KR20180047371A - Linear synchronous motor propulsion system - Google Patents

Abstract

The present invention proposes a linear synchronous motor propulsion system. The linear synchronous motor propulsion system according to one embodiment of the present invention comprises: rails arranged side by side; a railway vehicle on which a wheel is mounted on an upper portion of a rail, and running along the rail in a wheel-on-rail manner; and an LSM propulsion portion for providing thrust to a railway vehicle, wherein the LSM propulsion portion comprises: a coil attachment portion located between the rails and having inclined portions inclined inward and downward on both side surfaces thereof; a plurality of coil portions located on the inclined portion and located along the rail, respectively; a power supply portion for supplying power to the coil portion; a magnetic portion located at a lower portion of the railway vehicle, spaced apart from the respective coil portions by a predetermined distance, and installed in parallel; and a magnetic attachment portion to which the magnetic portion is attached.

Description

[0001] LINEAR SYNCHRONOUS MOTOR PROPULSION SYSTEM [0002]

The present invention relates to a linear synchronous motor propulsion system.

In general, the acceleration / deceleration performance of a railway car is set considering the weight of the vehicle and the performance of the propulsion unit. In the case of the station having a lot of stopping stations, the acceleration / deceleration performance improvement is a key to the operation of the vehicle and the reduction of the total travel time.

The general railway vehicle uses the wheel-on-rail type adhesive driving method, so there is a speed limit above the sticking limit (about 430 km / h).

The electric railway vehicle receives DC or AC power, drives the traction motor through the main power unit, and supplies electricity to the vehicle such as the air conditioning system, electric lamp, and communication through the auxiliary power unit (SIV).

The torque generated by the traction motor is converted to mechanical energy of high torque and low speed through the reduction gear, which generates the driving force by the friction between the wheels of the train and the rail.

In particular, a large torque and a braking force are required in the acceleration or deceleration section, but only a lower torque is required in the actual running section. Therefore, the traction motor is generally designed and manufactured at a continuous rating required for actual travel.

At start-up, more current is applied than the continuous rating of the traction motor to generate the traction force, but the instantaneous rating is limited to about 1.5 ~ 2 times.

Therefore, the conventional electric railway vehicle has a great difficulty in acceleration / deceleration performance due to the capacity limit of the propulsion device, the weight of the vehicle, the limit of the power supply, the adhesion limit, or the improvement of the high-speed driving.

For example, a large-capacity traction motor can be used to improve the acceleration / deceleration performance. However, the driving efficiency is lowered due to the increase in the weight of the vehicle in the normal driving period other than the acceleration / deceleration period.

In the case of using a traction motor having an increased output density to avoid this problem, the problem of increasing the weight of the vehicle can be solved, but it is difficult to apply the present invention due to the limitation of the power supply in the vehicle and the capacity of the catenary.

In addition, even if a large-capacity traction motor is used to improve the super-high-speed driving performance, there is a problem that the super-high-speed driving is impossible because the wheels slide due to the adhesion limit in the wheel-

In order to solve such a problem, Korean Patent Registration No. 10-1313624 (entitled " DC linear propulsion system of a railway car ") discloses a system in which a permanent magnet or a superconducting magnet, And an armature portion provided on a ground track for generating a moving magnetic field by a power source supplied by the power conversion device and generating a driving force of the railway car by interaction with the magnetic field portion.

However, such a conventional propulsion system has a problem that the weight of the vehicle is reduced due to the light weight of the vehicle for realization of an ultra-high speed vehicle, and thus the running stability is lowered.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a linear synchronous motor propulsion system capable of providing an adhesion force between a wheel and a rail and a restoring force of a railway vehicle.

It is to be understood, however, that the technical scope of the present invention is not limited to the above-described technical problems, and other technical problems may exist.

