CN109952242A - High-speed maglev train with vehicle control - Google Patents
High-speed maglev train with vehicle control Download PDFInfo
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- CN109952242A CN109952242A CN201680089387.XA CN201680089387A CN109952242A CN 109952242 A CN109952242 A CN 109952242A CN 201680089387 A CN201680089387 A CN 201680089387A CN 109952242 A CN109952242 A CN 109952242A
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- 230000007246 mechanism Effects 0.000 claims description 9
- 230000005669 field effect Effects 0.000 claims description 6
- 230000006698 induction Effects 0.000 claims description 6
- 235000014676 Phragmites communis Nutrition 0.000 claims description 3
- 239000007787 solid Substances 0.000 claims description 3
- 230000007306 turnover Effects 0.000 claims description 3
- XUIMIQQOPSSXEZ-UHFFFAOYSA-N Silicon Chemical compound [Si] XUIMIQQOPSSXEZ-UHFFFAOYSA-N 0.000 claims description 2
- 229910052710 silicon Inorganic materials 0.000 claims description 2
- 239000010703 silicon Substances 0.000 claims description 2
- 230000005389 magnetism Effects 0.000 abstract 1
- 238000005516 engineering process Methods 0.000 description 10
- 238000013459 approach Methods 0.000 description 7
- 230000001360 synchronised effect Effects 0.000 description 6
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical group [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 5
- 239000004020 conductor Substances 0.000 description 5
- 238000009413 insulation Methods 0.000 description 5
- 238000005339 levitation Methods 0.000 description 5
- 239000000725 suspension Substances 0.000 description 5
- 238000004891 communication Methods 0.000 description 4
- 239000012212 insulator Substances 0.000 description 4
- 230000005355 Hall effect Effects 0.000 description 3
- 238000004364 calculation method Methods 0.000 description 3
- 238000010248 power generation Methods 0.000 description 3
- 239000004065 semiconductor Substances 0.000 description 3
- 241001669679 Eleotris Species 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000009977 dual effect Effects 0.000 description 2
- 230000001172 regenerating effect Effects 0.000 description 2
- BGPVFRJUHWVFKM-UHFFFAOYSA-N N1=C2C=CC=CC2=[N+]([O-])C1(CC1)CCC21N=C1C=CC=CC1=[N+]2[O-] Chemical compound N1=C2C=CC=CC2=[N+]([O-])C1(CC1)CCC21N=C1C=CC=CC1=[N+]2[O-] BGPVFRJUHWVFKM-UHFFFAOYSA-N 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 230000005672 electromagnetic field Effects 0.000 description 1
- 230000005670 electromagnetic radiation Effects 0.000 description 1
- 230000001939 inductive effect Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B13/00—Other railway systems
- B61B13/08—Sliding or levitation systems
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B25/00—Tracks for special kinds of railways
- E01B25/30—Tracks for magnetic suspension or levitation vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Transportation (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
A kind of high-speed maglev train with vehicle control (1), fixed setting driving coil (8) in orbit, the both ends of driving coil (8) all pass through two-way noncontacting switch (3) and are electrically connected with the main traverse line (9) of track two sides.Hall sensor is set close to switch (4), the output end of Hall sensor close to switch (4) is electrically connected with the control terminal of noncontacting switch (3) on track.Train bottom and Hall sensor are arranged close to switch (4) corresponding position with vehicle permanent magnet (2) or vehicle control electromagnetic coil (13).By controlling the magnetic direction with vehicle permanent magnet (2) or vehicle control electromagnetic coil (13) close to Hall sensor close to switch (4), can contactlessly control driving coil (8) be switched on or switched off and current direction.It can arbitrarily be controlled with the relative position with vehicle permanent magnet (2) or vehicle control electromagnetic coil (13) and the drawing magnetism of train bottom of vehicle control (1) and keep relatively fixed.It is somebody's turn to do, high reliablity simple with vehicle control structure, does not need setting control point power station along the line.
Description
The invention relates to the technical field of rail transit, in particular to a magnetic suspension train and a control system of a rail, and particularly relates to a control system between a rail driven by a linear motor and a train.
Typical electromagnetic levitation trains which are put into commercial operation at present comprise German EMS electromagnetic levitation systems and Japanese EDS superconducting electric levitation trains, both adopt a synchronous linear motor traction driving technology, a control system of a synchronous linear motor for controlling train running is complex, and the obvious problem exists that two trains in the same driving area section can only be controlled by the same control system, and two trains to be collided cannot move in opposite directions, so that the accident of collision of the two trains is difficult to avoid when the two trains with different speeds relatively move to the same driving area section. The train and the track control system for controlling the running of the train are on the track, sensors for acquiring the relative displacement between the train and the track on the train and the track also need a set of very complex algorithm and computing equipment, and a remote control technology is also needed to transmit communication signals between the train and the track control system, so that the control system has a very complex structure, too many control links appear to be weak in reliability, and the complex control system restricts the development of the magnetic suspension train.
