A device for braking a maglev rail vehicle

Abstract

The present application relates to the field of rail vehicle braking technology, in particular to a device for braking a magnetic levitation rail vehicle, comprising a suspension frame, an electromagnetic unit, a gap unit and a separation unit, wherein the electromagnetic unit comprises multiple sets of equal-interval distributed excitation electromagnets arranged below the suspension frame for generating magnetic fields by energization and interacting with track induction plates to form eddy current braking forces, the gap unit is arranged between the electromagnetic unit and the separation unit, and the separation unit is arranged below the gap unit; the braking device is divided into the electromagnetic unit, the gap unit and the separation unit for collaborative design, thereby effectively overcoming the adverse effects caused by track installation deviation, platform settlement difference, vehicle body vibration and induction plate deformation, keeping the electromagnets always in a stable working posture parallel to the induction plates, greatly improving the adaptability of the braking device to complex lines and variable working conditions, enhancing the overall structural rigidity and anti-vibration performance, prolonging the service life of the device, and further improving the operation stability, control accuracy and safety of the magnetic levitation rail vehicle braking system.

Description

Technical Field

[0001] This invention relates to the field of rail locomotive braking technology, and more specifically to a device for braking magnetic levitation rail locomotives. Background Technology

[0002] Maglev trains are advanced rail transit equipment that rely on electromagnetic force to achieve contactless levitation, guidance, and drive. They have advantages such as high operating speed, low vibration and noise, and long service life, and occupy an important position in the modern rail transit system. The performance of their braking system directly determines the safety and stability of the entire vehicle. Eddy current braking, with its contactless, wear-free, and rapid response characteristics, has become a key technology for high-speed braking of maglev trains. During eddy current braking, it is necessary to adjust the vertical air gap between the excitation electromagnet and the track induction plate in real time according to the vehicle speed, braking intensity, and track conditions to ensure appropriate braking force output and operational safety. However, during braking and air gap adjustment, due to factors such as track installation deviation, platform settlement differences, vehicle vibration and induction plate deformation, the excitation electromagnet may not always maintain a parallel working posture with the induction plate, which can easily lead to uneven air gap distribution. At the same time, multiple sets of excitation electromagnets will generate mutual magnetic coupling and magnetic saturation when the magnetic field is enhanced, which will lead to problems such as braking force fluctuation, reduced braking smoothness, excessive local temperature rise and reduced braking efficiency. This makes it difficult to fully guarantee the adaptability and operational reliability of the braking device under some more complex lines and variable working conditions. In view of this, we propose a device for braking magnetic levitation rail locomotives. Summary of the Invention

[0003] In view of the above-mentioned shortcomings of the existing technology, the present invention provides a device for braking magnetic levitation rail locomotives, which can effectively solve the problems of existing braking devices, such as air gap adjustment being easily affected by operating conditions, severe magnetic field coupling, poor braking stability, and insufficient adaptability and reliability.

[0004] To achieve the above objectives, the present invention provides the following technical solution: This invention provides a device for braking a magnetic levitation rail vehicle, comprising a suspension frame, and including, The electromagnetic unit includes multiple sets of excitation electromagnets arranged at equal intervals below the suspension frame for generating a magnetic field when energized and interacting with the track induction plate to form eddy current braking force, and a compensation mechanism set on the excitation electromagnets for vibration compensation, installation positioning and braking locking. The air gap unit includes a drive mechanism mounted on the suspension frame for driving the electromagnetic unit to rise and fall vertically and adjusting the vertical air gap, and a reinforcement mechanism mounted on the suspension frame for guiding the rise and fall, providing rigid support and vibration limiting. The separation unit includes a bracket mounted on the drive mechanism and the reinforcing mechanism for supporting the linkage components and transmitting lifting power, an adjustment mechanism mounted on the bracket, and a separation guide mechanism mounted on the adjustment mechanism. The adjustment mechanism and the separation guide mechanism are used to adjust the horizontal spacing of multiple sets of excitation electromagnets in a coordinated manner.

