Power supply system of a magnetic levitation train

Abstract

Power supply system for a magnetic levitation train, which includes the following: a constant-speed inverter designed to supply power to a vehicle in a constant-speed section with at least one long stator; and a deceleration-acceleration inverter designed to supply power to a vehicle in a deceleration section with at least one long stator or to a vehicle in an acceleration-plus-station section with at least one long stator; wherein the deceleration section is adjacent to the constant speed section in one direction of travel of the vehicle and the acceleration-plus-station section is adjacent to the deceleration section in the direction of travel of the vehicle; wherein a platform for the vehicle is arranged within the acceleration-plus-station section, wherein the deceleration section is used for braking the vehicle to stop at the platform and the acceleration-plus-station section is used for accelerating the vehicle after leaving the platform; wherein the delay-acceleration inverter is equipped with a control switch; and wherein the control switch is configured such that as soon as part of the vehicle enters the acceleration-plus-station section from the deceleration section, it disconnects at least one long stator of the deceleration section from the current and supplies power to at least one long stator of the acceleration-plus-station section.

Description

[0001] The present disclosure claims priority to Chinese Patent Application No. 201710398989.X entitled "Power Supply System for Maglev Train", filed with the Chinese Patent Office on May 31, 2017, which is incorporated herein by reference in its entirety. AREA

[0002] The present disclosure relates to the technical field of a power supply system for a vehicle, and more particularly to a power supply system for a maglev train having a speed of 150 km / h to 250 km / h. BACKGROUND

[0003] As is well known, magnetic levitation vehicles are increasingly being used in urban rail networks. The power supply system of a magnetic levitation vehicle typically operates in a centralized manner, with high-voltage alternating current supplied and switched between multiple segments. This power supply method has several disadvantages. First, there are strict requirements regarding the voltage protection level of the entire system and the selection of components and cables (for a three-phase alternating current of 10 kV), and the costs of voltage protection, components, and cables are high. Second, if an inverter on one side or a stator segment fails, only half the power supply capacity remains, which significantly affects operating efficiency.Furthermore, the power is supplied only to the segments, namely a long stator in one segment where the moving vehicle is powered, while the other segments are not supplied. The powered stator is connected to an inverter via a high-voltage switch for power supply. High-voltage switchgear is arranged on a rail in a center position of each stator segment along a longitudinal direction. Due to the volume of high-voltage devices and the high safety distance requirements between the high-voltage devices, a considerable amount of land is required.

[0004] DE 39 17 058 C1 discloses a device for driving a magnetic levitation vehicle. A long stator winding extending along a track of the vehicle is divided into several discrete stator winding sections.

[0005] From CN 1 02 136 809 A, an inverter in a magnetic levitation train is known, whereby the inverter can switch between two operating modes via two contactors. SUMMARY

[0006] An object of the present disclosure is to provide a power supply system for a maglev train according to claim 1. The power supply system for the maglev train can detect that multiple trains run in different sections to increase the operating density. It is unnecessary to provide a high-voltage switchgear, thereby reducing the cost and space consumption of the power supply system. Furthermore, a deceleration section and an acceleration-plus station section share the same inverter, and only one section is supplied with power, thereby avoiding a rear-end collision upon vehicle arrival and improving the operational reliability of a vehicle line.

[0007] To achieve the above objective, according to one embodiment of the present disclosure, a power supply system for a maglev train is provided. The power supply system includes a constant-speed inverter configured to supply power to a vehicle in a constant-speed section, and a deceleration-acceleration inverter configured to supply power to a vehicle in a deceleration section or a vehicle in an acceleration-plus-station section. The deceleration-acceleration inverter is equipped with a control switch, and the control switch can control the power supplied to a vehicle in the deceleration section or the acceleration-plus-station section, or to a car of the vehicle in the deceleration section or the acceleration-plus-station section.

