A permanent-magnet-electromagnetic hybrid excitation electromagnetic support system for high-speed maglev trains and a suspension and propulsion method

Abstract

The application discloses a permanent-magnet electromagnetic hybrid excitation electromagnetic support system and a suspension and propulsion method for a high-speed maglev train, and relates to the technical field of maglev rail transit. The system comprises a long stator on a track side and a mover module on a vehicle side. The long stator comprises a track and a three-phase stator coil. The three-phase stator coil is used to generate a traveling wave magnetic field after being electrified to provide a propulsion force. The mover module comprises a silicon steel body and a plurality of magnetic pole units arranged along a train running direction. The magnetic pole units comprise permanent magnet poles or common-conductance electromagnet poles. The permanent magnet poles and the common-conductance electromagnet poles are arranged in a preset hybrid arrangement mode and jointly form a hybrid excitation magnetic pole structure. The permanent magnet poles are used to provide a main part of static suspension force, and the common-conductance electromagnet poles are used to provide residual static suspension force and dynamic adjustment force. The application has the advantages of significantly reducing excitation power consumption, reducing energy waste, improving system reliability and economy.

Description

Technical Field

[0001] This invention relates to the field of magnetic levitation rail transit technology, specifically to a permanent magnet electromagnetic hybrid excitation electromagnetic support system and a levitation and propulsion method for high-speed maglev trains. Background Technology

[0002] Electromagnetic levitation technology, with its simple structure and reliable operation, has been commercially applied in the rail transit field. Traditional conventional electromagnetic levitation systems rely on the electromagnetic attraction between the onboard electromagnet and the track to maintain the train's levitation state, while a long-stator linear synchronous motor provides propulsion. However, this system faces a severe energy efficiency bottleneck in actual operation. To ensure the stable levitation of a train weighing hundreds of tons under a standard levitation air gap, the onboard conventional electromagnet must continuously supply a high-intensity DC excitation current. Since electromagnets generally use aluminum coils, their inherent resistive characteristics easily induce significant Joule heating and energy loss during operation, especially under high-speed cruising or heavy-load conditions. This continuous high-current excitation not only wastes a large amount of energy but also causes a sharp rise in coil temperature, placing extremely high demands on the heat dissipation system. Long-term high-temperature operation may weaken the coil insulation performance, thereby affecting system safety and operational reliability. Furthermore, the high energy consumption limits the system's economy and environmental adaptability, making the development of a new support structure that can significantly reduce excitation power consumption while maintaining excellent electromagnetic characteristics an urgent industry need. Summary of the Invention

[0003] In view of this, the present invention provides a permanent magnet electromagnetic hybrid excitation electromagnetic support system and a levitation and propulsion method for high-speed maglev trains, which has the advantages of significantly reducing excitation power consumption, reducing energy waste, and improving system reliability and economy.

[0004] In a first aspect, the present invention provides a permanent magnet electromagnetic hybrid excitation electromagnetic support system for high-speed maglev trains, comprising: a long stator on the track side and a moving part module on the vehicle side; The long stator includes a track and three-phase stator coils; the track has grooves extending along its length; the three-phase stator coils are installed in the grooves and laid along the track to generate traveling wave magnetic fields when energized, so as to provide propulsion. The moving submodule includes: A silicon steel body made by stacking silicon steel sheets; Multiple magnetic pole units arranged along the direction of train travel; the magnetic pole units include permanent magnet poles or normally conductive magnet poles, and the permanent magnet poles and normally conductive magnet poles are arranged in a preset mixed arrangement to form a mixed excitation magnetic pole structure. The silicon steel body includes a levitation electromagnet pole disposed above the magnetic pole unit and an iron yoke disposed below the magnetic pole unit; each pair of magnetic pole units shares one iron yoke; the number of magnetic pole units and levitation electromagnet poles are the same and correspond one-to-one; the permanent magnet poles are used to provide the main part of the static levitation force, and the constant conduction magnet poles are used to provide the remaining static levitation force and dynamic adjustment force.

[0005] Secondly, the present invention also provides a levitation and propulsion method for high-speed maglev trains, applied to the above-mentioned system, the method comprising the following steps: The inherent magnetic field generated by the permanent magnet poles provides the main static levitation force, enabling the train to levitate under the rated levitation air gap; at the same time, a first excitation current is passed through the aluminum excitation coil of the constant conducting magnet poles to provide supplementary static levitation force. The train's suspension air gap is monitored in real time. When the air gap changes, the suspension control unit quickly adjusts the current input to the aluminum excitation coil of the constant conductive magnet pole to the second excitation current to generate a dynamically adjustable magnetic field to stabilize the suspension air gap. A specific frequency of alternating current is passed through the three-phase stator coils of the long stator to generate a traveling wave magnetic field; the traveling wave magnetic field interacts with the hybrid excitation magnetic field of the mover module to generate synchronous electromagnetic thrust, which drives the train to run.