[0005] Furthermore, the drive mechanism includes a motor fixedly connected to the inner wall of the suspension frame, and a lead screw fixedly connected to the motor via an output shaft, with the bottom of the lead screw rotatably connected to the inner wall of the suspension frame.

[0006] Furthermore, a threaded sleeve is threadedly connected to the surface of the lead screw, and one side of the threaded sleeve is fixedly connected to the surface of the bracket.

[0007] Furthermore, the reinforcing mechanism includes a guide rod fixedly connected to the inner wall of the suspension frame, a slider slidably connected to the surface of the guide rod, and one side of the slider fixedly connected to the surface of the support.

[0008] Furthermore, the adjustment mechanism includes a second motor fixedly connected to the top of the bracket, a second lead screw fixedly connected to the second motor via an output shaft, and a second threaded sleeve for connecting to the separation guide mechanism is threadedly connected to the surface of the second lead screw.

[0009] Furthermore, both sides of the threaded sleeve are provided with guide rails for limiting and guiding the separation guide mechanism, and one side of the guide rails is fixedly connected to the inner wall of the bracket.

[0010] Furthermore, the separation guide mechanism includes a guide plate disposed inside the bracket, one side of the guide plate being fixedly connected to one side of the threaded sleeve two, and both ends of the guide plate being slidably connected to the inner wall of the guide rail one.

[0011] Furthermore, the guide plate has multiple sets of radially arranged guide grooves on its surface, and guide wheels are slidably connected to the inner walls of each set of guide grooves. A connecting rod is fixedly connected to one end of the guide wheel, and a fixing block for connecting to the compensation mechanism is fixedly connected to the end of the connecting rod away from the guide wheel.

[0012] Furthermore, a second guide rail is slidably connected to the top of the fixed block, and both ends of the second guide rail are fixedly connected to the inner wall of the bracket.

[0013] Furthermore, the compensation mechanism includes a base fixedly connected to the top of the excitation electromagnet, the top of the base being rotatably connected to the bottom of the fixed block via a central connecting block, and a hydraulic rod being rotatably connected to the top of the base via two sets of symmetrically distributed side connecting blocks, with the end of the hydraulic rod furthest from the side connecting blocks being rotatably connected to the bottom of the fixed block.

[0014] The technical solution provided by this invention has the following advantages compared with known public technologies: This invention designs the braking device by dividing it into an electromagnetic unit, an air gap unit, and a separation unit. It uses multiple independently arranged excitation electromagnets as braking actuators, along with independently driven vertical air gap adjustment mechanisms, horizontal spacing adjustment mechanisms, and single-unit independent attitude compensation mechanisms. During braking, the vertical air gap between the electromagnets and the induction plate can be independently adjusted according to the vehicle speed, track conditions, and braking requirements. At the same time, the horizontal spacing between multiple sets of electromagnets can be independently adjusted, and the attitude of each set of electromagnets can be individually adaptively adjusted. This effectively overcomes the adverse effects of track installation deviations, platform settlement differences, vehicle vibration, and induction plate deformation, ensuring that the electromagnets always maintain a stable working attitude that is parallel and matched with the induction plate, and ensuring a uniform air gap distribution. By flexibly changing the spacing between electromagnets, it is possible to actively suppress magnetic coupling and magnetic saturation between adjacent electromagnets, optimize the magnetic field distribution, and thus achieve the technical effects of stable braking force output, smooth and shock-free braking process, significantly improved braking efficiency, and effective reduction of local temperature rise. At the same time, it greatly improves the adaptability of the braking device to complex lines and variable operating conditions, enhances the overall structural rigidity and vibration resistance, extends the service life of the device, and can further improve the operational stability, control accuracy and safety of the braking system of maglev rail locomotives. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a cross-sectional view of the suspension frame of the present invention; Figure 3 This is a schematic diagram of the air gap unit structure of the present invention; Figure 4 This is a schematic diagram of the separation unit structure of the present invention; Figure 5 This is a schematic diagram of the split structure of the separation unit of the present invention; Figure 6 For the present invention Figure 2 Enlarged schematic diagram of the structure at point A; Figure 7 This is a schematic diagram of the electromagnetic unit structure of the present invention.

