High-temperature superconducting maglev rail transit suspension-guiding-propulsion integrated system and control method

Abstract

The application discloses a high-temperature superconducting magnetic levitation rail transit suspension-guiding-propelling comprehensive system and a control method, and belongs to the technical field of rail transit. The system comprises a track composed of electromagnets and a vehicle body composed of a cryostat, a suspension and a carriage. High-temperature superconducting blocks in the cryostat are divided into a suspension group and a propulsion group. The direction and intensity of excitation of the electromagnetic track unit are coordinately controlled, the suspension group is made to work in a forward excitation state to provide suspension and guiding forces, and the propulsion group is made to work in a reverse excitation state to provide propulsion or braking forces, so that the suspension, guiding and propulsion functions are integrally realized without introducing additional linear motors. The method comprises steps of cooling preparation, static suspension and running control. The propulsion and braking modes are switched by controlling the excitation time sequence of the electromagnetic track units in front of and behind the propulsion group. The application has the advantages of high system integration, flexible control, compact structure, saving of rare earth resources and stable operation.

Description

Technical Field

[0001] This invention belongs to the field of rail transit technology, and in particular relates to a magnetic levitation rail transit levitation-guidance-propulsion integrated system and its control method. Background Technology

[0002] In the field of magnetic levitation rail transit research, high-temperature superconducting magnetic levitation technology can utilize the Meissner effect and pinning effect unique to high-temperature superconducting materials to enable the levitation vehicle to achieve self-stabilized levitation without active control, thereby significantly improving the operational reliability of the system.

[0003] However, in current mainstream high-temperature superconducting magnetic levitation track systems, propulsion typically relies on a separate linear drive system, which has the following limitations in practical applications: 1) The stator, mover and corresponding control system included in the linear drive system increase the vehicle body weight and the complexity of the track structure, thereby increasing the construction cost; 2) To avoid magnetic field coupling interference with the suspension system, the linear drive system needs to maintain a certain distance from the suspension system, which increases the footprint of the entire track structure; 3) While generating propulsion, the linear drive system also generates periodic normal suction, which has an adverse effect on suspension stability.

[0004] The forward and reverse excitation states of a superconducting block are defined as follows: The cooling current refers to the excitation current used to generate the ambient magnetic field during the cooling process of the superconducting block; the operating current refers to the excitation current used to maintain the ambient magnetic field when the superconducting block is in a levitated state. If the cooling current and operating current are in the same direction, it is called forward excitation; if they are in opposite directions, it is called reverse excitation. In forward excitation, the superconducting block is subjected to a vertical levitation force, and simultaneously, when lateral displacement occurs, a restoring force, i.e., a guiding force, is generated in the opposite direction of the displacement. Therefore, in this state, the superconducting block has both levitation and guiding functions. In reverse excitation, if the superconducting block is in a non-uniform magnetic field distributed along the direction of travel, it will experience forces acting in the direction of travel, depending on its position, thus achieving braking or propulsion.

[0005] like Figure 1 The diagram shown illustrates the principle of forward excitation of a superconducting block. Figure 2 The diagram shown illustrates the reverse excitation principle of superconducting blocks. Several high-temperature superconducting blocks 1 are installed inside the cryogenic thermostat 2. Summary of the Invention

[0006] This invention provides a high-temperature superconducting magnetic levitation rail transit levitation-guidance-propulsion integrated system and control method, aiming to overcome the technical problems of complex structure, high cost, large space occupation, and interference with levitation stability caused by the use of independent linear propulsion systems in the prior art. By using electromagnets to form electromagnetic track units and coordinating and controlling their excitation current, the propulsion function is integrated into the levitation and guidance system without introducing additional dedicated propulsion equipment. This system not only has the advantages of adjustable levitation performance and low construction and maintenance costs, but also saves rare earth strategic resources, and is particularly suitable for rail transit scenarios that require lightweight, integrated, and high stability.

