40 results about "Electric traction" patented technology

The application provides a mobile filter cake crushing device and a plate-and-frame filter press, wherein the mobile filter cake crushing device comprises a mobile vibration and positioning integrated mechanism, a filter cake crusher, a guide rail, a vibration rod, a homing contactor and a return contactor; the mobile vibration and positioning integrated mechanism moves along the guide rail with the filter cake crusher under the traction of an electric traction mechanism. When discharging is completed, the mobile vibration and positioning integrated mechanism moves along the guide rail with the filter cake crusher under the traction of an electric driving mechanism, is automatically positioned at the lower part of the discharging filter plate, and vibrates and crushes the large filter cake. The application solves the problem of how to crush large filter cake to prevent them from forming an arch in the hopper below the plate-and-frame filter press.

A hybrid electric vehicle (HEV) includes an internal combustion engine, an electric traction motor, and a motor / generator configured to drive the internal combustion engine or be driven by the internal combustion engine to generate electricity to charge a high voltage battery and / or drive the electric traction motor. An exhaust aftertreatment system includes a gasoline particulate filter (GPF), and a control system includes a controller for monitoring and performing a regeneration operation of the GPF. The controller is programmed to determine the GPF needs to be regenerated, and determine if a temperature of the GPF meets or exceeds a predetermined threshold indicating a GPF regeneration can occur. Upon an engine shutdown event, if the temperature meets or exceeds the predetermined threshold, the controller gradually spins down a speed of the internal combustion engine in fuel shut-off to generate a flow of air to the GPF to initiate a GPF regeneration.

The invention relates to a method for controlling an electric traction drive machine of an electric motor vehicle drive, wherein a torque and a rotation speed of the traction drive machine is variably adjusted using a drive converter, in a drive mode of the motor vehicle the traction drive machine is operated as a motor and generates a drive torque by way of which drive wheels of the motor vehicle are driven, in a braking mode of the motor vehicle the traction drive machine is operated as a generator via the drive wheels of the motor vehicle and generates a braking torque by way of which the drive wheels of the motor vehicle are braked; for controlling the rotation speed of the traction drive machine, the current rotation speed of the traction drive machine is detected or calculated and is fed to the drive converter as an actual rotation speed, wherein the actual rotation speed is generated by smoothing the current rotation speed, and in the braking mode the braking torque is adjusted as a function of the actual rotation speed and / or the current vehicle speed. The method according to the invention is characterized in that in the braking mode the braking torque is additionally adjusted as a function of an at least indirectly detected current vehicle deceleration.

The invention relates to a method for operating a drive system (1) for a motor vehicle, wherein the drive system (1) comprises a traction battery (2), an electric traction machine (5, 8) electrically connected to the traction battery (2), an internal combustion engine (11) and a generator (12) that can be driven by the internal combustion engine (11) and is electrically connected to the traction battery (2), wherein the drive system (1) comprises a first temperature control circuit (15) for temperature control of the traction battery (2) and a second temperature control circuit (16) for temperature control of the internal combustion engine (11).The invention further provides that the drive system (1) also has a third temperature control circuit for temperature control of the electric traction motor (5), and that the second temperature control circuit (16) is fluidically connected to the first temperature control circuit (15) via a first valve arrangement (18) and to the third temperature control circuit (17) via a second valve arrangement (17). The invention further relates to a drive system (1) for a motor vehicle and a computer program product.

The invention relates to a method for controlling a battery-electric drive system for a motor vehicle, wherein the battery-electric drive system comprises a high-voltage battery (1), at least one electric traction drive motor (2) and a plurality of electrical auxiliary loads (3), and the at least one electric traction drive motor (2) and the electrical auxiliary loads (3) are supplied with electric power from the high-voltage battery (1), comprising the following steps: • - detecting a present state of charge and / or a present battery current limit value of the high-voltage battery (1), • - reducing the drive power of the at least one electric traction drive motor (2) and / or switching off electrical auxiliary loads (3) on the basis of the detected present state of charge and / or the detected present battery current limit value. In line with the method according to the invention, a specific priority is assigned to each electrical auxiliary load (3) and the electrical auxiliary loads (3) are switched off or power consumption by the electrical auxiliary loads (3) is reduced on the basis of the detected present state of charge and / or the detected present battery current limit value individually depending on the specific priority of the respective electrical auxiliary load (3), so that electrical auxiliary loads (3) with a comparatively higher specific priority are switched off, or the power consumption by these electrical auxiliary loads is reduced, with a lower priority than electrical auxiliary loads (3) with a comparatively lower specific priority.

