CN115642711A - Wireless power transmission system - Google Patents

Abstract

The embodiment of the invention provides a wireless power transmission system, which is used for a magnetic levitation train and comprises: a low vacuum pipe for accommodating a magnetic levitation train; the vehicle-mounted receiving device is positioned in the low vacuum pipeline and is electrically connected with the magnetic suspension train, and the vehicle-mounted receiving device comprises a first coil; the transmitting device is positioned in the low-vacuum pipeline and comprises at least one second coil; and the power supply device is electrically connected with the at least one second coil. The second coil is electrified to establish a space electromagnetic field, the first coil generates induced electromotive force in the electromagnetic field to supply power to the magnetic suspension train, namely, the power supply requirements of the magnetic suspension train on working conditions such as static, low speed, high speed and ultrahigh speed in a low vacuum environment can be met through the wireless power transmission system, and compared with the prior art that the power supply requirements are met by adopting contact charging and battery charging, the passenger carrying capacity of the magnetic suspension train can be effectively improved, and the convenience is improved.

Description

Wireless power transmission system

Technical Field

The embodiment of the invention relates to the technical field of wireless power transmission of magnetic suspension trains, in particular to a wireless power transmission system.

Background

With the development of rail transit technology, the development of high-speed railways is gradually limited by high-speed rail mileage and vehicle speed, the demand for higher-speed rail transit is gradually increased, and magnetic suspension high-speed trains gradually become research hotspots. The vacuum pipeline magnetic suspension train is a novel high-speed magnetic suspension train designed to run at a speed of over 1000km/h, and a vehicle-mounted power supply method of the vacuum pipeline magnetic suspension train becomes a key technology of the vacuum pipeline magnetic suspension train.

At present, the vehicle-mounted power supply modes of the rail transit mainly comprise contact charging, non-contact power supply, vehicle-mounted batteries, generators and the like. The contact charging mainly comprises power supply modes such as a pantograph and a third rail.

However, because the vacuum pipeline high-speed maglev train has the characteristics of ultra high speed and low vacuum, a pantograph and the like run at the highest speed of 400km/h, and partial discharge, surface flashover and even breakdown of an insulation system are easy to occur in a vacuum environment, the traditional contact type power supply mode cannot meet the requirements.

The methods of chemical energy generators such as vehicle-mounted storage batteries and diesel engines have the problems of overlarge weight, passenger capacity reduction, incapability of discharging waste materials, high vacuum heat dissipation difficulty and the like, and are not suitable for vacuum magnetic suspension trains.

The non-contact power supply mode mainly adopts a wireless power transmission device, and the wireless power transmission device comprises a harmonic power generation device based on a cogging non-contact power supply and electric suspension structure of an electromagnetic suspension structure.

The maglev train based on the electromagnetic levitation principle is difficult to realize ultra-high speed (running speed is not less than 1000 km/h) operation due to the influence of the inherent longitudinal side effect of the linear motor, and the maximum running speed of the Shanghai maglev based on the electromagnetic levitation is only 430km/h. Therefore, the vehicle-mounted power generation device based on the electromagnetic levitation principle and utilizing the cogging wireless power transmission principle is difficult to meet the requirement of effective vehicle-mounted power supply of the maglev train in an ultra-high speed state.

The harmonic power generation device based on electric suspension is suitable for high-speed/ultrahigh-speed rail trains, but the scheme is based on electric suspension space harmonic power generation, and the power generation capacity of the harmonic power generation device is related to the running speed, so that power generation cannot be carried out at low speed, and the requirement of a full-speed area cannot be met.

Disclosure of Invention

Embodiments of the present invention are directed to solving at least one of the problems in the prior art.

To this end, a first aspect of embodiments of the present invention provides a wireless power transfer system.

In view of the above, according to a first aspect of embodiments of the present invention, there is provided a wireless power transmission system for a magnetic levitation train, the wireless power transmission system comprising: a low vacuum pipe for accommodating a magnetic levitation train; the vehicle-mounted receiving device is positioned in the low vacuum pipeline and is used for being electrically connected with the magnetic suspension train, and the vehicle-mounted receiving device comprises a first coil; the transmitting device is positioned in the low-vacuum pipeline and comprises at least one second coil; and the power supply device is electrically connected with the at least one second coil.

The wireless power transmission system provided by the embodiment of the invention comprises a low vacuum pipeline, a vehicle-mounted receiving device, a transmitting device and a power supply device, wherein when a maglev train runs in the low vacuum pipeline, the maglev train is not in contact with the ground and the pipe wall, and is suspended in the air through electromagnetic force, and the functions of train acceleration, deceleration, braking, steering and the like are realized through an electromagnetic oven. The magnetic suspension train runs in a low vacuum environment, has low running resistance and high running speed, and can realize high-speed or ultrahigh-speed running of the magnetic suspension train.

The wireless electric energy transmission system can realize the power supply of the magnetic suspension train in the running states of static, low speed, high speed, super high speed and the like. Specifically, the vehicle-mounted receiving device comprises a first coil, the transmitting device comprises at least one second coil, and the power supply device is electrically connected with the at least one second coil. The wireless power transmission system can meet the power supply requirements of the maglev train under the low vacuum environment under the working conditions of static, low speed, high speed, ultrahigh speed and the like, and compared with the prior art in which the maglev train is charged in a contact mode and is provided with a battery for charging, the passenger capacity of the maglev train can be effectively improved, and the convenience is improved.

It can be understood that, according to faraday's law of electromagnetic induction E = -d Φ/dt, the induced electromotive force of the first coil is U = ω MI, where U is the induced voltage, M is the mutual inductance, and I is the high-frequency current output by the power supply device. In the running process of the magnetic suspension train, the mutual inductance is kept unchanged, and the high-frequency current and the frequency introduced into the transmitting device are unchanged, so that the voltage generated by the vehicle-mounted receiving device is kept stable, but the transmission capability is irrelevant to the speed, and the wireless power transmission system can meet the power supply requirements of the magnetic suspension train under the working conditions of static, low-speed, high-speed, ultrahigh-speed and the like in a low vacuum environment.

It should be noted that the wireless power transmission system may further include a vehicle-mounted converter, and the vehicle-mounted converter may rectify and invert the generated induced electromotive force into indexes and parameters such as voltage required by the magnetic levitation train, and provide the indexes and parameters to a circuit system of the magnetic levitation train, so as to supply power to the magnetic levitation train.

The low vacuum pipeline includes, but is not limited to, a pipeline, a tunnel, etc., and the internal atmospheric pressure is 0Pa to 101kPa, wherein the internal atmospheric pressure may be 100Pa to 50kPa, that is, the low vacuum pipeline can be obtained by the atmospheric pressure lower than 50%. When the magnetic suspension train runs in the low vacuum pipeline, the air resistance is low, the running speed is high, specifically, the running speed can be 0 km/h-1000 km/h, namely, the magnetic suspension train can run at the static, low-speed, high-speed and ultrahigh-speed running speed in the low vacuum pipeline.

In addition, magnetic levitation trains include, but are not limited to, electromagnetic levitation trains, electric levitation trains, and light rails, high-speed rails, city rails, etc. that use electromagnetic principles to implement trains away from the ground.

It should be further noted that the first coil is formed by winding a high-frequency litz wire cable. The size of the first coil winding can be set according to actual needs, and is generally 100 mm-3000 mm.

In addition, the wireless power transmission system provided by the above technical solution of the present invention further has the following additional technical features:

in one possible embodiment, the number of second coils is a plurality of second coils, which are arranged at intervals in the direction of travel of the magnetic levitation vehicle and which are arranged in parallel.

In the design, the number of the second coils is limited to be a plurality of, the second coils are arranged at intervals along the running direction of the magnetic suspension train, and the second coils are arranged in parallel, so that high-frequency alternating current can be introduced into one second coil or a plurality of second coils through control, the second coils are switched to be supplied with power to the magnetic suspension train in a segmented mode in the high-speed running process of the magnetic suspension train, and the wireless power transmission system can meet the power supply requirements of the magnetic suspension train on working conditions of stillness, low speed, high speed, super high speed and the like in a low vacuum environment.

In one possible design, the transmitting device further includes a first resonant capacitor, and the first resonant capacitor is arranged in series with the second coil.

