Driving device for pinned magnetic levitation, rail transit structure and control method

Abstract

The application provides a driving device for pinning magnetic suspension, a rail transit structure and a control method, relates to the technical field of magnetic suspension transportation, and the device comprises a permanent magnetic track; a track electric conductor is connected with the permanent magnetic track, and the track electric conductor has a plurality of conductive parts which are arranged at intervals; a power assembly is connected with a vehicle body and has a plurality of conductors which are arranged at intervals along the extension direction of the track, and the two ends of the conductors are respectively in sliding fit with the two end top portions of the track electric conductor; a power supply is adapted to be connected with the vehicle body and has a positive electrode and a negative electrode which are respectively in sliding fit with the track electric conductor. The application utilizes the magnetic field of the permanent magnetic track, and the plurality of conductors arranged at an inclination are respectively in sliding connection with the plurality of conductive parts of the track electric conductor and are in conduction, so that the plurality of conductors can move along the extension direction of the permanent magnetic track, thereby realizing the movement of the vehicle body along the permanent magnetic track, and the cost is low and the driving efficiency is high.

Description

Technical Field

[0001] This invention relates to the field of maglev transportation technology, and more specifically, to a drive device, rail transit structure, and control method for maglev trains. Background Technology

[0002] As the only available traction method for high-temperature superconducting pinned maglev trains, linear AC motors mainly include short-stator linear induction motors and long-stator linear synchronous motors. However, both face inherent limitations: short-stator linear induction motors have low efficiency and limited thrust; while long-stator linear synchronous motors, although having superior performance, rely on expensive facilities such as continuously laying three-phase windings on the track, resulting in high cost per kilometer, accounting for about one-third of the total cost of the entire maglev system. Summary of the Invention

[0003] The purpose of this invention is to provide a drive device, rail transit structure, and control method for spiked maglev trains to improve the aforementioned problems. To achieve the above objective, the technical solution adopted by this invention is as follows:

[0004] In a first aspect, this application provides a drive device for anchored maglev trains, comprising: a permanent magnet track, wherein the absolute value of the integral of the magnetic flux of the composite magnetic field of the permanent magnet track perpendicular to the current direction is greater than zero; a track conductor, which is connected to the permanent magnet track and extends in a direction parallel to the extension direction of the permanent magnet track, the track conductor having a plurality of conductive portions spaced apart along the extension direction, the extension direction of the conductive portions being parallel to the width direction of the permanent magnet track; a power assembly, which is adapted to be connected to a vehicle body, the power assembly having a plurality of conductors spaced apart along the track extension direction, the extension direction of the conductors forming an angle with the width direction of the permanent magnet track and both ends being adapted to slide into the top ends of the track conductors; and a power source, which is adapted to be connected to the vehicle body, the positive and negative terminals of the power source being located at both ends of the power assembly and respectively sliding into the track conductors.

[0005] Secondly, this application provides a rail transit structure for spiked maglev, comprising: a drive device configured as the spiked maglev drive device described in the first aspect; and a vehicle body fixedly connected to the power assembly.

[0006] Thirdly, this application provides a control method applicable to the drive device for anchoring maglev as described in the first aspect. The control method includes: receiving a vehicle movement command; responding to the vehicle movement command and controlling the power supply to operate according to the vehicle movement command; wherein controlling the power supply to operate according to the vehicle movement command includes: controlling the power supply to energize with a minimum safe current according to a start command in the vehicle movement command; monitoring the operating status of the drive device; and when the drive device is normal, gradually increasing the current of the power supply to a target operating current value according to a preset slope.

[0007] The beneficial effects of this invention are as follows:

[0008] According to the drive device for anchored maglev according to this application, by utilizing the magnetic field of the permanent magnet track and by having multiple inclined conductors slidably connected and conducting with multiple conductive parts of the track conductor, the multiple conductors can move along the extension direction of the permanent magnet track, thereby realizing the movement of the vehicle body along the permanent magnet track. It has low cost and high drive efficiency.

[0009] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing embodiments of the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0010] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 A partial schematic diagram of the drive mechanism used for anchored maglev trains;

[0012] Figure 2 This is a schematic diagram showing the connection between the track conductors and the power components.

[0013] Figure 3 A top view of the track conductors and power components in operation;

[0014] Figure 4 This is a schematic diagram of the current flow in the drive device used for anchoring magnetic levitation.

[0015] Marked in the image:

[0016] 1. Vehicle body; 21. Positive pole; 22. Negative pole; 3. Fixture; 4. Conductor; 5. Current collector shoe; 6. Permanent magnet array; 7. Track conductor; 8. Base. Detailed Implementation

[0017] 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, not all, of the embodiments of the present invention. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0018] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this invention, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0019] High-temperature superconducting pinned maglev trains achieve self-stabilized levitation and passive guidance through the flux pinning effect between onboard superconducting blocks and permanent magnet tracks, representing a significant cutting-edge direction in the field of maglev transportation. However, the core bottleneck for the engineering and widespread adoption of pinned maglev trains lies in their high overall construction cost—the traction drive system laid along the track accounts for approximately one-third of the total cost of the maglev system, representing a crucial breakthrough for cost reduction. Therefore, developing a low-cost drive solution that reuses existing permanent magnet tracks and eliminates expensive traction infrastructure along the line has become a key technological requirement for the engineering of pinned maglev trains.

[0020] The current mainstream magnetic levitation linear drive schemes and our team's previous related research are as follows:

[0021] Option 1: Long stator linear synchronous motor

[0022] The long-stator linear synchronous motor uses a three-phase winding continuously laid along the entire running track as the stator, and is equipped with a segmented inverter power supply, frequency converter controller, and high-precision position sensor; a permanent magnet array is installed on the vehicle body as the mover. Its working principle is as follows: the ground segmented inverter power supply passes three-phase alternating current to the stator winding, generating a spatial magnetic field (i.e., "traveling wave magnetic field") that moves along the track; this traveling wave magnetic field interacts with the magnetic field of the on-board permanent magnet, and the synchronous coupling of the magnetic fields generates a traction force along the running direction, propelling the vehicle forward.

[0023] To ensure the continuity and stability of traction, the long-stator linear synchronous motor solution requires millimeter or even sub-millimeter precision in acquiring the vehicle's real-time position information and accurately adjusting the stator power supply phase and frequency accordingly. This solution offers excellent traction performance, meeting the high thrust requirements of high-speed maglev trains, and has already been applied in Germany's Transrapid and my country's Shanghai Maglev project.

[0024] However, the long stator linear synchronous motor design has the following disadvantages:

[0025] 1) It requires the continuous laying of three-phase windings, segmented inverter power supplies, frequency converters, and millimeter-level precision position sensing facilities along the entire track, resulting in extremely high construction costs and high costs per kilometer, accounting for about one-third of the total cost of the entire maglev system.

[0026] 2) When multiple trains are operating within the same power supply section, it is impossible to independently control the speed of each train (all trains are forced to synchronize).