This relates to a driving dynamics system and a method for adjusting braking pressure. [Solution] The present invention relates to a driving dynamics system comprising at least one electric traction motor and at least one (first) electro-hydraulic pressure supply unit (BM1), wherein a primary control unit is communicably connected to a traction motor control unit for controlling the traction motor to execute steering and braking commands, and at least one of the hydraulically operable wheel brakes (RB1-RB4) is associated with a braking pressure regulating valve and outlet valve (AV1-AV4) in the form of a special solenoid valve (MV2k) particularly tensile resistant, wherein the driving dynamics system, in particular the primary control unit (M-ECU), is configured to selectively reduce pressure from at least one hydraulically operable wheel brake via the associated outlet valve or via the special solenoid valve (MV2k).

Serial hybrid drive system for a vehicle, comprising (a) a tank for a liquid or chemically bound storage medium, (b) a conditioning unit for preparing and dosing the storage medium, (c) a demand-controlled conversion module that generates a motor-operated working medium from the storage medium, (d) an internal combustion engine powered by the working medium, which drives a generator, (e) a DC intermediate circuit supplied by the generator, (f) an electric traction motor supplied from the DC intermediate circuit and providing traction exclusively, (g) an electrical power buffer on the DC intermediate circuit, (h) and a control unit that regulates the conversion module and the internal combustion engine in such a way that the internal combustion engine is operated in a limited range of steady load points.

The invention relates to a method for controlling a battery-electric drive system for a motor vehicle, wherein the battery-electric drive system comprises an HV battery, at least one electric traction drive motor and a plurality of electrical auxiliary consumers, and the at least one electric traction drive motor and the electrical auxiliary consumers are supplied with electrical power from the HV battery, comprising the following steps: - Recording the current state of charge and / or the current battery current limit of the HV battery; - Reducing the drive power of at least one electric traction drive motor and / or switching off electrical auxiliary consumers depending on the detected current state of charge and / or the detected current battery current limit. The method according to the invention is characterized in that each electrical auxiliary consumer is assigned a specific priority and the switching off of the electrical auxiliary consumers or a reduction in the power consumption of the electrical auxiliary consumers is carried out individually depending on the specific priority of the respective electrical auxiliary consumer, depending on the detected current state of charge and / or the detected current battery current limit value, so that electrical auxiliary consumers with a comparatively higher specific priority are switched off or have their power consumption reduced in a subordinate manner to electrical auxiliary consumers with a comparatively lower specific priority.

A method for defining (10) a target state of charge (SOCTgt) of at least one high-voltage battery comprised in a vehicle having at least one electric traction motor, said method comprising: - defining at least one target parameter based on a driving mode (DrvMod), said at least one target parameter being indicative of a respective behaviour of the vehicle required for said driving mode (DrvMod); and - defining (10) said target state of charge (SOCTgt) as the maximum state of charge of the at least one high-voltage battery for which said at least one target parameter is satisfied.

An electric vehicle includes an electric traction motor configured to drive the vehicle, first and second half shafts operably coupled to the electric traction motor, and a single inboard friction brake assembly operably coupled to the first half shaft and configured to selectively brake the first half shaft and a first wheel connected thereto. A controller is in signal communication with the electric traction motor and the inboard friction brake assembly to selectively perform a regenerative braking operation with the electric traction motor and a friction braking operation with the inboard friction brake assembly.

Disclosed herein is a method for determining limit target values of thermal cooling power for one or more traction units of an electric powertrain of a vehicle, wherein each traction unit comprises an electric traction motor (M1, M2, M3, M4), an inverter operatively connected to the eelleeccttrriicc traction motor (M1, M2, M3, M4), and a transmission connecting the electric traction motor (M1, M2, M3, M4) to one or more drive wheels (RL, RR, FL, FR) and including aa transmission lubricant, the electric powertrain moreover including a battery operating in a relationship of electrical power transfer with each electric traction motor (M1, M2, M3, M4). Thanks to the method according to the invention it is possible, as a function of the mission requested by the driver of the vehicle (DriveMod), to increase the duration of the performances of the powertrain without incurring in derating interventions, by dynamically controlling the cooling power of the traction components of each traction unit. Moreover, it is possible to increase the driving range of the vehicle by using less electrical energy for cooling the traction components, by making use of the thermal capacity of the traction components, thus enabling a reduction of the minimum flow rate of coolant towards the inverters. Finally, it becomes possible to use all the available thermal cooling power in order to avoid reaching critical temperatures of the traction components.