[0017] The numbers in the diagram represent: 100, suspension frame; 200. Air gap unit; 201. Drive mechanism; 2011. Motor 1; 2012. Lead screw 1; 2013. Threaded sleeve 1; 202. Reinforcing mechanism; 2021. Guide rod; 2022. Slider; 300. Separation unit; 301. Bracket; 302. Adjustment mechanism; 3021. Motor II; 3022. Lead screw II; 3023. Threaded sleeve II; 3024. Guide rail I; 303. Separation guide mechanism; 3031. Guide plate; 3032. Guide rail II; 3033. Fixing block; 3034. Connecting rod; 3035. Guide groove; 3036. Guide wheel; 400. Electromagnetic unit; 401. Excitation electromagnet; 402. Compensation mechanism; 4021. Base; 4022. Central connecting block; 4023. Side connecting block; 4024. Hydraulic rod. Detailed Implementation

[0018] 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. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0019] The present invention will be further described below with reference to embodiments.

[0020] like Figures 1 to 7As shown, a device for braking a magnetic levitation rail locomotive includes a suspension frame 100, an electromagnetic unit 400 including multiple sets of equally spaced excitation electromagnets 401 disposed below the suspension frame 100 for generating a magnetic field when energized and interacting with the track induction plate to form eddy current braking force, and a compensation mechanism 402 disposed on the excitation electromagnets 401 for vibration compensation, installation positioning, and braking locking; an air gap unit 200 including a drive mechanism 201 disposed on the suspension frame 100 for driving the electromagnetic unit 400 vertically up and down and adjusting the vertical air gap, and a reinforcing mechanism 202 disposed on the suspension frame 100 for lifting guidance, rigid support, and vibration limiting; and a separation unit 300 including a separation unit disposed on the drive mechanism 201. The reinforcing mechanism 202 includes a support 301 for supporting the linkage components and transmitting lifting power, an adjustment mechanism 302 mounted on the support 301, and a separation guide mechanism 303 mounted on the adjustment mechanism 302. The adjustment mechanism 302 and the separation guide mechanism 303 are used to adjust the horizontal spacing of multiple sets of excitation electromagnets 401 in a linkage manner. The excitation electromagnet 401 is made of high-permeability silicon steel sheets stacked to form an iron core, combined with high-temperature resistant copper enameled wire windings. It is used to generate a stable magnetic field after being energized, and to form eddy currents with the relative motion of the aluminum alloy induction plate on the track side, thereby generating a braking force opposite to the direction of travel, realizing non-contact eddy current braking of the maglev locomotive. Multiple sets of excitation electromagnets 401 are arranged at equal intervals in the horizontal direction to ensure that the magnetic field in the braking area is uniform. It should be noted that the compensation mechanism 402 is mounted on top of the excitation electromagnet 401 to provide stable installation support for the excitation electromagnet 401, counteract vibration and impact during operation, achieve adaptive attitude compensation, and complete rigid locking under braking conditions to ensure stable and reliable braking. The drive mechanism 201 is located inside the suspension frame 100 and is used to drive the separation unit 300 and the electromagnetic unit 400 to move vertically as a whole, precisely adjusting the vertical air gap between the excitation electromagnet 401 and the track induction plate. The reinforcing mechanism 202 is symmetrically arranged on both sides of the drive mechanism 201 to provide support for the separation unit 300. The lifting motion of 00 provides linear guidance, improves the overall structural rigidity, limits horizontal and torsional displacement, achieves anti-vibration limit, and avoids swaying and deviation during operation. The bracket 301 is fixed to the execution end of the drive mechanism 201 and the reinforcing mechanism 202. It is made of cast steel