[0027] 3) The actual energized area of ​​the stator winding is relatively large, with significant ineffective power supply areas, which limits energy utilization efficiency;

[0028] 4) Significant normal force disturbance exists between the stationary and moving parts, which has an adverse effect on the stability of the superconducting levitation system.

[0029] Option 2: Short stator linear induction motor

[0030] The short-stator linear induction motor mounts the stator on the vehicle body. The stator consists of a laminated silicon steel core and three-phase windings. A secondary induction plate (usually a composite structure of aluminum plate and back iron) is laid on the track side as the induction medium. Its working principle is as follows: when three-phase alternating current is applied to the on-board stator, a traveling wave magnetic field is generated along the running direction; this traveling wave magnetic field cuts the secondary induction plate on the track side, generating an induced current; the induced current then interacts with the original traveling wave magnetic field to produce a Lorentz force, propelling the vehicle forward. This process is similar to a traditional rotary induction motor being "flattened" into a linear form.

[0031] Short stator linear induction motor solutions are mainly used in medium and low speed maglev trains, such as the Changsha Maglev, Beijing S1 line, and Incheon Airport Maglev line in South Korea.

[0032] However, the short-stator linear induction motor design has the following disadvantages:

[0033] 1) The induction drive method causes huge eddy current losses. In addition, the large air gap requirements of maglev trains mean that the overall drive efficiency is generally no more than 60%.

[0034] 2) The stator current excitation method results in a low motor power factor and a large demand for on-board inverter capacity;

[0035] 3) There is a normal force between the stator and the mover, which can only be eliminated below a certain slip frequency, making it difficult to maintain zero normal force disturbance under most operating conditions;

[0036] 4) It exhibits significant edge effects, with a marked decrease in thrust at high speeds, and can only be used in medium- and low-speed scenarios.

[0037] Example 1:

[0038] like Figures 1-4 As shown, this embodiment provides a driving device for anchored maglev trains, including: a permanent magnet track, a track conductor 7, a power assembly, and a power source. The absolute value of the integral of the magnetic flux of the resultant magnetic field of the permanent magnet track perpendicular to the current direction is greater than zero. The track conductor 7 is connected to the permanent magnet track and extends parallel to the extension direction of the permanent magnet track. The track conductor 7 has multiple conductive parts spaced apart along the extension direction, and the extension direction of the conductive parts is parallel to the width direction of the permanent magnet track. The power assembly is adapted to be connected to the vehicle body 1. The power assembly has multiple conductors 4 spaced apart along the track extension direction. There is an angle between the extension direction of the conductors 4 and the width direction of the permanent magnet track, and both ends are adapted to slide into the top ends of the track conductors 7. The power source is adapted to be connected to the vehicle body 1. The positive terminal 21 and the negative terminal 22 of the power source are located at both ends of the power assembly and slide into the track conductors 7. Preferably, the angle between the extension direction of the conductors 4 and the width direction of the permanent magnet track is an acute angle.

[0039] In some embodiments, taking the train's stationary state at a certain moment as an example, the power component is vertically aligned with multiple conductive parts. These conductive parts comprise multiple groups, each group containing multiple conductive parts, and each group is vertically aligned with a conductor 4. Furthermore, both the positive terminal 21 and the negative terminal 22 of the power supply are slidably engaged with the track conductor 7 via current collectors 5, and the two ends of the multiple conductors 4 are slidably engaged with the track conductor 7 via current collectors 5. Therefore, the specific path of the current is: positive terminal 21 → current collector 5 → first group of conductive parts (track side) → current collector 5 → first conductor 4 (vehicle side) → current collector 5 → second group of conductive parts (track side) → current collector 5 → second conductor 4 (vehicle side) → ... → negative terminal 22.

[0040] When current flows through conductor 4, conductor 4 is in the magnetic field generated by the permanent magnet track. According to Ampere's law, the current-carrying conductor 4 will be subjected to a force in the magnetic field. The direction of this force is determined by the direction of the current and the direction of the magnetic field, so as to drive conductor 4 to move along the extension direction of the permanent magnet track.

[0041] Specifically, an energized coil generates a magnetic force in a magnetic field environment. However, the integral of the force on an energized closed coil in a magnetic field is zero, meaning the coil as a whole experiences no force. This does not mean that each segment of the coil experiences no force; it simply means that the force on each segment of the energized closed coil is zero after integration. In this application, the power source, multiple conductors 4, and multiple conductive parts are constructed together into a structure similar to an "energized closed coil." As a result, the multiple conductors 4 and multiple conductive parts all generate forces, and the forces of the multiple conductors 4 are opposite in direction to the forces of the multiple conductive parts. Since the multiple conductive parts are fixed and the multiple conductors 4 can slide relative to the multiple conductive parts, under the action of the aforementioned forces, the multiple conductors 4 can move relative to the multiple conductive parts in the extension direction of the permanent magnet track. Furthermore, since the multiple conductors 4 are fixedly connected to the vehicle body 1, under the action of the aforementioned forces, the vehicle body 1 can move along the extension direction of the permanent magnet track.

[0042] It is worth mentioning that the above principle can also be explained from another perspective. Specifically, each conductor 4 is located in the top air gap of the permanent magnet track. The air gap has a strong magnetic field generated by the permanent magnet track. When current flows through conductor 4, according to the Lorentz force law F=IL×B, the transverse component of the current interacts with the vertical magnetic field of the air gap to generate a Lorentz thrust on conductor 4 along the running direction.

[0043] Since N conductors 4 are connected in series with N sets of conductive parts, and the same current I flows through each conductor 4, each conductor 4 generates a thrust F = IL × B in the same direction. The thrusts generated by the N conductors 4 are superimposed in the same direction, and the total thrust is: F total =N·BIL.

[0044] In other words, under the same current, the total thrust generated by this application is N times that of a single conductor. Equivalently, to achieve the same total thrust, the current required by this scheme is only 1 / N of that of the single-turn scheme, and the Joule loss is calculated according to P=I. 2 R is reduced to 1 / N of the single-turn scheme (considering the resistance is N times, the total loss is still on the order of 1 / N).

[0045] Understandably, existing maglev train propulsion systems include short-stator linear induction motors and long-stator linear synchronous motors.

[0046] Specifically, compared with existing short-stator linear induction motors, the drive device proposed in this application has the following advantages:

[0047] 1. This application adopts direct DC drive, which eliminates eddy current losses (the permanent magnet magnetic field is in a steady state) and requires no excitation current (only a small amount of copper loss and contact loss). The multi-turn series connection further reduces the equivalent copper loss to 1 / N of that of the single-turn scheme. The drive efficiency is significantly higher than that of the short stator linear induction motor scheme (the short stator linear induction motor scheme uses induction drive, that is, the stator three-phase current generates a traveling wave magnetic field that cuts the secondary induction plate, generating an induced current, which then interacts with the original traveling wave magnetic field to generate thrust. This process causes huge eddy current losses. In addition, due to the large air gap requirements of maglev trains, the overall drive efficiency is generally no more than 60%. The short stator linear induction motor scheme also relies on stator current excitation, which has a low power factor and further increases the motor copper loss).

