th to nnth projections are preferably mutually coincident.

[0035] Set the air gap S of the traction motor 电机 lower limit value and upper limit value And settings For S α The sum of D2, S1, and d is set. For S β The sum of D2, S1 and d, where S α Let S be the lower limit value of the suspension gap S. β S is the upper limit value of the suspension gap S, S1 is the vertical distance between the upper surfaces of the inner electrode plate 11 and the outer electrode plate 12 and the secondary induction plate of the traction motor 14, and d is the thickness of the secondary induction plate of the traction motor.

[0036] in addition, Figure 2At the top is the F-shaped track 5 located above the traction suspension device 1. The lower surface of the F-shaped track 5 is the secondary induction plate of the traction motor 14. In this scheme, the levitation force is provided by the normal force of the traction motor and the coils of the two levitation electromagnets. The traction motor can preferably be a linear permanent magnet reluctance synchronous motor, which can provide a larger traction normal force than the linear motors used in the prior art, and is smaller in size, so it can be installed in a smaller space between the inner and outer pole plates. This reduces the use of rare earth materials by 30% to 50% compared to a pure permanent magnet linear motor, thus reducing costs. The reluctance component has a strong natural "weakening" ability, and the constant... The power speed range can reach 3 to 4 times, without the need for additional magnetic weakening current; the mover core generates little heat, the permanent magnet has low thermal risk, and high reliability; the thrust density can still be more than 20% higher than that of a linear induction motor of the same size, and the efficiency is >90%. Furthermore, the stator core in the traction motor is preferably equipped with a permanent magnet, which can provide a constant levitation force, thereby reducing the levitation force provided by the electromagnet coil. The stability of the vehicle needs to be adjusted by controlling the levitation force of the electromagnet coil and the normal force of the linear motor. Using this permanent magnet, even when the vehicle is not being towed, a certain normal force can be provided to ensure that the vehicle can lift smoothly.

[0037] As described above, the maglev vehicle traction and suspension integrated system provided by the present invention includes a traction and suspension device, a first suspension gap sensor, a second suspension gap sensor, and a control unit. The traction and suspension device includes an inner pole plate, an outer pole plate, and a first suspension electromagnet coil, a traction motor, and a second suspension electromagnet coil arranged sequentially between them. The vertical distance between the upper surfaces of the first and second suspension electromagnet coils and the upper surfaces of the inner and outer pole plates is D1, where D1 ≥ 0, so that the first and second suspension electromagnet coils are not higher than the inner and outer pole plates. The vertical distance between the upper surface of the traction motor and the upper surfaces of the inner and outer pole plates is D2; the control unit is electrically connected to the first suspension electromagnet coil, the traction motor, the second suspension electromagnet coil, the first suspension gap sensor, and the second suspension gap sensor; the upper surfaces of the inner and outer pole plates are equipped with traction motor protective skids and anti-sucking skids, the vertical distance between the upper surface of the traction motor protective skid and the upper surfaces of the inner and outer pole plates is L1, the vertical distance between the upper surface of the anti-sucking skid and the upper surfaces of the inner and outer pole plates is L2, and L1≥L2; the traction motor air gap S is set. 电机 lower limit value and upper limit value And settings For S α The sum of D2, S1, and d is set. For S β The sum of D2, S1 and d, where S α Let S be the lower limit value of the suspension gap S.β S is the upper limit value of the suspension gap S, S1 is the vertical distance between the upper surfaces of the inner and outer pole plates and the secondary induction plate of the traction motor, and d is the thickness of the secondary induction plate of the traction motor. Therefore, the influence of the normal force of the traction motor on the suspension system can be avoided, the amount of suspension electromagnets used can be reduced, the manufacturing cost of the maglev vehicle can be lower, it can be more energy-efficient and lightweight, and the efficiency of the traction motor can be higher.

[0038] In a specific embodiment of the aforementioned maglev vehicle traction and suspension integrated system, the first suspension electromagnet coil 13, the second suspension electromagnet coil 15, and the traction motor 14 are all axially symmetrical with respect to the central axis parallel to the inner pole plate 11 and the outer pole plate 12 and passing through their midpoint. This symmetrical relationship ensures the balance between levitation force and traction force, preventing vehicle tilting. Specifically, the projection of the first suspension electromagnet coil in the track direction is defined as the first projection, the projection of the traction motor in the track direction is defined as the second projection, and the projection of the second suspension electromagnet coil in the track direction is defined as the third projection. A first straight line is defined to pass through the midpoint between the inner and outer pole plates of the suspension electromagnet and extend in the track direction. The first, second, and third projections are all axially symmetrical figures about the first straight line as the axis of symmetry. Furthermore, the center distance between the second and first projections and the center distance between the second and third projections are preferably equal.