In this design, it is defined that the transmitting apparatus further includes a first resonant capacitor, and specifically, the first resonant capacitor is connected in series with the second coil, and when the second coil is multiple, that is, the transmitting apparatus forms a series compensation network, thereby realizing resonant energy transfer. Through setting up first resonance electric capacity, can effectively offset coil cable voltage drop and inductance value, ensure system's resonance.

In detail, high-frequency alternating current is introduced into the second coil, so that a space high-frequency electromagnetic field is established by the second coil, electromotive force is induced by the first coil of the vehicle-mounted receiving device in the high-frequency electromagnetic field and is transmitted to the vehicle-mounted converter for rectification and inversion, and then the power is supplied to the maglev train.

Specifically, the method comprises the following steps: omega ² L ₁ C ₁ =1; ω =2 pi f, where ω is an angular velocity, L1 is a coil segment inductance value, C1 is a resonance capacitance value, and f is a working frequency, and the resonance capacitance value can be obtained by measuring the coil segment inductance value and substituting the equation.

In one possible design, the power supply is a ground converter, which is arranged outside the low vacuum line.

In this design, it is defined that the power supply device is a ground converter, in particular, the ground converter is arranged outside the low vacuum line and is electrically connected to the at least one second coil. Specifically, the ground converter provides high-frequency alternating current for at least one second coil, a space high-frequency electromagnetic field can be established after the high-frequency alternating current is introduced into the at least one second coil, and a first coil in the vehicle-mounted receiving device induces electromotive force in the high-frequency electromagnetic field and transmits the electromotive force to the magnetic suspension train, so that wireless power supply for the magnetic suspension train is realized. The wireless power transmission system can meet the power supply requirements of the maglev train under the low vacuum environment under the working conditions of static, low speed, high speed, ultrahigh speed and the like, and compared with the prior art in which the maglev train is charged in a contact mode and is provided with a battery for charging, the passenger capacity of the maglev train can be effectively improved, and the convenience is improved.

It should be noted that the ground converter is installed outside the low vacuum pipeline, that is, the commercial power grid is rectified and inverted into high-frequency alternating current, and the high-frequency alternating current is led into the second coil of the transmitting device. In the specific application, the working frequency of the ground converter is 10 kHz-100 kHz, the transmission power is 100 kw-1 Mw, the working voltage is less than 10kV, and the working current is less than 1kA.

In one possible embodiment, the ground converter comprises a transformer, a rectifier and a plurality of high-frequency inverters, wherein the rectifier is connected to the output of the transformer, the output of each high-frequency inverter is connected to a second coil, and the inputs of the plurality of high-frequency inverters are connected to the output of the rectifier.

In this design, one of the structures of the ground converter is defined, and specifically, the ground converter comprises a transformer, a rectifier and a plurality of high-frequency inverters, wherein the transformer outputs electric energy to the rectifier, the rectifier converts the electric energy into direct current, the direct current is transmitted to the high-frequency inverters through high-voltage transmission cables, and the direct current is converted into high-frequency alternating current by the high-frequency inverters and then is led into the second coil of the transmitting device, so that the second coil generates a high-frequency electromagnetic field.

Further, each high frequency inverter is connected to one second coil, so that the section switching of the second coil can be realized by controlling the high frequency inverter.

It can be understood that the rectifier outputs direct current, and the electric energy is transmitted to the high-frequency inverter through the direct current cable, so that the rectifier has the advantages of reduced voltage, low cost and the like. The high-frequency inverter inverts the direct current into square waves with the frequency f and leads the square waves into the second coil.

In one possible design, the ground converter comprises a transformer, a current transformation module and a plurality of change-over switches, wherein the current transformation module is connected with the output end of the transformer, and the output end of the current transformation module is connected with the plurality of second coils; and each change-over switch is arranged on a connecting path of the current transformation module and one second coil.

In the design, another structure of the ground converter is limited, specifically, the ground converter comprises a transformer, a current transforming module and a plurality of change-over switches, wherein the transformer outputs electric energy to the current transforming module, high-frequency alternating current is output after rectification and inversion of the current transforming module and is transmitted to the second coil through a high-frequency cable, the change-over switches are arranged on a connecting path of the current transforming module and the second coil, so that the on-off of current of the connecting path of the current transforming module and each second coil can be controlled, and further, the second coil can be switched in sections by controlling the change-over switches.

Wherein, the conversion module includes rectifier module and contravariant module.

In a possible design, the ground converter further includes a second resonant capacitor, and the second resonant capacitor is disposed on a connection path between the current transforming module and one of the switches.

In this design, it still includes second resonant capacitor to have injectd ground converter, specifically speaking, second resonant capacitor sets up on the converting module and a change over switch's connecting path, because the in-process of converting module output high frequency current transmission to emitter, the distance is longer, has the response high voltage in the cable, through set up second resonant capacitor on converting module and a change over switch's connecting path, can effectively offset the response high voltage that exists in the cable, prevent the insulation breakdown phenomenon, improve the transmission ability.

The number of the second resonant capacitors can be set according to actual needs.

In one possible design, the wireless power transmission system further includes a vehicle-mounted converter, the vehicle-mounted converter is electrically connected with the vehicle-mounted receiving device, and the vehicle-mounted converter is used for being electrically connected with a circuit system of the magnetic levitation train.

In this design, it is defined that the wireless power transmission system further comprises an onboard converter, in particular, the onboard converter is electrically connected with the onboard receiving device and with the circuit system of the magnetic levitation train. It can be understood that the vehicle-mounted receiving device generates induced electromotive force in a high-frequency electromagnetic field, the generated induced electromotive force cannot directly supply power to the magnetic suspension train, and the induced electromotive force needs to be rectified and inverted into indexes and parameters required by the magnetic suspension train. By arranging the vehicle-mounted converter, the vehicle-mounted receiving device generates induced electromotive force in a high-frequency electromagnetic field and transmits the induced electromotive force to the vehicle-mounted converter, and the vehicle-mounted converter rectifies and inverts the induced electromotive force at high frequency and outputs indexes and parameters such as voltage required by the magnetic suspension train to a circuit system of the magnetic suspension train so as to meet the power supply requirement of the magnetic suspension train.

In specific application, the output direct-current voltage of the vehicle-mounted converter is 440V, the transmission power is 10-100 kw, and the vehicle-mounted converter can be cascaded for expansion.

In one possible embodiment, the on-board converter comprises a compensation module, a high-frequency rectifier module, a dc converter module and an on-board power supply system, wherein the compensation module is connected to an output of the on-board receiver, the high-frequency rectifier module is connected to an output of the compensation module, the dc converter module is connected to an output of the high-frequency rectifier module, an input of the on-board power supply system is connected to the dc converter module, and an output of the on-board power supply system is used for electrical connection to a circuit system of the magnetic levitation train.

In the design, a specific structure of the vehicle-mounted converter is defined, specifically, the vehicle-mounted converter comprises a compensation module, a high-frequency rectification module, a direct current conversion module and a vehicle-mounted power grid, specifically, the compensation module is connected with an output end of a vehicle-mounted receiving device, the high-frequency rectification module is connected with an output end of the compensation module, the direct current conversion module is connected with an output end of the high-frequency rectification module, an input end of the vehicle-mounted power grid is connected with the direct current conversion module, and the output end of the vehicle-mounted power grid is used for being electrically connected with a circuit system of the maglev train.

It should be noted that the compensation module includes a resonant capacitor and a coil, where the resonant capacitor and the coil are connected in series to form a resonant circuit. Specifically, the method comprises the following steps: omega ² L ₂ C ₂ =1; ω =2 π f, where ω is angular velocity, L2 is coil segment inductance, C2 is resonance capacitance, and f is system operating frequency, which can be measured by measuring coil segment inductanceThe resonant capacitance can be obtained by substituting the above formula.

In addition, the high-frequency rectifying module can adopt a diode module to form a rectifying bridge, and is different from the frequency (50 Hz) of the commercial power frequency rectifying module, wherein the frequency of the high-frequency rectifying module is the working frequency of the wireless power transmission system.

The circuit system of the magnetic suspension train comprises a micro-grid consisting of a direct current bus network, an auxiliary power supply network, emergency electric equipment and the like, and the vehicle-mounted power grid is electrically connected with the micro-grid.