[0048] 2. The electromagnetic thrust of this application acts unidirectionally along the running direction and has no directional component force. It has zero interference to the superconducting suspension system under all operating conditions (there is a normal force between the stator and the mover in the short stator linear induction motor scheme, which can only be eliminated below a specific slip frequency and is difficult to maintain zero normal force disturbance under most operating conditions).

[0049] 3. The vehicle-mounted components in this application only include power supply and power components. Its structure is simplified and the cost and weight of the drive device are greatly reduced (the short stator linear induction motor solution requires the installation of the motor stator (including silicon steel sheets, three-phase windings, and corresponding inverter and frequency modulation equipment) on the vehicle body, which increases the cost and weight of the drive device of the vehicle body).

[0050] Specifically, compared with existing long-stator linear synchronous motors, the drive device proposed in this invention has the following advantages:

[0051] 1. This application eliminates all expensive facilities along the line, requiring only the laying of permanent magnet track (originally needed for pinned maglev suspension) and track conductor 7. The cost per unit kilometer can be reduced to one-fifth to one-tenth of that of the long stator linear synchronous motor scheme. This is a key cost reduction path for the engineering promotion of pinned maglev (the long stator linear synchronous motor scheme requires continuous laying of three-phase windings, segmented inverter power supply, frequency converter and position sensing facilities with millimeter to sub-millimeter accuracy along the track, resulting in a high cost per unit kilometer, accounting for about one-third of the total cost of the entire maglev system).

[0052] 2. This application fully reuses the existing permanent magnet track of the spiked maglev train. This permanent magnet track simultaneously undertakes the three major functions of levitation, guidance, and drive, resulting in a simplified system structure and significantly improved utilization of the permanent magnet track. This level of integration is unattainable by the long stator linear synchronous motor solution (which requires an additional independent three-phase winding stator).

[0053] 3. Each car in this application is equipped with an independent power supply, and the track conductor 7 always maintains a closed return channel. In other words, multiple cars on the same track can independently control their respective power parameters to achieve different speeds (e.g., the car in front cruises at 80 km / h and the car behind catches up at 100 km / h), which greatly improves the flexibility and throughput of the line (in the long stator linear synchronous motor scheme, when multiple trains are running in the same power supply section, it is impossible to independently control the speed of each train (all trains are forced to synchronize)).

[0054] 4. The control method of this application only needs to control three basic parameters: power supply on / off, current magnitude and current direction, to realize all basic motion states of the vehicle body 1, such as starting, accelerating, constant speed, deceleration, stopping and direction switching. The position accuracy requirements are greatly reduced, and only basic "on-rail" feedback is needed. The hardware cost and software complexity of the control system are greatly reduced (the long stator linear synchronous motor scheme requires millimeter to sub-millimeter level accuracy to obtain vehicle position information to ensure synchronous coupling between the three-phase winding and the vehicle permanent magnet, which has extremely high requirements for position sensing facilities).

[0055] 5. The electromagnetic thrust generated by this application acts unidirectionally along the running direction. The direction of the Lorentz force on conductor 4 is strictly determined by the direction of the current and the direction of the magnetic field. It has only a longitudinal component along the running direction and no axial component. It has no adverse effect on the stability of the superconducting suspension system (there is a significant normal force disturbance between the stator winding and the vehicle permanent magnet in the long stator linear synchronous motor scheme (although it can be canceled by the ironless motor stator scheme and a specific power angle, it cannot completely eliminate the normal force disturbance in most operating conditions)).

[0056] 6. The current loop of this application is strictly limited to the conductor 4 at the location of the car body 1 and the corresponding track conductor 7. It completely eliminates the ineffective power supply area and significantly improves energy utilization efficiency (although the long stator linear synchronous motor scheme can reduce the required stator length through the segmented power supply scheme, it cannot completely eliminate the ineffective power supply area, and the actual energized motor stator length is still relatively large).

[0057] According to the drive device for anchored maglev according to this application, by utilizing the magnetic field of the permanent magnet track, and by having multiple inclined conductors 4 respectively slide and connect with multiple conductive parts of the track conductor 7, the multiple conductors 4 can move along the extension direction of the permanent magnet track, thereby realizing the movement of the vehicle body 1 along the permanent magnet track. It has low cost and high drive efficiency.

[0058] In some optional embodiments, the conductor 4 can take the specific shape of a straight inclined line, a Z-shape, a gate shape, a curve shape, a multi-segment broken line, or a hollow tube or sheet shape. When the conductor 4 is a straight inclined line, the conductor 4 is a single straight line segment that forms a certain angle with the direction of travel, resulting in a simple structure and convenient processing. When the conductor 4 is Z-shaped or gate-shaped, the conductor 4 is composed of multiple broken lines. When the conductor 4 is curved, the conductor 4 is a smooth curve (such as a sine curve, an arc, etc.), which can be used to optimize the magnetic field distribution or reduce local stress concentration. When the conductor 4 is a multi-segment broken line, the conductor 4 is spliced ​​together from multiple straight line segments. When the conductor 4 is a hollow tube or sheet shape, the cross-section of the conductor 4 can be a solid cylinder, a hollow tube, a flat sheet, etc., and the hollow tube can also serve as a coolant channel.

[0059] In other feasible embodiments, the number of conductive parts simultaneously bridging a single conductor 4 within the conduction interval can be 2, 3, 4, 5, ... up to dozens or even hundreds. The more conductive parts simultaneously bridging, the smoother the thrust generated, but the longer the conduction length and the lower the longitudinal density of conductor 4. The specific number is determined by design trade-offs.

[0060] In other feasible embodiments, the conductor 4 can be made of various conductive materials such as copper, aluminum, brass, silver-coated copper, and copper-aluminum composite materials. Under high current conditions, a hollow conductor 4 can also be filled with coolant (water cooling or oil cooling) to improve heat dissipation.

[0061] In some embodiments, to increase the total thrust density, various parallel arrangement methods can be adopted under the same vehicle body 1:

[0062] Parallel Arrangement Method 1: Multiple sets of conductor arrays are arranged in parallel on the same cross section. Specifically, multiple sets of conductor arrays 4 are arranged in parallel along the vertical direction of travel on the same cross section (each power component includes multiple sets of conductor arrays 4, and each set of conductor arrays 4 corresponds to an independent permanent magnet track and track conductor 7). Each set can be connected in parallel to the same on-board power supply (current is split, and the current of a single set is reduced), connected in series to the same on-board power supply (voltage is accumulated, current remains unchanged, and thrust is multiplied), or independently connected to multiple on-board power supplies (each set is completely independent, improving redundancy).

[0063] Parallel arrangement method 2: Multiple segments are connected in series along the forward direction. Specifically, multiple conductor arrays 4 are arranged at different length positions along the forward direction, and each segment can be controlled independently or jointly.

[0064] Parallel arrangement method 3: Multiple groups are arranged simultaneously (any combination of the above methods).