[0008] Against the above background, the power supply system for the maglev train according to the present disclosure is divided along a rail longitudinal direction into the constant-speed section, the deceleration section, and the acceleration-plus-station section. When the vehicle enters the constant-speed section, the constant-speed inverter supplies power to the vehicle in the constant-speed section. When the vehicle enters the deceleration section and more than half of the vehicle length is in this section, the deceleration-acceleration inverter supplies power to the vehicle in the deceleration section. When the vehicle enters the acceleration-plus-station section and more than half of the vehicle length is in this section, the deceleration-acceleration inverter supplies power to the acceleration-plus-station section and not to the deceleration section. That is,For the deceleration section and the acceleration-plus-station section, long stators in both sections share the same inverter, the deceleration-acceleration inverter. The deceleration-acceleration inverter is equipped with a control switch. The control switch provides an interlock function in the power supply. When a vehicle stops or travels in the acceleration section (plus station), long stators in the deceleration section are not energized, preventing a following vehicle from entering the deceleration section. This prevents rear-end collisions upon arrival of a vehicle and improves the operational safety of a vehicle line. For the constant-speed section, multiple adjacent long stators of a linear motor in the constant-speed section use the same DC / AC inverter.The DC / AC inverter is connected to several control switches and is connected to the long stators of the linear motor in the constant-speed section via a power supply cable. Since different DC / AC inverters are provided for different sections, multiple maglev trains can operate simultaneously in different sections. This enables multi-vehicle operation on the line and improves the line's transport capacity.

[0009] Preferably, the constant speed section is equipped with a plurality of long stators of a linear motor of the constant speed section, the deceleration section is equipped with a plurality of long stators of a linear motor of the deceleration section, and the acceleration-plus-station section is equipped with a plurality of long stators of a linear motor of the acceleration section.

[0010] Preferably, a deceleration power supply cable is provided between the plurality of long stators of the linear motor of the deceleration section and the deceleration-acceleration inverter, an acceleration power supply cable is provided between the plurality of long stators of the linear motor of the acceleration section and the deceleration-acceleration inverter, and the control switch is connected between the deceleration cable and the acceleration power supply cable.

[0011] Preferably, the input ends of all inverters are connected to a 3000 V DC supply.

[0012] Preferably, the long stators of the linear motor of the constant-speed section, the long stators of the linear motor of the deceleration section, and the long stators of the linear motor of the acceleration section are each divided into long stators of the left motor and long stators of the right motor, with the long stators of the left motor and the long stators of the right motor being located to the left and right of a rail, respectively. The long stators of the left motor and the long stators of the right motor each comprise at least two groups of unit stators arranged alternately. The unit stators in each of the at least two groups are connected to each other. The unit stators in each of the at least two groups are connected to the respective inverter for the corresponding section.The inverters, located on the same side of the rail and in different sections, are connected via a data communication line.

[0013] Preferably, a total length of all unit stators located in one and the same section is identical.

[0014] Preferably, a number of the groups of the unit stators is two, and a length of each of the unit stators is equal to half a length of the maglev train.

[0015] Preferably, a number of the groups of the unit stators is three, and a length of each of the unit stators is one-third of a length of the maglev train. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] To better illustrate the technical solutions according to embodiments of the present disclosure or conventional techniques, the following briefly describes the drawings applicable to embodiments of the present disclosure or conventional techniques. It is obvious that the drawings in the following descriptions represent only some embodiments of the present disclosure, and that further drawings can be obtained by those skilled in the art without inventive effort based on the provided drawings. Fig. 1 is a schematic structural diagram of a conventional magnetic levitation train; Fig. 2 is a schematic diagram of a power supply system for a maglev train according to an embodiment of the present disclosure; Fig. 3 is a schematic diagram of a power supply system for a maglev train according to another embodiment of the present disclosure; Fig. 4 is a schematic diagram of a power supply system for a maglev train according to another embodiment of the present disclosure; and Fig. Figure 5 is a schematic representation of a section in Fig. 3. DETAILED DESCRIPTION

[0017] In the following, technical solutions in embodiments of the present disclosure are described clearly and completely in conjunction with the drawings in embodiments of the present disclosure. It is obvious that the described embodiments represent only some and not all embodiments of the present disclosure. All other embodiments obtained by those skilled in the art without inventive effort based on the embodiments of the present disclosure fall within the scope of the present disclosure.

[0018] In order for those skilled in the art to better understand the technical solutions of the present disclosure, the present disclosure will be explained in more detail below in conjunction with the drawings and specific embodiments.