In one possible design, the low vacuum conduit is provided with a through hole; the wireless power transmission system further comprises a first connecting cable, a first vacuum connector, a second connecting cable and a vacuum through-hole connector, wherein the first end of the first connecting cable is connected with the second coil through the first vacuum connector, the first end of the second connecting cable is connected with the ground converter, the second end of the first connecting cable is connected with the second end of the second connecting cable through the vacuum through-hole connector, and the vacuum through-hole connector is located in the through hole.

In the design, the wireless power transmission system is limited to further comprise a first connecting cable, a first vacuum connector, a second connecting cable and a vacuum through-hole connector, specifically, the low vacuum pipeline is provided with a through hole, the second end of the first connecting cable is connected with the second end of the second connecting cable through the vacuum through-hole connector, and the vacuum through-hole connector is located in the through hole after being connected. Specifically, after the first connecting cable and the second connecting cable are connected by the vacuum through-hole connector and are not in through holes, the vacuum through-hole connector is sealed by vacuum mud and vacuumized. Through setting up first vacuum connector and vacuum through-hole connector, can effectively solve the problem of ordinary pressure-vacuum via hole, ensure that wireless power transmission system can normally work.

In one possible design, the wireless power transfer system further includes a second vacuum connector, and the second coil and the first resonant capacitor are arranged in series through the second vacuum connector.

In the design, the wireless power transmission system is limited to further comprise a second vacuum connector, particularly, the second coil and the first resonance capacitor are arranged in series through the second vacuum connector, so that the problem of normal-pressure-vacuum via holes can be effectively solved, and the wireless power transmission system can work normally.

In a possible design, the vehicle-mounted receiving device comprises a shell, a pipeline and a heat-conducting medium, wherein the shell is provided with a containing cavity, the first coil is located in the containing cavity, at least one part of the pipeline is arranged in the containing cavity, and the heat-conducting medium is arranged in the pipeline.

In the design, because the air is thin and the heat dissipation condition is poor in the low vacuum environment, the heat generated by the coil cannot be effectively dissipated. Through set up partial pipeline holding the intracavity to let in heat-conducting medium in the pipeline, compare and adopt the forced air cooling to dispel the heat in the correlation technique, can effectively take away the heat that first coil produced when heat-conducting medium flows in the pipeline, thereby realize on-vehicle receiving arrangement's effective heat dissipation, improve on-vehicle receiving arrangement can be at the operating stability under the low vacuum environment, and then satisfy the power supply demand of magnetic suspension train under running state such as static, low-speed, high-speed and hypervelocity.

It can be understood that one part of the pipeline is located in the accommodating cavity, and the other part of the pipeline is connected with the magnetic suspension train, so that the heat-conducting medium can circularly flow in the pipeline, the circulating heat dissipation of the vehicle-mounted receiving device is realized, the heat dissipation effect is improved, and the service life of the vehicle-mounted receiving device is prolonged.

The heat transfer medium may be water, a refrigerant, or the like, and may be specifically set as needed. It can be understood that if the heat-conducting medium is water, the cost of the system can be reduced while the effective heat dissipation of the vehicle-mounted receiving device is realized. The pipeline can be the aluminum pipe, can further improve the heat conduction effect. The diameter of the pipeline is 10 mm-50 mm, and the inner diameter is 10 mm-30 mm.

In one possible design, at least a portion of the conduit is disposed between the inner wall of the housing and the first coil.

In this design, it is defined that at least a part of the pipe is disposed between the inner wall of the housing and the first coil, that is, at least a part of the pipe is disposed close to the first coil, and the heat radiation effect of the vehicle-mounted receiving device can be further improved. Specifically, because the heat that holds the intracavity is the first coil production mainly, with at least partly first coil setting of being close to of pipeline, can improve radiating efficiency and radiating effect, and then prolong on-vehicle receiving device's life, make the wireless power transmission system who has this on-vehicle receiving device satisfy the power supply demand of maglev train under the running state such as static, low-speed, high speed and hypervelocity.

In a possible design, the vehicle-mounted receiving device further comprises a plurality of magnetic members, and the plurality of magnetic members are arranged in the accommodating cavity at intervals and are located between the first coil and the inner wall of the shell.

In the design, the vehicle-mounted receiving device is limited to further comprise a plurality of magnetic parts, and particularly, the magnetic parts are arranged in the vehicle-mounted receiving device, so that the magnetic permeability can be effectively increased, the magnetic resistance is reduced, and the effects of planning a magnetic field and guiding magnetic lines of force are achieved.

Specifically, a plurality of magnetic parts are arranged at intervals, namely, a gap is formed between two adjacent magnetic parts, so that the magnetic conductivity can be increased, the using amount of the magnetic parts can be reduced, and the production cost of the vehicle-mounted receiving device can be reduced.

It should be noted that the cross section of each magnetic member is 20mm × 25mm, and the length is 100mm to 3000mm, and the cross section can be specifically set according to the size of the vehicle-mounted receiving device. The number of the magnetic members can be set according to actual needs, and in detail, the coverage rate of the magnetic members is generally 40% to 100%. Specifically, the coverage of the magnetic member may be 41%. The coverage of the magnetic members may be calculated according to the formula, a = (D × n)/L, where a is the coverage of the magnetic members, D is the width of each magnetic member, L is the length of the housing, and n is the number of magnetic members.

Wherein, the magnetic part is TP95 ferrite material, and the relative magnetic conductivity is more than 3000.

In one possible design, the part of the pipeline between the inner wall of the shell and the first coil is a first pipeline; a gap is formed between every two adjacent magnetic pieces in the plurality of magnetic pieces, and at least one part of the first pipeline is positioned in the gap.

In this design, it is first pipeline to have injectd some pipelines between shells inner wall and the first coil, and at least a part of first pipeline is located the clearance between two adjacent magnetic part, that is to say, distributes the pipeline in the clearance that two adjacent magnetic parts formed to can reduce on-vehicle receiving arrangement's occupation space when guaranteeing effectively dispel the heat to holding intracavity heat.

In one possible design, the vehicle-mounted receiving device further comprises an insulating member provided with an insulating cavity, and at least a part of the first coil is located in the insulating cavity.

In this design, it is defined that the on-board receiving device further comprises an insulating member, in particular, the insulating member has an insulating cavity in which at least a part of the first coil is located, that is, the insulating member wraps at least a part of the first coil, in other words, the insulating member is provided outside the first coil. Because the maglev train runs under the low vacuum environment, the vehicle-mounted receiving device is connected with the maglev train and is positioned in the low vacuum pipeline, air is thin under the low vacuum environment, insulation voltage is low, electric breakdown is easy to occur, at least one part of the first coil is arranged in the insulation cavity of the insulation part, the voltage-resistant grade of the vehicle-mounted receiving device can be effectively improved, electric breakdown is prevented from occurring, and therefore the wireless electric energy transmission system with the vehicle-mounted receiving device meets the power supply requirements of the maglev train under the low vacuum environment under working conditions of static, low speed, high speed, ultrahigh speed and the like.

In a specific application, the insulating part can be made of epoxy resin materials, and the first coil is arranged in the insulating cavity in a potting mode, so that the insulating capacity of the first coil is further improved.

In one possible embodiment, the wireless power transmission system further comprises a first connecting element and at least one second connecting element, wherein the first connecting element is connected to the housing, a first end of the at least one second connecting element is connected to the first connecting element, and a second end of the at least one second connecting element is used for connecting to a magnetic levitation vehicle.

In this design, it is defined that the wireless power transmission system further comprises a first connecting piece and at least one second connecting piece, specifically, the first connecting piece is connected with the housing, and two ends of the at least one second connecting piece are respectively connected with the first connecting piece and the magnetic levitation train. In other words, the onboard receiving device is fixedly connected to the magnetic levitation vehicle via the first connection element and the at least one second connection element. Therefore, the vehicle-mounted receiving device can induce electromotive force in the high-frequency electromagnetic field, and the electromotive force is transmitted to a circuit system of the magnetic suspension train after rectification and inversion, so that the power supply of the magnetic suspension train is realized.