According to an aspect of the present invention, there is provided a linear synchronous motor propulsion system including: a rail installed parallel to each other; A railway vehicle on which a wheel is seated on an upper portion of a rail and which is driven in a wheel-on-rail manner along a rail; And an LSM propulsion unit for providing an impelling force to the railway vehicle, wherein the LSM propulsion unit includes a coil attachment portion located between the rails and having inclined portions inclined inward and downward on both sides thereof, respectively; A plurality of coil portions located on the inclined portion and located along the rail, respectively; A power supply unit for supplying power to the coil unit; A magnetic portion located at a lower portion of the railway car and spaced apart from each of the coil portions by a predetermined distance and installed parallel to each other; And a magnetic attachment portion to which the magnetic portion is attached.

According to another aspect of the present invention, a linear synchronous motor propulsion type rail structure includes rails arranged side by side; And an LSM propelling unit for providing thrust to the railway vehicle moving along the rail. At this time, the LSM propelling unit includes coil attaching portions positioned between the rails and having inclined portions inclined inward and downward on both sides thereof, respectively; A plurality of coil portions located on the inclined portion and located along the rail, respectively; And a power supply unit for supplying power to the coil unit.

A railway vehicle driven by a linear synchronous motor propulsion system according to another aspect of the present invention comprises a wheel mounted on an upper portion of a rail and a first wheel coupled to a lower portion of the railway car, And a second magnetic attachment portion. At this time, the first and second magnetic attachment portions are formed to be parallel to each other with the coil portion of the LSM driven portion positioned between the rails and providing a propulsion force to the railway vehicle.

According to the above-mentioned problem solving means of the present invention, the coil portion and the magnetic portion are provided so as to have a predetermined angle with the ground surface, and the adhesion between the wheel and the rail and the restoring force of the vehicle can be provided.

Further, by adjusting the angle of the coil part and the magnetic part, it is possible to control the point torsional force and the restoring force depending on the situation.

1 is a block diagram of a linear synchronous motor propulsion system in accordance with an embodiment of the present invention.
2 and 3 are views for explaining an LSM propelling unit according to an embodiment of the present invention.
4 is a view for explaining the principle of an LSM propelling unit according to an embodiment of the present invention.
5 is a view for explaining a coil angle adjusting unit and a magnetic angle adjusting unit according to an embodiment of the present invention

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. It should be understood, however, that the present invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In the drawings, the same reference numbers are used throughout the specification to refer to the same or like parts.

Throughout this specification, when a part is referred to as being "connected" to another part, it is not limited to a case where it is "directly connected" but also includes the case where it is "electrically connected" do.

Throughout this specification, when a member is " on " another member, it includes not only when the member is in contact with the other member, but also when there is another member between the two members.

Throughout this specification, when an element is referred to as "including " an element, it is understood that the element may include other elements as well, without departing from the other elements unless specifically stated otherwise. The terms "about "," substantially ", etc. used to the extent that they are used throughout the specification are intended to be taken to mean the approximation of the manufacturing and material tolerances inherent in the stated sense, Accurate or absolute numbers are used to help prevent unauthorized exploitation by unauthorized intruders of the referenced disclosure. The word " step (or step) "or" step "used to the extent that it is used throughout the specification does not mean" step for.

The present invention relates to a linear synchronous motor propulsion system (10).

FIG. 1 is a block diagram of a linear synchronous motor propulsion system 10 according to an embodiment of the present invention. FIGS. 2 and 3 are views for explaining an LSM propulsion unit 300 according to an embodiment of the present invention FIG. 4 is a view for explaining the principle of the LSM propelling unit 300 according to an embodiment of the present invention. FIG. 5 is a view for explaining the principle of the LSM propelling unit 300 according to the embodiment of the present invention, (370).

First, a linear synchronous motor propulsion system 10 (hereinafter referred to as a linear synchronous motor propulsion system 10) according to an embodiment of the present invention will be described.