[0007] To achieve the above objectives, the present invention employs the following technical solution: In a first aspect, this invention proposes a high-temperature superconducting magnetic levitation rail transit levitation-guidance-propulsion integrated system, comprising: Electromagnetic track unit, including electromagnets; The vehicle body includes a passenger compartment, in which a suspension is installed, and a low-temperature thermostat is installed on the suspension. The cryogenic thermostat contains several high-temperature superconducting blocks, which are divided into a suspension group and a propulsion group. The suspension assembly is configured to operate under positive excitation to provide levitation force and guiding force; The propulsion group is configured to operate in reverse excitation to provide propulsion or braking force; By controlling the excitation direction and intensity of the electromagnetic track unit, levitation, guidance, and propulsion functions are integrated.

[0008] Furthermore, the spatial arrangement between the suspension group, the propulsion group, and the electromagnetic track unit is configured such that, during train operation, the magnetic field acting on the propulsion group and the magnetic field acting on the suspension group can be controlled separately in space and time.

[0009] Furthermore, the track can be a single track or a double track.

[0010] Secondly, this invention proposes a method for controlling any of the high-temperature superconducting magnetic levitation rail transit integrated systems described in the previous invention, comprising the following steps: Cooling preparation steps: Place the vehicle body on the electromagnetic track unit, pass an excitation current in the first direction to the electromagnetic track unit below the suspension group, and pass an excitation current in the second direction opposite to the first direction to the electromagnetic track unit below the propulsion group, and cool the high-temperature superconducting block. Static levitation step: Stop the excitation of the electromagnetic track unit below the propulsion group, and increase the excitation of the electromagnetic track unit below the levitation group to levitate the vehicle body; Driving control steps: By controlling the excitation timing of the electromagnetic track unit, the system switches between propulsion mode and braking mode; In the propulsion mode, the electromagnetic track unit adjacent to the rear of the propulsion group is energized. In the braking mode, the electromagnetic track unit adjacent to the front of the propulsion group is energized.

[0011] Furthermore, the execution of the propulsion mode satisfies the following conditions: When the propulsion group travels to the rear half of the current electromagnetic track unit and the front half of the adjacent electromagnetic track unit, the propulsion mode is triggered, and the excitation of the adjacent electromagnetic track unit behind the propulsion group is turned on.

[0012] Furthermore, the execution and termination of the braking mode satisfy the following conditions: When the propulsion group travels to the rear half of the current electromagnetic track unit and the front half of the adjacent electromagnetic track unit, the braking mode is triggered, and the excitation of the adjacent electromagnetic track unit in front of the propulsion group is turned on. Once the propulsion group has left the area, the excitation of the electromagnetic track unit is turned off.

[0013] This invention addresses the technical pain points of existing high-temperature superconducting magnetic levitation rail transit systems, which suffer from complex structures, large space occupation, high costs, and interference with levitation stability due to the use of independent linear propulsion systems. It proposes a technical solution that integrates levitation, guidance, and propulsion functions into a single electromagnetic track system by employing electromagnetic track units composed of electromagnets, dividing the high-temperature superconducting block into levitation and propulsion groups, and coordinating the excitation direction and intensity. This achieves a significantly simplified system structure, compact spatial layout, reduced construction and maintenance costs, and complete elimination of the periodic interference of the propulsion system on levitation stability without the need for external linear motors. Furthermore, it offers the combined benefits of adjustable levitation performance and the conservation of rare earth strategic resources. Attached Figure Description

[0014] Figure 1 The diagram shows the principle of forward excitation of a superconducting block. (a) Schematic diagram of the force on the superconducting block, and (b) Current change during the forward excitation process.

[0015] Figure 2 The diagram shows the reverse excitation principle of a superconducting block. (a) Schematic diagram of the forces acting on the superconducting block. (b) Current changes during the reverse excitation process.

[0016] Figure 3 This is a schematic diagram of the vehicle body structure.

[0017] Figure 4 This is a schematic diagram of the structure and assembly of a high-temperature superconducting magnetic levitation rail transit levitation-guidance-propulsion integrated system.

[0018] Figure 5 Schematic diagram of the interaction between the high-temperature superconducting block and the track magnetic field under different train operating modes. Figure 6 A schematic diagram of the electromagnetic track unit according to a predetermined timing.

[0019] Figure 7 This is a schematic diagram of the excitation timing and current distribution of the electromagnetic track unit.