[0065] It is worth mentioning that each conductor 4 completely spans from the positive terminal 21 to the negative terminal 22 of the power supply in the lateral direction. That is, the two ends of the conductor 4 are respectively the track conductor 7 on the side closer to the positive terminal 21 and the track conductor 7 on the side closer to the negative terminal 22 of the power supply in the lateral direction. This ensures that the two ends of the conductor 4 can form an electrical connection with the track conductor 7 on the different polarity sides, so as to construct a closed current loop.

[0066] Moreover, each conductor 4 is arranged obliquely in the forward direction, that is, the beginning and end of the conductor 4 are not located at the same longitudinal coordinate in the forward direction, so that the two ends of the conductor 4 can cover different longitudinal intervals, thereby enabling the series connection of multiple conductors 4.

[0067] According to some embodiments of this application, the track conductor 7 includes a conductive portion and an insulating layer, with the insulating layer disposed between two adjacent conductive portions.

[0068] According to some embodiments of this application, any two adjacent conductors 4 are parallel to each other and spaced apart. In the extension direction of the permanent magnet track, the distance between two adjacent conductors 4 is d1 (the longitudinal gap length between two adjacent conductors 4 is d1, i.e., the distance between the end of the previous conductor 4 and the front end of the next conductor 4), the thickness of the conductive part is d2, and the thickness of the insulating layer is d3, satisfying: d1 > d2 + 2. d3, and the tail end of the preceding conductor 4 and the head end of the adjacent following conductor 4 are located in the same longitudinal section corresponding to the conductive part in the direction of extension of the permanent magnet track, so that the preceding conductor 4 relays the current to the following conductor 4 through the conductive part.

[0069] In some embodiments, the conductive part is constructed as a thin conductive sheet, which may be made of, but is not limited to, copper (high conductivity), aluminum (lightweight and low cost), brass or other copper alloys (wear-resistant and corrosion-resistant), silver-coated copper (high frequency and low loss), or multilayer composite materials (such as copper and stainless steel composites to balance conductivity and strength).

[0070] The track conductor 7 is composed of multiple thin conductive sheets densely stacked along the forward direction, with an insulating layer between adjacent thin conductive sheets (the insulating layer can be an insulating coating coated on the surface of the conductive sheet, an oxide layer formed by surface oxidation, an independent insulating pad or insulating film, or an air gap insulation, etc.).

[0071] Specifically, the insulation between adjacent thin conductive sheets can be implemented using any one or more combinations of the following methods:

[0072] The conductive sheet surface is coated with an insulating coating, such as epoxy resin, polyimide varnish, polyester varnish, phenolic resin, etc.

[0073] The conductive sheet surface is oxidized to form an insulating oxide layer: similar to the oxidation process of silicon steel sheets, the process is mature and low in cost;

[0074] Independent insulating pads or insulating films: Independent insulating media, such as mica sheets, polyimide films, ceramic pads, and fiberglass cloth, are sandwiched between adjacent conductive sheets;

[0075] Air gap insulation: An air gap is left between adjacent conductive sheets, which is suitable for working conditions with special heat dissipation requirements;

[0076] Vacuum insulation: Used in enclosed environments, it has high insulation strength but complex manufacturing process;

[0077] Combined insulation: any combination of the above methods (such as coating + gasket double insulation).

[0078] In other embodiments, the track conductor 7 may also be a conduction interval-gap interval structure realized by multi-layer stacking of printed circuit boards (PCBs) or a multi-turn relay channel realized by 3D printing composite structure, etc., without limitation.

[0079] Therefore, each thin conductive sheet is electrically independent, and current cannot be directly conducted between adjacent thin conductive sheets in the direction of travel. In other words, current must be transferred from one thin conductive sheet to another via conductor 4 to form a continuous current path.

[0080] In other words, in the forward direction, the longitudinal position interval occupied by each thin conductive sheet is defined as a conducting interval, within which current is allowed to flow laterally; the longitudinal position interval occupied by the insulating layer between adjacent thin conductive sheets is defined as a gap interval, within which current is not allowed to pass. At this time, the track conductor 7 exhibits a periodic structure along the forward direction of conducting interval → gap interval → conducting interval → gap interval → …

[0081] Of course, in order to quantitatively describe the matching relationship between conductor 4 and track conductor 7, this application introduces the following two basic measurement parameters (conduction length and gap length).

[0082] The conduction length is the length of the longitudinal coverage area occupied by a single conductor 4 along the forward direction, that is, the longitudinal coverage width of a conductor 4 from the beginning to the end in the forward direction. This conduction length is matched to a conduction section of the track conductor 7.

[0083] The gap length is the length of the longitudinal interval between two adjacent conductors 4 where no conductor 4 covers it. That is, the width of the "no conductor 4 transition zone" between the foremost end of the tail of the preceding conductor 4 and the last end of the head of the following conductor 4 along the forward direction where no onboard conductor 4 covers it. The gap length corresponds to a gap interval of the track conductor 7.

[0084] Conductors 4 are densely arranged below the vehicle body 1 in a periodic pattern of conduction length → gap length → conduction length → gap length → ... along the forward direction, and must satisfy the following matching constraints:

[0085] First, the difference in longitudinal coordinates between the beginning and end of each conductor 4 in the forward direction is equal to the sum of the conduction length and the gap length. Equivalently, the difference in longitudinal coordinates between the last side of the beginning and the foremost side of the end in the forward direction is equal to one gap length.

[0086] Thus, although a single conductor 4 is placed at an angle, its longitudinal offset along the direction of travel precisely matches the complete cycle of the "conducting interval + gap interval" of the track conductor 7, ensuring that the beginning and end of conductor 4 fall in two adjacent conducting intervals, that is, the beginning is in the Nth conducting interval and the end is in the N+1th conducting interval.

[0087] Secondly, the tail end of the previous conductor 4 and the head end of the next conductor 4 are located in the same conduction interval, that is, the entrance of the next vehicle circuit and the exit of the previous vehicle circuit are in the same conduction interval.

[0088] Thus, within the shared conducting interval, the tail end of the preceding conductor 4 and the head end of the following conductor 4 simultaneously slide into contact with the same set of k thin conductive sheets of the track conductor 7 (k being the number of thin conductive sheets in a single conducting interval). These k thin conductive sheets become a current relay bridge (the preceding conductor 4 carries current into these k thin conductive sheets, and all of these k thin conductive sheets relay the current to the head end of the following conductor 4. The following conductor 4 draws current from these k thin conductive sheets, crosses the oblique direction to the next conducting interval, and continues to relay the current to the next conductor 4). This allows for seamless current relay, ensuring the continuity and integrity of the multi-turn series current loop.

[0089] At the same time, the gap length must be greater than the complete longitudinal period of a thin conductive sheet (including the insulating layers on both sides), that is, the gap length must be greater than the sum of the thickness of the thin conductive sheet and the thickness of the insulating layer (d1>d2+2). d3).

