CN113442732A - Traction system of magnetic suspension train and rail train - Google Patents
Traction system of magnetic suspension train and rail train Download PDFInfo
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- CN113442732A CN113442732A CN202010211238.4A CN202010211238A CN113442732A CN 113442732 A CN113442732 A CN 113442732A CN 202010211238 A CN202010211238 A CN 202010211238A CN 113442732 A CN113442732 A CN 113442732A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
- B60L13/03—Electric propulsion by linear motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
- B60L13/04—Magnetic suspension or levitation for vehicles
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The embodiment of the application provides a traction system of a magnetic suspension train and a rail train. The traction system comprises: the secondary stage of the linear synchronous motor is arranged in the middle of the train bogie; the long stator of the linear synchronous motor is laid between two rails along a track and is formed by a plurality of long stator sections which are sequentially arranged at intervals; each long stator segment forms at least one traction power supply interval, and each traction power supply interval comprises at least two long stator segments; each traction power supply interval is provided with one traction power supply system which is used for alternately supplying power to each long stator section in the traction power supply interval along the advancing direction of the train; when the long stator section is powered, acting force can be generated between the long stator section and the secondary of the linear synchronous motor to generate train traction force, and the magnetic suspension train is driven to move forward. The rail train comprises the traction system. The embodiment of the application solves the technical problems that a traditional traction system of a maglev train is complex in structure and high in requirement on a bogie of the train.
Description
Technical Field
The application relates to the technical field of rail vehicles, in particular to a traction system of a magnetic suspension train and the rail train.
Background
The high-speed magnetic suspension train adopts a long stator linear synchronous motor for traction, secondary stages of the linear synchronous motor are distributed on two sides of a bogie, long stator sections of the linear synchronous motor are arranged on two sides of a track in a staggered mode, and three traction modules are arranged on the ground. Stator segments on two sides of the track are supplied with power in a three-step staggered mode by three traction modules. The traction power supply mode needs that the secondary level of the linear synchronous motor is arranged on the two sides of the rail train so as to ensure that the secondary level of the linear synchronous motor reacts with the acting force of the stator segment, and the design structure on the two sides of the bogie of the vehicle meets the traction requirement and also meets the suspension design requirement, so that the structural design of the bogie is complex, and the probability of failure occurrence is increased.
Therefore, the conventional traction system of the maglev train has a complex structure and high requirements on a bogie of the train, and is a technical problem which needs to be solved urgently by a person skilled in the art.
The above information disclosed in the background section is only for enhancement of understanding of the background of the present application and therefore it may contain information that does not form the prior art that is known to those of ordinary skill in the art.
Disclosure of Invention
The embodiment of the application provides a traction system of a magnetic suspension train and a rail train, and solves the technical problems that the traditional traction system of the magnetic suspension train is complex in structure and has high requirements on a bogie of the train.
The embodiment of the application provides a traction system of a magnetic suspension train, which comprises:
the secondary stage of the linear synchronous motor is arranged in the middle of the train bogie; the long stator of the linear synchronous motor is laid between two rails along a track and is formed by a plurality of long stator sections which are sequentially arranged at intervals; each long stator segment forms at least one traction power supply interval, and the traction power supply interval comprises at least two long stator segments;
each traction power supply interval is provided with one traction power supply system which is used for alternately supplying power to each long stator section in the traction power supply interval along the advancing direction of the train;
when the long stator segment is powered, acting force can be generated between the long stator segment and the secondary of the linear synchronous motor to generate train traction force, and the magnetic suspension train is driven to move forwards.
The embodiment of the application also provides the following technical scheme:
a rail train comprises the traction system.
Due to the adoption of the technical scheme, the embodiment of the application has the following technical effects:
the secondary of the linear synchronous motor is only required to be installed on the bogie, and only the secondary of the linear synchronous motor is required to be installed in the middle of the bogie, so that the installation requirement and the installation complexity are low; corresponding to the secondary stage of the linear synchronous motor, the long stator of the linear synchronous motor is laid between two rails along the track, the installation position of the long stator is also one, and the installation requirement and the installation complexity are low. The long stator segments arranged at intervals in sequence are divided into at least one traction power supply interval, the traction power supply interval comprises at least two long stator segments, and a traction power supply system supplies power to each long stator segment in the traction power supply interval alternately along the advancing direction of the train. The traction system of the magnetic suspension train provided by the embodiment of the application has the advantages of simple structure, low requirement on a bogie of the train, and low installation requirement and installation complexity.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a schematic illustration of a traction system of a magnetic levitation vehicle according to an embodiment of the present application;
fig. 2 is a schematic diagram of the change in current of the traction system of the magnetic levitation vehicle shown in fig. 1 for alternately supplying the long stator sections in the traction supply interval in the direction of advance of the vehicle.