and is used to support the linkage components and transmit vertical lifting power. The adjustment mechanism 302 is installed inside the bracket 301 and is used to provide horizontal driving power. The separation guide mechanism 303 is connected to the adjustment mechanism 302 and is used to convert the horizontal driving force into the synchronous separation or retraction motion of multiple sets of excitation electromagnets 401, thereby improving braking efficiency and stability. Specifically, refer to Figure 2 and Figure 3The drive mechanism 201 includes a motor 2011 fixedly connected to the inner wall of the suspension frame 100. A lead screw 2012 is fixedly connected to the motor 2011 via an output shaft. The bottom of the lead screw 2012 is rotatably connected to the inner wall of the suspension frame 100. A threaded sleeve 2013 is threadedly connected to the surface of the lead screw 2012, and one side of the threaded sleeve 2013 is fixedly connected to the surface of the support 301. The reinforcing mechanism 202 includes a guide rod 2021 fixedly connected to the inner wall of the suspension frame 100. A slider 2022 is slidably connected to the surface of the guide rod 2021, and one side of the slider 2022 is fixedly connected to the surface of the support 301. The motor 2011 is a servo geared motor. Installed on the top of the inner wall of the suspension frame 100, the output shaft is arranged vertically downwards. The top of the lead screw 2012 is fixedly connected to the output shaft of the motor 2011, and the bottom end is rotatably connected to the bottom of the inner wall of the suspension frame 100 through a bearing. It is made of tempered alloy steel and the surface is precision ground and rust-proofed to ensure transmission accuracy and service life. The threaded sleeve 2013 is threadedly connected to the surface of the lead screw 2012 and fixedly connected to the bracket 301 on one side. When the motor 2011 starts, it drives the lead screw 2012 to rotate. The threaded sleeve 2013 moves vertically along the lead screw 2012, thereby driving the bracket 301 and the components below to rise and fall synchronously to complete the vertical air gap adjustment. It should be noted that there are two guide rods 2021, which are symmetrically fixed to the inner wall of the suspension frame 100. They are made of high carbon steel with chrome plating, and have a smooth and wear-resistant surface. They are arranged parallel to the lead screw 2012. The slider 2022 is slidably sleeved on the surface of the guide rod 2021, and one side is fixedly connected to the bracket 301. When the bracket 301 is raised or lowered, the slider 2022 slides synchronously along the guide rod 2021, which limits the deflection and sway of the bracket 301 and improves the stability and structural rigidity of the raising and lowering process. Specifically, refer to Figure 4 and Figure 5The adjustment mechanism 302 includes a second motor 3021 fixedly connected to the top of the bracket 301. The second motor 3021 is fixedly connected to a second lead screw 3022 via an output shaft. The lead screw 3022 has a threaded sleeve 3023 threadedly connected to its surface for connection with the separation guide mechanism 303. Both sides of the threaded sleeve 3023 are provided with guide rails 3024 for limiting and guiding the separation guide mechanism 303. One side of each guide rail 3024 is fixedly connected to the inner wall of the bracket 301. The second motor 3021 is a DC servo motor fixedly mounted on the top of the bracket 301. The screw 3022 extends horizontally into the bracket 301 and is fixedly connected to the output shaft of the motor 3021. It is a high-precision ball screw with high transmission efficiency and small backlash. The threaded sleeve 3023 is threaded to the surface of the screw 3022 and is used to fix it to the separation guide mechanism 303 to transmit horizontal power. The guide rail 3024 is symmetrically arranged on both sides of the threaded sleeve 3023 and fixed to the inner wall of the bracket 301. It is a stainless steel linear guide rail and is used to limit and guide the separation guide