[0019] It is based on the Fig. 1 to 5 are referred to. Fig. 1 is a schematic structural diagram of a magnetic levitation train using conventional technology, Fig. 2 is a schematic diagram of a power supply system for a magnetic levitation train according to an embodiment of the present disclosure, Fig. 3 is a schematic diagram of a power supply system for a magnetic levitation train according to another embodiment of the present disclosure, Fig. 4 is a schematic diagram of a power supply system for a magnetic levitation train according to another embodiment of the present disclosure, and Fig. 5 a schematic representation of a section in Fig. 3.

[0020] As in Fig. 1, a conventional power supply system includes the following: a first traction power station 101, a second traction power station 102, a first inverter 103, a second inverter 104, a third inverter 105, a fourth inverter 106, a first cable 107, a second cable 108, a first control switch 111, a second control switch 112, a third control switch 113, a fourth control switch 114, a fifth control switch 115, a sixth control switch 116, a first long stator 117 of a left linear motor, a second long stator 119 of a left linear motor, a third long stator 121 of a left linear motor, a first long stator 118 of a right linear motor, a second long stator 120 of a right linear motor, a third long stator 122 of a right linear motor, and a magnetic vehicle 123.Here, three sections are used as an illustrative example, whereby a control principle is similar for a case with more than three sections on a route.

[0021] The first inverter 103 and the third inverter 105 are connected in parallel and supply power to the first long stator 117 of the left linear motor, the second long stator 119 of the left linear motor, and the third long stator 121 of the left linear motor under the control of the first control switch 111, the third control switch 113, and the fifth control switch 115.

[0022] The second inverter 104 and the fourth inverter 106 are connected in parallel and supply power to the first long stator 118 of the right linear motor, the second long stator 120 of the right linear motor, and the third long stator 122 of the right linear motor under the control of the second control switch 112, the fourth control switch 114, and the sixth control switch 116.

[0023] The output voltages of the first inverter 103 and the third inverter 105, the second inverter 104, and the fourth inverter 106 are proportional to the vehicle's traveling speed and can reach up to 10 kV. Therefore, for an entire power transmission system, insulation protection, component selection, and cable insulation protection selection should be based on the highest voltage level.

[0024] When the magnetic levitation vehicle 123 travels on a track, the power supply system supplies power to only one linear motor long stator on which the vehicle is currently traveling. This means that a control switch for the current section is turned on, and the switches for the other sections are turned off. When the vehicle travels on a new linear motor long stator, the previous linear motor long stator is turned off. For example, if a magnetic levitation train is in section 1, the first control switch 111 and the second control switch 112 are controlled to be turned on, and the other control switches 113 to 116 are controlled to be turned off.

[0025] When the maglev train 123 continues to advance and is about to enter section 2, the third control switch 113 and the fourth control switch 114 are turned on and the switches 115 and 116 are left off.

[0026] When the maglev train 123 fully enters section 2, the control switches 111 and 112 are turned off.

[0027] When the magnetic levitation vehicle 123 enters section 3 from section 2, the above actions of switching on and off are repeated at corresponding control switches when the magnetic levitation vehicle enters section 1 into section 2.

[0028] From the above, it is clear that the switching of the switches is very important in the system, and the vehicle cannot drive if the switching fails. High demands are placed on the reliability of the switches, which leads to difficulties in the technical implementation regarding the device selection.

[0029] As in Fig. 2, a power supply system for a maglev train according to the present disclosure includes: a first constant-speed inverter 1001, a second constant-speed inverter 1003, a deceleration-acceleration inverter 1002 (i.e., the deceleration-acceleration inverter according to claim 1), power supply cables 1004 to 1007, long stators 1008 and 1011 of a linear motor of the constant-speed section, a long stator 1009 of a linear motor of the deceleration section, a long stator 1010 of a linear motor of the acceleration section, control switches 1012 and 1013, and a maglev train 1014.

[0030] The first constant-speed inverter 1001, the second constant-speed inverter 1003, and the deceleration-acceleration inverter 1002 are all connected to a high-voltage power supply (DC 3000V). The DC power supply generally operates in a distributive manner.

[0031] When the maglev train 1014 travels at constant speed from a left side, as in Fig. As shown in Figure 2, the control switch 1012 is turned on, and the power output from the deceleration-acceleration inverter 1002 is supplied to the long stator 1009 of the linear motor of the deceleration section via a deceleration power supply cable 1005. In this case, a power frequency, a voltage, and other parameters are the same as the parameters of the long stator 1008 of the linear motor of the constant-speed section.