Description of reference numerals:
110 long stator segments of the stator are provided,
210 traction inverter, 220 inverter control switches, 230 zoned traction control units,
240 converter control unit, 250 traction rectifier unit,
260 power supply, 261 input switch cabinet, 262 traction transformer,
270 power supply control unit, 281 brake chopper, 282 brake resistor.
Detailed Description
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
Example one
Fig. 1 is a schematic illustration of a traction system of a magnetic levitation vehicle according to an exemplary embodiment of the present disclosure.
As shown in fig. 1, a traction system for a magnetic levitation vehicle according to an embodiment of the present invention includes:
the secondary stage of the linear synchronous motor is arranged in the middle of the train bogie; the long stator of the linear synchronous motor is laid between two rails along a track, and is formed by a plurality of long stator sections 110 which are sequentially arranged at intervals; each of the long stator segments 110 forms at least one traction power supply interval comprising at least two long stator segments;
each traction power supply interval is provided with one traction power supply system which is used for alternately supplying power to each long stator section in the traction power supply interval along the advancing direction of the train;
when the long stator segment 110 is powered on, the long stator segment and the secondary of the linear synchronous motor generate acting force to generate train traction force to drive the magnetic suspension train to move forward.
The secondary of the linear synchronous motor is only required to be installed on the bogie, and only the secondary of the linear synchronous motor is required to be installed in the middle of the bogie, so that the installation requirement and the installation complexity are low; corresponding to the secondary stage of the linear synchronous motor, the long stator of the linear synchronous motor is laid between two rails along the track, the installation position of the long stator is also one, and the installation requirement and the installation complexity are low. The long stator segments arranged at intervals in sequence are divided into at least one traction power supply interval, the traction power supply interval comprises at least two long stator segments, and a traction power supply system supplies power to each long stator segment in the traction power supply interval alternately along the advancing direction of the train. The traction system of the magnetic suspension train provided by the embodiment of the application has the advantages of simple structure, low requirement on a bogie of the train, and low installation requirement and installation complexity.
The track for a magnetic levitation train is long and the long stator needs to be laid between two rails along the length of the whole track, so that a plurality of traction power supply systems are needed to supply power to the train, and the long stator is further divided into a plurality of traction power supply sections which are arranged in sequence. The traction system of the magnetic suspension train in the embodiment of the application solves the technical problem of traction power supply among all long stator sections in the same traction power supply interval.
Specifically, the traction power supply system is arranged beside the track.
In implementation, the traction power supply system is specifically used for ensuring that the actual deviation rate of the actual value of the train traction and the preset value of the constant-speed traction does not exceed a preset range in the process that a train passes through two long stator sections alternately powered in the same traction power supply interval;
and the preset value of the constant-speed traction force is a preset value of the traction force required by the train to maintain the constant speed.
The preset range can be set, the actual value change of the train traction force can be kept small through the setting of the preset range, and then the speed change of the magnetic suspension train is small when the magnetic suspension train passes through the adjacent positions of two long stator sections in the same traction power supply interval.
In order to realize that the speed change of the magnetic suspension train is smaller when the magnetic suspension train passes through the adjacent positions of two long stator sections in the same traction power supply interval. The traction power supply system needs to have the following characteristics.
In an implementation, as shown in fig. 1, the traction power supply system includes:
two traction converters 210;
the converter control switches 220 are connected with the long stator sections in a one-to-one correspondence mode, and each converter control switch 220 is alternately connected with two traction converters;
wherein the converter control switch 220 is used to control whether the long stator segment to which the converter control switch is connected and the traction converter 210 form a circuit path.
Thus, whether a long stator segment is connected to the traction converter or not, it is necessary to achieve that the converter control switch connected to the long stator segment is in the on state. If the stator is in an off state, the long stator segment does not work and does not pass through the power supply current; if in the on state, the long stator segment and a traction converter process the on state, whether to provide supply current, depending on whether the traction converter is outputting current. Meanwhile, the two traction converters alternately supply power to each long stator section in the traction power supply interval, a two-step traction power supply mode is adopted, and the number of the required traction converters is small.