A method for managing an electrical power in at least one high-voltage battery comprised in a vehicle having at least one electric traction motor, said method comprising: - defining (30; 300a) a maximum discharge power limit (PBat_Dischrg_Lim) based on a driving mode (DrvMod), on a thermal power (PBat_Clg_Max) available for cooling the at least one high-voltage battery, and on a maximum temperature (TBat_Cell_Max) selected from temperatures of cells of the at least one high-voltage battery; and - limiting the electrical power supplied by said at least one high-voltage battery during a motion of the vehicle via said maximum discharge power limit (PBat_Dischrg_Lim); and / or - defining (30; 300b) a maximum charge power limit (PBat_Chrg_Lim) based on said driving mode (DrvMod), on said thermal power (PBat_Clg_Max) available for cooling the at least one high-voltage battery, and on said maximum temperature (TBat_Cell_Max) selected from temperatures of cells of the at least one high-voltage battery; and - limiting the electrical power absorbed by said at least one high-voltage battery during a motion of the vehicle via said maximum charge power limit (PBat_Chrg_Lim).

Mobile work machine (1000), comprising: - an electric traction drive (100) for moving the mobile working machine (1000), - a traction battery (101) to supply the electric traction drive (100), - an electric component drive (200) for driving at least one working machine component (201), - a component battery (202) for supplying the electric component drive (200), and - a coupling device (300, 301) that supplies the electric component drive (200) as required also from the traction battery (101).

The application relates to a contact line polishing device with a dust suction device, and belongs to the technical field of urban rail transit polishing instruments and tools, which comprises a rack, at least one polishing machine is connected to each end of the rack, an angle adjusting mechanism is connected to the polishing machine, the polishing machine and the angle adjusting mechanism are in one-to-one correspondence and are connected, a running mechanism is arranged on the rack, and the rack slides on a busbar through the running mechanism; dust removal covers are arranged at the two ends of the rack, gas outlets of the two dust removal covers are jointly connected with a dust suction assembly, the dust suction assembly is fixed on the rack, one end of the dust removal cover away from the dust suction assembly is slidably arranged on the busbar, the dust removal cover covers a polishing disc and a boss of the polishing machine, and an air inlet pipe is arranged on the dust removal cover; the dust removal cover is sleeved on the boss of the polishing machine, and when the polishing machine moves under the driving of an electric traction device, the dust removal cover moves together. The application has the effects of realizing fine polishing of the contact line and efficiently treating dust generated in the polishing.

A fuel cell system for a vehicle equipped with a regenerative braking system is disclosed. The fuel cell system comprising: an electric traction machine; a fuel cell configured to power the electric traction machine, the power output from the fuel cell being controlled by a throttle introducing a lag time between operation of the throttle and the power output of the fuel cell; an energy storage system comprising a first energy storage device being a first battery pack or a first super capacitor, and a second energy storage device being a second battery pack or a second super capacitor; a control and relay unit electrically connecting the fuel cell, the energy storage system and the electric traction machine to each other; and a control system.

The present application belongs to the field of electric traction control, and particularly relates to a high-efficiency electric control method and system for traction motors of new energy electric locomotives, which comprises: operation state parameter acquisition; bus voltage feedforward dynamic compensation; online identification of key parameters of electric machines; multi-target coordinated optimization traction control; active damping injection resonance suppression; fault diagnosis and fault-tolerant control. The method aims to solve the problem of control accuracy decline caused by voltage fluctuation and parameter drift. At the same time, a system is constructed based on the above method, which comprises: an energy management interface unit; a signal conditioning and acquisition subsystem; a main control core processing unit; an isolation driving subsystem; a power conversion module; an energy feedback management unit; a residual life prediction module. By adopting the above technical scheme, the control stability and energy efficiency ratio under complex working conditions are significantly improved, the loss and torque ripple are reduced, and the smoothness and safety of locomotive operation are enhanced.