The invention aims to overcome the defects in the technology and provides a control technology of a magnetic suspension train, which has the advantages of simple structure, reliable performance and low cost.
The technical scheme adopted by the invention for solving the technical problems is as follows:
a vehicle-mounted control system of a high-speed maglev train is characterized in that: the vehicle-mounted control system comprises a driving coil 8, a contactless switch 3, a main conducting wire 9, a Hall sensor 4, a vehicle-mounted permanent magnet 2 or a vehicle-controlled electromagnetic coil 13; wherein, a driving coil 8 is fixedly arranged on the track, and both ends of the driving coil 8 are electrically connected with main guide lines 9 at both sides of the track through two paths of contactless switches 3; a Hall sensor 4 is arranged on the track, and the output end of the Hall sensor 4 is electrically connected with the control end of the contactless switch 3; a vehicle-mounted permanent magnet 2 or a vehicle control electromagnetic coil 13 is arranged at the bottom of the train corresponding to the Hall sensor 4 and is used as a vehicle-mounted control system; the on or off of the driving coil 8 and the direction of current are directly and contactlessly controlled by controlling the magnetic field direction of the onboard permanent magnet 2 or the onboard electromagnetic coil 13 close to the hall sensor 4.
The external magnetic pole of the vehicle-mounted permanent magnet 5 is changed to approach the direction of the magnetic field at the Hall sensor 4 through a sliding mechanism or a turnover mechanism.
The Hall sensor 4 is a full-polarity Hall sensor switch, a unipolar Hall sensor switch, a bipolar Hall sensor switch and a linear Hall sensor switch; the all-polar Hall sensor switch or the bipolar Hall sensor switch is used for sensing and feeding back the N pole and the S pole of the magnet and outputting at least one path of control signal to the outside; the linear Hall sensor switch can also sense and feed back the strength of the N pole and the S pole of the magnet, and outputs different electric signals.
The on/off of the vehicle-controlled electromagnetic coil 13 and the direction of the magnetic field are controlled by the programmable controller of the vehicle-controlled electromagnetic coil 13.
The Hall sensors 4 are arranged in at least one row along the driving direction or the transverse direction; the driving coils 8 are arranged in at least one row along the traveling direction or the transverse direction; the vehicle-mounted control system 1 is composed of at least one row of vehicle-mounted permanent magnets 2 or vehicle-mounted electromagnetic coils 13.
The Hall sensor 4 is composed of two unipolar Hall sensors, magnetic pole induction points of the two unipolar Hall sensors are attached together, and the polarities of the induction magnetic poles are opposite.
The hall sensor 4 comprises a non-contact sensor switch which is a capacitance type proximity switch, an inductance type proximity switch or a reed pipe proximity switch.
The electronic contactless switch is an Insulated Gate Bipolar Transistor (IGBT), an insulated gate field effect transistor (MOS), a bipolar triode, a Solid State Relay (SSR), a silicon controlled rectifier, a switch triode, a Darlington transistor or a Hall switch.
A driving circuit 20 is arranged between the contactless switch 3 and the Hall sensor 4.
The driving coil 8 is hexagonal, steps are arranged at the upper vertex and the lower vertex, the traction permanent magnets 6 are arranged on two sides of the driving coil 8 at a certain magnetic force gap, the traction permanent magnets 6 are hexagonal, the traction permanent magnets 6 are fixedly connected to the bottom of the train 15, and the driving coil 8, the traction permanent magnets 6 and the onboard control system form a linear motor traction system.
1. Simple structure, the reliability is high, need not control branch power station along the line. The train-mounted control system is arranged on the train, and the relative position of the train-mounted permanent magnet or the train control coil and the traction magnet at the bottom of the train can be controlled at will and kept relatively fixed, so that a sensor for acquiring the relative displacement between the train and the track is omitted, a remote control technology is not required for transmitting communication signals between the train and the control system on the track, a complex calculation method and calculation equipment are omitted, and the structure is greatly simplified.
2. The operation and control are free. Even if the trains on the tracks in the same section can control the speed and the running direction of the trains at will like the conventional wheel track high-speed rail at present, the trains can also run in a mutually avoiding way, and can be close to each other and linked to form a train, and any problem in running can be automatically controlled and solved.
3. The reliability is high. Because the complex intermediate transmission control link is omitted and the high redundancy technology is adopted, the overall traction performance cannot be obviously influenced even if the control element on the track is damaged by thousands of parts (less than 5 percent), and the track can still normally run, so the reliability is extremely high.
4. And energy-saving control is realized. The control system on the train adopts the permanent magnet as the control element, and after the control command was sent, the permanent magnet can keep the work of power consumption's control drive coil, practices thrift the control energy.
The invention is further illustrated with reference to the following figures and examples.
FIG. 1 is a schematic diagram of the operating principle of the single row onboard control system unit of the present invention.
Fig. 2 is a schematic perspective view of an onboard control system and a linear traction motor according to an embodiment of the present invention.
