CN117621845A

CN117621845A - Self-propelled maglev train

Info

Publication number: CN117621845A
Application number: CN202311368026.7A
Authority: CN
Inventors: 李玉如; 谢君科; 张昊; 周刚剑; 刘攀; 徐立友
Original assignee: Henan University of Science and Technology
Current assignee: Henan University of Science and Technology
Priority date: 2023-10-20
Filing date: 2023-10-20
Publication date: 2024-03-01

Abstract

The application relates to the technical field of magnetic levitation vehicles and provides a self-propelled magnetic levitation train which comprises a train body, a track structure, a levitation system, a propulsion system and a vertical limiting system. According to the vertical limiting system, the vertical limiting system which can provide the downward vertical limiting force for the train body is additionally arranged on the basis of the known magnetic suspension train, the vertical limiting force provided for the train body by the vertical limiting system is adjusted in the running process of the train, so that the suspension force actually received by the train in the running process along the track structure is always maintained in a certain range, and the train has good stability no matter in running on a line with good working conditions or poor working conditions.

Description

Self-propelled maglev train

Technical Field

The application relates to the technical field of magnetic levitation vehicles, in particular to a self-propelled magnetic levitation train.

Background

The statements in this section merely provide background information related to the present application and may not constitute prior art.

A magnetic levitation train is a contactless rail-bound vehicle that enables levitation and traction of a train by means of electromagnetic force as compared to a wheeled rail-bound train, thereby enabling the train to run at a faster running speed. Common maglev trains generally comprise a train body, levitation systems and propulsion systems, wherein the levitation systems of the maglev trains are generally arranged on two sides of the bottom of the train body, the propulsion systems are arranged in the middle of the bottom of the train body, the train body is levitated above a track by virtue of the levitation systems in the actual running process of the train, and the propulsion systems are used for driving the train body to run along the track.

In the related art, as for a levitation system, the levitation system generally includes a levitation linear motor and a levitation induction plate, wherein only one arrangement manner of the levitation linear motor and the levitation induction plate is that the levitation linear motor and the levitation induction plate are disposed vertically opposite to each other, so that an electromagnetic force generated between the levitation linear motor and the levitation induction plate is used as a levitation force for levitation of a vehicle body.

As for the propulsion system, the propulsion system generally includes a propulsion linear motor and a propulsion induction plate, wherein the propulsion linear motor and the propulsion induction plate are arranged in two ways, the first way is that the propulsion linear motor and the propulsion induction plate are arranged opposite to each other in a vertical direction, so that electromagnetic force generated between the propulsion linear motor and the propulsion induction plate is used as propulsion force for driving the vehicle body to travel, and the second way is that the propulsion linear motor and the propulsion induction plate are arranged opposite to each other in a horizontal direction, for example, chinese patent application No. 2017102195597 discloses a magnetic levitation train with a similar structure, and compared with the first way, the second way can provide larger propulsion force for the vehicle body and can realize limiting the position of the vehicle body in the horizontal direction.

However, in the case of the above-mentioned magnetic levitation train provided with the propulsion system using the second arrangement, the problem that vertical vibration may occur when the train travels on a road section with poor working conditions is not considered, and since the levitation force provided by the levitation system to the train body depends on the distance between the levitation linear motor and the levitation induction plate, once the train experiences large vertical vibration, the levitation force provided by the levitation system to the train body will be changed, thereby seriously affecting the stability of the train during traveling.

Disclosure of Invention

In view of the above, an object of the present application is to provide a self-propelled magnetic levitation train, which is capable of maintaining a levitation posture and traveling with a levitation force as uniform as possible by further adding a vertical limit system on the basis of a known magnetic levitation train, so as to effectively reduce the influence of vertical vibration on the train when the train travels on a route with poor working conditions, and enable the train to travel stably when the train travels on a route with poor working conditions.

The purpose of the application is realized by the following technical scheme:

a self-propelled maglev train comprising:

the vehicle body is provided with a vertical central axis and can run along the track structure; the track structure comprises a base arranged on the vertical central axis, wherein a pushing groove, an avoiding groove and a vertical limiting cavity which are communicated with each other are sequentially formed in the base from top to bottom, and the pushing groove, the avoiding groove and the vertical limiting cavity extend along the running direction of the vehicle body;

the suspension systems are symmetrically arranged on two sides of the bottom of the vehicle body along the vertical central axis and are used for providing upward suspension force for the vehicle body so as to suspend the vehicle body above the track structure;

a propulsion system disposed within the propulsion trough and configured to provide propulsion to the vehicle body to cause the vehicle body to travel along the track structure;

the vertical limiting system is arranged in the vertical limiting cavity and used for providing downward vertical limiting force for the vehicle body, the size of the vertical limiting force is adjustable, and the vertical limiting force is smaller than the levitation force.