In specific application, the number of the first connecting pieces and the second connecting pieces can be set to be multiple, and the vehicle-mounted receiving device is installed on the magnetic suspension train through the multiple connecting pieces, so that the connecting effect of the vehicle-mounted receiving device and the magnetic suspension train can be improved, and the installation stability of the vehicle-mounted receiving device is ensured when the magnetic suspension train runs at a high speed or an ultrahigh speed.

In a possible design, the second connecting member includes a connecting body, at least two first connecting arms and at least two second connecting arms, wherein the at least two first connecting arms and the at least two second connecting arms are respectively connected with the connecting body, and the extending directions of the at least two first connecting arms and the at least two second connecting arms are opposite to each other.

In this design, a specific structure of the second connector is defined. Particularly, the second connecting piece is including connecting the body, two at least first connecting arms and two at least second connecting arms, wherein, two at least first connecting arms set up with the extending direction of two at least second connecting arms back of the body mutually, that is to say, the second connecting piece is the cross structure of X type, thereby can effectively improve the structural strength of second connecting piece, because maglev train is in high speed or hypervelocity running state, first connecting piece and maglev train are connected respectively to the second connecting piece, therefore, the second connecting piece need bear great acceleration and dynamic impact, through setting the second connecting piece to cross structure, can improve the connection reliability between on-vehicle receiving arrangement and the maglev train, strengthen the fastening ability of second connecting piece.

In a specific application, a plurality of second connecting pieces in a cross structure can be arranged on the first connecting piece, so that the connection stability between the vehicle-mounted receiving device and the magnetic suspension train is further enhanced.

In one possible design, the housing includes a shield, a support, and a frame, wherein the shield is connected to the first connector, the support is located on a side of the shield facing away from the first connector, the frame is located between the shield and the support and is connected to the shield and the support, respectively, and the accommodating cavity is located between the shield, the support, and the frame.

In this design, the specific structure of the housing is defined. Particularly, the shell comprises a shielding piece, a supporting piece and a frame, wherein the shielding piece is connected with the first connecting piece, namely the shielding piece is arranged on one side, close to the magnetic suspension train, of the vehicle-mounted receiving device, and through the arrangement of the shielding piece, an electromagnetic field radiated outside by the vehicle-mounted receiving device can be effectively reduced, interference to external electromagnetism is reduced, and the operation stability and reliability of the wireless power transmission system are improved.

In a particular application, the shield may be a shielding aluminum plate, it being understood that the current penetration depth formula is: δ = (π f) ₁ σμ) ^-1/2 Wherein f is ₁ For the operating frequency, σ is the material conductivity, μ is the material permeability, and δ is the skin depth. The thickness of the shielding aluminum plate needs to be larger than delta, so that the external radiation electromagnetic field of the vehicle-mounted receiving device can be effectively reduced, and the interference to the external electromagnetic field can be reduced.

Further, the supporting piece is located on one side of the shielding piece, which faces away from the first connecting piece, and the shielding piece and the supporting piece are respectively connected with two opposite sides of the frame, so that an accommodating cavity is formed. That is to say, the support is arranged on the side of the on-board receiving device facing away from the magnetic levitation vehicle, that is to say, the support is in contact with the high-frequency electromagnetic field, and therefore, the support can be arranged as a non-ferromagnetic material, that is, an insulating material, for example, an epoxy board, so that the insulating effect can be ensured while having a certain structural strength.

The frame is connected shielding piece and support piece respectively, can adopt aluminum alloy material to make the frame to can reduce on-vehicle receiving arrangement's whole weight when having certain structural strength, and aluminum alloy material shielding effect is better, can further reduce on-vehicle receiving arrangement to external radiation electromagnetic field, and reduce and produce the interference to outside electromagnetism.

Additional aspects and advantages in accordance with the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

fig. 1 is a schematic configuration diagram showing an in-vehicle receiving apparatus according to an embodiment of the present invention;

fig. 2 illustrates one of partial schematic diagrams of a wireless power transmission system according to one embodiment of the present invention;

fig. 3 illustrates a second partial schematic diagram of a wireless power transmission system according to an embodiment of the present invention;

fig. 4 illustrates a third partial schematic diagram of a wireless power transmission system according to an embodiment of the present invention.

Wherein, the correspondence between the reference numbers and the component names in fig. 1 to 4 is:

110 low vacuum pipeline, 120 vehicle-mounted receiving device, 121 shell, 1211 shielding part, 1212 supporting part, 1213 frame, 122 first coil, 123 pipeline, 124 magnetic part, 125 insulating part, 130 first connecting part, 140 second connecting part, 141 first connecting arm, 142 second connecting arm, 150 vehicle-mounted converter, 151 compensation module, 152 high frequency rectification module, 153 direct current conversion module, 154 vehicle-mounted power grid, 160 transmitting device, 161 second coil, 162 first resonant capacitor, 170 ground converter, 171a transformer, 172a rectifier, 173a high frequency inverter, 171b transformer, 172b conversion module, 173b change-over switch, 174b second resonant capacitor, 180 first connecting cable, 190 second connecting cable, 200 first vacuum connector, 210 second vacuum connector, 220 vacuum through-hole connector, 300 maglev train.

Detailed Description

In order that the above objects, features and advantages of the present invention can be more clearly understood, a more particular description of the invention, taken in conjunction with the accompanying drawings and detailed description, is set forth below. It should be noted that the embodiments and features of the embodiments of the present application may be combined with each other without conflict.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, however, the present invention may be practiced otherwise than as specifically described herein, and thus the scope of the present invention is not limited by the specific embodiments disclosed below.

Wireless power transfer systems provided according to some embodiments of the present invention are described below with reference to fig. 1-4.

The first embodiment is as follows:

as shown in fig. 1, 2, 3 and 4, an embodiment of the first aspect of the present invention provides a wireless power transmission system for a magnetic levitation train 300, including: a low vacuum pipe 110 for accommodating the maglev train 300; the vehicle-mounted receiving device 120 is positioned in the low vacuum pipeline 110 and is used for being electrically connected with the magnetic levitation train 300, and the vehicle-mounted receiving device 120 comprises a first coil 122; a transmitting device 160 located within the low vacuum conduit 110, the transmitting device 160 comprising at least one second coil 161; and a power supply device electrically connected to the at least one second coil 161.

The wireless power transmission system provided by the embodiment of the invention comprises a low vacuum pipeline 110, a vehicle-mounted receiving device 120, a transmitting device 160 and a power supply device, wherein when a maglev train 300 runs in the low vacuum pipeline 110, the maglev train is not in contact with the ground and the pipe wall, is suspended in the air through electromagnetic force, and realizes the functions of acceleration, deceleration, braking, steering and the like of the train through an induction cooker. The magnetic suspension train 300 runs in a low vacuum environment, has low running resistance and high running speed, and can realize the high-speed or ultrahigh-speed running of the magnetic suspension train 300.

The wireless power transmission system can supply power to the maglev train 300 in the running states of static, low speed, high speed, super high speed and the like. Specifically, the vehicle-mounted receiving device 120 includes a first coil 122, the transmitting device 160 includes at least one second coil 161, and the power supply device is electrically connected to the at least one second coil 161, it can be understood that, when the at least one second coil 161 is energized, an electromagnetic field can be generated, the first coil 122 can generate induced electromotive force in the electromagnetic field, and since the vehicle-mounted receiving device 120 is electrically connected to the maglev train 300, the induced electromotive force generated by the first coil 122 can supply power to the maglev train 300, thereby implementing wireless power supply to the maglev train 300. Namely, the wireless power transmission system can meet the power supply requirements of the maglev train 300 under the working conditions of static, low speed, high speed, ultra high speed and the like in a low vacuum environment, and compared with the prior art in which the maglev train 300 is charged by adopting contact charging and battery charging, the wireless power transmission system can effectively improve the passenger capacity of the maglev train 300 and improve the convenience.

It can be understood that, according to faraday's law of electromagnetic induction E = -d Φ/dt, the induced electromotive force of the first coil 122 is U = ω MI, where U is the induced voltage, M is the mutual inductance, and I is the high-frequency current output by the power supply device. In the running process of the maglev train 300, the mutual inductance is kept unchanged, and the high-frequency current and the frequency introduced into the second coil 161 are unchanged, so that the voltage generated by the vehicle-mounted receiving device 120 is kept stable, and the transmission capability is irrelevant to the speed, so that the wireless power transmission system can meet the power supply requirements of the maglev train 300 under the low-vacuum environment under the working conditions of static, low-speed, high-speed, ultrahigh-speed and the like.