[0032] When the maglev train 1014 enters the deceleration section, the speed gradually decreases, and the train continues to advance. In a process where a front half of the vehicle enters the acceleration-plus-station section (the acceleration-plus-station section can be considered a section with a platform located in such a section), the long stator 1010 of the linear motor of the acceleration section is not energized in the acceleration-plus-station section, and the train is energized by the long stator 1009 of the linear motor of the deceleration section in the deceleration section.

[0033] The vehicle continues to advance. When half of the vehicle enters the acceleration-plus station section, control switch 1012 is turned off and control switch 1013 is turned on. A maximum power loss of the vehicle would reach half, and the power loss occurs immediately at a switching time. Since the train decelerates and arrives at the station, the train's operation is not affected.

[0034] Passengers board or disembark the vehicle when the maglev train 1014 stops at the platform. Since the control switch 1012 is off at this time, the long stator 1009 of the linear motor of the deceleration section is not energized, and a following train cannot enter the acceleration-plus station section. This makes it impossible for the following train to accidentally reach the platform. The platform can be located at a transition between the deceleration section and the acceleration-plus station section, with the platform being located in the acceleration-plus station section.

[0035] When passengers have finished boarding or disembarking from the maglev train 1014, the vehicle continues to advance. After leaving the acceleration-plus station section, the vehicle travels to the next constant-speed section. Namely, the vehicle travels from the long stator 1010 of the linear motor of the acceleration section in the acceleration-plus station section, which receives power from the deceleration-acceleration inverter 100 via the control switch 1013, to the long stator 1011 of the linear motor of the constant-speed section, which receives power from the second constant-speed inverter 1003.

[0036] At this time, control switch 1013 is turned off and control switch 1012 is turned on, so that a following train can enter the station.

[0037] The retraction and extension of the maglev train 1014 is achieved using the above process. The above steps are repeated for the next incoming train.

[0038] Fig. 3 is a schematic diagram of a power supply system for a maglev train according to another embodiment of the present disclosure.

[0039] A power system for a maglev train includes the following: inverters 100, 200, 300, 400, 3700, 3800, 3900, and 4000 of constant-speed sections, and inverters 1300, 1400, 1500, and 1600 of a deceleration-acceleration section (hereinafter, a component is referred to by reference numeral for simplicity). It should be noted that only four segments of a long stator of a traction motor are shown for each section, although in practice, the number of segments of the long stator of the traction motor may be more than four. If the long stator of the traction motor is 50 m long, while a section length is 2 km, there should be 40 stator segments connected in an interleaved manner, of which a specific sub-representation is shown as in Fig. 5 is shown.

[0040] The input ends of the 100, 200, 300, 400, 1300, 1400, 1500, and 1600, 3700, 3800, 3900, and 4000 inverters are all connected to a 3000V DC power supply. The 3000V DC power supply is a fully developed power supply device widely used in urban rail networks. Its voltage is far lower than the three-phase 10 kV in a conventional power system. This reduces the costs of high-voltage protection, component selection, and cabling.

[0041] The constant-speed section inverter 100 is connected to a long stator 1100 of a linear motor via a constant-speed power supply cable 500. The constant-speed section inverter 200 is connected to a long stator 900 of a linear motor via a constant-speed power supply cable 600. The constant-speed section inverter 300 is connected to a long stator 1000 of a linear motor via a constant-speed power supply cable 800. The constant-speed section inverter 400 is connected to a long stator 1200 of a linear motor via a constant-speed power supply cable 700.

[0042] The constant-speed section inverter 3700 is connected to a long stator 4500 of a linear motor via a constant-speed power supply cable 4100. The constant-speed section inverter 3800 is connected to a long stator 4600 of a linear motor via a constant-speed power supply cable 4200. The constant-speed section inverter 3900 is connected to a long stator 4700 of a linear motor via a power supply cable 4300. The constant-speed section inverter 4000 is connected to a long stator 4800 of a linear motor via a constant-speed power supply cable 4400.