In some possible embodiments, the vehicle body comprises a connecting frame hinged to the vehicle body, and the connecting frame sequentially passes through the pushing groove and the avoiding groove along the vertical central axis and then extends into the vertical limiting cavity;

the vertical limiting system comprises:

the two vertical limiting induction plates are symmetrically arranged at the inner top of the vertical limiting cavity along the vertical central axis; the vertical limiting induction plate is continuously paved along the running direction of the vehicle body;

the vertical limiting linear motor is connected to the connecting frame and is positioned in the vertical limiting cavity; the vertical limiting linear motor is opposite to the two vertical limiting induction plates.

In some possible embodiments, the vertical stop system further comprises:

the rotating motor is connected to the connecting frame and is positioned in the vertical limiting cavity; the rotating motor is in transmission connection with the vertical limiting linear motor, so that the vertical limiting linear motor is driven to rotate in a horizontal plane through the rotating motor.

In some possible embodiments, the vertical limiting linear motor is provided with a vertical displacement sensor, and the vertical displacement sensor is used for detecting the distance between the vertical limiting linear motor and the vertical limiting induction plate.

In some possible embodiments, the propulsion system comprises:

the two pushing induction plates are symmetrically arranged on the inner side wall of the pushing groove along the vertical central axis; the propulsion induction plate is continuously paved along the running direction of the vehicle body;

a propulsion linear motor connected to the connecting frame and positioned in the propulsion groove; the propulsion linear motor is positioned on the vertical central axis, and two sides of the propulsion linear motor are opposite to the two propulsion induction plates.

In some possible embodiments, a propulsion displacement sensor is disposed on the propulsion linear motor, and the propulsion displacement sensor is used for detecting a distance between the propulsion linear motor and the propulsion induction plate.

In some possible embodiments, the levitation system comprises:

a levitation induction plate connected to the track structure and continuously laid along a traveling direction of the vehicle body;

and the suspension linear motor is connected to the vehicle body and is opposite to the suspension induction plate.

In some possible embodiments, the track structure further comprises track units symmetrically arranged along the vertical central axis, the track units comprise a support beam and a track, the suspension induction plate is laid on the support beam, and the track is located beside the support beam and is continuously laid along the running direction of the vehicle body;

the train further comprises walking units in one-to-one correspondence with the track units, wherein each walking unit comprises wheels capable of running on the track, and a walking motor connected to the train body and used for driving the wheels.

In some possible embodiments, the rail is located inside the support beam, and a flange is provided on a side of the wheel near the vertical central axis, the flange being capable of abutting against a side wall of the rail.

In some possible embodiments, the vehicle body further comprises a main body and a chassis positioned at the bottom of the vehicle body, a center plate is arranged in the middle of the bottom of the main body, the center plate is connected with the chassis through a center pin, and a shock absorber is arranged between the main body and the chassis.

The technical scheme of the embodiment of the application has at least the following advantages and beneficial effects:

according to the vertical limiting system, the vertical limiting system which can provide the downward vertical limiting force for the train body is additionally arranged on the basis of the known magnetic suspension train, the vertical limiting force provided for the train body by the vertical limiting system is adjusted in the running process of the train, so that the suspension force actually received by the train in the running process along the track structure is always maintained in a certain range, and the train has good stability no matter in running on a line with good working conditions or poor working conditions.

Drawings

FIG. 1 is a side view of a magnetic levitation train provided in some embodiments of the present application;

FIG. 2 is a partial side view of the magnetic levitation train illustrated in FIG. 1;

FIG. 3 is a schematic structural view of a base provided in some embodiments of the present application;

fig. 4 is a front view of a local structure of a maglev train provided in some embodiments of the present application.