[0006] As can be seen from the above, the permanent magnet electromagnetic hybrid excitation electromagnetic support system and levitation and propulsion method for high-speed maglev trains provided in this application effectively reduces the excitation current demand by using permanent magnet poles to provide the main static levitation force and constant conductive magnet poles to provide the residual levitation force and dynamic adjustment. It has the advantages of significantly reducing excitation power consumption, reducing energy waste, and improving system reliability and economy. Attached Figure Description

[0007] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0008] Figure 1 This is a cross-sectional structural schematic diagram of a permanent magnet electromagnetic hybrid excitation electromagnetic support system for high-speed maglev trains according to an embodiment of the present invention. Figure 2 This is a three-dimensional structural schematic diagram of a permanent magnet electromagnetic hybrid excitation electromagnetic support system for high-speed maglev trains according to an embodiment of the present invention. Figure label: 1. Long stator; 11. Track; 111. Groove; 12. Three-phase stator coil; 2. Moving module; 21. Silicon steel body; 211. Floating electromagnet pole; 212. Iron yoke; 22. Magnetic pole unit; 221. Permanent magnet pole; 222. Constantly conducting magnet pole. Detailed Implementation

[0009] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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, 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.

[0010] Traditional conventional electromagnetic levitation systems require a continuous high-intensity DC excitation current to maintain train levitation. This results in low energy efficiency, severe coil heating, extremely high requirements for the onboard heat dissipation structure, and may affect insulation performance and system reliability.

[0011] In this regard, such as Figure 1-2 As shown, this application proposes a permanent magnet electromagnetic hybrid excitation electromagnetic support system for high-speed maglev trains, including: a long stator 1 on the track side and a moving module 2 on the vehicle side.

[0012] The long stator 1 includes a track 11 and a three-phase stator coil 12; the track 11 is provided with a groove 111 extending along the length direction; the three-phase stator coil 12 is installed in the groove 111 and laid along the track 11 to generate a traveling wave magnetic field after being energized, so as to provide propulsion.

[0013] The moving submodule 2 includes: Silicon steel body 21, made of laminated silicon steel sheets (from...) Figure 1 (The dark gray portion plus the portion obscured by magnetic pole unit 22). Multiple magnetic pole units 22 are arranged along the direction of train travel; the magnetic pole unit 22 includes permanent magnet poles 221 ( Figure 1 (Dark brown part) or normally conductive magnet pole 222 ( Figure 1 (The white part in the middle) The permanent magnet pole 221 and the normally conducting magnet pole 222 are arranged in a preset mixed arrangement to form a mixed excitation pole structure.

[0014] The silicon steel body 21 includes a levitation electromagnet pole 211 disposed above the magnetic pole unit 22 and an iron yoke 212 disposed below the magnetic pole unit 22; each pair of magnetic pole units 22 shares one iron yoke; the number of magnetic pole units 22 and levitation electromagnet poles 211 are the same and correspond one-to-one; the permanent magnet pole 221 is used to provide the main part of the static levitation force, and the constant conduction magnet pole 222 is used to provide the remaining static levitation force and dynamic adjustment force.

[0015] The long stator 1 is a component located on the side of the track. Its main function is to interact with the onboard mover module 2 to generate propulsion force to drive the train. The mover module 2 is an onboard component installed at the bottom of the train. Its main function is to provide the support force required for the train's levitation and to work with the long stator 1 to generate propulsion force. The track 11 is a component of the long stator 1 and extends along the train's direction of travel, providing the train's running path. The three-phase stator coils 12 are installed in the grooves 111 of the track 11. When alternating current is applied, they generate a traveling wave magnetic field, which interacts with the mover module 2 to provide propulsion force. The grooves 111 are structures on the track 11 used to accommodate the three-phase stator coils 12, ensuring the coils are fixed and protected. The silicon steel body 21 is a component of the mover module 2, usually made of stacked silicon steel sheets, used to form the magnetic circuit and support the magnetic pole units 22. Magnetic pole unit 22 is the basic magnetic structure unit in the mover module 2, arranged along the direction of train travel. It can be a permanent magnet pole 221 or a normally conductive magnet pole 222. The permanent magnet pole 221 is one type of magnetic pole unit 22, utilizing the inherent magnetic field of the permanent magnet material to provide continuous magnetic force, mainly used to generate static levitation force. The normally conductive magnet pole 222 is another type of magnetic pole unit 22, generating a magnetic field through an energized excitation coil, used to provide supplementary static levitation force and dynamic adjustment force. The hybrid excitation magnetic pole structure refers to the overall magnetic pole layout formed by combining and arranging permanent magnet poles 221 and normally conductive magnet poles 222 in a preset manner. The levitation electromagnet pole 211 is part of the silicon steel body 21, located above the magnetic pole unit 22, used to generate electromagnetic attraction with the track 11 to achieve levitation. The iron yoke 212 is a component of the silicon steel body 21, located below the magnetic pole unit 22, used to connect the magnetic pole unit 22 and form a magnetic circuit loop.

[0016] This embodiment effectively solves the problems of high energy consumption and severe coil heating in traditional conventional electromagnetic levitation systems by introducing a hybrid excitation pole structure of permanent magnet pole 221 and conventional conductive magnet pole 222 into the moving module 2. The permanent magnet pole 221 bears the main static levitation force, significantly reducing the excitation current required by the conventional conductive magnet pole 222, thereby greatly reducing Joule heating and energy loss. This improves the system's energy efficiency, reduces reliance on the onboard cooling system, and enhances the system's reliability during long-term operation.

[0017] This application further proposes that the moving module 2 includes 12 sequentially numbered magnetic pole units 22; permanent magnet poles 221 are arranged at the 3rd, 4th, 6th, 7th, 9th and 10th magnetic pole positions counted from left to right, and constant conduction magnet poles 222 are arranged at the 1st, 2nd, 5th, 8th, 11th and 12th magnetic pole positions counted from left to right.