Fig. 3 is a schematic view of the working principle of the single-row onboard control system unit and the double-row traction coil of the invention.
Fig. 4 is a schematic side view of a dual bank onboard control system embodiment of the present invention.
Fig. 5 is a schematic perspective view of an embodiment of a single-row onboard control system according to the present invention.
Fig. 6 is a schematic diagram of the operating principle of the dual bank onboard control system unit of the present invention.
Fig. 7 is a schematic perspective view of an embodiment of the dual-row onboard control system of the present invention.
Fig. 8 is a bottom view of the glide mechanism of the onboard control system of the present invention.
In the figure: the train control system comprises a train control system 1, a train permanent magnet 2, a contactless switch 3, a hall sensor 4, a line conductor 5, a train traction permanent magnet 6, an iron core 7, a driving coil 8, a main conductor 9, a sleeper 10, an insulation box 11, a roadbed or box girder 12, a train control electromagnetic coil 13, a train control base 14, a train 15, a train bent arm 16, a suspension plate 17, a sliding mechanism 18, a sliding way 19, a steel rail 20, a driving circuit 21, a control power line 21, a train bottom plate 22, an insulation base 23, a motor insulation plate 24 and a junction box 25.
The present invention will now be described in further detail with reference to the accompanying drawings.
As shown in fig. 1, the working principle of the onboard control system unit 1 of the present invention is disclosed, two sides of the track are provided with main conducting wires 9, one side of the main conducting wire 9 is the positive pole of the power supply, and the other side of the main conducting wire is the negative pole of the power supply. The track is fixedly provided with a driving coil 8, the bottom of the driving coil 8 is provided with a traction permanent magnet 6 at a certain distance, the traction permanent magnet 6 is fixedly connected to the bottom of the train, and the driving coil 8 and the traction permanent magnet 6 form a linear motor. The driving coil 8 can be composed of a plurality of sub-coils, the number of the sub-coils can be one or more, the sub-coils are mutually connected in series to form a group of driving coils 8, two ends of each group of driving coils 8 are connected with two paths of non-contact switches 3 which are electrically connected with main guide lines 9 at two sides of a track, the non-contact switches 3 mainly adopt semiconductor switch elements, the non-contact switches 3 can be Insulated Gate Bipolar Transistors (IGBT), insulated gate field effect transistors (MOS) or other types of field effect transistors, Bipolar Junction Transistors (BJT), unipolar triodes and Solid State Relays (SSR), the embodiments of the present invention are described by taking an insulated gate field effect transistor (MOS transistor) or an Insulated Gate Bipolar Transistor (IGBT) with a faster switching speed as an example, which includes a thyristor, a switching transistor, a darlington transistor, a hall switch, and a thyristor. The center of the track is provided with a row of Hall sensors 4, the Hall sensors 4 can also be called Hall effect switches or Hall sensor proximity switches 4, Hall elements utilize Hall effect as magnetic field intensity sensors and are added with elements which can sense magnetic field signals and send out control electric signals by an amplifying driving circuit, and the Hall elements comprise Hall switches or Hall linear devices and the like. The hall sensor 4 is a bipolar hall sensor, which can be formed by combining unipolar hall elements, can sense the N pole and the S pole of the magnet, and has output signals of OUT1 and OUT2, respectively. The vehicle-mounted permanent magnet 2 is arranged at the position of the vehicle control base 14 at the bottom of the high-speed train 15 corresponding to the Hall sensor 4, and the vehicle-mounted permanent magnet and the Hall sensor together form a vehicle-mounted control system 1. When the south pole of the on-board permanent magnet 2 at the bottom of the train 15 is close to the hall sensor 4, the output end OUT1 of the hall sensor 4 sensing the south pole outputs a control signal to control the corresponding pair of contactless switches 3 (a and C in fig. 1) to be turned on, the driving coil 8 on the track is electrified in the forward direction and is transmitted to the traction permanent magnet 6 at the bottom of the train, and the required traction force is generated. The traction permanent magnet 6 at the bottom of the train 15 is positioned in a magnetic field area in the opposite direction of the driving coil 8, the N pole of the corresponding on-vehicle permanent magnet 2 at the bottom of the train is close to the Hall sensor 4, an output end OUT2 for sensing the N pole on the Hall sensor 4 outputs a control signal to control the conduction of the corresponding other pair of contactless switches 3 (B and D in the figure 1), and the driving coil 8 on the track is electrified in the reverse direction and transmits the traction force in the same direction to the traction permanent magnet 6 on the train. The train continues to move for a distance and then continues to produce the same direction of tractive effort according to the principles described above. Thus, the vehicle runs in the required driving direction continuously in a circulating way. A driving circuit 20 is also needed to be arranged for some contactless switches 3, a driving circuit 20 is arranged between the contactless switches 3 and the Hall sensors 4, and after the Hall sensors 4 receive the approach signals of the onboard permanent magnets 2 at the bottom of the train 15, the driving circuit 20 drives the contactless switches 3 to control the connection or disconnection of the driving coils 8, so that the train 15 directly controls the driving coils 8 on the track. The direction of the traction force of the driving coil 8 can be controlled in a non-contact manner through the Hall sensor 3 on the track as long as the direction, the length and the arrangement position of the external magnetic poles of the onboard permanent magnets 2 at the bottom of the train are controlled. The control system units are sequentially arranged along the track traveling direction to form a whole set of vehicle-mounted control system.