Icon: y-vertical central axis, 10-car body, 11-main body, 12-underframe, 13-connecting frame, 14-center plate, 15-center pin, 16-shock absorber, 17-ball head limit base, 18-ball head, 19-mounting frame, 191-mounting bracket, 20-track structure, 21-foundation, 22-base, 221-propelling slot, 222-avoidance slot, 223-vertical limit cavity, 23-track unit, 231-supporting beam, 232-track, 233-sleeper, 234-track press block, 30-suspension system, 31-suspension induction plate, 32-suspension linear motor, 40-propelling system, 41-propelling induction plate, 42-propelling linear motor, 50-vertical limit system, 51-vertical limit induction plate, 52-vertical limit linear motor, 53-rotating motor, 60-traveling unit, 61-wheel, 611-flange and 62-traveling motor.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the technical solutions of the present application will be clearly and completely described in the following in conjunction with the specific embodiments. Like reference numerals in the drawings denote like parts. It should be noted that the described embodiments are some, but not all embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without the benefit of the present disclosure, are intended to be within the scope of the present application based on the described embodiments.

Possible implementations within the scope of the present application may have fewer components, have other components not shown in the drawings, different components, differently arranged components, differently connected components, etc. than the examples shown in the drawings. Furthermore, two or more of the elements in the figures may be implemented in a single element or a single element shown in the figures may be implemented as multiple separate elements.

Unless defined otherwise, technical or scientific terms used herein should be given the ordinary meaning as understood by one of ordinary skill in the art to which this application belongs. As used in this specification and the claims, the word "comprising" or "comprises", and the like, means that elements or items preceding the word are included in the element or item listed after the word and equivalents thereof, but does not exclude other elements or items. The terms "connected" or "connected," and the like, are not limited to physical or mechanical connections, whether direct or indirect. "upper", "lower", "inner", "outer", etc. are used merely to denote relative positional relationships, which may also change accordingly when the absolute position of the object to be described changes.

In connection with what is described in the background, to reduce the effects of vertical vibrations on a magnetic levitation train employing a second arrangement to provide propulsion system 40 when the train is traveling on a relatively poor route, reference is made to fig. 1, which is a side view of an exemplary magnetic levitation train.

In general, the magnetic levitation train includes a train body 10, a track structure 20, a levitation system 30, a propulsion system 40 and a vertical limiting system 50. The suspension system 30 is symmetrically arranged on two sides of the bottom of the vehicle body 10 along the vertical central axis Y, and the suspension system 30 is used for providing upward suspension force for the vehicle body 10 from two sides of the bottom of the vehicle body 10 so that the vehicle body 10 can suspend above the track structure 20.

Specifically, as shown in fig. 2, the levitation system 30 may include a levitation induction plate 31 and a levitation linear motor 32, and for example, the levitation induction plate 31 may be an aluminum plate. The levitation induction plate 31 and the levitation linear motor 32 are arranged in two ways, wherein the first way is that the levitation induction plate 31 is connected to the track structure 20 and is continuously paved along the running direction of the vehicle body 10, at this time, the levitation linear motor 32 is connected to the vehicle body 10 and is opposite to the levitation induction plate 31, so that when the levitation linear motor 32 is electrified, an upward electromagnetic force is generated between the levitation linear motor 32 and the levitation induction plate 31, and the electromagnetic force can be used as levitation force for levitation of the vehicle body 10; the second way is that the levitation induction plate 31 is connected to the vehicle body 10, and at this time, the levitation linear motors 32 are plural, and the plural levitation linear motors 32 are sequentially disposed on the track structure 20 along the running direction of the vehicle body 10.

It can be appreciated that, compared with the second setting mode, the first setting mode is adopted to set the suspension induction plate 31 and the suspension linear motor 32, and since only a small amount of suspension linear motor 32 is required to be set on the vehicle body 10 to realize suspension of the vehicle body 10, the cost actually required can be effectively reduced, so that the first setting mode is preferably adopted to set the suspension induction plate 31 and the suspension linear motor 32.

To facilitate the arrangement of propulsion system 40 and vertical restraint system 50, track structure 20 may include a foundation 21 and a base 22 disposed on a vertical central axis Y, the base 22 fixedly disposed on foundation 21 and extending in the direction of travel of vehicle body 10. Further, as shown in fig. 3, the base 22 is sequentially provided with a pushing slot 221, an avoiding slot 222 and a vertical limiting cavity 223 from top to bottom, and the pushing slot 221, the avoiding slot 222 and the vertical limiting cavity 223 extend along the running direction of the vehicle body 10.