[0018] Specifically, the number and arrangement of the magnetic pole units 22 in the moving module 2, as the core component on the train's onboard side, directly affect levitation and propulsion performance. Twelve magnetic pole units 22 are set up and sequentially numbered, providing a clear structural basis and positioning reference for the precise layout of the permanent magnet poles 221 and the normally conductive magnet poles 222. This number selection is typically based on a comprehensive consideration of the magnetic circuit design of the maglev system, levitation force requirements, propulsion efficiency, and the overall size and weight of the system, aiming to optimize the magnetic field distribution and balance electromagnetic effects. The permanent magnet poles 221 are mainly used to provide most of the static levitation force required by the system. Arranging them in these specific locations aims to utilize the inherent magnetic field characteristics of the permanent magnet material to provide a stable and continuous upward support force without consuming additional electrical energy. This discontinuous but symmetrical arrangement helps to form a strong and stable magnetic field in specific areas of the moving module 2, thereby maintaining a basic levitation height during train operation. Simultaneously, this layout also leaves space and conditions for the dynamic adjustment of the normally conductive magnet poles 222. The normally conductive magnet poles 222 are primarily used to provide the remaining static levitation force and crucial dynamic adjustment force. Their placement in these specific locations allows the system to precisely control the local magnetic field strength by adjusting the current flowing through the excitation coil, thereby enabling rapid response and compensation for minute changes in the levitation air gap. These locations are typically chosen to complement the permanent magnet poles 221, providing controllable magnetic force in key areas at both ends and in the middle of the mover module 2 to cope with external disturbances, load changes, or track unevenness, ensuring the stability of the train's levitation and passenger comfort.

[0019] Through the above technical solution, the mover module 2 employs a specific arrangement of 12 magnetic pole units 22, optimizing the configuration of permanent magnet poles 221 and normally conductive magnet poles 222. The permanent magnet poles 221 are strategically positioned at positions 3, 4, 6, 7, 9, and 10, efficiently providing most of the static levitation force and significantly reducing energy consumption in maintaining basic levitation. Simultaneously, the normally conductive magnet poles 222 are positioned at positions 1, 2, 5, 8, 11, and 12. These positions allow the electromagnets to rapidly and precisely adjust dynamically to changes in the levitation air gap, effectively compensating for external disturbances and load variations, thereby significantly improving the stability and control accuracy of the levitation system. This refined magnetic pole arrangement not only solves the problem of uneven magnetic field distribution that may exist in traditional hybrid excitation systems but also, by optimizing the distribution of static and dynamic forces, enables the entire levitation system to exhibit superior performance and higher reliability under high-speed operating conditions.

[0020] Furthermore, this specific discontinuous distribution design of "two poles inserted every other pole" not only considers the spatial complementarity of the magnetic field but also ensures the symmetry of the overall magnetic circuit. Based on the optimized magnetic pole layout, the system generates powerful thrust while maintaining a high degree of balance in the three back electromotive forces (imbalance rate less than 1%), avoiding control interference that may be caused by mixed excitation, and achieving efficient, low-consumption, and stable integrated operation of levitation and propulsion.

[0021] This application further proposes optimizations to the materials and structures of the permanent magnet pole 221 and the normally conducting magnet pole 222. Specifically, the permanent magnet pole 221 is made of a high energy product permanent magnet material. High energy product permanent magnet materials refer to permanent magnet materials with high remanence and high coercivity, possessing a large energy product value, enabling them to generate a stronger magnetic field and exhibit stronger resistance to demagnetization within the same volume. Typically, such materials can be neodymium iron boron (NdFeB) or samarium cobalt (SmCo) permanent magnet materials, formed and magnetized through processes such as sintering, bonding, or hot pressing. Choosing a high energy product material ensures that the permanent magnet pole 221 provides a strong and stable magnetic field within a smaller volume, thereby providing the main static levitation force for the train and helping to reduce the volume and weight of the permanent magnet itself.

[0022] Meanwhile, the normally conducting magnet pole 222 includes an iron core and an aluminum excitation coil wound around the iron core. The iron core is typically made of a soft magnetic material, such as laminated silicon steel sheets, and its function is to provide a low magnetic reluctance path, efficiently converge and guide the magnetic lines of force generated by the excitation coil, thereby enhancing the magnetic field strength and reducing eddy current losses. The excitation coil is the key component for generating the magnetic field. Aluminum is used as the coil material due to its good conductivity, low density, and relatively low cost. The aluminum coil can be wound around the iron core in the form of enameled wire or flat wire to form a multi-turn coil. Compared to copper coils, aluminum excitation coils are lighter while maintaining conductivity, helping to reduce the overall weight of the mover module 2, and also providing good heat dissipation in some applications. The number of turns, conductor cross-sectional area, and current magnitude of the coil together determine the magnetic field strength of the electromagnet, and its winding method can be optimized according to heat dissipation and space requirements.