The best embodiment is as follows:
fig. 2 omits the train body 15, rails, and mechanical connection structure of the shade control system. As shown in figures 1 and 2 of the drawings,
the track center sets up insulator foot 23, and insulator foot 23 both sides are fixed and are provided with leading wire 9, and leading wire becomes suitable control power supply and is connected with control power cord 21 electricity after stepping down, and insulator foot 23 central authorities are fixed and are set up drive coil 8. The driving coil 8 is hexagonal, has steps at the upper and lower vertexes, and has the left and right wires in the vertical direction. A plurality of drive coils are connected in series to form a group of drive coils 8, a motor insulation plate 24 is filled outside the drive coils 8 for insulation and fixation, two ends of each group of drive coils 8 are connected with two paths of contactless switches 3 to be electrically connected with main guide lines 9 on two sides of a track, the contactless switches 3 mainly adopt semiconductor switch elements, and the contactless switches 3 in the embodiment select Insulated Gate Bipolar Transistors (IGBT) or insulated gate field effect transistors (MOS) with high switching speed. The multiple groups of driving coils 8 and the contactless switches 3 are sequentially arranged along the extending direction of the track and are connected with the main guide lines 9 on the two sides in parallel to form a main driving coil of the linear motor. The junction box 25 is arranged above the insulating base 23, the hall sensors 4 are arranged on the side surface or the top of the junction box 25, the hall sensors 4 are arranged in a row along the track advancing direction and are bipolar hall sensors formed by combining two unipolar hall elements and can sense the N pole and the S pole of a magnet, the hall sensors 4 are provided with a driving circuit, signals of magnetic fields of the S pole and the N pole received by the hall sensors are amplified by the driving circuit and then output signals of OUT1 or OUT2 are respectively, and the output signals of OUT1 or OUT2 are electrically connected with a control end of the contactless switch 3 through a lead. The Hall sensor 4, the non-contact switch 3, the voltage reduction device and other electronic components are arranged in the junction box 25, and the installation and maintenance are convenient. The traction permanent magnets 6 are arranged on the left side and the right side of the driving coil 8 at a certain magnetic force gap, the traction permanent magnets 6 are fixedly connected to a train bottom plate 22 at the bottom of the train, and the traction permanent magnets 6 are hexagonal. The bottom or the side of the train bottom plate 22 is provided with a train control base 14, the side of the train control base 14 is provided with a vehicle-mounted permanent magnet 2, the vehicle-mounted permanent magnet 2 is at a certain distance from the Hall sensor 4, and the driving coil 8, the traction permanent magnet 6 and a vehicle-mounted control system form a traction linear motor system together.
When the magnetic field of the S pole of the onboard permanent magnet 2 at the bottom of the train 15 approaches the Hall sensor 4, the output end OUT1 of the Hall sensor 4 sensing the S pole outputs a control signal to control the corresponding pair of contactless switches 3 (A and C in the figure) to be conducted, the group of driving coils 8 on the track close to the traction permanent magnet 6 (for example, the S pole) at the position is electrified in the positive direction, and the traction permanent magnet 6 at the bottom of the train generates traction force in a required direction. When the train moves a short distance to the next group of drive coils, and the magnetic field of the S pole of the vehicle-mounted permanent magnet 2 approaches to the Hall sensor 4 connected with the next group of drive coils, the output end OUT1 sensing the S pole on the Hall sensor 4 outputs a control signal to continuously control the corresponding pair of contactless switches 3 (A and C in the figure) to be conducted, the group of drive coils 8 on the track close to the traction permanent magnet 6 (such as the S pole) at the position continues to be electrified in the positive direction, and the traction force in the same direction is generated after being transmitted to the traction permanent magnet 6 (such as the S pole) at the bottom of the train.
Similarly, when the magnetic field of N pole of the onboard permanent magnet 2 at the bottom of the train 15 approaches the hall sensor 4, the output terminal OUT2 of the hall sensor 4 sensing N pole outputs a control signal to control the corresponding pair of contactless switches 3 (in the figures, B and D) to be turned on, the group of driving coils 8 on the track close to the traction permanent magnet 6 (for example, N pole) at the position is reversely electrified, and the traction permanent magnet 6 at the bottom of the train generates traction force in the same direction. When the train moves a short distance to the next group of drive coils, when the N-pole magnetic field of the vehicle-mounted permanent magnet 2 approaches the Hall sensor 4 connected with the next group of drive coils, the output end OUT2 sensing the N pole on the Hall sensor 4 outputs a control signal to continuously control the corresponding pair of contactless switches 3 (B and D in the figure) to be conducted, the group of drive coils 8 on the track close to the traction permanent magnet 6 (for example, the N pole) at the position continues to be electrified in a reverse direction, and the traction force in the same direction is generated after being transmitted to the traction permanent magnet 6 (for example, the N pole) at the bottom of the train. Thus, the vehicle runs in the required driving direction continuously in a circulating way.