The linear synchronous motor propulsion system 10 includes rails 110 and 120 installed side by side and wheels 210 mounted on the rails 110 and 120 and driven in a wheel-on-rail manner along the rails 110 and 120 And a LSM (LINEAR SYNCHRONOUS MOTOR) propulsion unit 300 for providing a propulsion force to the railway vehicle 200. In other words, the railway vehicle 200 is located at the upper portion of the rails 110 and 120 and can be operated by receiving the driving force from the LSM propelling unit 300.

The LSM propelling unit 300 includes a coil attachment portion 310, coil portions 321 and 322, a power supply portion 330, magnetic portions 341 and 342, and magnetic attachment portions 351 and 352 .

The coil attaching portion 310 is positioned between the rails 110 and 120, and inclined portions 311 and 312 inclined inward and downward can be respectively located on both sides.

2, the coil attachment portion 310 includes a first inclined portion 311 formed on the side of the first rail 110 and inclined inwardly downward, and a second inclined portion 311 formed on the side of the second rail 120 And a second inclined portion 312 whose side surface is inclined in an inner downward direction.

The coil parts 321 and 322 are respectively located on the inclined parts 311 and 312 and a plurality of coil parts 321 and 322 can be positioned along the rails 110 and 120.

2, the coil parts 321 and 322 are attached to the first inclined part 311 and include a first coil part 321 and a second coil part 322 which are disposed in plural along the rails 110 and 120, 2 inclined portion 312 and may include a plurality of second coil portions 322 along the rails 110 and 120. [

In other words, the first and second coil parts 321 and 322 may be positioned so as to be inclined to have a predetermined angle with respect to the ground, and to be symmetrical with respect to each other.

The power supply unit 330 supplies power to the coil units 321 and 322. Illustratively, the power supply 330 can supply three-phase AC power to the coil parts 321 and 322. [ In other words, as the railway vehicle 200 supplies power to the coil parts 321 and 322 from the power supply part 330, the interaction between the coil parts 321 and 322 and the magnetic parts 341 and 342, .

The magnetic portions 341 and 342 are located at the lower portion of the railway car 200 and spaced apart from the respective coil portions 321 and 322 by a predetermined distance. Illustratively, the magnetic portions 341 and 342 may be, but are not limited to, superconducting magnets or permanent magnets

In detail, the magnetic portions 341 and 342 are disposed at a lower portion of the railway car 200, and are spaced apart from the first coil portion 321 by a predetermined distance and are arranged in parallel with the first coil portion 321, And a second magnetic portion 342 located under the railway car 200 and spaced a predetermined distance from the second coil portion 322 and installed parallel to the second coil portion 322 .

The magnetic portions 341 and 342 are provided parallel to the coil portions 321 and 322 and can be inclined at the same angle as the coil portions 321 and 322. [

The LSM propelling unit 300 may include first and second magnetic attachment portions 351 and 352 coupled to the lower portion of the railway car 200 and disposed parallel to each other in a direction parallel to the inner side of the wheel 210 have.

3, the magnetic attachment portions 351 and 352 include a first magnetic attachment portion 351 to which the first magnetic portion 341 is attached and a second magnetic attachment portion 351 to which the second magnetic portion 342 is attached. And may include an attachment portion 352.

For example, the magnetic attachment portions 351 and 352 may be formed to extend in the downward direction as shown in FIG. 3, and the lower portions may be formed by being bent at a predetermined angle in the inward direction. The magnetic attachment portions 351 and 352 may have the magnetic portions 341 and 342 on the bent inner side surfaces and the bent angle may be formed at the same angle as the slope portions 311 and 312.

In other words, the magnet attaching portions 351 and 352 may be formed parallel to the inclined faces 311 and 312 facing the ground in the coil attaching portion 310 formed in a wedge shape. The wedge shape described above may mean an inverted triangle shape in which the upper surface is parallel to the paper surface and the opposite sides have a predetermined angle in the inward direction.

The coil portions 321 and 322 and the magnetic portions 341 and 342 may be inclined to be at an angle to the ground. Accordingly, in the LSM propelling unit 300, a repulsive force is generated between the coil portions 321 and 322 and the magnetic portions 341 and 342, as well as the propulsive force of the railway vehicle 200.