[0023] Through the above technical solution, the permanent magnet pole 221, made of high magnetic energy product permanent magnet material, ensures that within a limited volume and weight, the permanent magnet pole 221 provides a sufficiently strong inherent magnetic field, thereby stably bearing the main static levitation force. This significantly improves the magnetic field strength and demagnetization resistance of the permanent magnet pole 221, enabling the train to achieve levitation more reliably under the rated levitation air gap and reducing the dependence on the static levitation force provided by the constant conduction magnet pole 222. Simultaneously, the constant conduction magnet pole 222 adopts an iron core and aluminum excitation coil structure. The iron core efficiently concentrates magnetic lines of force, enhancing the magnetic field strength and response speed of the electromagnet, while the aluminum excitation coil, while ensuring conductivity, effectively reduces the overall weight of the mover module 2 and helps improve heat dissipation. This optimized combination allows the constant conduction magnet pole 222 to provide the remaining static levitation force and dynamic adjustment force more accurately and quickly to cope with air gap changes, thereby ensuring the stability and safety of train levitation. Overall, this technical solution, by optimizing the materials and structure of permanent magnets and electromagnets, not only improves the overall efficiency and performance of the suspension system, but also provides strong support for achieving lightweight and highly reliable operation of high-speed maglev trains.

[0024] This application further proposes that the long stator 1 adopts a 30-slot three-phase winding structure; the hybrid excitation magnetic pole structure of the mover module 2 is equivalent to 10 poles in electromagnetic effect, forming a 30-slot 10-pole electromagnetic coordination structure.

[0025] Specifically, the long stator 1 adopts a 30-slot three-phase winding structure, meaning that 30 slots are evenly distributed on the iron core of the long stator 1, and three-phase AC windings are embedded in these slots. The three-phase windings are usually connected in a specific wiring pattern to generate a traveling wave magnetic field after energization, providing propulsion for the train. This 30-slot structure is the basis for generating an efficient traveling wave magnetic field, and the selection of the number of slots and phases directly affects the waveform of the magnetic field, the harmonic content, and the uniformity of the electromagnetic force. For example, double-layer lap windings or wave windings can be used, and the desired magnetomotive force waveform can be obtained through precise coil pitch and distribution.

[0026] Meanwhile, the hybrid excitation pole structure of the mover module 2 is electromagnetically equivalent to 10 poles. This means that the hybrid excitation pole structure, composed of permanent magnet poles 221 and constant-conducting magnet poles 222, exhibits the same effect as a magnetic field distribution with 10 poles in its electromagnetic interaction with the long stator 1. This equivalent pole number is a key parameter for the electromagnetic coupling between the mover module 2 and the long stator 1. It determines the periodic force experienced by the mover module 2 in the traveling wave magnetic field, thus affecting the generation of propulsion and levitation forces. Through a specific arrangement and magnetic field strength configuration of the permanent magnet poles 221 and constant-conducting magnet poles 222, a magnetic field distribution with 10 effective poles is formed. For example, by controlling the width, spacing, magnetization direction, and excitation current of the constant-conducting magnet poles 222, a magnetic field distribution with 10 poles can be accurately simulated.

[0027] Through the above design, a precise 30-slot 10-pole electromagnetic coupling structure is formed between the 30-slot three-phase winding structure of the long stator 1 and the equivalent 10-pole hybrid excitation magnetic pole structure of the mover module 2. This coupling structure is the foundation for achieving efficient and stable electromagnetic levitation and propulsion. It ensures that the traveling wave magnetic field generated by the long stator 1 and the magnetic pole structure of the mover module 2 can interact in the best way, thereby maximizing the generation of electromagnetic force while reducing unnecessary harmonic forces.

[0028] Through the aforementioned technical solution, this precise electromagnetic coordination ensures efficient magnetic flux coupling between the traveling wave magnetic field generated by the long stator 1 and the hybrid excitation pole structure of the mover module 2. By optimizing the magnetic field interaction, the generation of electromagnetic force can be maximized, thereby improving propulsion efficiency and levitation utilization. Furthermore, the 30-slot, 10-pole integer slot configuration helps generate a purer magnetomotive force waveform, significantly reducing high-order harmonic magnetic fields. This effectively suppresses parasitic forces caused by harmonics, thereby reducing vibration and noise during train operation and improving system smoothness and ride comfort. Simultaneously, this precise electromagnetic coordination provides a stable foundation for levitation and propulsion control, enabling the levitation control unit to more accurately adjust the excitation current of the normally conducting magnet poles 222 to achieve fine dynamic adjustment of the levitation air gap, ensuring stable levitation of the train at high speeds.

[0029] This application further proposes that the levitation electromagnet pole 211 includes at least one type of HP main pole, HK high-iron core pole and EP end pole.

[0030] Specifically, the HP main magnetic pole refers to the electromagnetic pole used to provide the main levitation force, typically located in the middle region of the moving submodule 2. Its design focuses on efficiently generating a stable and controllable magnetic field to support most of the train's weight. The HP main magnetic pole can use a U-shaped or E-shaped iron core wound with excitation coils, and the generated magnetic force is precisely controlled by adjusting the excitation current. The HK high-speed rail core magnetic pole is an electromagnetic pole designed specifically for the operating characteristics of high-speed maglev trains. Its core lies in optimizing the core material and structure to adapt to problems such as eddy current losses and magnetic saturation that may occur during high-speed operation. This pole may use a core with special permeability or a stacked structure, aiming to improve the magnetic field response speed and stability, ensuring reliable levitation force even at high speeds. The EP end magnetic poles refer to the electromagnetic poles located at both ends of the moving submodule 2. Because the magnetic field distribution at the ends of the moving submodule 2 differs from that in the middle region and is susceptible to edge effects, the design of the EP end magnetic poles requires special consideration of magnetic field shaping and compensation functions. Its structure may differ from that of the intermediate magnetic poles, for example, by having a specific geometry or additional magnetic shielding design, to ensure that a uniform and stable levitation force is also provided at the end of the moving module 2. In practical applications, one, two, or all of the above three magnetic pole types can be selectively used, depending on the specific levitation system design requirements and cost considerations.