When the driving direction needs to be changed, the traction direction can be changed only by changing the magnetic field directions of the N pole and the S pole of the onboard permanent magnet 2. If the direction is changed during the movement, the regenerative power generation can be carried out and the power generation is gradually stopped, and the recovered kinetic energy is changed into electric energy to be input into the rail power grid.
The vehicle-mounted permanent magnet 2 on the side surface of the vehicle control base 14 can also be a vehicle control electromagnetic coil 13, and the vehicle control electromagnetic coil 13 can be controlled by a computer to output a required NS pole control magnetic field.
Example (b):fig. 4 omits the train body, rails and mechanical connection structure of the shade control system. As shown in fig. 3 and 4, the two sides of the roadbed 12 are fixedly provided with main conducting wires 9 by insulators, one side of the main conducting wire 9 is the anode of the power supply, and the other side of the main conducting wire 9 is the cathode of the power supply. The track is provided with a fixed driving coil 8, the bottom of the driving coil 8 is provided with a traction permanent magnet 6 at a certain distance, the traction permanent magnet 6 is fixedly connected to a suspension plate 17 at the bottom of the train 15, and the driving coil 8 and the traction permanent magnet 6 at the bottom at a certain distance form a permanent magnet linear motor. Each group of driving coils is composed of a plurality of sub-coils, the driving coils 8 of the tracks on the two sides can be mutually connected in series to form a group of driving coils 8, and two ends of each group of driving coils 8 are connected with two paths of non-contact switches 3 and then are electrically connected with the main guide lines 9 on the two sides of the track bed 12. A row of hall sensors 4 is arranged in the center of the track. The hall sensor 4 is an element which uses hall effect as a sensor of magnetic field intensity by a hall element and can send out a control electric signal by sensing a magnetic field signal by an amplifying driving circuit, and comprises a hall switch, a hall linear device and the like. The hall sensor 4 can distinguish the polarity of the magnetic field, the hall switch can be a unipolar hall switch, a bipolar hall switch and a full-polarity hall switch, namely the N pole and the S pole of the magnetic field can be sensed, and the signals are respectively output by OUT1 and OUT 2. The bottom of the high-speed train 15, a Hall sensor 4, a contactless switch and a vehicle-mounted permanent magnet 2 arranged at a corresponding position form a vehicle-mounted control system 1. When the S pole of the vehicle-mounted permanent magnet 2 at the bottom of the train 15 is close to the Hall sensor 4, the output end OUT1 of the induction S pole on the Hall sensor 4 outputs a control signal to control the corresponding pair of contactless switches 3 to be conducted, the driving coil 8 on the track is electrified in the positive direction, and the control signal is transmitted to the traction permanent magnet at the bottom of the trainThe permanent magnet 6 generates traction force in the driving direction. After the train moves for a certain distance, the direction of the traction permanent magnet 6 at the bottom of the train 15 changes in the driving coil 8, the N pole of the vehicle-mounted permanent magnet 2 at the bottom of the train 15 is close to the Hall sensor 4, the output end OUT2 of the induction N pole on the Hall sensor 4 outputs a control signal to control the conduction of the corresponding other pair of contactless switches 3, the driving coil 8 on the track is electrified reversely, and the traction force which is transmitted to the traction permanent magnet 6 at the bottom of the train and has the same direction is transmitted. Thus, the vehicle runs in the required driving direction continuously in a circulating way. The driving coil 8 on the track is controlled to be switched on or switched off by the vehicle-mounted permanent magnet 2 at the bottom of the train, so that the train 15 directly controls the driving coil 8 on the track. As long as the direction of the external magnetic poles of the onboard permanent magnets 2 at the bottom of the train and the arrangement position of the on-off state are controlled, the direction of the traction force of the driving coil 8 can be controlled in a non-contact manner through the Hall sensor 4, so that the acceleration and deceleration of the train are realized, and the regenerative power generation and braking of the train can also be realized.
The relative positions of the onboard permanent magnet 2 and the traction permanent magnet 6 on the train are kept synchronous, so that the train is drawn to run according to the control mode of the permanent magnet synchronous linear motor.