mechanism 303 horizontally to ensure that it moves smoothly along a straight line without deviation or jamming. Specifically, refer to Figures 4 to 6The separation guide mechanism 303 includes a guide plate 3031 disposed inside the bracket 301. One side of the guide plate 3031 is fixedly connected to one side of the threaded sleeve 3023. Both ends of the guide plate 3031 are slidably connected to the inner wall of the guide rail 3024. Multiple sets of radially arranged guide grooves 3035 are formed on the surface of the guide plate 3031. Guide wheels 3036 are slidably connected to the inner walls of the multiple sets of guide grooves 3035. One end of the guide wheel 3036 is fixedly connected to a connecting rod 3034. The end of the connecting rod 3034 away from the guide wheel 3036 is fixedly connected to a fixing block 3033 for connection with the compensation mechanism 402. The top of the fixing block 3033 is slidably connected to the guide rail 3032. Both ends of the guide rail 3032 are fixedly connected to the inner wall of the bracket 301. One side of the guide plate 3031 is fixedly connected to the threaded sleeve 3023, and both ends are slidably connected to the inside of the guide rail 3024, moving horizontally synchronously with the threaded sleeve 3023. Multiple sets of radially and evenly distributed guide grooves 3035 are formed on the surface of the guide plate 3031. Guide wheels 3036 are slidably connected to the inner walls of the guide grooves 3035. The guide wheels 3036 are made of wear-resistant nylon material to reduce friction during movement. One end of the guide wheel 3036 is fixedly connected to the connecting rod 3034. The end of the connecting rod 3034 away from the guide wheel 3036 is fixedly connected to the fixed block 3033. The top of the fixed block 3033 is slidably connected to the second guide rail 3032. The two ends of the second guide rail 3032 are fixed to the inner wall of the bracket 301 to provide horizontal linear guidance for the fixed block 3033. The second motor 3021 drives the second lead screw 3022 to rotate, which drives the guide plate 3031 to move up and down. The guide grooves 3035 push the guide wheels 3036 to slide along the grooves. Then, through the connecting rod 3034, the multiple sets of fixed blocks 3033 are driven to synchronously separate outward or retract inward along the second guide rail 3032, realizing the linkage adjustment of the horizontal spacing of the excitation electromagnet 401. Specifically, refer to Figure 7 The compensation mechanism 402 includes a base 4021 fixedly connected to the top of the excitation electromagnet 401. The top of the base 4021 is rotatably connected to the bottom of the fixed block 3033 via a central connecting block 4022. A hydraulic rod 4024 is rotatably connected to the top of the base 4021 via two symmetrically distributed side connecting blocks 4023. The end of the hydraulic rod 4024 furthest from the side connecting blocks 4023 is rotatably connected to the bottom of the fixed block 3033. The base 4021, fixedly connected to the top of the excitation electromagnet 401, is made of aluminum alloy, making it lightweight and structurally strong. The center of the top of the base 4021 is rotatably connected to the bottom of the fixed block 3033 via the central connecting block 4022, forming a rotational support reference. It should be noted that the top two sides of the base 4021 are rotatably connected to the hydraulic rods 4024 via two sets of symmetrically distributed side connecting blocks 4023. The end of the hydraulic rod 4024 away from the side connecting blocks 4023 is rotatably connected to the bottom of the fixed block 3033. The two sets of hydraulic rods 4024 perform telescopic movements, which drive the base 4021 and the excitation electromagnet 401 to rotate slightly around the central connecting block 4022, thereby realizing the attitude compensation of the excitation electromagnet 401, so that it always keeps parallel to the track induction plate, offsetting the angle deviation caused by track installation errors and vehicle vibration, ensuring uniform air gap, and improving braking effect.