[0031] This application further proposes that, in order to achieve real-time monitoring and precise control of the suspension air gap, the system also includes a suspension air gap sensor for real-time monitoring of changes in the train's suspension air gap. The suspension air gap sensor is installed on one of the iron yokes 212 corresponding to the lower part of the HK high-speed rail core magnetic pole. Meanwhile, to optimize the distribution and adjustment capability of the levitation force, the EP end magnetic pole is positioned above the normally conducting magnetic poles 222 at positions 1 and 12; the HK high-speed rail core magnetic pole is positioned above the magnetic pole units 22 at positions 4-9; and the HP main magnetic pole is positioned above the magnetic pole units 22 at positions 2, 3, 10, and 11.

[0032] The levitation air gap sensor is a non-contact measuring device used to accurately measure the distance between the moving submodule 2 and the long stator 1, i.e., the levitation air gap. This sensor typically operates based on principles such as eddy current, optics, or capacitance. Eddy current sensors, due to their strong environmental adaptability, high measurement accuracy, and fast response speed, are often used in high-speed maglev trains. By continuously outputting an electrical signal proportional to the air gap distance, it provides real-time data for subsequent levitation control. Installing it on the corresponding iron yoke 212 below the core magnetic pole of the HK high-speed rail ensures the acquisition of crucial and accurate air gap information in the main load-bearing area of ​​the train, providing fundamental data support for the stable operation of the entire levitation system. The EP end magnetic pole is a specific type of levitation electromagnet pole 211, whose main function is to optimize the magnetic field distribution and levitation force characteristics at both ends of the moving submodule 2. Since the train ends may face special magnetic field boundary effects or aerodynamic effects during operation, the EP end magnetic pole helps compensate for these effects, ensuring the uniformity and stability of the levitation force of the entire module. Specifically, it is positioned above the normally conducting magnet poles 222 at positions 1 and 12, i.e., the outermost part of the moving submodule 2. This allows it to effectively manage the magnetic field at the module edge, playing a crucial role in the overall levitation performance of the train. The HK high-speed rail core magnet is another type of levitation electromagnet pole 211, specifically designed for the core levitation region under high-speed operating conditions. This pole typically features an optimized structure and magnetic circuit design to provide highly efficient and stable levitation force and withstand large loads. It is positioned above the magnet units 22 at positions 4-9, i.e., the central region of the moving submodule 2, indicating its core role in providing primary levitation support and maintaining high-speed operational stability. The HP main magnet is yet another type of levitation electromagnet pole 211, primarily responsible for providing adjustable levitation force, forming a hybrid excitation pole structure together with the permanent magnet poles 221. These poles typically have good adjustment performance, capable of quickly responding to control commands and changing the output levitation force. It is positioned above the magnetic pole unit 22 at the positions of the 2nd, 3rd, 10th, and 11th magnetic poles, that is, between the EP end magnetic pole and the HK high-speed iron core magnetic pole. This arrangement enables the HP main magnetic pole to work in coordination with the adjacent magnetic poles to achieve fine distribution and dynamic adjustment of the levitation force, thereby enhancing the robustness and adaptability of the entire levitation system.

[0033] Through the above technical solution, the levitation air gap sensor can monitor the changes in the levitation air gap between the train and the track in real time and with high precision. When the air gap deviates from the preset value due to external disturbances or changes in operating conditions, the sensor can immediately provide a feedback signal. Combined with the dynamic adjustment capability of the constant conductive magnet poles 222 in the moving submodule 2, the system can quickly generate a compensating magnetic field by adjusting the excitation current of the constant conductive magnet poles 222 based on sensor feedback, thereby precisely adjusting the levitation force and stabilizing the levitation air gap within the target range. At the same time, the specific positional distribution of the EP end magnetic poles, HK high-speed rail core magnetic poles, and HP main magnetic poles allows for optimized configuration of the levitation force in different regions of the moving submodule 2. For example, the EP end magnetic poles handle edge effects, the HK high-speed rail core magnetic poles provide core support, and the HP main magnetic poles provide auxiliary adjustment, jointly constructing a levitation force control system that is responsive, precise in adjustment, and rationally distributed. This not only significantly improves the levitation stability, operational safety, and ride comfort of the high-speed maglev train, but also provides a solid guarantee for the reliable operation of the train under complex operating conditions.

[0034] This application further proposes that the system also includes a suspension control unit, an on-board power supply, and a chopper controller. The suspension control unit is electrically connected to the aluminum excitation coil of the normally conducting magnet pole 222, and is used to adjust the current input to the aluminum excitation coil based on the feedback signal from the suspension air gap sensor; the on-board power supply and the chopper controller are used to supply power to the aluminum excitation coil.