At this time, the propulsion system 40 is disposed in the propulsion groove 221, and the propulsion system 40 is used to provide propulsion to the vehicle body 10 so that the vehicle body 10 can travel along the track structure 20. For example, propulsion system 40 may include propulsion sensing plate 41 and propulsion linear motor 42 disposed within propulsion slot 221, and propulsion sensing plate 41 may be an aluminum plate, with the manner in which propulsion sensing plate 41 and propulsion linear motor 42 are disposed being described below.

The vertical limiting system 50 is disposed in the vertical limiting cavity 223, and the vertical limiting system 50 is configured to provide a downward vertical limiting force to the vehicle body 10, wherein the vertical limiting force is adjustable and smaller than the levitation force.

It will be appreciated that by providing the vertical restraint system 50 to provide a downward vertical restraint force to the vehicle body 10, the levitation system 30 is capable of providing an upward levitation force to the vehicle body 10 during the train traveling, and since the vertical restraint force is less than the levitation force, the vehicle body 10 is actually subjected to a levitation force equal to the levitation force provided by the levitation system 30 to the vehicle body 10 minus the vertical restraint force provided by the vertical restraint system 50 to the vehicle body 10.

On this basis, when the train normally runs on a line with good working conditions, the levitation force actually received by the train body 10 is maintained within a certain range, and at this time, the train body 10 can stably suspend above the track structure 20 and stably run along the track structure 20 under the action of the propulsion force provided by the propulsion system 40. Conversely, when the train runs on the line with poor working conditions, the vehicle body 10 may vibrate vertically, at this time, the magnitude of the levitation force provided by the levitation system 30 for the vehicle body 10 will be changed, in this process, the magnitude of the vertical limiting force provided by the vertical limiting system 50 for the vehicle body 10 is adjusted, so that the levitation force actually received by the vehicle body 10 when the train runs on the line with poor working conditions is kept consistent with the levitation force actually received by the vehicle body 10 when the train runs on the line with good working conditions, thereby ensuring that the train runs on the line with poor working conditions and also can run stably.

Specifically, when the vehicle body 10 vibrates vertically downwards, the vehicle body 10 will have a downward movement tendency, at this time, the levitation force provided by the levitation system 30 for the vehicle body 10 will be increased due to the smaller distance between the levitation linear motor 32 and the levitation induction plate 31, and in this process, only the vertical limiting force provided by the vertical limiting system 50 for the vehicle body 10 needs to be increased, so that the levitation force actually received by the vehicle body 10 is kept consistent with the levitation force actually received by the vehicle body 10 when the train runs on a line with better working condition; accordingly, when the vehicle body 10 vibrates vertically upwards, the vehicle body 10 will have a tendency to move upwards, at this time, the levitation force provided by the levitation system 30 for the vehicle body 10 will be reduced due to the increase of the distance between the levitation linear motor 32 and the levitation sensing plate 31, and in this process, only the vertical limiting force provided by the vertical limiting system 50 for the vehicle body 10 needs to be reduced, so that the levitation force actually received by the vehicle body 10 is kept consistent with the levitation force actually received by the vehicle body 10 when the train travels on a line with better working conditions.

Therefore, the vertical limiting system 50 capable of providing the downward vertical limiting force for the vehicle body 10 is additionally arranged on the basis of the known magnetic levitation train, and in the running process of the train, the magnitude of the vertical limiting force provided for the vehicle body 10 by the vertical limiting system 50 is regulated, so that the actual levitation force received by the train in the running process along the track structure 20 is always maintained in a certain range, and the train has better stability no matter in running on a line with better working condition or in running on a line with worse working condition.

To achieve placement of propulsion system 40 and vertical restraint system 50 within propulsion slot 221 and vertical restraint cavity 223, respectively, propulsion and vertical restraint forces are provided to body 10 by propulsion system 40 and vertical restraint system 50, respectively. In some embodiments of the present application, in conjunction with what is shown in fig. 1 and 2, a vehicle body 10 may include a main body 11, an undercarriage 12, and a connecting frame 13. Wherein the chassis 12 is connected to the bottom of the main body 11, for example, a center plate 14 may be provided in the middle of the bottom of the main body 11, and the center plate 14 is connected to the chassis 12 through a center pin 15. At this time, the levitation linear motor 32 of the levitation system 30 described above may be disposed on the base frame 12.