[0021] The working principle of the invention: When the device is working, the locomotive is in motion, the suspension frame 100 moves at high speed with the vehicle body, and the multiple sets of excitation electromagnets 401 in the electromagnetic unit 400 are always located above the track induction plate and maintain a safe distance. When the locomotive needs to brake, the control system supplies a DC current to the excitation electromagnet 401. The iron core inside the excitation electromagnet 401, made of stacked high-permeability silicon steel sheets, quickly establishes a stable magnetic field. The magnetic field passes through the air gap between the excitation electromagnet 401 and the track induction plate and acts on the induction plate. As the locomotive moves forward, the magnetic field continuously cuts the induction plate, generating closed eddy currents inside the induction plate. The eddy currents in the magnetic field are subjected to electromagnetic resistance opposite to the direction of locomotive travel. This resistance acts directly on the excitation electromagnet 401 and is transmitted to the car body through the suspension frame 100, forming a stable eddy current braking force. This enables the locomotive to decelerate smoothly. The entire braking process is without mechanical contact or friction and wear, making it suitable for braking conditions of high-speed maglev locomotives. Before, during and after braking, the vertical air gap can be adjusted independently through the air gap unit 200, and the horizontal spacing of multiple excitation electromagnets 401 can be adjusted independently through the separation unit 300. The two can also be combined and adjusted according to braking requirements. The control mode is flexible and can adapt to different platforms, different track conditions and different braking intensity requirements. The vertical air gap adjustment is completed independently by the air gap unit 200. By starting the motor 2011 of the drive mechanism 201, the motor 2011 drives the lead screw 2012 to rotate. The lead screw 2012 drives the threaded sleeve 2013 to move linearly in the vertical direction. The threaded sleeve 2013 drives the bracket 301 and all the components below to rise and fall synchronously, thereby changing the vertical distance between the excitation electromagnet 401 and the track induction plate, thus increasing or decreasing the air gap. During this process, the guide rod 2021 and slider 2022 of the strengthening mechanism 202 guide and limit the bracket 301 to ensure smooth lifting and lowering motion without deflection or swaying, thereby improving structural rigidity and operational stability. The horizontal spacing of the multiple sets of excitation electromagnets 401 is adjusted independently by the separation unit 300. The motor 3021 of the adjustment mechanism 302 is started, and the motor 3021 drives the lead screw 3022 to rotate. The lead screw 3022 drives the threaded sleeve 3023 to move in the horizontal direction. The threaded sleeve 3023 drives the guide plate 3031 to slide smoothly along the guide rail 3024. When the guide plate 3031 moves, the radially distributed guide grooves 3035 on the surface synchronously push the guide wheel 3036 to roll along the groove. The guide wheel 3036 drives the fixed block 3033 to move synchronously outward or inward along the guide rail 3032 through the connecting rod 3034. The fixed block 3033 then drives the excitation electromagnet 401 below to move synchronously, thereby increasing or decreasing the horizontal spacing of multiple sets of excitation electromagnets 401. This can be applied to working conditions that require adjustment of magnetic field distribution, suppression of magnetic coupling, and adaptation to changes in the width of the induction plate. When braking requirements are complex, air gap adjustment and spacing adjustment can be used in combination. According to the set braking strategy, while adjusting the air gap size, the horizontal spacing of the excitation electromagnet 401 is controlled simultaneously to achieve the optimal matching state between magnetic field strength and magnetic field distribution, maximize braking efficiency, avoid problems such as magnetic interference and magnetic saturation between adjacent electromagnets, and ensure that the braking process is smooth, stable and shock-free. During operation and braking, the compensation mechanism 402 on the top of each excitation electromagnet 401 works independently to achieve adaptive compensation of the attitude of a single electromagnet. The base 4021 forms a rotational support with the fixed block 3033 through the central connecting block 4022. The two sets of symmetrically arranged hydraulic rods 4024 extend and retract independently according to track installation errors, vehicle vibration, induction plate tilt, etc., driving the base 4021 and the excitation electromagnet 401 to make small adaptive rotations around the central connecting block 4022, correcting the attitude of the excitation electromagnet 401 in real time, so that its working surface always remains parallel to the track induction plate, ensuring uniform air gap throughout the entire area, avoiding problems such as braking force fluctuations and local scraping caused by uneven air gap. At the same time, the compensation mechanism 402 can absorb high-frequency vibrations during the driving process and achieve rigid locking under braking conditions, further improving braking stability and device service life. After braking is completed, the control system cuts off the power supply to the excitation electromagnet 401, the magnetic field disappears, and the eddy current braking force disappears simultaneously. Then, the excitation electromagnet 401 can be raised to a safe height through the air gap unit 200, and the multiple sets of excitation electromagnets 401 are reset to the initial equidistant state through the separation unit 300. The compensation mechanism 402 is reset simultaneously, and the device returns to the standby state, waiting for the next braking command.