As shown in fig. 5, the onboard permanent magnet 2 may be a vehicle control electromagnetic coil 13, and the vehicle control electromagnetic coil 13 is an electromagnetic coil with an iron core and is mounted on a vehicle control base 14 at the bottom of the train, and corresponds to the position of the hall sensor 4 on the sleeper 10. The vehicle control solenoid 13 may be controlled by a programmable controller (PLC) on the train. The programmable controller can conveniently control the on or off of the vehicle-control electromagnetic coil 13, and can also control the NS pole magnetic field direction of the external magnetic field after the vehicle-control electromagnetic coil 13 is electrified through the control circuit. The contactless switch 3 can be a solid-state relay 3. The Hall sensor 4 is a polar Hall switch, can sense the N pole or S pole of an external magnetic field of the vehicle control electromagnetic coil 13, respectively outputs two paths of output control signals, and controls the solid-state relay 3 on the track to realize the NS polarity of the magnetic field of the driving coil 8 on the track relatively pulling the permanent magnet 6. The NS polarity of the external magnetic field of the driving coil on the track can be controlled by controlling the NS polarity of the external magnetic field of the vehicle-controlled electromagnetic coil 13, so that the traction power and the traveling direction of the train are controlled.
Example (b):as shown in fig. 6 and 7, a tie 11 is provided on the top of a roadbed or a box girder 12, rails 19 are fixed to both sides of the tie 11 by fasteners, and a train 15 runs on a track. The two sides of the track are provided with main guide lines 9, one side of the main guide line is the anode of the power supply, and the other side of the main guide line is the cathode of the power supply. The driving coils 8 are fixedly arranged on the track, each group of driving coils is composed of a plurality of sub-coils and is connected in series to form a group of driving coils 8, one end of each group of driving coils 8 is connected with two paths of non-contact switches 3 to be electrically connected with the positive pole of the main conductor, and the other end of each group of driving coils 8 is also connected with two paths of non-contact switches 3 to be electrically connected with the negative pole of the main conductor. The contactless switch 3 may also be a thyristor in another type of semiconductor. Two rows of Hall sensors 4 are arranged on the track, and two rows of corresponding vehicle-mounted permanent magnets 2 are arranged. The bottom of the high-speed train 15 is provided with a vehicle-mounted permanent magnet 2 as a vehicle-mounted control system, the vehicle-mounted permanent magnet 2 corresponds to the Hall sensor 4 in position, and the Hall sensor 4 senses the vehicle-mounted permanent magnet 2 at the bottom of the train to switch on the corresponding non-contact switch 3, so that the corresponding driving coil 8 is electrified. When a magnetic pole (such as an S pole) on one side of the vehicle-mounted permanent magnet 2 at the bottom of the train 15 is close to the Hall sensor 4, an output end of the Hall sensor 4 sensing the S pole outputs a control signal to control the corresponding pair of non-contact switches 3 to be switched on, and a driving coil 8 on the track is electrified in the positive direction to transmit the traction force required by the train. After the train moves for a certain distance, the position of the traction permanent magnet 6 at the bottom of the train 15 is changed, when the magnetic pole (such as N pole) of the vehicle-mounted permanent magnet 2 at the other side of the bottom of the train 15 approaches the Hall sensor 4, the output end of the Hall sensor 4 sensing the N pole outputs a control signal to control the conduction of the corresponding other pair of non-contact switches 3, and the driving coil 8 on the track is electrified reversely to transmit the driving force to the train in the same direction. Thus, the vehicle runs in the required driving direction continuously in a circulating way. The driving coil 8 on the track is sensed by the on-board permanent magnet 2 at the bottom of the trainThe Hall sensor 4 is controlled to be switched on or switched off, so that the train 15 can directly control the driving coil 8 on the track.
When two rows of hall sensors 4 are arranged on the track, the hall sensors 4 may be other simple non-contact sensor switches, for example, including capacitive proximity switches, inductive proximity switches, reed pipe proximity switches.
The above mentioned hall sensors 4 are of various types, and linear hall sensors 4 can be adopted, that is, the hall sensors 4 can also sense and feed back the strength of the N pole and the S pole of the magnet, output different voltage or current signals, and control the strength of the magnetic field after the driving coil 8 on the track is electrified through the driving circuit, thereby controlling the magnitude and the direction of the traction force of the driving coil 8 on the traction permanent magnet 6.
As shown in fig. 8, the outward magnetic poles of the onboard permanent magnets 2 are shifted in the direction corresponding to the NS magnetic pole of the hall sensor 4 by sliding. A slide way 18 is arranged on a vehicle control base 14 at the bottom of the train, the vehicle-mounted permanent magnet 2 can move along the horizontal slide way 18, and the sliding of the vehicle-mounted permanent magnet 2 is controlled by a sliding traction mechanism. When the S pole of the onboard permanent magnet 2 slides to be close to the Hall sensor 4, the driving coil 8 is controlled to be switched on in the positive direction through the contactless switch 3 and the driving circuit 20; when the N pole of the onboard permanent magnet 2 slides to be close to the Hall sensor 4, the driving coil 8 is controlled to be reversely switched on through the non-contact switch 3 and the driving circuit 20; when both the N-pole and S-pole of the onboard permanent magnet 2 slide away from the hall sensor 4, the driving coil 8 is disconnected from the main conductor 9.