[0035] The suspension control unit is the core component for achieving closed-loop control of the suspension system. Its main function is to receive real-time air gap data from the suspension air gap sensor and calculate the required excitation current command according to a preset control algorithm. This unit can be implemented using hardware platforms such as microprocessors, digital signal processors (DSPs), or field-programmable gate arrays (FPGAs), and can run advanced control algorithms such as PID control, fuzzy control, adaptive control, or sliding mode control. For example, in PID control, the controller generates a control output based on the air gap error (the difference between the target air gap and the actual air gap), the rate of change of the error, and the cumulative amount of the error, to ensure that the system can respond quickly and stabilize at the target air gap. Its role is to convert the air gap deviation into precise control of the excitation current of the constant-conducting magnet pole 222 to maintain the stable suspension of the train.

[0036] The electrical connection between the levitation control unit and the aluminum excitation coil of the normally conducting magnet pole 222 refers to the connection established between the levitation control unit and the aluminum excitation coil through an electrical interface to convert control commands into actual current output. Typically, the levitation control unit outputs a voltage or pulse width modulation (PWM) signal, which is then amplified and converted by a power drive circuit (such as a chopper controller) to ultimately drive the aluminum excitation coil to generate the required magnetic field. This connection ensures that control commands can effectively act on the electromagnet, thereby changing its magnetic force.

[0037] One of the core functions of the suspension control unit is to adjust the current input to the aluminum excitation coil based on the feedback signal from the suspension air gap sensor, thus forming a closed-loop feedback control system. When the suspension air gap sensor detects a deviation from the set value, this signal is fed back to the suspension control unit. The suspension control unit calculates the required current value based on a preset control strategy (e.g., reducing the excitation current to decrease suction when the air gap decreases, and increasing the excitation current to increase suction when the air gap increases), and sends this instruction to the chopper controller, which then precisely supplies the corresponding current to the aluminum excitation coil. This real-time adjustment mechanism is crucial for achieving dynamic suspension stability.

[0038] The onboard power supply provides the electrical energy for the entire levitation control system, particularly for the aluminum excitation coil of the normally conducting magnet pole 222. It can be powered by the train's own battery pack, fuel cell, or by electricity obtained from an external power supply system via pantograph. After appropriate voltage conversion and regulation, it provides a stable DC power supply to the excitation coil. The chopper controller is a power electronic device used to convert the fixed voltage of the DC power supply into an adjustable DC voltage or current, thereby precisely controlling the current flowing through the aluminum excitation coil. Chopper controllers typically employ high-frequency switching technology, such as pulse width modulation (PWM), to adjust the average value of the output voltage through fast switching power semiconductor devices (such as IGBTs and MOSFETs), thereby controlling the excitation current. For example, by changing the duty cycle of the PWM signal, the output current can be steplessly adjusted, achieving precise control of the attraction force of the normally conducting magnet pole 222. Its function is to act as a power interface between the levitation control unit and the excitation coil, translating control commands into actual power output, ensuring the accuracy and response speed of the excitation current.

[0039] By introducing a suspension control unit, an onboard power supply, and a chopper controller, this application constructs a complete closed-loop suspension control system. The suspension control unit can receive feedback signals from the suspension air gap sensor in real time and accurately calculate the required excitation current based on the train's operating status and air gap changes. The onboard power supply provides stable power to the system, while the chopper controller translates the instructions from the suspension control unit into precise current regulation of the aluminum excitation coil of the constant-conducting magnet pole 222. This collaborative operation enables the constant-conducting magnet pole 222 to respond quickly and accurately to air gap changes, providing the necessary dynamic adjustment force and effectively suppressing the impact of external disturbances (such as track irregularities and wind loads) on the suspension air gap, thereby significantly improving the suspension stability, ride comfort, and operational safety of the high-speed maglev train. This scheme fully leverages the dynamic adjustment advantages of the constant-conducting magnet pole 222, compensating for the inherent limitations of the static suspension of the permanent magnet pole 221, and ensuring that the train can maintain stable operation near the rated suspension air gap under various operating conditions.

[0040] Furthermore, this application also proposes a levitation and propulsion method for high-speed maglev trains, which includes the following steps: First, the inherent magnetic field generated by the permanent magnet poles 221 provides the main static levitation force, enabling the train to levitate within the rated levitation air gap. The permanent magnet poles 221 are made of high-energy-product permanent magnet material, and their generated magnetic field is inherent and requires no external power supply. This magnetic field interacts with the ferromagnetic material on the track side, generating a stable attractive force, i.e., the static levitation force. This force is the main component of the system's levitation force, ensuring that the train can maintain its position within the preset rated levitation air gap when stationary or moving at a constant speed. This can be achieved by the permanent magnet poles 221 directly forming a magnetic circuit with the ferromagnetic portion of the track 11, generating an upward attractive force.

[0041] Simultaneously, a first excitation current is supplied to the aluminum excitation coil of the normally conducting magnet pole 222 to provide supplementary static levitation force. The normally conducting magnet pole 222 includes an iron core and an aluminum excitation coil wound around the iron core. The first excitation current is supplied to the aluminum excitation coil through the on-board power supply and chopper controller, causing it to generate a controllable magnetic field. This magnetic field works together with the inherent magnetic field of the permanent magnet pole 221 to provide additional static levitation force to compensate for any possible insufficient levitation force of the permanent magnet pole 221, or to provide more precise static levitation force adjustment under specific conditions such as train start-up and stopping. Precise control of the first excitation current is crucial for achieving stable initial levitation.