[0022] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions will not cause the essence of the corresponding technical solutions to deviate from the protection scope of the technical solutions of the embodiments of the present invention.

Claims

1. A device for braking a magnetic levitation rail vehicle, comprising a suspension frame (100), characterized in that, include, The electromagnetic unit (400) includes multiple sets of excitation electromagnets (401) arranged at equal intervals below the suspension frame (100) for generating a magnetic field when energized and forming eddy current braking force by interacting with the track induction plate, and a compensation mechanism (402) arranged on the excitation electromagnets (401) for vibration compensation, installation positioning and braking locking. The air gap unit (200) includes a drive mechanism (201) mounted on the suspension frame (100) for driving the electromagnetic unit (400) to rise and fall vertically and adjusting the vertical air gap, and a reinforcing mechanism (202) mounted on the suspension frame (100) for guiding the rise and fall, providing rigid support and vibration limiting. The separation unit (300) includes a bracket (301) mounted on the drive mechanism (201) and the reinforcing mechanism (202) for supporting the linkage components and transmitting lifting power, an adjustment mechanism (302) mounted on the bracket (301), and a separation guide mechanism (303) mounted on the adjustment mechanism (302). The adjustment mechanism (302) and the separation guide mechanism (303) are used to adjust the horizontal spacing of multiple sets of excitation electromagnets (401) in a coordinated manner.

2. The device for braking a magnetic levitation railcar according to claim 1, characterized in that, The drive mechanism (201) includes a motor (2011) fixedly connected to the inner wall of the suspension frame (100), and a lead screw (2012) fixedly connected to the motor (2011) through an output shaft. The bottom of the lead screw (2012) is rotatably connected to the inner wall of the suspension frame (100).

3. The device for braking a magnetic levitation railcar according to claim 2, characterized in that, The lead screw (2012) is threadedly connected to a threaded sleeve (2013), and one side of the threaded sleeve (2013) is fixedly connected to the surface of the bracket (301).

4. The device for braking a magnetic levitation railcar according to claim 1, characterized in that, The strengthening mechanism (202) includes a guide rod (2021) fixedly connected to the inner wall of the suspension frame (100), a slider (2022) slidably connected to the surface of the guide rod (2021), and one side of the slider (2022) fixedly connected to the surface of the bracket (301).

5. The device for braking a magnetic levitation railcar according to claim 1, characterized in that, The adjustment mechanism (302) includes a motor (3021) fixedly connected to the top of the bracket (301), a lead screw (3022) fixedly connected to the motor (3021) via an output shaft, and a threaded sleeve (3023) for connecting to the separation guide mechanism (303) is threadedly connected to the surface of the lead screw (3022).

6. The device for braking a magnetic levitation railcar according to claim 5, characterized in that, Both sides of the threaded sleeve (3023) are provided with guide rails (3024) for limiting and guiding the separation guide mechanism (303). One side of the guide rails (3024) is fixedly connected to the inner wall of the bracket (301).

7. The device for braking a magnetic levitation railcar according to claim 1, characterized in that, The separation guide mechanism (303) includes a guide plate (3031) disposed inside the bracket (301). One side of the guide plate (3031) is fixedly connected to one side of the threaded sleeve (3023), and both ends of the guide plate (3031) are slidably connected to the inner wall of the guide rail (3024).

8. The device for braking a magnetic levitation railcar according to claim 7, characterized in that, The guide plate (3031) has multiple sets of radial guide grooves (3035) on its surface. The inner walls of the multiple sets of guide grooves (3035) are slidably connected to guide wheels (3036). One end of the guide wheel (3036) is fixedly connected to a connecting rod (3034). The end of the connecting rod (3034) away from the guide wheel (3036) is fixedly connected to a fixing block (3033) for connecting with the compensation mechanism (402).

9. A device for braking a magnetic levitation railcar according to claim 8, characterized in that, The top of the fixed block (3033) is slidably connected to the guide rail (3032), and both ends of the guide rail (3032) are fixedly connected to the inner wall of the bracket (301).

10. A device for braking a magnetic levitation railcar according to claim 1, characterized in that, The compensation mechanism (402) includes a base (4021) fixedly connected to the top of the excitation electromagnet (401). The top of the base (4021) is rotatably connected to the bottom of the fixed block (3033) through a central connecting block (4022). The top of the base (4021) is rotatably connected to a hydraulic rod (4024) through two sets of symmetrically distributed side connecting blocks (4023). The end of the hydraulic rod (4024) away from the side connecting block (4023) is rotatably connected to the bottom of the fixed block (3033).

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