4, the first coil part 321 is positioned to have a predetermined angle with the ground, and the first magnetic part 341 is parallel to the first coil part 321 Can be located.

At this time, in the first magnetic portion 341, a repulsive force Fa perpendicular to the surface of the first coil portion 321 and the surface of the first magnetic portion 341 may occur.

The railway vehicle 200 can be provided with the adhesion force Fb between the wheels 210 and the rails 110 and 120 and the restoring force Fc of the railway vehicle 200 due to the repulsive force Fa. A detailed description thereof will be given later.

The linear synchronous motor propulsion system 10 also changes the phase angle of the current supplied to the coil parts 321 and 322 from the power supply part 330 so that the propulsion force of the railway car 200 and the coil parts 321 and 322, And the repulsive force Fa between the magnetic portions 341 and 342 can be adjusted.

The driving force of the railway car 200 and the repulsive force Fa between the coil parts 321 and 322 and the magnetic parts 341 and 342 are expressed by the following formula So that the linear synchronous motor propulsion system 10 can adjust the ratio of the propulsive force and the repulsive force Fa per operation in accordance with the characteristics of the railway vehicle 200.

Fx: Propulsive force of the railway vehicle (200)

Fz: repulsive force between the coil portions 321 and 322 and the magnetic portions 341 and 342

φ: phase angle of current

The linear synchronous motor propulsion system 10 adjusts the angles of the coil parts 321 and 322 and the magnetic parts 341 and 342 with respect to the ground so that the adhesion force Fb And the restoring force Fc of the railway vehicle 200 can be adjusted.

4, when the coils 321 and 322 and the magnetic portions 341 and 342 form an angle of? With respect to the plane, the cohesive force Fb is repulsive force Fa * cos ?, and the restoring force Fc is Repulsive force Fa * sin &thetas;

In other words, as the coil portions 321 and 322 and the magnetic portions 341 and 342 are closer to the ground parallel to each other, the adhesive force Fb increases and the restoring force Fc decreases, .

Further, as the coils 321 and 322 and the magnetic portions 341 and 342 are vertically closer to the ground, the cohesive force Fb decreases and the restoring force Fc increases, Can be prevented.

5, the linear synchronous motor propulsion system 10 includes a coil angle adjuster 360 for adjusting the angle of the coil portions 321 and 322 and a coil angle adjuster 360 for adjusting the angle of the magnetic portions 341 and 342 And a magnetic angle adjusting unit 370.

The coil attachment portion 310 includes a first coil attachment portion 313 and a second coil portion 322 to which the first coil portion 321 is attached and one end of which is rotatably connected to the coil angle control portion 360 And a second coil attachment portion 314, one end of which is rotatably connected to the coil angle regulating portion 360. [

The angle formed by the first coil part 321 and the second coil part 322 with respect to the ground surface may be adjusted by using the coil angle adjusting part 360 such that the first and second coil attaching parts 313, The smaller the angle between the first coil attachment portion 313 and the second coil attachment portion 314 becomes, the larger the angle between the first coil attachment portion 313 and the second coil attachment portion 314 becomes.

The magnetic angle adjusting portion 370 can move the magnetic portions 341 and 342 to maintain a certain distance from the coil portions 321 and 322.

More specifically, the magnetic angle adjusting portion 370 not only adjusts the angle of the magnetic portions 341 and 342 so that the coil portions 321 and 322 and the magnetic portions 341 and 342 are parallel to each other, And 322 and the magnetic portions 341 and 342 are spaced apart from each other by a predetermined distance. Accordingly, the linear synchronous motor propulsion system 10 can adjust the adhesion Fb of the wheel and the rail and the restoring force Fc of the vehicle while maintaining the propulsive force and the repulsive force Fa.

It will be understood by those of ordinary skill in the art that the foregoing description of the embodiments is for illustrative purposes and that those skilled in the art can easily modify the invention without departing from the spirit or essential characteristics thereof. It is therefore to be understood that the above-described embodiments are illustrative in all aspects and not restrictive. For example, each component described as a single entity may be distributed and implemented, and components described as being distributed may also be implemented in a combined form.