It is understood that the number of the bottom frames 12 provided at the bottom of the main body 11 may be plural, and the plural bottom frames 12 may be sequentially provided along the length direction of the main body 11, for example, as shown in fig. 4, one bottom frame 12 may be provided at each of opposite sides of the bottom of the main body 11 along the length direction thereof. Meanwhile, in order to improve the shock resistance of the train during running, the shock absorbers 16 may be further disposed between the main body 11 and the chassis 12, for example, four shock absorbers 16 distributed in an array may be disposed between the main body 11 and the single chassis 12 to improve the shock absorption effect of the train, and of course, the number of the shock absorbers 16 is not limited thereto.

The connecting frame 13 is hinged to the vehicle body 10, for example, as shown in fig. 2, a ball limiting base 17 may be disposed at the bottom center of the chassis 12, and a ball 18 hinged to the ball limiting base 17 is disposed at one end of the connecting frame 13, so that the connecting frame 13 can be hinged to the ball limiting base 17 on the chassis 12 through the ball 18. Meanwhile, one end of the connecting frame 13 far away from the ball head 18 sequentially passes through the pushing groove 221 and the avoiding groove 222 along the vertical central axis Y and then extends into the vertical limiting cavity 223.

At this time, the propulsion system 40 includes two types of propulsion induction plates 41 and propulsion linear motor 42, as shown in fig. 2, the first type is that the number of propulsion induction plates 41 is two, the two propulsion induction plates 41 are symmetrically disposed on the inner side wall of the propulsion slot 221 along the vertical central axis Y, and the propulsion induction plates 41 extend along the running direction of the vehicle body 10, at this time, the propulsion linear motor 42 is connected to the connecting frame 13 and is located in the propulsion slot 221, the propulsion linear motor 42 is located on the vertical central axis Y at the same time, and opposite sides of the propulsion linear motor 42 are opposite to the two propulsion induction plates 41, so when the propulsion linear motor 42 is energized, the propulsion linear motor 42 can generate two electromagnetic forces with the two propulsion induction plates 41 at the same time, wherein, for a single electromagnetic force, the electromagnetic force is divided into a force towards the running direction of the vehicle body 10 and a force perpendicular to the propulsion induction plates 41, the force towards the running direction of the vehicle body 10 can be used as a propulsion force for driving the vehicle body 10 along the track structure 20, and the force perpendicular to the propulsion induction plates 41 can be used as a force for limiting displacement of the vehicle body 10; in the second mode, the propulsion induction plate 41 is connected to the connecting frame 13, and propulsion linear motors 42 are sequentially arranged on two opposite inner side walls of the propulsion groove 221 at intervals along the running direction of the vehicle body 10.

It will be appreciated that, compared to the second arrangement, the first arrangement is used to provide the propulsion induction plate 41 and the propulsion linear motor 42, and since only a small amount of propulsion linear motor 42 is required to be provided on the vehicle body 10 to provide the required propulsion force for the vehicle body 10, the cost required in practice can be effectively reduced, so that the first arrangement is preferably used to provide the propulsion induction plate 41 and the propulsion linear motor 42. In practical implementation, the number of the propulsion linear motors 42 on the single vehicle body 10 is reasonably set according to the needs, so that the vehicle body 10 has different accelerations and running speeds.

For example, for the vehicle body 10 provided with two underframes 12 shown in fig. 4 of the present application, a mounting frame 19 for mounting the propulsion linear motor 42 may be further disposed between the two underframes 12, where the mounting frame 19 further includes a plurality of mounting brackets 191, and the connection manner between two adjacent mounting brackets 191 is hinged, when the propulsion linear motor 42 is plural, only the propulsion linear motor 42 needs to be mounted on the corresponding mounting bracket 191, and the mounting frame 19 with a hinged structure can adapt to possible swing of the vehicle body 10 when driving on a curved line, so as to improve stability of the propulsion linear motor 42. The broken line box shown in fig. 4 indicates a mounting position where the propulsion linear motor 42 may be mounted.

On this basis, a propulsion displacement sensor (not shown in the figure) may be further disposed on the propulsion linear motor 42, where the propulsion displacement sensor is used to detect a distance between the propulsion linear motor 42 and the propulsion induction plate 41 (i.e., an air gap), so as to adjust the power of the propulsion linear motor 42 according to the distance between the propulsion linear motor 42 and the propulsion induction plate 41 detected by the propulsion displacement sensor, thereby reliably limiting the displacement of the vehicle body 10 in the transverse direction, and ensuring that the propulsion linear motor 42 is always located on the vertical central axis Y during the running process of the train.