It should be noted that the wireless power transmission system may further include a vehicle-mounted converter 150, and the vehicle-mounted converter 150 may rectify and invert the generated induced electromotive force into indexes and parameters, such as voltage, required by the magnetic levitation train 300, and provide the indexes and parameters to a circuit system of the magnetic levitation train 300, so as to supply power to the magnetic levitation train 300.

The low vacuum pipe 110 includes, but is not limited to, a pipe, a tunnel, etc., and the internal atmospheric pressure is 0Pa to 101kPa, wherein the internal atmospheric pressure may be 100Pa to 50kPa, that is, the low vacuum pipe 110 may be obtained by a pressure lower than 50% of the atmospheric pressure. When the maglev train 300 runs in the low vacuum pipe 110, the air resistance is low, the running speed is high, specifically, the running speed can be 0 km/h-1000 km/h, that is, the maglev train 300 can run in the low vacuum pipe 110 at a static, low, high, or ultra-high running speed.

In addition, the maglev train 300 includes, but is not limited to, an electromagnetic levitation train 300, an electric levitation train, and a light rail, a high-speed rail, an urban railway, etc. which use the electromagnetic principle to realize the train far from the ground.

It should be further noted that the first coil 122 is formed by winding a high frequency litz wire. The size of the first coil 122 can be set according to actual needs, and is generally 100mm to 3000mm.

As shown in fig. 1, 2 and 3, in addition to the above-described embodiment, the number of the second coils 161 is plural, the plural second coils 161 are provided at intervals in the traveling direction of the magnetic levitation train 300, and the plural second coils 161 are provided in parallel.

In this embodiment, it is limited that the number of the second coils 161 is plural, the plural second coils 161 are arranged at intervals along the traveling direction of the magnetic levitation train 300, and the plural second coils 161 are arranged in parallel, so that high-frequency alternating current can be controlled to be supplied to one second coil 161 or the plural second coils 161, so as to switch to supplying power to the magnetic levitation train 300 in sections during the high-speed operation of the magnetic levitation train 300, thereby enabling the wireless power transmission system to meet the power supply requirements of the magnetic levitation train 300 under the low vacuum environment, under the working conditions of standstill, low speed, high speed, ultra high speed, and the like.

As shown in fig. 1, fig. 2 and fig. 3, on the basis of the above embodiment, further, the transmitting device 160 further includes a first resonant capacitor 162, and the first resonant capacitor 162 is arranged in series with the second coil 161.

In this embodiment, it is defined that the transmitting device 160 further includes a first resonant capacitor 162, and specifically, the first resonant capacitor 162 is connected in series with the second coil 161, when the second coil 161 is multiple, that is, the transmitting device 160 forms a series compensation network, thereby realizing resonant energy transfer. Through setting up first resonance electric capacity 162, can effectively offset coil cable voltage drop and inductance value, ensure system resonance.

In detail, a high-frequency alternating current is introduced into the second coil 161, so that a spatial high-frequency electromagnetic field is established in the second coil 161, and an electromotive force is induced in the high-frequency electromagnetic field by the first coil 122 of the vehicle-mounted receiving device 120 and is transmitted to the vehicle-mounted converter 150 to be rectified and inverted and then supplies power to the maglev train 300, that is, the power supply requirements of the maglev train 300 under low vacuum environment, working conditions such as static, low speed, high speed and ultra-high speed can be met through the wireless power transmission system, and compared with the related art in which contact charging and battery charging are adopted, the passenger capacity of the maglev train 300 can be effectively increased, and the convenience is improved.

Specifically, the method comprises the following steps: omega ² L ₁ C ₁ =1; ω =2 pi f, where ω is an angular velocity, L1 is a coil segment inductance value, C1 is a resonance capacitance value, and f is a working frequency, and the resonance capacitance value can be obtained by measuring the coil segment inductance value and substituting the equation.

Example two:

as shown in fig. 1, in addition to any of the above embodiments, the power supply device is a ground converter 170, and the ground converter 170 is disposed outside the low vacuum pipe 110.

In this embodiment, the power supply device is defined as a ground converter 170, and specifically, the ground converter 170 is disposed outside the low vacuum pipe 110, and the ground converter 170 is connected with the transmitting device 160. Specifically, the ground converter 170 supplies high-frequency alternating current to the at least one second coil 161, the at least one second coil 161 is fed with the high-frequency alternating current to establish a spatial high-frequency electromagnetic field, and the first coil 122 in the on-board receiving device 120 induces an electromotive force in the high-frequency electromagnetic field and transmits the electromotive force to the magnetic levitation train 300, so that the magnetic levitation train 300 is wirelessly powered. Namely, the wireless power transmission system can meet the power supply requirements of the maglev train 300 under the low vacuum environment under the working conditions of static, low speed, high speed, super high speed and the like, and compared with the prior art in which the maglev train is charged by adopting contact charging and battery charging, the passenger capacity of the maglev train 300 can be effectively improved, and the convenience is improved.

It should be noted that the ground converter 170 is installed outside the low vacuum pipe 110, i.e. the utility grid is rectified and inverted into a high frequency ac power, and the ac power is fed into the second coil 161 of the transmitter 160. In the specific application, the ground converter 170 has the working frequency of 10 kHz-100 kHz, the transmission power of 100 kw-1 Mw, the working voltage of less than 10kV and the working current of less than 1kA.

Example three:

as shown in fig. 2, on the basis of the above-mentioned embodiment, further, the ground converter 170 includes a transformer 171a, a rectifier 172a, and a plurality of high frequency inverters 173a, wherein the rectifier 172a is connected to the output terminal of the transformer 171a, the output terminal of each of the high frequency inverters 173a is connected to one of the second coils 161, and the input terminals of the plurality of high frequency inverters 173a are connected to the output terminal of the rectifier 172 a.

In this embodiment, one of the structures of the ground converter 170 is defined, and specifically, the ground converter 170 includes a transformer 171a, a rectifier 172a and a plurality of high frequency inverters 173a, wherein the transformer 171a outputs electric power to the rectifier 172a, the rectifier 172a converts the electric power into direct current, the direct current is transmitted to the high frequency inverters 173a through high voltage transmission cables, and the direct current is converted into high frequency alternating current by the high frequency inverters 173a and then is passed to the second coil 161 of the transmitter 160, so that the second coil 161 generates a high frequency electromagnetic field.

Further, each high-frequency inverter 173a is connected to one second coil 161, so that the section switching of second coil 161 can be realized by controlling high-frequency inverter 173 a.

It can be understood that the rectifier 172a outputs dc power and transmits the power to the high frequency inverter 173a through the dc cable, which has advantages of reduced voltage and low cost. The high frequency inverter 173a inverts the dc power into a square wave having a frequency f, and supplies the square wave to the second coil 161.

Example four:

as shown in fig. 3, on the basis of the above embodiment, the ground converter 170 further includes a transformer 171b, a converter module 172b and a plurality of switches 173b, wherein the converter module 172b is connected to the output end of the transformer 171b, and the output end of the converter module 172b is connected to the plurality of second coils 161; a plurality of switches 173b, each switch 173b is disposed on a connection path between the current transforming module 172b and one of the second coils 161.

In this embodiment, another structure of the ground converter 170 is defined, specifically, the ground converter 170 includes a transformer 171b, a current transforming module 172b and a plurality of switches 173b, in which the transformer 171b outputs electric energy to the current transforming module 172b, high-frequency ac power is output after being rectified and inverted by the current transforming module 172b, and is transmitted to the second coil 161 through a high-frequency cable, and by providing the switches 173b on a connection path between the current transforming module 172b and the second coil 161, current on/off of a connection path between the current transforming module 172b and each second coil 161 can be controlled, and further, by controlling the switches 173b, segmented switching of the second coil 161 can be realized.

The converter module 172b includes a rectifier module and an inverter module.

As shown in fig. 3, in addition to the above embodiment, the ground converter 170 further includes a second resonant capacitor 174b, and the second resonant capacitor 174b is disposed on a connection path between the converter module 172b and a switch 173 b.