The scope of the present invention is defined by the appended claims rather than the detailed description, and all changes or modifications derived from the meaning and scope of the claims and their equivalents should be interpreted as being included in the scope of the present invention.

10: Linear synchronous motor propulsion system
110: first rail 120: second rail
200: railway vehicle 210: wheel
300: LSM Propulsion Department
310: coil attachment portion 311: first inclined portion
312: second inclined portion 313: first coil attachment portion
314: second coil attachment portion
321: first coil part 322: second coil part
330: Power supply
341: first magnetic portion 342: second magnetic portion
351: first magnetic attachment portion 352: second magnetic attachment portion
360: coil angle adjusting part 370: magnetic angle adjusting part

Claims (10)

In a linear synchronous motor propulsion system,
Rails arranged side by side;
A railway vehicle on which a wheel is mounted on an upper portion of the rail and which travels along the rail in a wheel-on-rail manner; And
And an LSM propulsion unit for providing thrust to the railway vehicle,
The LSM propulsion unit
A coil mounting portion located between the rails and having inclined portions inclined inward and downward on both side surfaces thereof;
A plurality of coil portions located on the inclined portion and located along the rail, respectively;
A power supply unit for supplying power to the coil unit;
A magnetic portion located at a lower portion of the railway vehicle and spaced apart from the respective coil portions by a predetermined distance and located in parallel; And
And a magnetic attachment portion to which said magnetic portion is attached.
The method according to claim 1,
Wherein the power supply unit adjusts a phase angle of a current supplied to the coil part to adjust a ratio of a propulsion force to a repulsion force of the railway car.
The method according to claim 1,
A coil angle adjusting unit for adjusting the angle of the coil part;
And a magnetic angle adjusting unit for adjusting an angle of the magnetic portion.
The method of claim 3,
The coil attachment portion
And a first coil attachment portion and a second coil attachment portion to which the coil portions are respectively attached and each of which is rotatably connected to the coil angle control portion,
The magnetic attachment portion
And the first magnetic attachment portion and the second magnetic attachment portion are connected to each other such that the magnetic portions are rotatably attached to the magnetic angle adjusting portion, respectively.
5. The method of claim 4,
The magnetic angle adjuster
And the magnetic attachment portion is moved so that the magnetic portion maintains a certain distance from the coil portion.
In a linear synchronous motor propulsion type rail structure,
Rails arranged side by side; And
And an LSM propelling unit for providing thrust to the railway vehicle moving along the rail,
The LSM propulsion unit
A coil mounting portion located between the rails and having inclined portions inclined inward and downward on both side surfaces thereof;
A plurality of coil portions located on the inclined portion and located along the rail, respectively; And
And a power supply for supplying power to the coil part.
The method according to claim 6,
Wherein the power supply part adjusts the phase angle of the current supplied to the coil part to adjust the ratio of the propulsive force to the repulsive force of the railway vehicle.
The method according to claim 6,
And a coil angle adjusting unit for adjusting an angle of the coil part,
The coil attachment portion
And a first and a second coil attaching portions to which the coil portions are respectively attached and each of which is rotatably connected at one end to the coil angle adjusting portion.
In a railway vehicle driven by a linear synchronous motor propulsion system,
Wheels mounted on top of the rails and
And first and second magnetic attachment portions coupled to a lower portion of the railway vehicle and disposed parallel to each other in a direction parallel to an inner side portion of the wheel,
Wherein the first and second magnetic attaching portions are formed to be parallel to each other with a coil portion of the LSM putting-in portion positioned between the rails and providing thrust to the railway vehicle.
10. The method of claim 9,
Wherein the first and second magnet attachment portions are formed so as to be parallel to the respective inclined surfaces facing the ground at the coil attachment portion formed in the wedge shape of the LSM propelling portion.

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