In an implementation, as shown in fig. 1, the traction power supply system further includes:
a zonal traction control unit 230 in communication with each of the converter control switches 220;
the zone traction control unit 230 is responsible for receiving a control command sent by a train control system, and controls the converter control switch 220 to be switched on and off according to the control command.
In this way, the zone traction control unit achieves control of the on and off of the converter control switches.
In an implementation, as shown in fig. 1, the traction power supply system further includes:
the partitioned traction control unit 230 is further configured to send a power supply current control command to the converter control unit 240; the converter control unit 240 is configured to control the current output by the traction converter 210 according to the supply current control command as the supply current of the long stator segment when the converter control switch corresponding to the long stator segment is turned on.
Therefore, the partition traction control unit and the converter control unit are matched with each other, and the control of the power supply current of the long stator section is realized.
Fig. 2 is a schematic diagram of the change in current of the traction system of the magnetic levitation vehicle shown in fig. 1 for alternately supplying the long stator sections in the traction supply interval in the direction of advance of the vehicle.
As shown in fig. 2, specifically, when the train reaches the preset starting position of the nth long stator segment:
the nth long stator segment is kept to supply power according to a constant-speed current preset value, the nth long stator segment is a long stator segment where the train is located currently, and n is a positive integer greater than or equal to 1;
the partition traction control unit is connected with a converter control switch connected with the (n + 1) th long stator section and sends a current rise instruction to a converter control unit correspondingly connected with the (n + 1) th long stator section; the traction converter connected with the (n + 1) th long stator section is started after receiving the current rising instruction, the power supply current rises, and when the train starts to enter the (n + 1) th long stator section, the power supply current of the traction converter connected with the (n + 1) th long stator section reaches the constant-speed current preset value;
the preset starting position is arranged at a position close to the tail part in the current long stator segment, the constant-speed current preset value is a current value corresponding to the constant-speed traction preset value, and the power supply current control instruction comprises a current rising instruction.
Namely, when the head train of the train is close to the position of the nth long stator segment close to the tail part and is about to start to enter the (n + 1) th long stator segment, the nth long stator segment continues to supply power according to the constant current preset value, at the moment, the traction converter connected with the (n + 1) th long stator segment receives the current rising instruction to start, the supply current rises, and when the train starts to enter the (n + 1) th long stator segment, the supply current of the traction converter connected with the (n + 1) th long stator segment reaches the constant current preset value. In this way, the train traction force is provided by superposition of the traction force provided by the nth long stator segment and the traction force provided by the (n + 1) th long stator segment in the time period from the preset starting position of the nth long stator segment to the time when the train starts to enter the (n + 1) th long stator segment, and the change of the train traction force is small.
Specifically, when the train starts to enter the (n + 1) th long stator section:
the zoning traction control unit sends a current reduction instruction to a converter control unit correspondingly connected with the nth long stator section, the traction converter connected with the nth long stator section reduces the supply current after receiving the current reduction instruction, and the supply current of the traction converter connected with the nth long stator section reduces to zero when the train completely enters the (n + 1) th long stator section;
the (n + 1) th long stator segment is kept supplying power according to the constant current preset value;
wherein the supply current control command comprises a current drop command.
Thus, the train traction force is provided by the superposition of the traction force provided by the nth long stator segment and the traction force provided by the (n + 1) th long stator segment in the time period from the time when the train starts to enter the (n + 1) th long stator segment to the time before the train completely enters the (n + 1) th long stator segment, and the change of the train traction force is small.
Further, the subarea traction control unit and the converter control unit perform closed-loop control on the supply current of the traction converter.
In order to realize closed-loop control, a current sensor is required to be arranged for each traction converter, and the current value according to the current sensor is input into the subarea traction control unit to adjust the current value in the current rising command and the current falling command.
In practice, the length of the long stator segment is greater than the length of the train.
Therefore, when the train runs in the range of only one long stator segment, the long stator segment only needs to be powered; when a train passes through the adjacent positions of two adjacent long stator segments, only the two long stator segments need to be powered, and the method is a preferred implementation mode of configuring two traction power supply systems for power supply in a traction power supply interval.