In this embodiment, the ground converter 170 is further limited to include a second resonant capacitor 174b, and specifically, the second resonant capacitor 174b is disposed on a connection path between the current transformer module 172b and a switch 173b, and since the distance between the current transformer module 172b and the transmitter 160 is long and an induced high voltage exists in the cable in the process of outputting a high-frequency current, the second resonant capacitor 174b is disposed on the connection path between the current transformer module 172b and the switch 173b, the induced high voltage existing in the cable can be effectively offset, an insulation breakdown phenomenon is prevented, and the transmission capability is improved.

The number of the second resonant capacitors 174b can be set according to actual requirements.

Example five:

as shown in fig. 1, on the basis of any of the above embodiments, further, the wireless power transmission system further includes a vehicle-mounted converter 150, the vehicle-mounted converter 150 is electrically connected to the vehicle-mounted receiving device 120, and the vehicle-mounted converter 150 is used for electrically connecting to a circuit system of the maglev train 300.

In this embodiment, the wireless power transmission system is further defined to include an onboard converter 150, and specifically, the onboard converter 150 is electrically connected to the onboard receiving device 120 and to the circuitry of the maglev train 300. It can be understood that the on-board receiving device 120 generates an induced electromotive force in the high-frequency electromagnetic field, and the generated induced electromotive force cannot directly supply power to the magnetic levitation train 300 and needs to be rectified and inverted into indexes and parameters required by the magnetic levitation train 300. By arranging the vehicle-mounted converter 150, the vehicle-mounted receiving device 120 generates induced electromotive force in a high-frequency electromagnetic field and transmits the induced electromotive force to the vehicle-mounted converter 150, and after the vehicle-mounted converter 150 rectifies and inverts the induced electromotive force at a high frequency, indexes and parameters such as voltage required by the magnetic suspension train 300 are output to a circuit system of the magnetic suspension train 300, so that the power supply requirement of the magnetic suspension train 300 is met.

In specific application, the output direct-current voltage of the vehicle-mounted converter 150 is 440V, the transmission power is 10kw to 100kw, and the vehicle-mounted converter can be cascaded for capacity expansion.

As shown in fig. 1, in addition to the above embodiment, the onboard converter 150 further includes a compensation module 151, a high-frequency rectification module 152, a dc conversion module 153 and an onboard power grid 154, wherein the compensation module 151 is connected to an output end of the onboard receiving device 120, the high-frequency rectification module 152 is connected to an output end of the compensation module 151, the dc conversion module 153 is connected to an output end of the high-frequency rectification module 152, an input end of the onboard power grid 154 is connected to the dc conversion module 153, and an output end of the onboard power grid 154 is used for electrically connecting to a circuit system of the magnetic levitation train 300.

In this embodiment, a specific structure of the on-board converter 150 is defined, specifically, the on-board converter 150 includes a compensation module 151, a high-frequency rectification module 152, a DC conversion module 153, and an on-board power grid 154, specifically, the compensation module 151 is connected to an output terminal of the on-board receiving device 120, the high-frequency rectification module 152 is connected to an output terminal of the compensation module 151, the DC conversion module 153 is connected to an output terminal of the high-frequency rectification module 152, an input terminal of the on-board power grid 154 is connected to the DC conversion module 153, an output terminal of the on-board power grid 154 is used for electrically connecting to a circuit system of the maglev 300, that is, the on-board receiving device 120 generates an induced electromotive force in a high-frequency electromagnetic field and transmits the induced electromotive force to the compensation module 151 of the on-board converter 150, reduces a voltage drop and an inductance value by the compensation module 151 and rectifies the high-frequency current to the DC conversion module 153, converts the voltage by a DC-DC converter and outputs the voltage to the on-board power grid 154, and the on-board power grid 154 is electrically connected to an induction circuit system of the maglev 300, thereby realizing conversion of the maglev 300 and transmitting the maglev 300.

It should be noted that the compensation module 151 includes a resonant capacitor and a coil, wherein the resonant capacitor and the coil are connected in series to form a resonant circuit. Specifically, the method comprises the following steps: omega ² L ₂ C ₂ =1; ω =2 pi f, where ω is an angular velocity, L2 is a coil segment inductance value, C2 is a resonance capacitance value, and f is a system operating frequency, and the resonance capacitance value can be obtained by measuring the coil segment inductance value and substituting the equation.

In addition, the high-frequency rectifying module 152 may form a rectifying bridge by using a diode module, and the high-frequency rectifying module 152 is different from the frequency (50 Hz) of the commercial power frequency rectifying module, wherein the frequency of the high-frequency rectifying module 152 is the working frequency of the wireless power transmission system.

The electrical system of the magnetic levitation vehicle 300 comprises a micro-grid formed by a dc bus network, an auxiliary power supply network, emergency consumers, etc., to which the on-board electrical system 154 is electrically connected.

In a specific embodiment, further, the low vacuum pipe 110 is provided with a through hole; the wireless power transmission system further includes a first connection cable 180, a first vacuum connector 200, a second connection cable 190, and a vacuum via connector 220, wherein a first end of the first connection cable 180 is connected to the second coil 161 through the first vacuum connector 200, a first end of the second connection cable 190 is connected to the ground plane transformer 170, a second end of the first connection cable 180 is connected to a second end of the second connection cable 190 through the vacuum via connector 220, and the vacuum via connector 220 is located within the through hole.

In this embodiment, the wireless power transmission system is further defined to include a first connection cable 180, a first vacuum connector 200, a second connection cable 190, and a vacuum via connector 220, specifically, the low vacuum pipe 110 is opened with a through hole, a second end of the first connection cable 180 and a second end of the second connection cable 190 are connected by the vacuum via connector 220, and the vacuum via connector 220 is located in the through hole after being connected. Specifically, after the first connection cable 180 and the second connection cable 190 are connected by the vacuum via connector 220 without through holes, the vacuum via connector is sealed by vacuum paste and then vacuumized. Through setting up first vacuum connector 200 and vacuum via connector 220, can effectively solve the problem of ordinary pressure-vacuum via hole, ensure that wireless power transmission system can normally work.

In another specific embodiment, further, the wireless power transmission system further includes a second vacuum connector 210, and the second coil 161 and the first resonant capacitor 162 are serially connected through the second vacuum connector 210.

In this embodiment, the wireless power transmission system is further defined to include a second vacuum connector 210, and specifically, the second coil 161 and the first resonance capacitor 162 are connected in series through the second vacuum connector 210, so that the problem of a normal pressure-vacuum via hole can be effectively solved, and the wireless power transmission system can be ensured to work normally.

Example six:

as shown in fig. 4, on the basis of any of the above embodiments, further, the vehicle-mounted receiving device 120 includes a housing 121, a pipeline 123 and a heat conducting medium, where the housing 121 has an accommodating cavity, the first coil 122 is located in the accommodating cavity, at least a portion of the pipeline 123 is disposed in the accommodating cavity, and the heat conducting medium is disposed in the pipeline 123.

In this embodiment, since the air is thin and the heat dissipation condition is poor in the low vacuum environment, the heat generated by the coil cannot be dissipated effectively. Through set up partial pipeline 123 holding the intracavity, and let in heat-conducting medium in pipeline 123, compare and adopt the forced air cooling to dispel the heat in the correlation technique, can effectively take away the heat that first coil 122 produced when heat-conducting medium flows in pipeline 123, thereby realize on-vehicle receiving arrangement 120's effective heat dissipation, improve on-vehicle receiving arrangement 120 and can be the operating stability under the low vacuum environment, and then satisfy the power supply demand of maglev train 300 under the running state such as static, low-speed, high-speed and hypervelocity.

It can be understood that a part of the pipeline 123 is located in the accommodating cavity, and another part of the pipeline 123 is connected to the maglev train 300, so that the heat-conducting medium can circularly flow in the pipeline 123, thereby realizing the circular heat dissipation of the vehicle-mounted receiving device 120, improving the heat dissipation effect, and prolonging the service life of the vehicle-mounted receiving device 120.

The heat transfer medium may be water, a refrigerant, or the like, and may be specifically set as needed. It can be understood that if the heat-conducting medium is water, the system cost can be reduced while the effective heat dissipation of the vehicle-mounted receiving device 120 is realized. The pipeline 123 may be an aluminum pipe, which can further improve the heat conduction effect. The diameter of the pipeline 123 is 10 mm-50 mm, and the inner diameter is 10 mm-30 mm.