The vehicle-mounted permanent magnet 2 can also move along a longitudinal slideway, and the sliding traction mechanism controls the sliding of the vehicle-mounted permanent magnet 2 to realize the outward magnetic pole direction change.
The outward magnetic poles of the vehicle-mounted permanent magnet 2 can also change the direction of the magnetic poles outward through the turnover mechanism. For example, the direction of the external magnetic pole can be changed by rotating around the center line of the onboard permanent magnet 2.
The driving coil 8 may be a cored coil having a core 7 disposed therein. The traction permanent magnets 6 are arranged at the bottoms of the iron core 7 and the driving coil 8 at a certain distance, the traction permanent magnets 6 are fixed at the bottom of the train, and the iron core 7 and the driving coil 8 form an iron core permanent magnet linear motor with a certain magnetic gap with the bottom, so that the external traction force is larger.
The driving coil 8 can also be a coreless coil, and a single-side or double-side coreless permanent magnet linear motor is formed by the driving coil and the traction permanent magnet 6 which is at a certain magnetic gap with one side or two sides.
The driving coil 8 can be a ring coil or a serpentine coil.
The control system of the present invention is suitable for traction control of the drive coil 8 of various shapes and configurations.
The synchronous linear motor control technology of the German high-speed electromagnetic levitation train needs to arrange a control substation every hundred meters, and a large number of control substations and branch master control line leads are arranged along the way. The synchronous linear motor control technology of the japanese superconducting electromagnetic levitation train needs to set a control substation every four hundred meters, and although the number is reduced, a large number of ultrahigh-performance control switches and remote control technologies are still needed to transmit communication signals between the train and a control system on a track. The control system is arranged on the train, and a control substation is not required to be arranged along the way, so that a control signal is directly sent out on the train, and a driving coil on a track is directly controlled to work to drive the train to run. The shortening of the length of each section of driving coil is beneficial to reducing the voltage and the current of a branch circuit, so the requirements of the withstand voltage and the withstand current of the adopted non-contact switch are greatly reduced, the non-contact switch with low electrical equipment performance requirement and low cost can be adopted, the control redundancy is greatly increased, the electrified driving coil does not exceed the length of a train, and the electromagnetic radiation of an externally exposed electromagnetic field is eliminated. The control system directly controls the Hall sensor and the contactless switch on the track on the train to control the work of the driving coil, and a remote control technology is not needed to transmit communication signals between the train and the control system on the track, so that an intermediate transmission link and complex calculation time are saved, and the control can be carried out in the shortest time. The control system on the train adopts the permanent magnet as the control element, and after the control command was sent, the permanent magnet can keep the work of power consumption's control drive coil, practices thrift the control energy. The main conducting wire on the track is direct current, the electrifying direction is always kept unchanged, only the current direction of the branch driving coil is changed, repeated impact of current reversing of the main conducting wire is reduced, and compared with the conventional method that the direction of variable alternating current of each main conducting wire is controlled by a substation on the track, the energy is saved, and the service life of an electrical appliance element is prolonged.
Sequence Listing free content
Claims (10)
- A vehicle-mounted control system of a high-speed maglev train is characterized in that: the vehicle-mounted control system comprises a driving coil (8), a non-contact switch (3), a main conducting wire (9), a Hall sensor (4), a vehicle-mounted permanent magnet (2) or a vehicle-controlled electromagnetic coil (13); wherein, a driving coil (8) is fixedly arranged on the track, and both ends of the driving coil (8) are electrically connected with main guide lines (9) at both sides of the track through two paths of non-contact switches (3); a Hall sensor (4) is arranged on the track, and the output end of the Hall sensor (4) is electrically connected with the control end of the contactless switch (3); a vehicle-mounted permanent magnet (2) or a vehicle control electromagnetic coil (13) is arranged at the bottom of the train corresponding to the Hall sensor (4) and is used as a vehicle-mounted control system; the on-off and current direction of the driving coil (8) are directly controlled without contact by controlling the magnetic field direction of the vehicle-mounted permanent magnet (2) or the vehicle-controlled electromagnetic coil (13) close to the Hall sensor (4).
- The onboard control system according to claim 1, wherein: the external magnetic pole of the vehicle-mounted permanent magnet (5) changes the direction of the magnetic field close to the Hall sensor (4) through a sliding mechanism or a turnover mechanism.
- The onboard control system according to claim 1 or 2, wherein: the Hall sensors (4) are all-polar Hall sensor switches, unipolar Hall sensor switches, bipolar Hall sensor switches and linear Hall sensor switches; the all-polar Hall sensor switch or the bipolar Hall sensor switch is used for sensing and feeding back the N pole and the S pole of the magnet and outputting at least one path of control signal to the outside; the linear Hall sensor switch can also sense and feed back the strength of the N pole and the S pole of the magnet and output different electric signals.
- An onboard control system according to claim 1, 2 or 3, wherein: the on or off of the vehicle control electromagnetic coil (13) and the direction of the magnetic field are controlled by the programmable controller of the vehicle control electromagnetic coil (13).