This application discloses a combined braking and energy recovery control system and method for an electric traction machine, relating to the field of power construction equipment technology. The system includes a permanent magnet synchronous motor drive unit, a transmission mechanism, a power-loss mechanical braking device, an energy storage device, and a control unit. During deceleration or downhill cable laying, the permanent magnet synchronous motor enters a power generation mode, converting kinetic energy into electrical energy and storing it in the energy storage device. During emergency braking, the control unit issues a zero-speed lock, and the controller uses closed-loop control to smoothly bring the traction drum to a complete stop. After confirming the traction drum has stopped, the power-loss mechanical braking device mechanically locks itself. After successful mechanical locking, the zero-speed lock of the permanent magnet synchronous motor is released. When releasing the brake, the control unit activates the zero-speed lock and then releases the power-loss mechanical braking device, ensuring unlocking without displacement. This application improves braking safety, energy utilization efficiency, and system reliability through a dual mechanism of "zero-speed locking + power-loss braking."

A hybrid electric vehicle (HEV) includes an internal combustion engine, an electric traction motor, and a motor / generator configured to drive the internal combustion engine or be driven by the internal combustion engine to generate electricity to charge a high voltage battery and / or drive the electric traction motor. An exhaust aftertreatment system includes a gasoline particulate filter (GPF), and a control system includes a controller for monitoring and performing a regeneration operation of the GPF. The controller is programmed to determine the GPF needs to be regenerated, and determine if a temperature of the GPF meets or exceeds a predetermined threshold indicating a GPF regeneration can occur. Upon an engine shutdown event, if the temperature meets or exceeds the predetermined threshold, the controller gradually spins down a speed of the internal combustion engine in fuel shut-off to generate a flow of air to the GPF to initiate a GPF regeneration.

A method for operating a motor vehicle (1) comprising an interior (2) designed for the occupancy of at least one person (3), a drive unit (4) comprising at least one electric traction motor (5) and an inverter (6) for providing electrical power to the traction motor (5), and at least one environmental detection device, wherein the environmental detection device is used to detect the environment of the motor vehicle (1), is characterized in that the detected environment is analyzed to determine whether it causes or would cause an increase in the perception of an operating noise generated by the drive unit (4) in the interior (2) of the motor vehicle (1), and if this is determined, the operation of the drive unit (4) is modified accordingly.that the operating noise generated by it is reduced, at least with regard to perception in the interior (2) of the motor vehicle (1).

Vehicle arrangement comprising a support for an electric traction and / or propulsion motor and a compressor. The invention relates to an arrangement (6) for a vehicle, in particular for a motor vehicle, comprising a body (2), the body (2) comprising a side member (4), in particular a front side member, a traction and / or propulsion motor (5), in particular an electric motor (5), an air conditioning compressor (3) comprising an electric motor driving the compressor (3), a support (10) for the motor (5) and the compressor (3), the support (10) being fixed to the side member (4), the support (10) comprising a first means for filtering vibrations emanating from the motor (5) and a second means for filtering vibrations emanating from the compressor (3). Abstract figure: Fig. 2

A method for estimating the charging time of at least one battery included in a vehicle having an electric traction motor, the method comprising: - determining (206) the distribution of current absorbed by the at least one battery during a charging phase of the at least one battery (I Batt_est ); - Determine the actual state of charge of at least one battery; - As the distribution of current absorbed by said at least one battery (I Batt_est The at least one battery is simulated (208) as a function of its actual state of charge, its capacity, and simulation time, thereby obtaining an estimate of its state of charge (SOC). est ); and - the difference between the first simulation time value and the second simulation time value is identified (216) as the charging time of at least one battery, the first simulation time value corresponding to the estimated state of charge (SOC) of at least one battery. est The second simulation time value is equal to the final state of charge (SOC) of the at least one battery, and the second simulation time value corresponds to the estimated SOC of the at least one battery. est The value is equal to the actual state of charge of the at least one battery.

Disclosed herein is a method for determining target temperature limit values for one or more traction units of an electric powertrain of a vehicle, wherein each traction unit comprises an electric traction motor (M1, M2, M3, M4 ), an inverter operatively connected to the electric traction motor (M1, M2, M3, M4 ), and a transmission connecting the electric traction motor (M1, M2, M3, M4 ) to one or more drive wheels (RL, RR, FL, FR) and including a transmission lubricant, the electric powertrain also including a battery operating in an electric power transfer relationship with each electric traction motor (M1, M2, M3, M4 ). Thanks to the method according to the invention it is therefore possible to determine target temperature limit values for one or more traction units of an electric powertrain of a vehicle, which values are corrected as a function of the vehicle mission, of the specific characteristics of the component of the traction unit, and of the actual operating condition of the vehicle.