[0020] Figure label: 1. High-temperature superconducting block; 2. Electromagnetic track unit; 31, 32. Suspension group; 4. Propulsion group; 311. Suspension group I; 312. Suspension group II; 41. Propulsion group I; 5. Low-temperature thermostat; 6. Suspension frame; 7. Carriage. Detailed Implementation

[0021] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention and should not be construed as limiting the scope of protection of the present invention.

[0022] The high-temperature superconducting magnetic levitation rail transit levitation-guidance-propulsion integrated system of the present invention integrates levitation, guidance and propulsion functions by controlling the force characteristics of the high-temperature superconducting block under forward and reverse excitation states and combining the excitation switching of the electromagnetic track unit.

[0023] The integrated system mainly consists of two parts: a double-track system composed of electromagnetic track units 2 and a vehicle body.

[0024] like Figure 3 The diagram shows a schematic of the vehicle structure, including a passenger compartment 7 and electromagnetic track units 2. A suspension 6 is installed within the passenger compartment 7. A cryogenic thermostat 5 is an insulated container containing a superconducting block, providing a stable low-temperature environment for the superconducting block. The suspension 6 is a mechanical component with fastening properties, and the cryogenic thermostat 5 is located at the suspension 6, thus connecting the cryogenic thermostat to the passenger compartment. The passenger compartment 7 carries passengers. The electromagnetic track is composed of multiple E-type electromagnetic track units 2 laid in a double-track configuration.

[0025] like Figure 4 The diagram illustrates the integrated system structure assembly. In this embodiment, three cryogenic thermostats are installed under the vehicle body. The high-temperature superconducting blocks 1 inside are divided into two groups according to their functions: two of them are used to provide levitation force and guiding force, defined as levitation group 31 and 32; the other is used to provide propulsion force or braking force, defined as propulsion group 4.

[0026] like Figure 5The diagram illustrates the interaction between the high-temperature superconducting block and the track magnetic field under different train operating modes. The operation of this integrated system can be divided into six main stages: cooling preparation, static levitation, propulsion, coasting, braking, and stopping. Each stage is achieved through differentiated excitation control of the electromagnetic track unit 2, and its logical relationship and excitation strategy are as follows: (1) Cooling preparation stage: The vehicle body is placed on the track, and excitation currents in opposite directions are passed through the electromagnetic track unit 2 directly below the suspension groups 31 and 32 and the propulsion group 4, respectively. Under this reverse magnetic field environment, the high-temperature superconducting block 1 is cooled, causing it to enter a mixed state, thereby allowing the superconducting blocks in the suspension and propulsion groups to capture magnetic fields in opposite directions.

[0027] (2) Static suspension stage: Stop energizing the electromagnetic track unit 2 below the propulsion group 4, and at the same time increase the energizing of the electromagnetic track unit 2 below the suspension groups 31 and 32, so that the vehicle body can be smoothly suspended to the preset working height.

[0028] (3) Implementation phase: At least two electromagnetic track units 2 in front of the suspension groups 31 and 32 and one adjacent electromagnetic track unit 2 behind the propulsion group 4 are simultaneously energized, with the energizing direction being the same as the magnetic field direction below the suspension groups during the cooling preparation phase. As the vehicle moves, the energizing state of the front electromagnetic track units is switched sequentially according to a predetermined time sequence until the vehicle reaches the target speed.

[0029] (4) Gliding phase: The electromagnetic track unit 2 below the propulsion group 4 stops being energized, and only the electromagnetic track units 2 corresponding to the suspension groups 31 and 32 are kept working in the energization mode of the propulsion stage, and the vehicle body slides by inertia.

[0030] (5) Braking phase: The electromagnetic track unit 2 corresponding to the suspension groups 31 and 32 is kept energized, while an electromagnetic track unit 2 adjacent to the front of the propulsion group 4 is energized. The energizing direction is the same as the magnetic field direction below the propulsion group during the cooling preparation stage, thereby generating braking force.

[0031] Docking phase: When the vehicle speed drops to 0, the electromagnetic track unit 2 corresponding to the suspension group 31 and 32 is kept energized, and the energization of the electromagnetic track unit 2 below the propulsion group 4 is stopped, so that the vehicle body returns to the static suspension stage state of stage (2) and waits for the next operation to start.