- An onboard control system according to claim 1, 2, 3 or 4, wherein: the Hall sensors (4) are arranged in at least one row along the driving direction or the transverse direction; the driving coils (8) are arranged in at least one row along the traveling direction or the transverse direction; the vehicle-mounted control system (1) is composed of at least one row of vehicle-mounted permanent magnets (2) or vehicle-mounted electromagnetic coils (13).
- An onboard control system according to claim 3, 4 or 5, wherein: the Hall sensor (4) is composed of two unipolar Hall sensors, magnetic pole induction points of the two unipolar Hall sensors are attached together, and the polarities of the induction magnetic poles are opposite.
- An onboard control system according to claim 3, 4 or 5, wherein: the Hall sensor (4) comprises a non-contact sensor switch which is a capacitance type proximity switch, an inductance type proximity switch or a reed pipe proximity switch.
- An on-board control system as claimed in claim 1, 2, 3, 4, 5, 6 or 7, wherein: the electronic contactless switch is an Insulated Gate Bipolar Transistor (IGBT), an insulated gate field effect transistor (MOS), a bipolar triode, a Solid State Relay (SSR), a silicon controlled rectifier, a switch triode, a Darlington transistor or a Hall switch.
- The onboard control system according to claim 8, wherein: a driving circuit (20) is arranged between the contactless switch (3) and the Hall sensor (4).
- An onboard control system according to claim 1, 2, 3, 4, 5, 6, 7, 8 or 9, characterized in that: the traction permanent magnet traction system is characterized in that the driving coil (8) is hexagonal, steps are arranged at the upper vertex and the lower vertex, traction permanent magnets (6) are arranged on two sides of the driving coil (8) at a certain magnetic force gap, the traction permanent magnets (6) are hexagonal, the traction permanent magnets (6) are fixedly connected to the bottom of a train, and the driving coil (8), the traction permanent magnets (6) and the onboard control system form a linear motor traction system.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201510459464.3A CN106627246A (en) | 2015-07-26 | 2015-07-26 | Onboard control system of high-speed maglev train |
| PCT/CN2016/091079 WO2017016453A1 (en) | 2015-07-26 | 2016-07-22 | Onboard control system of high-speed maglev train |
Publications (2)
| Publication Number | Publication Date |
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| CN109952242A true CN109952242A (en) | 2019-06-28 |
| CN109952242B CN109952242B (en) | 2021-12-24 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110364837.4A Expired - Fee Related CN112895910B (en) | 2015-07-26 | 2015-07-26 | Vehicle-mounted control system of high-speed maglev train |
| CN201510459464.3A Pending CN106627246A (en) | 2015-07-26 | 2015-07-26 | Onboard control system of high-speed maglev train |
| CN201680089387.XA Active CN109952242B (en) | 2015-07-26 | 2016-07-22 | Vehicle-mounted control system of high-speed maglev train |
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| CN202110364837.4A Expired - Fee Related CN112895910B (en) | 2015-07-26 | 2015-07-26 | Vehicle-mounted control system of high-speed maglev train |
| CN201510459464.3A Pending CN106627246A (en) | 2015-07-26 | 2015-07-26 | Onboard control system of high-speed maglev train |
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| CN (3) | CN112895910B (en) |
| WO (1) | WO2017016453A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN117096584A (en) * | 2023-10-20 | 2023-11-21 | 北京全路通信信号研究设计院集团有限公司 | Vehicle-mounted antenna for magnetic parking system |
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| CN112895910B (en) * | 2015-07-26 | 2023-02-17 | 大连奇想科技有限公司 | Vehicle-mounted control system of high-speed maglev train |
| CN107268347A (en) * | 2017-06-23 | 2017-10-20 | 西南交通大学 | Track switch model |
| CN108279672B (en) * | 2018-01-15 | 2021-04-16 | 华中农业大学 | Urban direct-drive intelligent unmanned public transportation system |
| CN109932975B (en) * | 2019-04-04 | 2020-11-24 | 江西理工大学 | Intelligent controller of permanent magnet magnetic suspension turnout |
| CN110782753A (en) * | 2019-11-09 | 2020-02-11 | 上海图菱新能源科技有限公司 | Electromagnetic motion experiment system and method |
| CN111142374B (en) * | 2020-01-03 | 2023-04-28 | 江西理工大学 | Speed control method of automatic driving system of suspension type permanent magnet maglev train |
| CN112382176A (en) * | 2020-10-21 | 2021-02-19 | 北京科技大学 | Magnetic suspension driving device and method |
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Also Published As
| Publication number | Publication date |
|---|---|
| CN106627246A (en) | 2017-05-10 |
| CN112895910B (en) | 2023-02-17 |
| WO2017016453A1 (en) | 2017-02-02 |
| CN109952242B (en) | 2021-12-24 |
| CN112895910A (en) | 2021-06-04 |
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