The present application relates to a power traction combined control method of a rail traffic electric rail collision vehicle, comprising: acquiring the current temperature of the rail, the locking rail temperature, the vehicle speed, the traction motor speed, the current, the longitudinal acceleration and the rail collision end force; when the current temperature of the rail is higher than the locking rail temperature and the rail collision end force meets the stress release trigger condition, controlling the traction motor to output a positive traction torque to make the rail collision vehicle run to the target rail collision position; in the impact judgment period, judging whether the impact is established according to the motor speed drop, the current rise, the acceleration change or the force rise; after the impact is established, the positive traction torque is cancelled, and the zero torque or the electric braking state is switched to; when the reverse dragging trend of the rail is detected, the electric braking torque is reduced or cancelled; when the stress release is not completed and there is no reverse dragging trend, the traction torque is allowed to be output again, so as to link between the impact, the torque cancellation, the braking and the traction again, and improve the stress dispersion stability and safety.

This invention relates to the field of reliability engineering technology, specifically to a method and system for allocating certainty reliability indicators for an electrically driven turnout tamping machine based on a material-energy-information network. The method first performs functional decomposition and performance analysis of the entire machine, extracting key performance parameters of each subsystem and constructing performance margins. Based on certainty reliability theory, it determines the material-related reliability. Secondly, it establishes energy and information networks through the electric traction power supply relationship and the telemetry and control link, respectively, calculating the energy-related reliability and information-related reliability of each subsystem, and combining these three to obtain the subsystem functional reliability. Based on this, the system reliability is expressed as the minimum value of the subsystem functional reliability. System reliability interval constraints and performance margin mean and variance constraints are introduced to construct an optimization model with causal importance-weighted subsystem functional reliability as the objective function. An intelligent optimization algorithm is used to solve for the reliability indicators and margin allocation of each subsystem. This method can achieve refined and quantitative allocation of reliability indicators for each subsystem of an electrically driven turnout tamping machine under small sample and uncertain conditions, improving the reliability and safety of the entire machine under complex operating conditions.

The present application relates to a kind of through flexible traction power supply system energy management method, belong to electric traction technical field.The technical scheme: by arranging the weight level of negative sequence compensation, power fusion and voltage deviation compensation, combine the real-time residual capacity threshold of back-to-back converter, build from compensation to fusion to step type control logic of voltage regulation;Based on capacity threshold constraint and priority, realize multi-objective hierarchical control;First, eliminate negative sequence hazards using all or part of capacity;Second, according to the residual capacity to perform power fusion, realize the use of regenerative braking energy;Finally, try to compensate voltage deviation using the final residual capacity.The present application considers the capacity threshold of back-to-back converter, gradient type calculation reference power, improves the capacity utilization of back-to-back converter, reduces investment cost;Consider the three-phase voltage deviation of point of common coupling, realize the comprehensive management of three-phase voltage deviation, three-phase voltage unbalance and effective power factor and other power quality at point of common coupling.

Method for charging a traction battery (42) of a motor vehicle (40) with an electric traction motor (41) by means of a stationary charging station (20), wherein the charging station (20) comprises: a charging station charging controller (22) for monitoring and controlling the charging process, a charging voltage converter (24) for providing a DC charging station voltage (UL) fed into charging lines (L1,L2), an insulation tester (26) for testing the electrical insulation of the charging lines (L1,L2) against earth potential (G) and a charging station-side charging plug (28), wherein the charging voltage converter (24) provides a fixed maximum charging station voltage (UL) for charging the traction battery (42), which can be a low voltage value (U1) or a high voltage value (U2), and wherein the motor vehicle (40) has: a vehicle charging controller (50) for monitoring and controlling the charging process, an insulation tester (46) for testing the electrical insulation of the charging lines (L1, L2) against earth potential (G), a vehicle-side charging plug (32) and a charging voltage adaptor (44) by which the charging station voltage (UL) is adapted as required to the technical charging voltage level (UM) of the traction battery (42), wherein the traction battery (42) has a technical charging voltage level (UM) with the high voltage value (U2), with the process steps for connected charging plugs (28,32): Registration of a charging process by the vehicle charging controller (50) to the charging station charging controller (22) with the low voltage value (U1) as the requested charging voltage (UR), Control of an insulation test performed by the charging station insulation tester (26) by the charging station charging control unit (22) for the requested charging voltage (UR), Reporting the maximum charging station voltage (UL) by the charging station controller (22) to the vehicle charging controller (50), and If the reported maximum charging station voltage (UL) corresponds to the high voltage value (U2): Continue or register a charging process by the vehicle charging control (50) to the charging station charging control (22) with the high voltage value (U2) as the requested charging voltage (UR) and adjust the charging voltage adjuster (44) to a charging station voltage (UL) corresponding to the high voltage value (U2).