[0043] The inverter 1300 of the deceleration-acceleration section is connected to a control switch K1-2 and a control switch K2-2 via a cable 1800. Further ends of the control switch K1-2 and the control switch K2-2 are connected to a long stator 2400 of the linear motor via a cable 2000 and to a long stator 2600 of the linear motor via a cable 2200, respectively. The inverter 1400 of the deceleration-acceleration section is connected to a control switch K1-1 and a control switch K2-1 via a cable 1700. Further ends of the control switch K1-1 and the control switch K2-1 are connected to a long stator 2300 of the linear motor via a cable 1900 and to a long stator 2500 of the linear motor via a cable 2100, respectively. The inverter 1500 of the deceleration-acceleration section is connected to a control switch K1-4 and a control switch K2-4 via a cable 2800.The other ends of the control switch K1-4 and the control switch K2-4 are connected to a long stator 3400 of the linear motor via a cable 3000, and to a long stator 3600 of the linear motor via a cable 3200, respectively. The inverter 1600 of the deceleration-acceleration section is connected to a control switch K1-3 and a control switch K2-3 via a cable 2700. The other ends of the control switch K1-3 and the control switch K2-3 are connected to a long stator 2300 of the linear motor via a cable 2900, and to a long stator 2500 of the linear motor via a cable 3100, respectively.

[0044] Compared to the conventional power supply system, which Fig. As shown in Figure 1, the control switch for the constant-speed section is omitted. This reduces costs and eliminates risks associated with the control switch.

[0045] A process for a 5300 maglev train entering a station is described as follows.

[0046] When the maglev train 5300 travels from a constant-speed section 1 on the left side, the control switches K1 (including control switches K1-1, K1-2, K1-3, and K1-4) are turned on, and the power output from the deceleration-acceleration inverters is transmitted to the long stators 2300, 2400, 3300, and 3400 of a linear motor of the deceleration section via cables 1900, 2100, 2900, and 3100, respectively. In this case, a power frequency, voltage, and other parameters are consistent with the parameters of the long stators 900, 1000, 1100, and 1200 of a linear motor in the constant-speed section 1.

[0047] When the 5300 maglev train enters a deceleration section, the speed gradually decreases and the train continues to run. In a process for the front half of the vehicle entering an acceleration section (including the station section), the long stators 2500, 2600, 3500, and 3600 of a linear motor in the acceleration section (including the station section) are not energized, and the train is energized by the long stators 2300, 2400, 3300, and 3400 of the linear motor in the deceleration section.

[0048] The vehicle continues to advance. When half of the vehicle enters the acceleration section (including the station section), control switches K1 are turned off and control switches K2 (including control switches K2-1, K2-2, K2-3, and K2-4) are turned on. The vehicle's maximum power loss would reach half, and the power loss occurs immediately at the switching point. Since the train decelerates and enters the station, train operation is not affected.

[0049] Passengers board or disembark the vehicle when the maglev train 5300 stops at the acceleration section (including the station section). Since the control switches K1 are turned off at this time, the long stators 2300, 2400, 3300, and 3400 of the deceleration section's linear motor are not energized, and a following train cannot enter the acceleration-plus-station section. This makes it impossible for the following train to accidentally arrive at the platform. Such a concept is a key concept to be protected by the present disclosure.

[0050] When passengers have finished boarding or disembarking from the maglev train 5300, the vehicle continues to advance. After leaving the acceleration section (including the station section), the vehicle proceeds to a subsequent constant-speed section. Namely, the vehicle travels from the long stator 2500, 3500, and 3600 of the linear motor in the acceleration section (including the station section), which receives power from the deceleration-acceleration power supply inverter 1300 to 1600 via the control switch K2, to the long stator 4300 to 4600 of the constant-speed linear motor, which receives power from the constant-speed power supply inverter 3700 to 4000.

[0051] At this point, control switches K2 are turned off and control switches K1 are turned on, so that a following train can enter the station.

[0052] The entry and exit of the 5300 maglev train is achieved through the above process. The above steps are repeated for the next incoming train.

[0053] If one of the inverters 100, 200, 300, 400, 1300, 1400, 1500, 1600, 3700, 3800, 3900 and 4000 fails, the power supply to a quarter of the linear motor long stators in a corresponding section is affected without affecting the operation of the vehicle.

[0054] The linear motor long stator 900 and a subsequent linear motor long stator nested with the long stator 900 are connected via a power supply cable. In other sections, a connection type for linear motor long stators corresponds to that for the linear motor long stator 900. Each of the Fig. 3 stators shown is a standard stator.