[0039] In another specific embodiment of the aforementioned maglev vehicle traction and suspension integrated system, at least two traction motor protective skids 16 and at least two anti-suspension skids 17 are provided on the upper surface of the inner pole plate 11 and the upper surface of the outer pole plate 12. Furthermore, the traction motor protective skids 16 and the anti-suspension skids 17 are centrally located on the inner pole plate 11 and the outer pole plate 12 along the track direction.

[0040] An example implementation of the control method for a magnetic levitation vehicle traction suspension integrated system provided by the present invention is as follows: Figure 5 As shown, Figure 5 This is a schematic diagram of an embodiment of a control method for a maglev vehicle traction and suspension integrated system provided by the present invention. Using the maglev vehicle traction and suspension integrated system as described above, the following steps may be included:

[0041] S1: Power on the traction motor, the first levitation electromagnet coil, and the second levitation electromagnet coil. Utilize the normal force of the traction motor and the levitation force provided by the first and second levitation electromagnet coils to provide a total levitation force to counteract the weight of the maglev vehicle and its load. Use the traction force of the traction motor to drive the maglev vehicle to move.

[0042] Specifically, the levitation force of the levitation electromagnet coil and the normal force of the traction motor must satisfy the following equation: And satisfy , G M For its own weight, G 载 For load, F 法 F is the normal force of the traction motor. 悬1 The levitation force F provided by the first levitation electromagnet coil 悬2 The levitation force F provided by the second levitation electromagnet coil 永磁 The normal force F provided to the permanent magnet of the traction motor 激励 The normal force generated by the traction motor excitation. The sum of the levitation forces provided by the first and second levitation electromagnet coils is not less than a first preset threshold, the normal force provided by the permanent magnet of the traction motor does not exceed a second preset threshold, and the normal force generated by the traction motor excitation does not exceed a third preset threshold, and satisfies the following formula:

[0043] .

[0044] S2: Measure the suspension gap using the first suspension gap sensor and the second suspension gap sensor;

[0045] S3: When the suspension gap reaches the upper limit value, control the reduction of the current in the first suspension electromagnet coil and the second suspension electromagnet coil to reduce the suspension gap;

[0046] S4: When the suspension gap reaches the lower limit value, control the increase of the current of the first suspension electromagnet coil and the second suspension electromagnet coil to increase the suspension gap.

[0047] Specifically, in existing technologies, the motor air gap and suspension gap are in opposite directions. A smaller motor air gap results in higher motor efficiency, but an increased suspension gap, leading to increased suspension current. Conversely, a smaller suspension gap results in a larger motor air gap, reducing motor efficiency. The traction motor and electromagnet can be rigidly connected, with the intermediate track serving as both the secondary winding of the traction motor and the surface of the suspension force. In existing technologies, the traction motor is located above the track, and the electromagnet is below it. When the electromagnet moves upward, the suspension gap decreases, and the traction motor moves upward synchronously, causing the motor air gap to increase, and vice versa. It is clear that the suspension gap and motor air gap cannot change synchronously. However, in the control method provided in this application, both the traction motor and electromagnet are located below the track, allowing the suspension gap and motor air gap to change synchronously, i.e., to decrease synchronously. This improves motor efficiency and reduces suspension current. When the load changes, adjusting the output current of the first and second suspension electromagnet coils achieves stable vehicle levitation. Only the range of the suspension gap S needs to be adjusted to control the motor air gap to meet the requirements. Furthermore, the direction of the suspension gap adjustment is consistent with the air gap direction of the traction motor, thereby simultaneously improving traction and suspension efficiency, where d is the thickness of the secondary induction plate. These represent the upper and lower limits of the motor air gap. The traction control program and the suspension control program are stored in their respective control units. The traction control program is used to achieve vehicle traction, while the suspension control program is used to detect the gap and acceleration signals of the two suspension gap sensors, as well as voltage and current signals, vehicle buoyancy and descent signals, etc., and to perform calculations based on these signals to control vehicle buoyancy, descent, and stable suspension.

[0048] An embodiment of a maglev vehicle provided by the present invention includes multiple maglev vehicle bodies, each maglev vehicle body including multiple sets of maglev vehicle traction and suspension integrated systems as described above.