[0042] Secondly, the train's suspension air gap is monitored in real time. Suspension air gap sensors are used to acquire real-time distance information between the train's moving submodule 2 and track 11. These sensors typically employ non-contact measurement principles, such as eddy current sensors, optical sensors, or ultrasonic sensors, enabling high-precision and high-frequency measurement of air gap changes. Real-time monitoring is fundamental to achieving dynamic suspension control, ensuring the system can respond promptly to air gap changes. When the air gap changes, the suspension control unit quickly adjusts the current input to the aluminum excitation coil of the normally conducting magnet pole 222 to a second excitation current, generating a dynamically adjusting magnetic field to stabilize the suspension air gap. The suspension control unit receives real-time air gap data from the suspension air gap sensors and compares it with the preset rated air gap. When a deviation from the rated value is detected, the suspension control unit calculates the required excitation current adjustment based on the control algorithm and quickly adjusts the current supplied to the aluminum excitation coil of the normally conducting magnet pole 222 via a chopper controller. Adjusting the current to the second excitation current changes the magnetic field strength generated by the normally conducting magnet pole 222, thus producing a dynamically adjusting magnetic field. This dynamically adjustable magnetic field can rapidly increase or decrease the levitation force to counteract changes in the air gap, restoring the train's levitation air gap to its rated value and ensuring the stability and safety of levitation.

[0043] Finally, alternating current of a specific frequency is supplied to the three-phase stator coils 12 of the long stator 1, generating a traveling wave magnetic field. The three-phase stator coils 12 of the long stator 1 are laid along the track 11, and three-phase alternating current of a specific frequency and phase sequence is supplied to them through the on-board power supply or the ground power supply system. When the three-phase alternating current passes through the coils, a traveling wave magnetic field moving along the track direction is generated around the coils. The speed and intensity of this traveling wave magnetic field are determined by the frequency and current of the alternating current, and it is the basis for providing the train's propulsion. The traveling wave magnetic field interacts with the hybrid excitation magnetic field of the mover module 2 to generate synchronous electromagnetic thrust, driving the train. The hybrid excitation magnetic pole structure of the mover module 2 (composed of permanent magnet poles 221 and constant conduction magnet poles 222) generates a stable hybrid excitation magnetic field. When the traveling wave magnetic field generated by the long stator 1 sweeps across the hybrid excitation magnetic field of the mover module 2 at a synchronous speed, a strong electromagnetic interaction force is generated between the two. This force manifests as a thrust along the train's direction of travel, i.e., synchronous electromagnetic thrust. By precisely controlling the AC frequency and current of the long stator 1, the speed and intensity of the traveling wave magnetic field can be adjusted, thereby controlling the train's running speed and acceleration, and realizing contactless propulsion of the train.

[0044] Through the above technical solution, the permanent magnet pole 221 provides the main static levitation force, significantly reducing the energy consumption of the system in maintaining a basic levitation state and improving energy efficiency. The constant-conducting magnet pole 222, while providing supplementary static levitation force, can quickly respond to changes in the train's levitation air gap through real-time adjustment by the levitation control unit, generating a dynamically adjusting magnetic field. This effectively suppresses external disturbances, ensuring that the train maintains a precise and stable levitation air gap even during high-speed operation or load changes, greatly improving operational smoothness and safety. Furthermore, by integrating levitation and propulsion functions into the same hybrid excitation pole structure, and generating synchronous electromagnetic thrust through the interaction of the three-phase stator coil 12 of the long stator 1 and the hybrid excitation magnetic field of the mover module 2, contactless drive is achieved, simplifying the mechanical structure, reducing maintenance costs, and providing efficient and stable propulsion. This method comprehensively utilizes the energy-saving advantages of permanent magnets and the precise control capabilities of electromagnets, forming a highly efficient, stable, and responsive integrated levitation and propulsion solution.

[0045] This application further proposes a first excitation current value such that the levitation force provided by the constant-conducting magnet pole 222 is 30% of the total levitation force. This "first excitation current" refers to the current flowing through the aluminum excitation coil of the constant-conducting magnet pole 222 when the train is in the rated levitation air gap and no dynamic disturbance has occurred. Its function is to provide the train with a preset proportion of static levitation force, excluding the permanent magnet pole 221. By precisely setting the levitation force provided by the constant-conducting magnet pole 222 to 30% of the total levitation force, a reasonable distribution of static levitation force between the permanent magnet pole 221 and the constant-conducting magnet pole 222 is achieved. This 30% proportion is not arbitrarily set, but is derived through meticulous calculation and optimization during the system design phase. Specifically, designers comprehensively consider factors such as the total weight of the train, the required rated levitation air gap, the magnetic properties of the permanent magnet pole 221, the structural parameters of the constant-conducting magnet pole 222, and the dynamic response requirements of the levitation control system. Through magnetic field simulation analysis, such as finite element analysis, or prototype test calibration, the precise current value required for the normally conducting magnet pole 222 to generate 30% of the total levitation force under a specific air gap can be determined; this is the first excitation current. In actual operation, the levitation control unit outputs this first excitation current to the aluminum excitation coil of the normally conducting magnet pole 222 according to a preset control strategy to ensure that the force distribution meets the design requirements in the initial levitation state.