[0090] Therefore, it can be ensured that the thin conductive sheet that the tail end of the previous conductor 4 contacts the head end of the next conductor 4 will not overlap under any movement position, that is, the two adjacent conductors 4 will not be connected to the same thin conductive sheet at the same time, thereby avoiding short circuit of the "one-turn winding" corresponding to the thin conductive sheet.

[0091] It is worth mentioning that, firstly, the gap length must be greater than the complete longitudinal period of a thin conductive sheet containing an insulating layer to ensure short circuit prevention.

[0092] Then, the redundancy of the gap length can be appropriately increased according to factors such as vehicle vibration amplitude and assembly tolerance to ensure that no short circuit occurs under any working condition. At the same time, it is necessary to ensure that the gap length is not too large (an excessively large gap length will reduce the longitudinal density of conductor 4, thereby reducing the number of turns in series and the total thrust).

[0093] Of course, within each conducting interval, since the longitudinal period of a single thin conductive sheet containing an insulating layer is usually much smaller than the conducting length, each conductor 4 is actually connected across k thin conductive sheets simultaneously, where:

[0094] k ≈ conduction length ÷ longitudinal length of a single thin conductive sheet including the insulating layer.

[0095] Therefore, the number of contact plates of the thin conductive sheet during movement only fluctuates by ±1. That is, at any given moment, the number of thin conductive sheets connected to each conductor 4 fluctuates between k and k±1. Thus, the local parallel resistance corresponding to a single conductor 4 is R1 / k (R1 is the resistance of a single thin conductive sheet). When the number of sheets changes from k to k±1, the relative fluctuation ratio is 1 / k, so as to make the current more stable, thereby keeping the thrust highly stable and avoiding the periodic disturbance of switching on and off that may occur in a single-sheet contact topology.

[0096] It is worth mentioning that, in the design, the larger the value of k, the smoother the thrust. This application can increase the value of k by reducing the longitudinal period of the single thin conductive sheet (increasing the stacking density) or increasing the conduction length (so that a single conductor 4 covers more thin conductive sheets).

[0097] In some embodiments, the thin conductive sheet may be mutually locked by its tight wrapping relationship with the permanent magnet track, without the need for an independent support; the thin conductive sheet may be fixed to the permanent magnet track (base 8) by an independent non-magnetic and non-conductive support, which may be made of engineering plastics, glass fiber composite materials, ceramic materials, etc.; the thin conductive sheets may be fixed to each other by non-conductive binding materials (such as glass fiber bundles, polymer straps, etc.); the thin conductive sheets may be nested and positioned by a keyway structure; the thin conductive sheets may be bonded and fixed by adhesives (insulating epoxy, insulating silicone, etc.); or any combination of the foregoing methods.

[0098] According to some embodiments of this application, the permanent magnet track includes a base 8 and a permanent magnet array 6. The track conductor 7 includes a first portion and second portions located at both ends of the first portion. The first portion is connected to the base 8, and the second portions extend in a direction away from the base 8. An installation space suitable for accommodating the permanent magnet array 6 is defined between the first portion and the two second portions. It can be understood that the first portion and the two second portions together construct a track conductor 7 with a U-shaped cross-section.

[0099] In some embodiments, each thin conductive sheet has a geometry (U-shaped, L-shaped, or closed ring, etc.) surrounding the outer periphery of the permanent magnet array 6 in a cross-section perpendicular to the direction of travel.

[0100] Thus, the above configuration allows the track conductor 7 to serve as a return channel for "one turn" in a multi-turn series circuit. It also allows the track conductor 7 to replace the independent non-magnetic fixing component 3 in the traditional nailed magnetic levitation permanent magnet track, thereby fixing the permanent magnet array 6 to the base 8 (track frame). Furthermore, it minimizes the air gap between the conductor 4 and the permanent magnet track.

[0101] In other embodiments, the cross-section of the thin conductive sheet can be U-shaped. In this case, the opening of the thin conductive sheet faces upward (i.e., towards the conductor 4), and it surrounds the left, lower, and right sides of the permanent magnet array 6, achieving both mechanical fixation of the permanent magnet and minimizing the distance between the conductor 4 and the top air gap of the permanent magnet array 6. Alternatively, the cross-section of the thin conductive sheet can be L-shaped. In this case, two thin conductive sheets together form a conductive part, with the L-shaped thin conductive sheet surrounding two adjacent sides of the permanent magnet array 6 (the left and lower sides, or the lower and right sides). The thin conductive sheet can also be a closed loop (rectangular or other shaped closed curve), surrounding all four sides of the permanent magnet array 6. In the ring structure, the current flows from the inlet point of conductor 4 to the outlet point along two parallel paths (the two half-circles of the ring), reducing the equivalent resistance and further reducing the loop loss. The thin conductive sheet can also be planar. In this case, it is only set on the top of the permanent magnet array 6, and the stacked sheets are arranged horizontally on the top of the permanent magnet array 6 (this method loses the advantage of the stacked sheets serving as permanent magnet fixing parts 3, but can still achieve a multi-turn series topology). The thin conductive sheet can also be other multi-wrap shapes, such as an inverted L-shape that wraps around the top and one side of the permanent magnet array 6, or other irregular multi-wrap shapes that satisfy the stacking along the forward direction and the insulation constraint between the sheets. There are no restrictions here.

[0102] In other embodiments, the permanent magnet array 6 may employ any magnetization method capable of generating an effective magnetic field at the air gap location of the conductor 4, including but not limited to a Halbach array (where the permanent magnet moves laterally →↑). (or other magnetization rotation directions) arrangement, generating a strengthened vertical magnetic field in the air gap at the top of the permanent magnet track, while canceling each other out at the bottom), unidirectional magnetization array (all permanent magnets are magnetized in the same direction (e.g., all vertically), simple and reliable but with slightly lower magnetic field utilization), multi-pole alternating magnetization array (the magnetization direction of the permanent magnets along the running direction alternates in a NSNS period; this topology can still achieve unidirectional thrust by controlling the current direction of conductor 4 to switch synchronously), oblique magnetization array (the magnetization direction of the permanent magnets is tilted at a certain angle, optimized for specific air gap magnetic field distribution) or composite magnetization scheme (a combination of the above methods).

[0103] It only needs to satisfy the condition that the magnetic flux integral |w| of the composite magnetic field of the permanent magnet array 6 at the position of the conductor 4, perpendicular to the direction of current flow in the conductor 4, is greater than 0 (as long as there is an effective component of the permanent magnet magnetic field perpendicular to the current, Lorentz thrust can be generated).

[0104] Here, the permanent magnet array 6 can be made of, but is not limited to, sintered neodymium iron boron (NdFeB, including different grades such as N35, N42, N48, N52, and N52SH) or samarium cobalt permanent magnets (SmCo5, Sm2Co). 17 It is suitable for high-temperature conditions), ferrite permanent magnets (low-cost scenarios), bonded permanent magnets (flexible in shape but with low magnetic energy product) or combinations of the above materials (such as a hybrid scheme of local use of neodymium iron boron + local use of samarium cobalt).