[0049] In summary, since the normal force of the traction motor in the above system can provide the vehicle's levitation force, only less levitation capacity is needed from the levitation electromagnet. This reduces the number and weight of the levitation electromagnet coil, thereby lowering manufacturing costs. Moreover, since both the levitation electromagnet coil and the traction motor are located below the F-shaped track, the conflict between the electromagnetic gap and the traction motor gap is resolved, which can simultaneously improve the efficiency of traction and levitation.

[0050] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A magnetic levitation vehicle traction and suspension integrated system, characterized in that, It includes a traction suspension device, a first suspension gap sensor, a second suspension gap sensor, and a control unit; The traction suspension device includes an inner electrode plate, an outer electrode plate, and a first suspension electromagnet coil, a traction motor, and a second suspension electromagnet coil arranged sequentially between the two. The vertical distance between the upper surface of the first suspension electromagnet coil and the second suspension electromagnet coil and the upper surface of the inner electrode plate and the outer electrode plate is D1, D1≥0, so that the first suspension electromagnet coil and the second suspension electromagnet coil are not higher than the upper surface of the inner electrode plate and the outer electrode plate. The vertical distance between the upper surface of the traction motor and the upper surface of the inner electrode plate and the outer electrode plate is D2. The control unit is electrically connected to the first levitation electromagnet coil, the traction motor, the second levitation electromagnet coil, the first levitation gap sensor, and the second levitation gap sensor. The upper surface of the inner electrode plate and the upper surface of the outer electrode plate are both provided with a traction motor protective skid and an anti-sucking skid. The vertical distance between the upper surface of the traction motor protective skid and the upper surfaces of the inner electrode plate and the outer electrode plate is L1, and the vertical distance between the upper surface of the anti-sucking skid and the upper surfaces of the inner electrode plate and the outer electrode plate is L2, and L1≥L2. The air gap S of the traction motor is set. 电机 lower limit value and upper limit value And settings For S α The sum of D2, S1, and d is set. For S β The sum of D2, S1 and d, where S α Let S be the lower limit value of the suspension gap S. β S is the upper limit value of the suspension gap S, S1 is the vertical distance between the upper surfaces of the inner and outer electrode plates and the secondary induction plate of the traction motor, and d is the thickness of the secondary induction plate of the traction motor.

2. The maglev vehicle traction and suspension integrated system according to claim 1, characterized in that, The traction motor is a linear permanent magnet reluctance synchronous motor.

3. The maglev vehicle traction and suspension integrated system according to claim 2, characterized in that, The stator core of the traction motor is equipped with a permanent magnet.

4. The maglev vehicle traction and suspension integrated system according to claim 1, characterized in that, The first levitation electromagnet coil, the second levitation electromagnet coil, and the traction motor are all axially symmetrical with respect to the central axis that is parallel to the inner plate and the outer plate and passes through the center point of the two.

5. The maglev vehicle traction and suspension integrated system according to claim 1, characterized in that, The inner electrode plate and the outer electrode plate are arranged in parallel relative to each other.

6. The maglev vehicle traction and suspension integrated system according to claim 1, characterized in that, The control unit is located on the vehicle chassis or inside the vehicle compartment.

7. The maglev vehicle traction and suspension integrated system according to claim 1, characterized in that, The upper surface of the inner electrode plate and the upper surface of the outer electrode plate are each provided with at least two traction motor protective skids and at least two anti-slip skids.

8. The maglev vehicle traction and suspension integrated system according to claim 1, characterized in that, Both the traction motor protective skid and the anti-slip skid are centrally located on the inner and outer pole plates along the track direction.

9. A control method for an integrated traction and suspension system for a maglev vehicle, characterized in that, The maglev vehicle traction and levitation integrated system as described in any one of claims 1-8 includes: The traction motor, the first levitation electromagnet coil, and the second levitation electromagnet coil are energized. The normal force of the traction motor and the levitation force provided by the first levitation electromagnet coil and the second levitation electromagnet coil are used to provide a total levitation force to counteract the weight of the maglev vehicle and its load. The traction force of the traction motor is used to drive the maglev vehicle to move. The suspension gap is measured using the first suspension gap sensor and the second suspension gap sensor; When the suspension gap reaches the upper limit value, the current of the first suspension electromagnet coil and the second suspension electromagnet coil is reduced to decrease the suspension gap. When the levitation gap reaches the lower limit value, the current of the first levitation electromagnet coil and the second levitation electromagnet coil is increased to increase the levitation gap.

10. A magnetic levitation vehicle, characterized in that, It includes multiple maglev vehicle bodies, and each maglev vehicle body includes multiple sets of maglev vehicle traction and suspension integrated systems as described in any one of claims 1-8.

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