[0055] According to the present disclosure, when the unit stators are divided into two groups, a length of each unit stator corresponds to half the length of the maglev train. That is, when the maglev train consists of four cars, as shown in Fig. 3, a length of the second unit stator 1100 from the left, the first unit stator 900 from the left, the first unit stator 1000 from the right, and the second unit stator 1200 from the right should not be more than half the length of the maglev train, or the length of each unit stator corresponds to a total length of two cars when the maglev train consists of the four cars. Such a configuration is advantageous in reducing the induced electromotive force. As another example, when the maglev train consists of six cars, the length of the second unit stator 1100 from the left, the first unit stator 900 from the left, the first unit stator 1000 from the right, and the second unit stator 1200 from the right should not be more than one-third of the length of the maglev train, or the length of the unit stator corresponds to a total length of three cars when the maglev train consists of the six cars.

[0056] The above design of the unit stator length can be related to the principle of a transformer. The unit stator can be regarded as the primary side of a transformer, and a rotor section on the car as the secondary side of the transformer. A voltage on the secondary side is proportional to a voltage on the primary side. Assume that the length of the unit stator is 50 m and the length of a car is 25 m. If a voltage across the stator is 1000 V, a voltage across the car will be 500 V due to induction. Otherwise, the voltage across the car will be high, which will affect the insulation protection.

[0057] According to the present disclosure, a length of each unit stator corresponds to one-third of the length of the maglev train when the unit stators are divided into three groups. That is, if the maglev train consists of six cars, the length of each linear motor stator should correspond to a total length of two cars of the maglev train, or three consecutive unit stators (linear motor stators) can cover exactly one length of the entire maglev train (six cars) when the maglev train consists of six cars.

[0058] Linear motor long stators in each section are not physically connected to those in an adjacent section, allowing multiple maglev trains to run on the same track simultaneously. For example, when a maglev train is running in constant-speed section 1, the train is powered by DC / AC inverters 100, 200, 300, and 400. When another maglev train is running in constant-speed section 2, that train is powered by DC / AC inverters 3700, 3800, 3900, and 4000. The current speeds of the trains are different, and the speed is controlled by the frequency and current of the linear motor long stator. Fig. For example, in the conventional power supply system shown in Figure 1, the entire track or multiple sections are powered by the same group of inverters, and the linear motor long stators are supplied with power under the control of the switches. Thus, only one maglev train is allowed to run in the power supply section. In comparison, according to an embodiment of the present disclosure, maglev trains can run in both the constant-speed section 1 and the constant-speed section 2 simultaneously.

[0059] The distance between the inverters 100, 200, 300, and 400 and the long stators 900, 1000, 1100, and 1200 of the linear motor can be as short as possible. In one aspect, the lengths of the power supply cables 500, 600, 700, and 800 can be shortened, and the costs of high-voltage protection and cables can be reduced. In another aspect, the inverters 100, 200, 300, and 400 and the long stators 900, 1000, 1100, and 1200 of the linear motor are modularly designed, which facilitates development support. A similar design for other sections is used.

[0060] Specific data communication lines 4900, 5000, 5100, and 5200 are primarily used to transmit data information between inverters connected under specific conditions. For example, specific data communication line 4900 is used to transmit information such as phase, current, and frequency between DC / AC inverters 100, 200 and DC / AC inverters 1300, 1400.

[0061] In Fig. 4 shows a power supply system for a maglev train according to another embodiment of the present disclosure. The concept of inverter sharing is also applied to the constant-speed section. Assume that there are three intervals in BAC. The interval between B and A includes three constant-speed sections, each 2 km long. In a platform interval A, both a deceleration section and an acceleration section (including the station section) are 1.5 km long. The interval between A and C also includes three constant-speed sections, each 2 km long.

[0062] There are three inverters 0201, 0202, and 0203 in the above three intervals. Inverter 0201 is designed to supply power to the three constant-speed sections in interval BA. Inverter 0202 is designed to supply power to the deceleration section and the acceleration section (including the station section) in platform interval A. Inverter 0203 is designed to supply power to the three constant-speed sections in interval AC. An output of inverter 0201 is connected to the long stators 0210, 0211, and 0212 of a linear motor of the constant-speed section via three control switches 0207 to 0209 and further via power supply cables 0204 to 0206.