The vertical limiting system 50 may include a vertical limiting sensing plate 51 and a vertical limiting linear motor 52, for example, the vertical limiting sensing plate 51 may be an aluminum plate. The two vertical limiting induction plates 51 and the two vertical limiting linear motors 52 are arranged, as shown in fig. 2, the first mode is that the number of the two vertical limiting induction plates 51 is two, the two vertical limiting induction plates 51 are symmetrically arranged at the inner top of the vertical limiting cavity 223 along the vertical central axis Y, the vertical limiting induction plates 51 extend along the running direction of the vehicle body 10, at the moment, the vertical limiting linear motors 52 are connected to the connecting frame 13 and are positioned in the vertical limiting cavity 223, the vertical limiting linear motors 52 are opposite to the two vertical limiting induction plates 51, when the vertical limiting linear motors 52 are electrified, the vertical limiting linear motors 52 can simultaneously generate two electromagnetic forces with the two vertical limiting induction plates 51, and the two electromagnetic forces can be used as vertical limiting forces which are provided for the vehicle body 10 and downward, on the basis, only the power of the vertical limiting linear motors 52 is required to be reasonably controlled, and the size of the vertical limiting force provided by the vehicle body 10 by the vertical limiting system 50 can be regulated; the second way is to connect the vertical limit sensing plate 51 to the connecting frame 13, and set vertical limit linear motors 52 on the inner top of the vertical limit cavity 223 symmetrical along the vertical central axis Y, and the vertical limit linear motors 52 are sequentially spaced along the running direction of the vehicle body 10.

It can be appreciated that, compared with the second setting mode, the first setting mode is adopted to set the vertical limit induction plate 51 and the vertical limit linear motor 52, and since only a small amount of vertical limit linear motor 52 is required to be set on the vehicle body 10, the required vertical limit force can be provided for the vehicle body 10, so that the cost required in practice can be effectively reduced, and the first setting mode is preferably adopted to set the vertical limit induction plate 51 and the vertical limit linear motor 52.

On this basis, a vertical displacement sensor (not shown in the drawing) may be further disposed on the vertical limiting linear motor 52, and the vertical displacement sensor is configured to detect a distance (i.e., an air gap) between the vertical limiting linear motor 52 and the vertical limiting sensing plate 51, so as to adjust the power of the vertical limiting linear motor 52 according to the distance between the vertical limiting linear motor 52 and the vertical limiting sensing plate 51 detected by the vertical displacement sensor, thereby realizing adjustment of the vertical limiting force provided by the vertical limiting system 50 for the vehicle body 10.

Meanwhile, considering that the vertical limit linear motor 52 is horizontally disposed in the vertical limit chamber 223, in order to facilitate the later removal of the vertical limit linear motor 52 from the vertical limit chamber 223, the vertical limit linear motor 52 is maintained, overhauled or replaced. In some embodiments of the present application, with continued reference to fig. 2, the vertical stop system 50 may also include a rotating electric machine 53. The rotating motor 53 is connected to the connecting frame 13 and is located in the vertical limiting cavity 223, and the rotating motor 53 is in transmission connection with the vertical limiting linear motor 52, so that the vertical limiting linear motor 52 is driven to rotate in a horizontal plane by the rotating motor 53.

Thus, when the vertical limiting linear motor 52 needs to be taken out from the vertical limiting cavity 223, the vertical limiting linear motor 52 is driven by the rotary motor 53 to rotate 90 ° in the horizontal plane, so that the length direction of the vertical limiting linear motor 52 is parallel to the extending direction of the avoiding groove 222, and the vertical limiting linear motor 52 can be taken out from the avoiding groove 222.

In addition, in order to provide the magnetic levitation train with different modes of operation, in some embodiments of the present application, the track structure 20 may further include two track units 23, where the two track units 23 are symmetrically disposed on the foundation 21 along the vertical central axis Y of the vehicle body 10, and the base 22 is located at the center between the two track units 23.

Further, as shown in fig. 2, the rail unit 23 further includes a supporting beam 231 and a rail 232, and the levitation sensing plate 31 of the levitation system 30 can be laid on the supporting beam 231. The rail 232 is located beside the supporting beam 231, for example, the rail 232 may be located inside or outside the supporting beam 231, and the rail 232 is continuously laid along the traveling direction of the vehicle body 10, for example, the rail 232 may be laid on the foundation 21 by the sleeper 233, and the rail 232 is pressed against the sleeper 233 by the rail press block 234.