In an implementation, as shown in fig. 1, the traction power supply system further includes:
a traction rectifier unit 250 and a power supply device 260 connected in series in sequence from the traction inverter to an external grid interface;
the power supply device 260 is configured to step down the ac high voltage power accessed by the external power grid interface to form a low voltage ac; the traction rectifier unit 250 is configured to convert the low-voltage ac power into a low-voltage dc power, and provide the low-voltage dc power to the traction converter 210.
The traction rectification unit and the power supply equipment realize that the alternating current high voltage power accessed by an external power grid is subjected to voltage reduction rectification to form low-voltage alternating current power which is supplied to the traction converter.
In implementation, as shown in fig. 1, the traction control system further includes a power supply control unit 270;
the power supply equipment 260 comprises an input switch cabinet 261 and a traction transformer 262 which are connected in series;
the power supply control unit 270 is configured to control a main switch of the input switch cabinet 261, and control whether the power supply device 260 supplies power.
The power supply control unit realizes control over whether the power supply equipment supplies power or not.
In implementation, as shown in fig. 1, the traction power supply system further includes a brake chopper 281 and a brake resistor 282 connected in series, and forms a loop with the traction rectification unit 250;
the power supply control unit 270 is also configured to switch on the braking resistor 282 for braking when the train is electrically braked and switch off the braking resistor 282 when the train is pulled, when the power supply equipment 26 supplies power.
In this way, when the power supply equipment supplies power, the brake resistor is switched on for braking when the train is electrically braked, and the traction converter cannot supply power at this time, and the brake resistor is switched off when the train is pulled, and at this time, the traction converter can supply power.
Specifically, as shown in fig. 1, the traction power supply system is in a traction substation.
Specifically, each traction converter has a capacity of 4 Megawatts (MVA).
The traction converter technical parameters are as follows:
TABLE 1
In the description of the present application and the embodiments thereof, it is to be understood that the terms "top", "bottom", "height", and the like, indicate orientations or positional relationships based on those shown in the drawings, are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present application.
In this application and its embodiments, unless expressly stated or limited otherwise, the terms "disposed," "mounted," "connected," "secured," and the like are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integral to; the connection can be mechanical connection, electrical connection or communication; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
In this application and its embodiments, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise the first and second features being in direct contact, or may comprise the first and second features being in contact, not directly, but via another feature in between. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly above and obliquely above the second feature, or simply meaning that the first feature is at a lesser level than the second feature.
The above disclosure provides many different embodiments or examples for implementing different structures of the application. The components and arrangements of specific examples are described above to simplify the present disclosure. Of course, they are merely examples and are not intended to limit the present application. Moreover, the present application may repeat reference numerals and/or letters in the various examples, such repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, examples of various specific processes and materials are provided herein, but one of ordinary skill in the art may recognize applications of other processes and/or use of other materials.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (13)
1. A traction system for a magnetic levitation train, comprising:
the secondary stage of the linear synchronous motor is arranged in the middle of the train bogie; the long stator of the linear synchronous motor is laid between two rails along a track and is formed by a plurality of long stator sections which are sequentially arranged at intervals; each long stator segment forms at least one traction power supply interval, and the traction power supply interval comprises at least two long stator segments;
each traction power supply interval is provided with one traction power supply system which is used for alternately supplying power to each long stator section in the traction power supply interval along the advancing direction of the train;
when the long stator segment is powered, acting force can be generated between the long stator segment and the secondary of the linear synchronous motor to generate train traction force, and the magnetic suspension train is driven to move forwards.
2. The traction system according to claim 1, wherein the traction power supply system is specifically configured to ensure that an actual deviation rate of an actual value of train traction and a preset constant speed traction value does not exceed a preset range during a process that a train passes through two long stator segments alternately powered in the same traction power supply interval;
and the preset value of the constant-speed traction force is a preset value of the traction force required by the train to maintain the constant speed.
3. The traction system of claim 2, wherein the traction power supply system comprises:
two traction converters;
the converter control switches are connected with the long stator sections in a one-to-one correspondence mode, and each converter control switch is alternately connected with the two traction converters;
the converter control switch is used for controlling whether the long stator section and the traction converter connected with the converter control switch form a circuit path or not.