[0105] Of course, the individual permanent magnets constituting the permanent magnet array 6 can adopt a rectangular cross section (standard implementation), a trapezoidal cross section (magnetic concentration optimization), a wedge-shaped cross section (magnetic field distribution optimization), a circular arc cross section (applied to curved track sections), or a combination of the aforementioned shapes.

[0106] According to some embodiments of this application, the two ends of the conductor 4 are slidably engaged with the track conductor 7 through elastic conductive elements, and / or the positive terminal 21 and negative terminal 22 of the power supply are slidably engaged with the track conductor 7 through elastic conductive elements.

[0107] In some embodiments, the two ends of conductor 4 are slidably engaged with track conductor 7 via elastic conductive elements, so that conductor 4 can maintain conductivity with the conductive part when the vehicle body 1 moves toward or away from the permanent magnet track; in other embodiments, the positive terminal 21 and negative terminal 22 of the power supply are slidably engaged with track conductor 7 via elastic conductive elements, so that the positive terminal 21 and negative terminal 22 of the power supply can maintain conductivity with the conductive part when the vehicle body 1 moves toward or away from the permanent magnet track; in still other embodiments, the two ends of conductor 4 are slidably engaged with track conductor 7 via elastic conductive elements, and the positive terminal 21 and negative terminal 22 of the power supply are slidably engaged with track conductor 7 via elastic conductive elements.

[0108] According to some embodiments of this application, the elastic conductive element includes an elastic element connected to and conducting with the conductor 4. An elastic support beam is provided on the side of the elastic element facing the track conductor 7. A current collector shoe 5 is provided at the free end of the elastic support beam. The current collector shoe 5 is slidably connected to the track conductor 7. The elastic element and / or the elastic support beam are adapted to deform when the conductor 4 moves toward or away from the permanent magnet track. In some preferred embodiments, the current collector shoe 5 is detachably connected to the elastic support beam.

[0109] Understandably, during the operation of vehicle 1, the distance between conductor 4 and track conductor 7 may change due to factors such as unevenness of the permanent magnet track, vibration of vehicle 1, or installation errors. When conductor 4 moves towards track conductor 7, the elastic element and / or elastic support beam are compressed, generating an elastic reaction force that keeps the current collector shoe 5 firmly pressed against track conductor 7, maintaining good contact pressure. Conversely, when conductor 4 moves away from track conductor 7, the elastic element and / or elastic support beam extend, still ensuring contact between current collector shoe 5 and track conductor 7, preventing poor contact due to distance changes.

[0110] In some embodiments, the elastic element can be constructed as a leaf spring, which is formed by stacking multiple layers of thin metal plates or bending a single layer of thicker metal plate. One end of the leaf spring is fixed to the conductor 4, and the other end is connected to the elastic support beam. The leaf spring itself has good electrical conductivity. Of course, the elastic element can also be other elastic conductive components, which are not limited here.

[0111] In other embodiments, the elastic support beam may be in the form of a cantilever beam or designed as an arch, as long as the elastic support beam can conduct electricity and has good restoring force when deformed, there are no restrictions here.

[0112] It is worth mentioning that the current collector shoe 5 can adopt pure sliding contact, elastic clamping, rolling contact, liquid metal contact, electromagnetic levitation contact or composite contact (a combination of the above methods).

[0113] Understandably, when the current collector shoe 5 adopts a pure sliding contact type, the end of the current collector shoe 5 is directly made of wear-resistant conductive material, forming a sliding friction contact with the surface of the track conductor 7. Mature pantograph sliding plate materials such as graphite-based composite materials, copper-graphite composite materials, and sintered copper alloys can be used. When the current collector shoe 5 adopts an elastic clamping type, the current collector shoe 5 applies preload through elastic elements (such as springs, elastic beams, clamping plates, etc.) to ensure stable contact pressure under conditions such as vehicle body 1 vibration and track unevenness. When the current collector shoe 5 adopts a rolling contact type, the current collector shoe 5... The end of the current collector 5 is a rollable roller or roller (metal or conductive polymer) that forms a rolling contact with the track conductor 7 to reduce wear. When the current collector 5 adopts a liquid metal contact type, conductive liquid metal (such as gallium-based liquid metal) is filled between the current collector 5 and the track conductor 7 to achieve non-solid contact with almost no wear. When the current collector 5 adopts an electromagnetic levitation contact type, a small air gap is maintained between the current collector 5 and the track conductor 7 to achieve non-contact current conduction through electromagnetic induction or capacitive coupling (suitable for high-speed conditions, but difficult to implement in engineering).

[0114] Of course, the shape of the current collector shoe 5 can be strip-shaped, cylindrical, sheet-shaped, brush-shaped (multiple small current collector plates connected in parallel) or a combination of the aforementioned shapes.

[0115] According to some embodiments of this application, the power assembly also includes a fixing member 3, which is fixedly connected to the vehicle body 1 and a plurality of conductors 4. The fixing member 3 is made of a non-magnetic and non-conductive material.

[0116] In some embodiments, the conductor 4 is connected to the vehicle body 1 by a fastener 3, which may be an engineering plastic injection molded part, a glass fiber composite material part, a ceramic part, a non-magnetic metal part (such as stainless steel, but requiring insulation treatment) or a combination of the aforementioned materials.

[0117] According to some embodiments of this application, the power assembly is constructed as a plurality of power assemblies, and the plurality of power assemblies are respectively connected to the vehicle body 1.

[0118] In some embodiments, during the operation of the drive device, the power components need to withstand various forces, such as the frictional force when in contact with the track conductor 7 and the impact force generated by the vibration of the vehicle body 1. This application uses multiple power components, which can distribute these forces to each power component and avoid damage to a single power component due to excessive force.

[0119] In other embodiments, multiple power components are adapted to provide driving force to the vehicle body 1, thereby increasing the driving force of the vehicle body 1 and thus improving the dynamics of the vehicle body 1.

[0120] In some other embodiments, multiple power components are in contact with the track conductor 7 simultaneously, which is equivalent to increasing the number of current transmission channels. Even if one or more power components experience a temporary malfunction in contact with the track conductor 7, the other normal power components can still ensure stable current transmission, thereby improving the reliability of current transmission of the entire drive device and reducing the risk of equipment failure and power outage due to poor contact.

[0121] Example 2:

[0122] This application provides a rail transit structure for spiked maglev, comprising: a drive device configured as described in Embodiment 1; and a car body 1 fixedly connected to a power assembly. Because the rail transit structure for spiked maglev of this application incorporates the drive device described in any of the above embodiments, it has low cost and high drive efficiency.

[0123] Example 3:

[0124] This application provides a control method applicable to the drive device for anchoring magnetic levitation described in Embodiment 1. The control method includes:

[0125] Receive vehicle movement instructions.

[0126] In response to the vehicle movement command, and according to the vehicle movement command, the power supply is controlled to operate.

[0127] The step of controlling the power supply to operate according to the vehicle movement command includes:

[0128] According to the start command in the vehicle movement command, the control power supply is energized with the minimum safe current.