[0063] An output of the inverter 0202 is connected via control switches 0215 and 0216 and further via cables 0213 and 0214 to a long stator 0217 of a linear motor of the deceleration section and a long stator 0218 of a linear motor of the acceleration section.

[0064] An output of the inverter 0203 is connected via three control switches 0222, 0223 and 0224 and further via cables 0219, 0220 and 0221 to the long stators 0225, 0226 and 0227 of a linear motor of the constant speed section.

[0065] When the maglev train 0228 travels from platform B to platform C, the control steps are described as follows.

[0066] Initially, control switches 0207, 0215 and 0222 are switched on.

[0067] In step 1, after accelerating at platform B, the maglev train 0228 enters the linear motor long stator section 0210. If the speed of the maglev train has not reached the maximum operating speed, the acceleration can continue. Once the speed has reached the maximum operating speed, the speed is maintained at a constant level.

[0068] In step 2, when half of the maglev train enters section 0211, control switch 0207 is turned off and control switch 0208 is turned on. The maglev train continues to travel at a constant speed. Switching may result in half of the maglev train's power being lost. Considering a speed of 150 km / h to 250 km / h, with a total length of the maglev vehicle of 4*25 = 100 m, the time during which half the power is lost is approximately 1.45 s to 2.39 s. The vehicle's operation is therefore not affected.

[0069] In step 3, when the maglev train enters section 0212, an action and step to control switches 0208 and 0209 are similar to step 1.

[0070] In step 4, when the maglev train enters section 0217, the characteristics of the currents output at interval BA and at platform interval A are identical, resulting in no power loss during any process for the maglev train entering section 0217. After the maglev train has fully entered section 0217, control switch 0209 is turned off and control switch 0207 is turned on, allowing another train to enter interval BA. The maglev train decelerates on the long stator of a linear motor in section 0217.

[0071] In step 5, when half of the maglev train enters section 0218, control switch 0207 is turned off and control switch 0208 is turned on. At a switching point, a power loss occurs. Because the maglev train slows down, the vehicle's operation is not affected. The maglev vehicle stops in section 0218 to allow passengers to board and disembark.

[0072] In step 6, after passengers have boarded or disembarked and upon receiving a departure signal, the maglev train begins to accelerate. At this time, the maximum output current of the inverter for platform A is high, reaching up to 1800A.

[0073] In step 7, in a process for the maglev train entering section 0225, the actions of the inverter and control switches in interval AC are identical to those of the inverter and control switches in interval BA when the maglev train enters interval BA. Steps 1-6 are repeated, and the maglev train travels to the next station.

[0074] From the above steps, it can be seen that maglev trains are allowed to operate simultaneously in interval BA, platform interval A, and interval AC. It should be noted that the safety and continuity of the vehicles should be ensured by an appropriate layout, further considering a vehicle speed and an interval between departures.

[0075] Such a design enables the simultaneous operation of several maglev trains on a route and thus improves the transport capacity of the route.

[0076] The concept of shared inverter use not only prevents a disadvantage in the high-voltage transmission of the central power supply, but also largely preserves the design of the inverters on the line. Investment and construction costs along the route are reduced.

[0077] Since the operation of the magnetic levitation train relies on the long stator of the linear motor for power supply, the operational safety of the vehicles on the track is further improved by switching between the control switches.

[0078] In Fig. 5 is a detailed schematic structural diagram of a portion of a power supply system for a maglev train according to the present disclosure and also based on Fig. 3 further described.

[0079] The power system includes inverters 001 to 004 of a constant-speed section. If the length of a traction motor's long stator is 50 m and the length of a section is 2 km, 40 long stators should be connected in a nested manner.

[0080] Inverters 001-004 of the constant-speed section are connected to a 3000V DC power supply. The 3000V DC power supply is a sophisticated power supply device widely used in urban rail networks. Its voltage is far lower than the three-phase 10 kV in a conventional power system. This reduces the costs of high-voltage protection, component selection, and cables.

[0081] The inverters 001 to 004 of the constant-speed section are connected to the linear motor long stators 009 to 012 via power supply cables 005 to 008. In the same section, there are 40 traction motor long stators, which are connected in a nested manner on each side to achieve a total length of 2 km.