[0046] Through the above technical solution, the static levitation force provided by the normally conducting magnet pole 222 is precisely limited to 30% of the total levitation force, achieving an optimized distribution of static levitation force between the permanent magnet pole 221 and the normally conducting magnet pole 222. The permanent magnet pole 221 can efficiently bear most (70%) of the static levitation force, thereby significantly reducing the continuous power consumption of the system in a stable levitation state. At the same time, the normally conducting magnet pole 222 contributes 30% of the static levitation force, which not only provides sufficient supplementary levitation force for the system and enhances the robustness of levitation, but more importantly, it reserves a wide current adjustment range for the normally conducting magnet pole 222. This means that during train operation, when the suspension air gap changes due to external disturbances, the suspension control unit can quickly adjust the current of the aluminum excitation coil of the constant conductive magnet pole 222 by increasing or decreasing it based on the first excitation current, thereby generating a sufficiently large dynamic adjustment magnetic field to quickly and accurately stabilize the suspension air gap. This effectively improves the dynamic response speed and stability of the entire suspension system and avoids the decline in suspension performance caused by electromagnet saturation or insufficient adjustment margin.

[0047] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A permanent magnet electromagnetic hybrid excitation electromagnetic support system for high-speed maglev trains, characterized in that, include: The long stator (1) on the track side and the moving module (2) on the vehicle side; The long stator (1) includes a track (11) and a three-phase stator coil (12); the track (11) is provided with a groove (111) extending along the length direction; the three-phase stator coil (12) is installed in the groove (111) and laid along the track (11) to generate a traveling wave magnetic field after being energized, so as to provide propulsion. The moving submodule (2) includes: Silicon steel body (21) formed by stacking silicon steel sheets; Multiple magnetic pole units (22) arranged along the direction of train travel; the magnetic pole unit includes permanent magnet poles (221) or constant conduction magnet poles (222), the permanent magnet poles (221) and the constant conduction magnet poles (222) are arranged in a preset mixed arrangement to form a mixed excitation magnetic pole structure; The silicon steel body (21) includes a levitation electromagnet pole (211) disposed above the magnetic pole unit (22) and an iron yoke (212) disposed below the magnetic pole unit (22); each pair of magnetic pole units (22) shares one iron yoke; the number of magnetic pole units (22) and levitation electromagnet poles (211) are the same and correspond one-to-one; the permanent magnet pole (221) is used to provide 70% of the static levitation force, and the constant conduction magnet pole (222) is used to provide the remaining static levitation force and dynamic adjustment force; The moving module (2) contains 12 sequentially numbered magnetic pole units (22); the permanent magnet poles (221) are located at the 3rd, 4th, 6th, 7th, 9th and 10th magnetic pole positions from left to right, and the constant conduction magnet poles (222) are located at the 1st, 2nd, 5th, 8th, 11th and 12th magnetic pole positions from left to right.

2. The system according to claim 1, characterized in that, The permanent magnet pole (221) is made of a high energy product permanent magnet material; the constant conduction magnet pole (222) includes an iron core and an aluminum excitation coil wound on the iron core.

3. The system according to claim 1, characterized in that, The long stator (1) adopts a 30-slot three-phase winding structure; the hybrid excitation magnetic pole structure of the moving module (2) is equivalent to 10 poles in electromagnetic action, forming a 30-slot 10-pole electromagnetic coordination structure.

4. The system according to claim 2, characterized in that, The suspended electromagnet poles (211) include at least one type of HP main pole, HK high-iron core pole and EP end pole.

5. The system according to claim 4, characterized in that, It also includes a suspension air gap sensor for real-time monitoring of changes in the train's suspension air gap; the suspension air gap sensor is installed on one of the iron yokes (212) corresponding to the magnetic pole below the HK high-speed rail core. The EP end magnetic pole is positioned above the normally conducting magnetic pole (222) at the positions of the 1st and 12th magnetic poles; The HK high-speed rail core magnetic poles are positioned above the magnetic pole unit (22) at positions 4-9; The HP main magnetic pole is positioned above the magnetic pole unit (22) at the positions of magnetic poles 2, 3, 10, and 11.

6. The system according to claim 5, characterized in that, Also includes: The suspension control unit is electrically connected to the aluminum excitation coil of the constant conductive magnet pole (222) and is used to adjust the current input to the aluminum excitation coil according to the feedback signal of the suspension air gap sensor. The vehicle power supply and chopper controller are used to supply power to the aluminum excitation coil.

7. A levitation and propulsion method for high-speed maglev trains, characterized in that, The method, applied to the system of any one of claims 1 to 6, comprises the following steps: The inherent magnetic field generated by the permanent magnet pole (221) provides the main static levitation force, enabling the train to levitate under the rated levitation air gap; at the same time, a first excitation current is passed into the aluminum excitation coil of the constant conduction magnet pole (222) to provide supplementary static levitation force. The train's suspension air gap is monitored in real time. When the air gap changes, the current of the aluminum excitation coil of the constant conductive magnet pole (222) is quickly adjusted to the second excitation current through the suspension control unit to generate a dynamic adjustment magnetic field to stabilize the suspension air gap. A specific frequency of alternating current is supplied to the three-phase stator coil (12) of the long stator (1) to generate a traveling wave magnetic field; the traveling wave magnetic field interacts with the hybrid excitation magnetic field of the moving module (2) to generate synchronous electromagnetic thrust, which drives the train to run. The value of the first excitation current is such that the levitation force provided by the constant conduction magnet pole (222) is 30% of the total levitation force.

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