4. The traction system of claim 3, wherein the traction power supply system further comprises:
the zone traction control unit is in communication connection with each converter control switch;
the zone traction control unit is used for receiving a control command sent by a train control system and controlling the on and off of the converter control switch according to the control command.
5. The traction system of claim 4, wherein the traction power supply system further comprises:
the converter control units are in one-to-one corresponding communication connection with the traction converters;
the zone traction control unit is also used for sending a power supply current control instruction to the converter control unit; and the converter control unit is used for controlling the current output by the traction converter according to the supply current control command under the condition that the converter control switch corresponding to the long stator segment is switched on, and the current is used as the supply current of the long stator segment.
6. The traction system according to claim 5, wherein when the train reaches the preset starting position for the nth long stator segment:
the nth long stator segment is kept to supply power according to a constant-speed current preset value, the nth long stator segment is a long stator segment where the train is located currently, and n is a positive integer greater than or equal to 1;
the partition traction control unit is connected with a converter control switch connected with the (n + 1) th long stator section and sends a current rise instruction to a converter control unit correspondingly connected with the (n + 1) th long stator section; the traction converter connected with the (n + 1) th long stator section is started after receiving the current rising instruction, the power supply current rises, and when the train starts to enter the (n + 1) th long stator section, the power supply current of the traction converter connected with the (n + 1) th long stator section reaches the constant-speed current preset value;
the preset starting position is arranged at a position close to the tail part in the current long stator segment, the constant-speed current preset value is a current value corresponding to the constant-speed traction preset value, and the power supply current control instruction comprises a current rising instruction.
7. The traction system of claim 6, wherein, when the train begins entering the (n + 1) th long stator segment:
the zoning traction control unit sends a current reduction instruction to a converter control unit correspondingly connected with the nth long stator section, the traction converter connected with the nth long stator section reduces the supply current after receiving the current reduction instruction, and the supply current of the traction converter connected with the nth long stator section reduces to zero when the train completely enters the (n + 1) th long stator section;
the (n + 1) th long stator segment is kept supplying power according to the constant current preset value;
wherein the supply current control command comprises a current drop command.
8. The traction system of claim 7, wherein the zonal traction control unit and the converter control unit provide closed-loop control of the supply current of the traction converter.
9. The traction system of claim 8, wherein the length of the long stator segment is greater than the length of the train.
10. The traction system of claim 9, wherein the traction power supply system further comprises:
the traction rectification unit and the power supply equipment are sequentially connected in series from the traction inverter to an external power grid interface;
the power supply equipment is used for reducing the voltage of alternating current high voltage accessed by an external power grid interface to form low-voltage alternating current; the traction rectifying unit is used for forming low-voltage direct current from the accessed low-voltage alternating current and providing the low-voltage direct current to the traction converter.
11. The traction system of claim 10, wherein the traction power supply system further comprises a power supply control unit;
the power supply equipment comprises an input switch cabinet and a traction transformer which are connected in series;
the power supply control unit is used for controlling a main switch of the input switch cabinet and controlling whether the power supply equipment supplies power or not.
12. The traction system according to claim 11, wherein the traction power supply system further comprises a brake chopper and a brake resistor connected in series, forming a loop with the traction rectification unit;
the power supply control unit is also used for switching in the brake resistor for braking when the train is electrically braked and switching off the brake resistor when the train is pulled under the condition that the power supply equipment supplies power.
13. A rail train comprising a traction system according to any one of claims 1 to 12.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010211238.4A CN113442732B (en) | 2020-03-24 | 2020-03-24 | Traction system of magnetic suspension train and rail train |
| PCT/CN2020/085808 WO2021189572A1 (en) | 2020-03-24 | 2020-04-21 | Traction system for magnetic levitation train, and rail train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010211238.4A CN113442732B (en) | 2020-03-24 | 2020-03-24 | Traction system of magnetic suspension train and rail train |
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| Publication Number | Publication Date |
|---|---|
| CN113442732A true CN113442732A (en) | 2021-09-28 |
| CN113442732B CN113442732B (en) | 2022-07-26 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202010211238.4A Active CN113442732B (en) | 2020-03-24 | 2020-03-24 | Traction system of magnetic suspension train and rail train |
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| WO (1) | WO2021189572A1 (en) |
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| CN113442732B (en) | 2022-07-26 |
| WO2021189572A1 (en) | 2021-09-30 |
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