In a specific embodiment, further, at least a portion of the pipe 123 is disposed between the inner wall of the housing 121 and the first coil 122.

In this embodiment, it is defined that at least a portion of the pipe 123 is disposed between the inner wall of the housing 121 and the first coil 122, that is, at least a portion of the pipe 123 is disposed close to the first coil 122, and the heat radiation effect of the in-vehicle receiving apparatus 120 can be further improved. Specifically, because the heat in the accommodating cavity is mainly generated by the first coil 122, at least a part of the pipeline 123 is arranged close to the first coil 122, so that the heat dissipation efficiency and the heat dissipation effect can be improved, the service life of the vehicle-mounted receiving device 120 is further prolonged, and the wireless power transmission system with the vehicle-mounted receiving device 120 meets the power supply requirements of the maglev train 300 in the running states of static, low-speed, high-speed, ultra-high-speed and the like.

As shown in fig. 4, on the basis of the above embodiment, further, the vehicle-mounted receiving device 120 further includes a plurality of magnetic members 124, and the plurality of magnetic members 124 are disposed in the accommodating cavity at intervals and located between the first coil 122 and the inner wall of the housing 121.

In this embodiment, it is defined that the vehicle-mounted receiving device 120 further includes a plurality of magnetic members 124, and specifically, by disposing a plurality of magnetic members 124 in the vehicle-mounted receiving device 120, magnetic permeability can be effectively increased, magnetic resistance can be reduced, and a magnetic field can be planned and magnetic lines can be guided.

Specifically, the plurality of magnetic members 124 are arranged at intervals, that is, a gap is formed between two adjacent magnetic members 124, so that the magnetic permeability can be increased, the usage amount of the magnetic members 124 can be reduced, and the production cost of the vehicle-mounted receiving device 120 can be reduced.

It should be noted that each magnetic member 124 has a cross section of 20mm × 25mm and a length of 100mm to 3000mm, and may be specifically set according to the size of the in-vehicle receiving device 120. The number of the magnetic members 124 may be set according to actual needs, and in detail, the coverage of the magnetic members 124 is generally 40% to 100%. Specifically, the coverage of the magnetic member 124 may be 41%. The coverage of the magnetic members 124 may be calculated according to the formula, a = (D × n)/L, where a is the coverage of the magnetic members 124, D is the width of each magnetic member 124, L is the length of the housing 121, and n is the number of the magnetic members 124.

Wherein, the magnetic member 124 is TP95 ferrite material, and the relative magnetic conductivity is more than 3000.

In a specific embodiment, further, the part of the pipe 123 between the inner wall of the housing 121 and the first coil 122 is the first pipe 123; a gap is formed between two adjacent magnetic members 124 of the plurality of magnetic members 124, and at least a portion of the first pipe 123 is located in the gap.

In this embodiment, a part of the pipeline 123 between the inner wall of the housing 121 and the first coil 122 is defined as a first pipeline 123, and at least a part of the first pipeline 123 is located in a gap between two adjacent magnetic members 124, that is, the pipeline 123 is distributed in the gap formed by two adjacent magnetic members 124, so that the occupied space of the vehicle-mounted receiving device 120 can be reduced while ensuring effective heat dissipation of heat in the accommodating cavity.

As shown in fig. 4, on the basis of the above embodiment, further, the vehicle-mounted receiving device 120 further includes an insulating member 125, the insulating member 125 is provided with an insulating cavity, and at least a portion of the first coil 122 is located in the insulating cavity.

In this embodiment, it is defined that the vehicle-mounted receiving device 120 further includes an insulating member 125, specifically, the insulating member 125 has an insulating cavity, and at least a part of the first coil 122 is located in the insulating cavity, that is, the insulating member 125 wraps at least a part of the first coil 122, in other words, the insulating member 125 is disposed outside the first coil 122. Because the maglev train 300 runs in a low vacuum environment, the vehicle-mounted receiving device 120 is connected with the maglev train 300 and is positioned in the low vacuum pipeline 110, the air is thinner and the insulation voltage is lower in the low vacuum environment, and the electrical breakdown is very easy to occur, at least one part of the first coil 122 is arranged in the insulation cavity of the insulation piece 125, so that the voltage-resistant grade of the vehicle-mounted receiving device 120 can be effectively improved, the electrical breakdown is prevented, and the wireless power transmission system with the vehicle-mounted receiving device 120 meets the power supply requirements of the maglev train 300 under the low vacuum environment under the working conditions of static, low speed, high speed, ultrahigh speed and the like.

In a specific application, the insulating member 125 may be an epoxy resin material, and the first coil 122 is disposed in the insulating cavity by means of potting, so as to further improve the insulating capability of the first coil 122.

Example seven:

as shown in fig. 4, based on the above embodiment, further, the wireless power transmission system further includes a first connecting member 130 and at least one second connecting member 140, wherein the first connecting member 130 is connected to the housing 121, a first end of the at least one second connecting member 140 is connected to the first connecting member 130, and a second end of the at least one second connecting member 140 is used for connecting to the magnetic levitation vehicle 300.

In this embodiment, the wireless power transmission system is further defined to include a first connector 130 and at least one second connector 140, specifically, the first connector 130 is connected to the housing 121, and both ends of the at least one second connector 140 are respectively connected to the first connector 130 and the magnetic levitation vehicle 300. In other words, the on-board receiver 120 is fixedly connected to the magnetic levitation vehicle 300 via the first connection 130 and the at least one second connection 140. Therefore, the vehicle-mounted receiving device 120 can induce electromotive force in the high-frequency electromagnetic field, and the electromotive force is transmitted to the circuit system of the maglev train 300 after rectification and inversion, so that power supply to the maglev train 300 is realized.

In a specific application, the number of the first connecting members 130 and the second connecting members 140 may be multiple, and the multiple connecting members mount the vehicle-mounted receiving device 120 on the magnetic levitation train 300, so that the connection effect between the vehicle-mounted receiving device 120 and the magnetic levitation train 300 can be improved, and the mounting stability of the vehicle-mounted receiving device 120 when the magnetic levitation train 300 operates at a high speed or an ultra-high speed can be ensured.

As shown in fig. 4, on the basis of the above embodiment, further, the second connecting member 140 includes a connecting body, at least two first connecting arms 141 and at least two second connecting arms 142, wherein the at least two first connecting arms 141 and the at least two second connecting arms 142 are respectively connected to the connecting body, and the extending directions of the at least two first connecting arms 141 and the at least two second connecting arms 142 are opposite to each other.

In this embodiment, a specific structure of the second connector 140 is defined. Specifically, the second connection member 140 includes a connection body, at least two first connection arms 141 and at least two second connection arms 142, wherein the at least two first connection arms 141 and the at least two second connection arms 142 extend in opposite directions, that is, the second connection member 140 is an X-shaped cross structure, so that the structural strength of the second connection member 140 can be effectively improved, and since the maglev train 300 is in a high-speed or ultra-high-speed operation state, the second connection member 140 is respectively connected to the first connection member 130 and the maglev train 300, and therefore, the second connection member 140 needs to bear large acceleration and dynamic impact, and by setting the second connection member 140 to be a cross structure, the connection reliability between the on-board receiving device 120 and the maglev train 300 can be improved, and the fastening capability of the second connection member 140 can be enhanced.

In a specific application, a plurality of second connecting members 140 having a cross structure may be disposed on the first connecting member 130 to further enhance the stability of the connection between the on-board receiving device 120 and the magnetic levitation vehicle 300.

Example eight:

as shown in fig. 4, on the basis of the above embodiment, further, the housing 121 includes a shielding element 1211, a supporting element 1212, and a frame 1213, wherein the shielding element 1211 is connected to the first connecting element 130, the supporting element 1212 is located on a side of the shielding element 1211 facing away from the first connecting element 130, the frame 1213 is located between the shielding element 1211 and the supporting element 1212 and is connected to the shielding element 1211 and the supporting element 1212, respectively, and the accommodating cavity is located between the shielding element 1211, the supporting element 1212, and the frame 1213.