[0129] Monitor the operating status of the drive device.

[0130] When the drive device is functioning normally, the power supply is controlled to gradually increase the current to the target operating current value according to a preset slope.

[0131] In some embodiments, the power supply is controlled according to the vehicle's movement commands, thereby controlling the power supply's on / off state, current output, and current direction.

[0132] After the power source receives the vehicle's movement command, whether the power source is on or off can determine whether the vehicle starts or stops running. Of course, by controlling the output current of the power source, the magnitude of the current can be adjusted to control the propulsion force of the drive device, thereby affecting the vehicle's speed and acceleration. Furthermore, by controlling the direction of the power source's current, the direction of the force generated by the interaction between the magnetic field and the current can be changed, thereby achieving vehicle deceleration.

[0133] It is worth mentioning that when the vehicle is started, the direction of the vehicle's movement can be controlled by controlling the direction of the power supply current.

[0134] Understandably, when the vehicle start command is received from the vehicle movement command, the control system sends a start signal to the power supply to start supplying power. At this time, the drive unit starts running and causes the power components to move, thereby moving the vehicle. When the vehicle stop command is received, the control system cuts off the power supply, and the drive unit stops running.

[0135] Based on the speed and acceleration requirements (vehicle acceleration and deceleration commands) in the vehicle's movement instructions, the control system adjusts the current output of the power supply. For example, when vehicle acceleration is required, the control system increases the current output, increasing the propulsive force generated by the interaction between the magnetic field and the current in the drive unit, thereby accelerating the vehicle; conversely, when vehicle deceleration is required, the current output decreases. Of course, when vehicle deceleration is required, by changing the direction of the power supply current, the vehicle can have an acceleration opposite to its direction of travel, thus increasing the acceleration during deceleration and improving the deceleration effect.

[0136] When it is necessary to change the direction of the vehicle's movement, the control system changes the direction of the current output by the power supply. The change in the direction of the current will change the direction of the force generated by the interaction between the magnetic field and the current, thereby realizing the change of the vehicle's direction of movement.

[0137] Understandably, after receiving the vehicle start command, the control system starts the power supply. Subsequently, the vehicle begins to accelerate under the action of multiple power components. When the vehicle's speed reaches the preset value, the control system reduces the current output of the power supply until the vehicle's acceleration is zero. At this point, the vehicle can travel at a constant speed (the thrust generated by the power components just balances the vehicle's running resistance (including air resistance, track-side mechanical resistance, and residual eddy current losses, etc.)). When the vehicle needs to decelerate, the control system reduces the current output of the power supply or changes the direction of the current, thereby achieving vehicle deceleration.

[0138] Specifically, after receiving the vehicle start command, the control system starts the power supply to close the power supply circuit and energize the drive unit. Then, the control system energizes the power supply with the minimum safe current (10% of the rated current). After detecting no abnormalities in the drive unit, the current is gradually increased to the target value at a preset rate (0.5A / ms-0.8A / ms) to avoid mechanical shock. Of course, the control system can also calculate the required propulsion force based on the vehicle load and dynamically adjust the current to a stable operating value.

[0139] When the control system receives an acceleration command, it calculates the difference Δv between the current speed and the target speed, and then increases the current in stages according to the difference Δv (5% increase per second of rated current when Δv < 2 m / s; 10% increase per second of rated current when Δv ≥ 2 m / s). Of course, the control system can also monitor the temperature of the drive unit in real time and limit the current increase when the temperature of the drive unit exceeds a preset value.

[0140] When the control system receives a deceleration command, it prioritizes changing the direction of the power supply current to achieve rapid braking. This change in current direction generates reverse thrust. The preset duration for this current direction change is t1. After t1, the control system switches the power supply to a low positive current (0% of rated current) for gradual stopping, preventing the vehicle from tilting forward due to sudden braking. Alternatively, if only slowing is required, the positive current is reduced proportionally (5%) to the target value.

[0141] When the control system receives a stop command, it gradually reduces the output current to the minimum value (10% of the rated current) for 0.3 seconds to consume the residual kinetic energy. Then, the control system cuts off the power supply circuit and monitors whether the drive device has completely stopped (through feedback from the position sensor).

[0142] According to the control method for the drive device of the present invention, after obtaining the vehicle movement command, the control system only needs to control the power supply on / off, current output and current direction to realize the start, stop, acceleration and deceleration of the vehicle. The control method of the vehicle drive system is simple and reliable, which simplifies the control logic of the vehicle drive system, thereby simplifying the cost of the vehicle drive system, while improving the working stability and reliability of the vehicle drive system.

[0143] It is worth mentioning that, since each vehicle in this application is equipped with an independent power supply and the track conductor always maintains a closed return channel, multiple vehicles on the same track can independently control their respective power parameters to achieve independent speed control.

[0144] The above solution contrasts sharply with the long-stator linear synchronous motor solution (where multiple train speeds cannot be independently controlled within the same power supply section). Specifically, this application enables multiple trains to operate at different speeds on the same track section (e.g., the preceding train cruises at 80 km / h while the following train chases at 100 km / h), significantly improving the line's operational flexibility and throughput capacity.

[0145] It should be noted that when the power supply stops actively providing power but the vehicle body is still moving due to inertia, the magnetic field of the conductor cutting the permanent magnet track will generate a back electromotive force (EMF). At this time, the current driven by the back EMF can be introduced into the on-board energy storage device (such as a battery or supercapacitor) through the control circuit, realizing the conversion and storage of kinetic energy into electrical energy. The stored energy can be released from the energy storage device to the power supply during the next acceleration of the vehicle body, and then supplied to the conductor, to complete the bidirectional conversion cycle of kinetic energy → electrical energy → kinetic energy, thereby improving the overall energy utilization efficiency.

[0146] In some embodiments, the adjustment of the power supply output current can be achieved by PWM (Pulse Width Modulation) regulation (which achieves continuous adjustment of the equivalent current by controlling the duty cycle of the switching device; PWM regulation has a fast response and high efficiency), linear current source regulation (which directly outputs a continuously adjustable current through a linear power supply topology; linear current source regulation has low output ripple but low efficiency, and is suitable for ripple-sensitive applications), DC-DC converter regulation (which achieves current regulation through DC-DC converter topologies such as Buck, Boost, and Buck-Boost; DC-DC converter regulation is suitable for scenarios where the power supply voltage and load voltage differ significantly), multi-power supply switching regulation (in this case, the vehicle body is equipped with multiple power supplies of different voltage levels or different current capacities, and step-like current regulation is achieved by switching between different power supplies), or a combination of the above methods (e.g., PWM + DC-DC composite regulation).

[0147] In other embodiments, the switching of the power output current direction can be achieved by using an H-bridge circuit (which achieves current direction switching through an H-bridge composed of four switching devices, providing fast response and flexible control), a mechanical reversing switch (which achieves current direction switching through a mechanical contactor or relay, providing a simple structure), a dual power supply switching (in which case the vehicle body is equipped with two power supplies of opposite polarities, and the current direction is reversed by switching the power supply), or a combination of the aforementioned methods.