[0082] If one of the inverters 001-004 of the constant speed section fails, the power supply to one-quarter of the linear motor long stators in such a section would be affected, but the operation of the vehicle would not be affected.

[0083] The linear motor long stator 009 and a subsequent linear motor long stator nested with the long stator 009 are connected via a power supply cable. The connection method for additional linear motor long stators (0010 to 0012) in such a section is the same as for the linear motor long stator 009.

[0084] It should be noted that the relational terms such as "first", "second", and the like are used here only to distinguish one unit or operation from another, rather than requiring or implying any actual relationship or order between the units or operations.

[0085] In the foregoing, the power supply system for the maglev train according to embodiments of the disclosure is described in detail. The principle and implementations of the present disclosure are illustrated in conjunction with specific embodiments. The above description for embodiments is intended to contribute to an understanding of the method and principle of the present disclosure. Various changes, modifications, and equivalents can be made by those skilled in the art to the technical solutions of the present disclosure without departing from the principle of the present disclosure. The changes, modifications, and equivalents should be within the scope of the present disclosure.

Claims

[1] Power supply system for a maglev train, comprising: a constant-speed inverter configured to supply power to a vehicle in a constant-speed section having at least one long stator; and a deceleration-acceleration inverter configured to supply power to a vehicle in a deceleration section having at least one long stator or to a vehicle in an acceleration-plus-station section having at least one long stator; wherein the deceleration section is adjacent to the constant speed section in a vehicle travel direction of the vehicle and the acceleration-plus-station section is adjacent to the deceleration section in the vehicle travel direction; wherein a platform for the vehicle is arranged within the acceleration-plus-station section, wherein the deceleration section serves for braking the vehicle to stop at the platform and the acceleration-plus-station section serves for accelerating the vehicle after leaving the platform; wherein the deceleration-acceleration inverter is equipped with a control switch; and wherein the control switch is configured such that, as soon as a part of the vehicle enters the acceleration-plus-station section from the deceleration section, the control switch disconnects the at least one long stator of the deceleration section from the power supply and supplies the at least one long stator of the acceleration-plus-station section with power. [2] The power supply system for the maglev train according to claim 1, wherein the control switch is configured to re-supply power to the at least one long stator of the deceleration section when the vehicle leaves the acceleration-plus station section along the vehicle travel direction. [3] A power supply system for the maglev train according to claim 1, wherein: the constant speed section is equipped with several long stators of a linear motor of the constant speed section; the deceleration section is equipped with several long stators of a linear motor of the deceleration section; and the acceleration-plus station section is equipped with several long stators of a linear motor of the acceleration section. [4] A power supply system for the maglev train according to claim 3, wherein: a deceleration power supply cable is provided between the plurality of long stators of the linear motor of the deceleration section and the deceleration-acceleration inverter; an acceleration power supply cable is provided between the plurality of long stators of the linear motor of the acceleration section and the deceleration-acceleration inverter, and a constant speed power supply cable is provided between the plurality of long stators of the linear motor of the constant speed section and the constant speed inverter. [5] The power supply system for the maglev train according to claim 4, wherein the input ends of all the inverters are connected to a DC power supply of 3000 V. [6] A power supply system for the magnetic levitation train according to any one of claims 3 to 5, wherein: the long stators of the linear motor of the constant speed section, the long stators of the linear motor of the deceleration section, and the long stators of the linear motor of the acceleration section are each divided into long stators of the left motor and long stators of the right motor; the long stators of the left and the long stators of the right motor are located to the left and right of a rail respectively; the long stators of the left motor and the long stators of the right motor each comprise at least two groups of unit stators arranged in a nested manner; the unit stators in each of the at least two groups are interconnected; the unit stators in each of the at least two groups are connected to the respective inverter for the corresponding section; and the inverters located on the same side of the rail and in different sections are connected via a data communication line. [7] The power supply system for the maglev train according to claim 6, wherein a total length of all unit stators located in one and the same section is identical. [8] The power supply system for the maglev train according to claim 7, wherein a number of the groups of the unit stators is two and a length of each of the unit stators is half a length of the maglev train. [9] The power supply system for the maglev train according to claim 7, wherein a number of the groups of the unit stators is three and a length of each of the unit stators is one-third of a length of the maglev train. [10] A power supply system for the maglev train according to any one of the preceding claims, wherein the part of the vehicle is a front half of the vehicle.

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