In this embodiment, a specific structure of the housing 121 is defined. Specifically, the housing 121 includes a shield 1211, a support 1212, and a frame 1213, wherein the shield 1211 is connected to the first connection member 130, that is, the shield 1211 is disposed on a side of the vehicle-mounted receiving apparatus 120 close to the maglev train 300, and by disposing the shield 1211, an electromagnetic field radiated from the vehicle-mounted receiving apparatus 120 to the outside can be effectively reduced, and interference caused to the external electromagnetic field can be reduced, thereby improving the operation stability and reliability of the wireless power transmission system.

In a particular application, the shield 1211 can be a shield aluminum plate, and it can be understood that the current penetration depth formula is: δ = (π f) ₁ σμ) ^-1/2 Wherein f is ₁ For the operating frequency, σ is the material conductivity, μ is the material permeability, and δ is the skin depth. The thickness of the shielding aluminum plate needs to be larger than δ, so that the external electromagnetic field radiated by the vehicle-mounted receiving device 120 can be effectively reduced, and the interference to the external electromagnetic field can be reduced.

Further, the support 1212 is located at a side of the shield 1211 facing away from the first connector 130, and the shield 1211 and the support 1212 are connected to opposite sides of the frame 1213, respectively, to form an accommodating chamber. That is, the support 1212 is provided at a side of the on-vehicle receiving apparatus 120 facing away from the maglev train 300, that is, the support 1212 is in contact with the high-frequency electromagnetic field, and therefore, the support 1212 may be provided as a non-ferromagnetic material, that is, an insulating material such as an epoxy board, so that an insulating effect can be ensured while having a certain structural strength.

The frame 1213 is connected to the shield 1211 and the support 1212, respectively, and the frame 1213 can be made of an aluminum alloy material, so that the overall weight of the vehicle-mounted receiving apparatus 120 can be reduced while the structural strength is maintained, the shielding effect of the aluminum alloy material is good, and the external electromagnetic field radiated by the vehicle-mounted receiving apparatus 120 can be further reduced, and the interference to the external electromagnetic field can be further reduced.

In the description of the present specification, the terms "connect", "mount", "fix", and the like are to be understood in a broad sense, for example, "connect" may be a fixed connection, a detachable connection, or an integral connection; may be directly connected or indirectly connected through an intermediate. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the description of the present specification, the description of "one embodiment," "some embodiments," "specific embodiments," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

The present invention has been described in terms of the preferred embodiment, and it is not intended to be limited to the embodiment. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (19)

1. A wireless power transfer system for a magnetic levitation vehicle (300), comprising:

a low vacuum line (110) for accommodating the magnetic levitation vehicle (300);

-an on-board receiving device (120) located within the low vacuum pipe (110) and adapted to be electrically connected to the magnetic levitation vehicle (300), the on-board receiving device (120) comprising a first coil (122);

a transmitting device (160) located within the low vacuum conduit (110), the transmitting device (160) comprising at least one second coil (161);

and a power supply device electrically connected to at least one of the second coils (161).

2. The wireless power transfer system of claim 1,

the number of the second coils (161) is multiple, the second coils (161) are arranged at intervals along the traveling direction of the magnetic suspension train (300), and the second coils (161) are arranged in parallel.

3. The wireless power transfer system of claim 1, wherein the transmitting device (160) further comprises:

a first resonance capacitance (162) arranged in series with the second coil (161).

4. The wireless power transfer system of claim 1,

the power supply device is a ground converter (170), and the ground converter (170) is arranged on the outer side of the low vacuum pipeline (110).

5. The wireless power transfer system of claim 4, wherein the ground converter (170) comprises:

a transformer (171 a);

a rectifier (172 a) connected to an output terminal of the transformer (171 a);

a plurality of high-frequency inverters (173 a), the output of each high-frequency inverter (173 a) being connected to one of the second coils (161), and the inputs of the plurality of high-frequency inverters (173 a) being connected to the output of the rectifier (172 a).

6. The wireless power transfer system of claim 4, wherein the ground converter (170) comprises:

a transformer (171 b);

the current transformation module (172 b) is connected with the output end of the transformer (171 b), and the output end of the current transformation module (172 b) is connected with the plurality of second coils (161);

and each selector switch (173 b) is arranged on a connecting path of the current transformation module (172 b) and one second coil (161).

7. The wireless power transfer system of claim 6 wherein the ground converter (170) further comprises:

and the second resonant capacitor (174 b) is arranged on a connection path of the current transformation module (172 b) and the selector switch (173 b).

8. The wireless power transfer system of any one of claims 1 to 7, further comprising:

the vehicle-mounted converter (150) is electrically connected with the vehicle-mounted receiving device (120), and the vehicle-mounted converter (150) is electrically connected with a circuit system of the magnetic suspension train (300).

9. The wireless power transfer system of claim 8, wherein the onboard converter (150) comprises:

the compensation module (151) is connected with the output end of the vehicle-mounted receiving device (120);

a high-frequency rectification module (152) connected with the output end of the compensation module (151);

a direct current conversion module (153) connected to an output end of the high frequency rectification module (152);

the input end of the vehicle-mounted power grid (154) is connected with the direct current conversion module (153), and the output end of the vehicle-mounted power grid (154) is used for being electrically connected with a circuit system of the magnetic suspension train (300).

10. The wireless power transfer system according to any one of claims 4 to 7,

the low vacuum pipeline (110) is provided with a through hole;

the wireless power transmission system further includes:

a first connection cable (180);

a first vacuum connector (200), a first end of the first connection cable (180) being connected with the second coil (161) through the first vacuum connector (200);

a second connection cable (190), a first end of the second connection cable (190) being connected with the ground converter (170);

a vacuum via connector (220), a second end of the first connection cable (180) being connected to a second end of the second connection cable (190) by the vacuum via connector (220), the vacuum via connector (220) being located within the through-hole.

11. The wireless power transfer system of claim 3, further comprising:

a second vacuum connector (210), the second coil (161) and the first resonant capacitor (162) being arranged in series through the second vacuum connector (210).

12. The wireless power transmission system according to any one of claims 1 to 7, wherein the vehicle-mounted receiving device (120) includes:

a housing (121), the housing (121) having a receiving cavity, the first coil (122) being located within the receiving cavity;

a conduit (123), at least a portion of said conduit (123) being disposed within said receiving cavity;

and the heat-conducting medium is arranged in the pipeline (123).

13. The wireless power transfer system of claim 12,

at least a portion of the conduit (123) is disposed between the inner wall of the housing (121) and the first coil (122).

14. The wireless power transfer system of claim 12, wherein the vehicle-mounted receiving device (120) further comprises:

and the magnetic pieces (124) are arranged in the accommodating cavity at intervals and are positioned between the first coil (122) and the inner wall of the shell (121).

15. The wireless power transfer system of claim 14,

a part of the pipeline (123) between the inner wall of the shell (121) and the first coil (122) is a first pipeline (123);

a gap is arranged between two adjacent magnetic pieces (124) in the plurality of magnetic pieces (124), and at least one part of the first pipeline (123) is positioned in the gap.

16. The wireless power transfer system of claim 12, wherein the vehicle-mounted receiving device (120) further comprises:

an insulator (125), the insulator (125) being provided with an insulating cavity, at least a portion of the first coil (122) being located within the insulating cavity.

17. The wireless power transfer system of claim 12, further comprising:

a first connecting member (130) connected to the housing (121);

at least one second connecting piece (140), wherein a first end of the at least one second connecting piece (140) is connected with the first connecting piece (130), and a second end of the at least one second connecting piece (140) is used for connecting with the magnetic suspension train (300).

18. The wireless power transfer system of claim 17, wherein the second connector (140) comprises:

a connecting body;

the connecting body is connected with the at least two first connecting arms (141) and the at least two second connecting arms (142), and the extending directions of the at least two first connecting arms (141) and the at least two second connecting arms (142) are opposite.

19. The wireless power transfer system of claim 17, wherein the housing (121) comprises:

a shield member (1211) connected to the first connector (130);

a support (1212) at a side of the shield (1211) facing away from the first connector (130);

a frame (1213) located between the shield (1211) and the support (1212) and connected to the shield (1211) and the support (1212), respectively, the receiving cavity being located between the shield (1211), the support (1212) and the frame (1213).

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