[0032] The integrated system operation mode and specific implementation methods are detailed below: The operation of this integrated system is achieved by coordinating and controlling the excitation state of each electromagnetic track unit 2. A complete operating cycle includes six stages: cooling, levitation, acceleration, gliding, braking and docking. The following is a detailed description with reference to a specific prototype embodiment.

[0033] Sample configuration: such as Figure 6 As shown, the prototype in this embodiment consists of an electromagnetic track and a single-section vehicle body. The vehicle body includes three cryogenic thermostats, within which high-temperature superconducting blocks 1 are configured as two suspension groups I and II and one propulsion group I. The electromagnetic track section is laid out in a double-track configuration using 36 E-type electromagnetic track units 2. The interval between suspension group I and propulsion group I is 5.5 electromagnetic track unit lengths, and the interval between propulsion group I and suspension group II is 3.5 electromagnetic track unit lengths. This layout satisfies the basic assembly relationship required for stable system operation (i.e., the length of a single electromagnetic track unit is greater than the length of three suspension groups, and sufficient spacing is maintained between groups). In other words, the spatial arrangement between the suspension groups, propulsion groups, and electromagnetic track units is configured such that, during train operation, the magnetic field acting on the propulsion group and the magnetic field acting on the suspension group can be spatially and temporally separated and controlled.

[0034] To ensure stable and coordinated train operation, the following assembly relationships must be met between the levitation assembly, propulsion assembly, and electromagnetic track unit: (1) Cooling preparation stage during operation: The vehicle body is placed at the initial position on the track, with levitation groups I and II positioned above electromagnetic track units A1 and A2, respectively, and propulsion group I located at the junction of electromagnetic track units E1 and F1. An excitation current of magnitude I0 is applied to electromagnetic track units A1, B1, A2, B2, E1, and F1. The magnetic fields of electromagnetic track units A1 and A2 are directed upwards, while those of E1 and F1 are directed downwards. Under this reverse magnetic field environment, the high-temperature superconducting block 1 is cooled, causing it to enter a superconducting state and capture magnetic fields of opposite directions.

[0035] (2) The static suspension stage during operation (also known as buoyancy during operation): Stop energizing propulsion group I (corresponding to electromagnetic track units E1 and F1), and simultaneously increase the energizing current of electromagnetic track units A1, B1, A2, and B2 from I0 to I1 (I1>I0). The increased magnetic field provides sufficient levitation force, allowing the vehicle body to rise smoothly to the preset working height.

[0036] (3) The propulsion (also known as acceleration) phase during operation: All electromagnetic track units are arranged according to a predetermined sequence (e.g., Figure 6The electromagnetic track unit (as shown) is energized. The electromagnetic track unit supporting suspension groups I and II maintains an excitation current of I1; the electromagnetic track unit providing propulsion to propulsion group I applies an excitation current of magnitude I2 (its direction is the same as the magnetic field direction of units E1 and F1 during the cooling stage). By controlling the timely energization of the electromagnetic track unit behind the propulsion group, a thrust pointing in the direction of travel is generated, driving the vehicle to accelerate.

[0037] (4) During the coasting phase of operation: Once the vehicle reaches the predetermined speed (for example, when the front of the vehicle enters electromagnetic track unit E2), it enters the gliding phase. At this time, only one electromagnetic track unit directly below and immediately in front of the current suspension group is sequentially energized (current I1), while the remaining electromagnetic track units (including all units used for propulsion) are de-energized. The vehicle then glides at approximately a constant speed under low magnetic resistance.

[0038] (5) During the braking phase of operation: When deceleration is required (e.g., when the train head reaches electromagnetic track unit B3), the system switches to braking sequence (e.g., ...). Figure 6 (As shown). The key change is that the excitation unit that exerts force on propulsion group I is changed from the electromagnetic track unit in front of it to the electromagnetic track unit behind it, thereby generating a braking force in the opposite direction of travel, causing the vehicle to decelerate.

[0039] (6) During the docking phase of operation: When the vehicle speed drops to zero and reaches the target position, it enters the docking phase. Only the electromagnetic track unit directly below the current levitation group is subjected to an excitation current of magnitude I1 to maintain levitation, while the other electromagnetic track units are de-energized and await the next operating command.