[0148] In some other embodiments, a control switch is introduced in the circuit loop of each conductor or in the bus of multiple conductor arrays. The control switch can control the on / off state of a single conductor individually or control the on / off state of the entire conductor array.

[0149] Therefore, by changing the number of conductors in the closed switch (i.e., changing the number of turns involved in the work), rapid, stepped power regulation can be achieved without changing the output current of the power supply. Using switching, it offers a faster response time compared to current regulation, and it ensures a constant output current, avoiding power supply lifespan reduction caused by frequent current fluctuations. Furthermore, it only requires activating a portion of the turns during low thrust demand, achieving on-demand power supply.

[0150] It is worth mentioning that the control switch can be a mechanical switch, a solid-state relay, an IGBT module, a thyristor, or a MOSFET, etc., and there are no restrictions here.

[0151] Specifically, the switching devices involved in implementing the above-mentioned current magnitude adjustment, direction switching, and graded control can be mechanical switches (including contactors, relays, circuit breakers, etc., which are simple in structure and low in cost), thyristors (SCRs / silicon controlled rectifiers, suitable for high current and low frequency switching scenarios), IGBTs (insulated gate bipolar transistors, suitable for medium and high voltage and medium and high frequency switching scenarios), MOSFETs (suitable for low and medium voltage and high frequency switching scenarios, with low switching losses), SiC / GaN wide bandgap semiconductor devices (a new generation of power electronic devices with high switching frequency and low losses, suitable for scenarios that pursue high efficiency), and solid-state relays (SSRs, integrated modules, which are convenient for engineering implementation).

[0152] It should be noted that, in addition to the above-mentioned basic control methods, this application may also employ closed-loop PID control (which precisely adjusts the current output based on the deviation between the actual vehicle speed and the target speed using a PID algorithm), fuzzy control (which handles uncertainties in the control process and has good adaptability to changes in running resistance and load), sliding mode control (which has strong robustness to system parameter perturbations and is suitable for scenarios with large changes in operating conditions), model predictive control (MPC, which predicts future states based on vehicle kinematics models and optimizes the current control output), adaptive control (which adjusts control parameters in real time according to operating conditions), or a combination or switching of the aforementioned strategies (e.g., using PID during the start-up phase, MPC during the cruise phase, and sliding mode control during the emergency braking phase).

[0153] It is worth mentioning that this application employs a combination of multiple control methods to balance different performance indicators. Specifically, this application can use a control method of PWM current regulation plus hierarchical control of the control switch to balance continuous adjustment accuracy and step adjustment response speed; this application can also use a control method of basic control plus closed-loop feedback, with basic current / direction control as the open-loop master control and closed-loop feedback as the fine-tuning; this application can also use a control method of multiple power supplies in parallel plus independent control, so that each power supply independently controls the corresponding part of the conductor, realizing redundancy and load sharing.

[0154] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0155] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A drive device for anchoring magnetic levitation, characterized in that, include: A permanent magnet track, wherein the absolute value of the integral of the magnetic flux in the direction perpendicular to the current in the resultant magnetic field of the permanent magnet track is greater than zero; The track conductor (7) is connected to the permanent magnet track and extends in a direction parallel to the extension direction of the permanent magnet track. The track conductor (7) has a plurality of conductive parts spaced apart along the extension direction, and the extension direction of the conductive parts is parallel to the width direction of the permanent magnet track. A power assembly adapted to be connected to a vehicle body (1), the power assembly having a plurality of conductors (4) spaced apart along the track extension direction, the extension direction of the conductors (4) having an angle with the width direction of the permanent magnet track and both ends adapted to slide into the top of the two ends of the track electric conductors (7); A power source adapted to be connected to the vehicle body (1), wherein the positive (21) and negative (22) terminals of the power source are located at the two ends of the power assembly and are respectively in sliding fit with the track conductor (7).

2. The driving device for anchored magnetic levitation according to claim 1, characterized in that, The track conductor (7) includes a conductive part and an insulating layer, wherein the insulating layer is disposed between two adjacent conductive parts.

3. The driving device for anchored magnetic levitation according to claim 2, characterized in that, Any two adjacent conductors (4) are parallel to each other and spaced apart. In the extension direction of the permanent magnet track, the distance between two adjacent conductors (4) is d1, the thickness of the conductive part is d2, and the thickness of the insulating layer is d3, satisfying: d1>d2+2 d3, and the tail end of the preceding conductor (4) and the head end of the adjacent following conductor (4) are located in the same longitudinal section corresponding to the conductive part in the direction of extension of the permanent magnet track, so that the preceding conductor (4) transmits the current to the following conductor (4) through the conductive part.

4. The driving device for anchored magnetic levitation according to claim 1, characterized in that, The permanent magnet track includes a base (8) and a permanent magnet array (6). The track conductor (7) includes a first split and second splits located at both ends of the first split. The first split is connected to the base (8), and the second splits extend in a direction away from the base (8). An installation space suitable for accommodating the permanent magnet array (6) is defined between the first split and the two second splits.

5. The driving device for anchored magnetic levitation according to claim 1, characterized in that, The two ends of the conductor (4) are slidably engaged with the track conductor (7) through elastic conductive elements, and / or the positive terminal (21) and negative terminal (22) of the power supply are slidably engaged with the track conductor (7) through elastic conductive elements.

6. The driving device for anchored magnetic levitation according to claim 5, characterized in that, The elastic conductive element includes an elastic element, which is connected to and conducts through the conductor (4). An elastic support beam is provided on the side of the elastic element facing the track conductor (7). A current collector shoe (5) is provided at the free end of the elastic support beam. The current collector shoe (5) is slidably connected to the track conductor (7). The elastic element and / or the elastic support beam are adapted to deform when the conductor (4) moves toward or away from the permanent magnet track.

7. The driving device for anchored magnetic levitation according to claim 1, characterized in that, The power assembly also includes a fixing member (3), which is fixedly connected to the vehicle body (1) and multiple conductors (4). The fixing member (3) is made of non-magnetic and non-conductive material.

8. The driving device for anchored magnetic levitation according to claim 1, characterized in that, The power components are configured in multiple ways, and each of the multiple power components is connected to the vehicle body (1).

9. A rail transit structure for anchored maglev trains, characterized in that, include: A drive device, wherein the drive device is configured as the drive device for pinning magnetic levitation as described in any one of claims 1-8; The vehicle body (1) is fixedly connected to the power assembly.

10. A control method, said control method being applicable to the drive device for pinned magnetic levitation as described in any one of claims 1-8, characterized in that, The control method includes: Receive vehicle movement commands; In response to the vehicle movement command, and according to the vehicle movement command, the power supply is controlled to operate; wherein The step of controlling the power supply to operate according to the vehicle movement command includes: According to the start command in the vehicle movement command, control the power supply to energize with the minimum safe current. Monitor the operating status of the drive device; When the drive device is functioning normally, the power supply is controlled to gradually increase the current to the target operating current value according to a preset slope.

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