Meanwhile, the magnetic levitation train may further include a traveling unit 60 in one-to-one correspondence with the track units 23, the traveling unit 60 further includes wheels 61 and a traveling motor 62, wherein the wheels 61 are adapted to the track 232 and capable of traveling on the track 232, and the traveling motor 62 is connected to the chassis 12 of the vehicle body 10 to drive the wheels 61 to travel on the track 232 through the traveling motor 62.

In this way, the magnetic levitation train is provided with at least a magnetic levitation running mode and a non-magnetic levitation running mode by providing the traveling unit 60. Specifically, when the magnetic levitation train travels in the magnetic levitation traveling mode, the vehicle body 10 floats above the track structure 20 under the cooperation of the levitation system 30 and the vertical limiting system 50, so that the wheels 61 of the traveling unit 60 are separated from contact with the track 232, and then the vehicle body 10 can be driven to travel along the track structure 20 by the propulsion system 40; accordingly, when the magnetic levitation train cannot travel in the magnetic levitation traveling mode due to any one or more of the levitation system 30, the propulsion system 40 or the vertical limit system 50, the vehicle body 10 will not levitate above the track structure 20, and at this time, the wheels 61 of the traveling unit 60 contact the track 232, and then the wheels 61 can be driven along the track 232 by the traveling motor 62, so that the magnetic levitation train becomes a self-propelled magnetic levitation train having a self-propelled capability.

Furthermore, in order to further limit the displacement of the magnetic levitation train in the lateral direction, in some embodiments of the present application, the installation position of the rail 232 is further limited, in particular, the rail 232 is located inside the support beam 231, at which time the side of the wheel 61 near the vertical central axis Y of the vehicle body 10 is provided with a flange 611, and this flange 611 can abut against the side wall of the rail 232.

It can be appreciated that by disposing the rail 232 on the inner side of the support beam 231 and further disposing the flange 611 on the wheel 61, when the vehicle body 61 of the magnetic levitation train is in a levitation state, the wheel 61 is out of contact with the rail 232, but the flange 611 of the wheel 61 is always aligned with the side wall of the rail 232, so that when the vehicle body 10 is displaced in a larger lateral direction, the flange 611 of the wheel 61 can abut against the side wall of the rail 232 in addition to the lateral displacement of the vehicle body 10 being restricted by the cooperation of the propulsion system 40 in the middle with the base 22, thereby effectively avoiding the larger lateral displacement of the vehicle body 10 and further improving the reliability of the magnetic levitation train during driving.

The foregoing is merely a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and variations may be made to the present application by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. A self-propelled maglev train, comprising:

2. The self-propelled maglev train of claim 1, wherein the vehicle body comprises a link hinged to the vehicle body, the link extending into the vertical restraint cavity after passing sequentially through the propulsion slot and the avoidance slot along the vertical central axis;

the vertical limiting system comprises:

3. The self-propelled maglev train of claim 2, wherein the vertical restraint system further comprises:

4. The self-propelled maglev train of claim 2, wherein the vertical-limit linear motor is provided with a vertical displacement sensor for detecting a distance between the vertical-limit linear motor and the vertical-limit induction plate.

5. The self-propelled maglev train of claim 2, wherein the propulsion system comprises:

6. The self-propelled maglev train of claim 5, wherein the propulsion linear motor is provided with a propulsion displacement sensor for detecting a spacing between the propulsion linear motor and the propulsion induction plate.

7. The self-propelled maglev train of claim 1, wherein the levitation system comprises:

8. The self-propelled maglev train of claim 7, wherein the track structure further comprises track units symmetrically disposed along the vertical central axis, the track units comprising a support beam on which the levitation induction plate is laid and a track located beside the support beam and continuously laid along a traveling direction of the vehicle body;

9. The self-propelled maglev train of claim 8, wherein the rail is positioned inside the support beam, and wherein a flange is provided on a side of the wheel proximate the vertical central axis, the flange being capable of abutting a side wall of the rail.

10. The self-propelled maglev train of claim 1, wherein the train body further comprises a main body and a chassis at the bottom of the train body, a center plate is disposed in the middle of the bottom of the main body, the center plate is connected with the chassis through a center pin, and a shock absorber is disposed between the main body and the chassis.