Electric traction drive for propelling a vehicle by means of electrical energy, comprising a first drive component (1) which is an inverter and which is a heat-emitting drive component (2), and a cooling system for temperature control of the first and second drive components (1, 2), wherein the cooling system comprises a first cooling circuit (3) and a second cooling circuit (4) and a heat exchanger (5), the heat exchanger (5) is configured for heat exchange between the first and second cooling circuits (3, 4), the first cooling circuit (3) leads through the first drive component (1) to temperature control the first drive component (1), the second cooling circuit (4) leads through the second drive component (2) to temperature control the second drive component (2), characterized by a first valve (36) arranged in the first cooling circuit (3) for adjusting the coolant flow from the first cooling circuit (3) through the heat exchanger (5),and a control unit (6) for actuating the first valve (36), wherein the control unit (6) is configured to actuate the first valve (36) based on a temperature model stored in the control unit (6).

Method for charging a traction battery (42) of a motor vehicle (40) with an electric traction motor (41) by means of a stationary charging station (20), wherein the charging station (20) comprises: a charging station charging controller (22) for monitoring and controlling the charging process, a charging voltage converter (24) for providing a DC charging station voltage (UL) fed into charging lines (L1, L2), an insulation tester (26) for testing the electrical insulation of the charging leads (L1, L2) against earth potential (G), and a charging station-side charging plug (28), wherein the charging voltage converter (24) provides a fixed maximum charging station voltage (ULMAX) for charging the traction battery (42), which can be a low voltage value (U1) or a high voltage value (U2), wherein the motor vehicle (40) has: a charging controller (50) for monitoring and controlling the charging process, a vehicle-side charging plug (32), the motor vehicle traction battery (42) which has a technical charging voltage level (UM) with the high voltage value (U2), a charging voltage adjuster (44) by which the charging station voltage (UL) is adapted as required to the technical charging voltage level (UM) of the traction battery (42), a protective relay (60) assigned to the charging lines (L1, L2) between the traction battery (42) and the charging plug (32), and an electrical voltage meter (62) associated with the charging lines (L1, L2) between the protective relay (60) and the charging plug (32), with the procedure steps for connected charging plugs (28,32): Registration of a charging process by the vehicle charging control (50) to the charging station charging control (22) with the high voltage value (U2) as the requested maximum charging voltage (UR), With the vehicle protection relay (60) open: the charging station charging controller (22) controls an insulation test performed by the charging station insulation tester (26) for an insulation test voltage (UI) that corresponds to the requested maximum charging voltage (UR) or the maximum charging station voltage (ULMAX) if the latter is lower than the requested maximum charging voltage (UR). Measurement of the insulation test voltage (UI) by the voltmeter (62), If the measured insulation test voltage (UI) corresponds to a lower voltage value (U1) than that of the technical charging voltage level (UM): The vehicle charging control (50) registers a charging process with the charging station charging control (22) with the low voltage value (U1) as the new requested charging voltage (UR) and adjusts the charging voltage adaptor (44) to a charging station voltage (UL) corresponding to the low voltage value (U1).

This invention relates to the field of rail transit electric traction current collection equipment technology, specifically to a magnetically levitated buffer pantograph, comprising a pantograph head support, at least one carbon sliding plate, and a sliding plate seat fixedly disposed on the underside of the carbon sliding plate. It also includes at least one support assembly disposed below the carbon sliding plate. The support assembly comprises two parallel plates, the upper plate fixed to the sliding plate seat and the lower plate fixed to the pantograph head support. At least one pair of first permanent magnets are disposed at corresponding positions on opposite sides of the two plates. This invention employs permanent magnet levitation technology without mechanical springs, resulting in constant magnetic force with minimal fluctuations and low contact pressure fluctuations at high speeds, ensuring stable and reliable current collection. Relying on magnetic levitation buffering and movable arm guidance, it possesses extremely strong stepless self-adaptation and anti-flutter performance, excellent dynamic tracking, and extended carbon sliding plate lifespan. Simultaneously, it completely eliminates the risk of spring fatigue, significantly extending overall lifespan and reducing operation and maintenance costs.