[0040] like Figure 7 The diagram illustrates the excitation timing and current distribution of the electromagnetic track unit in an embodiment of the present invention. Taking one operating cycle as an example, the diagram sequentially displays six stages along the time axis: cooling, levitation, acceleration, coasting, braking, and docking, showing the control logic of each stage and the typical excitation timing within one operating cycle. The diagram uses bars of different patterns or heights to visually represent the magnitude (I) of the excitation current applied to each electromagnetic track unit (such as A1, B1, A2, B2, E1, F1, etc.) at different stages. o The diagram illustrates the timing and direction of the excitation currents of the electromagnetic track unit used for levitation and the electromagnetic track unit used for propulsion / braking, specifically demonstrating the core control logic of excitation of the rear unit of the propulsion group during the acceleration phase and excitation of the front unit during the braking phase.

[0041] The above description is merely an embodiment of the present invention and is not intended to limit the methods proposed in this invention. The scope of protection of this invention is defined by the claims. Any obvious modifications or variations in form and detail made by those skilled in the art without departing from the spirit and scope of this invention should fall within the scope of protection of this invention.

Claims

1. A high-temperature superconducting magnetic levitation rail transit levitation-guidance-propulsion integrated system, characterized in that, include: Electromagnetic track unit, including electromagnets; The vehicle body includes a passenger compartment, in which a suspension is installed, and a low-temperature thermostat is installed on the suspension. The cryogenic thermostat contains several high-temperature superconducting blocks, which are divided into a suspension group and a propulsion group. The suspension assembly is configured to operate under positive excitation to provide levitation force and guiding force; The propulsion group is configured to operate in reverse excitation to provide propulsion or braking force; By controlling the excitation direction and intensity of the electromagnetic track unit, levitation, guidance, and propulsion functions are integrated.

2. The high-temperature superconducting magnetic levitation rail transit levitation-guidance-propulsion integrated system according to claim 1, characterized in that, The spatial arrangement between the suspension group, the propulsion group, and the electromagnetic track unit is configured such that, during train operation, the magnetic field acting on the propulsion group and the magnetic field acting on the suspension group can be controlled separately in space and time.

3. The high-temperature superconducting magnetic levitation rail transit levitation-guidance-propulsion integrated system according to claim 1, characterized in that, The track can be a single track or a double track.

4. A method for controlling a high-temperature superconducting magnetic levitation rail transit integrated system as described in any one of claims 1-3, characterized in that, Includes the following steps: Cooling preparation steps: Place the vehicle body on the electromagnetic track unit, pass an excitation current in the first direction to the electromagnetic track unit below the suspension group, and pass an excitation current in the second direction opposite to the first direction to the electromagnetic track unit below the propulsion group, and cool the high-temperature superconducting block. Static levitation step: Stop the excitation of the electromagnetic track unit below the propulsion group, and increase the excitation of the electromagnetic track unit below the levitation group to levitate the vehicle body; Driving control steps: By controlling the excitation timing of the electromagnetic track unit, the system switches between propulsion mode and braking mode; In the propulsion mode, the electromagnetic track unit adjacent to the rear of the propulsion group is energized. In the braking mode, the electromagnetic track unit adjacent to the front of the propulsion group is energized.

5. The control method for a high-temperature superconducting magnetic levitation rail transit integrated system according to claim 4, characterized in that, The execution of the propulsion mode satisfies the following conditions: When the propulsion group travels to the rear half of the current electromagnetic track unit and the front half of the adjacent electromagnetic track unit, the propulsion mode is triggered, and the excitation of the adjacent electromagnetic track unit behind the propulsion group is turned on.

6. The control method for a high-temperature superconducting magnetic levitation rail transit integrated system according to claim 4, characterized in that, The execution and termination of the braking mode meet the following conditions: When the propulsion group travels to the rear half of the current electromagnetic track unit and the front half of the adjacent electromagnetic track unit, the braking mode is triggered, and the excitation of the adjacent electromagnetic track unit in front of the propulsion group is turned on. Once the propulsion group has left the area, the excitation of the electromagnetic track unit is turned off.

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