WO2017016453A1

WO2017016453A1 - Onboard control system of high-speed maglev train

Info

Publication number: WO2017016453A1
Application number: PCT/CN2016/091079
Authority: WO
Inventors: 刘忠臣
Original assignee: 刘忠臣
Priority date: 2015-07-26
Filing date: 2016-07-22
Publication date: 2017-02-02
Also published as: CN112895910A; CN106627246A; CN109952242A; CN109952242B; CN112895910B

Abstract

An onboard control system (1) of a high-speed maglev train. A drive coil (8) is fixedly arranged on a track, and both ends of the drive coil (8) are electrically connected to main conducting wires (9) on both sides of the track through two paths of contactless switches (3); a Hall sensor proximity switch (4) is arranged on the track, and an output end of the Hall sensor proximity switch (4) is electrically connected to the control ends of the contactless switches (3); an onboard permanent magnet (2) or a train controlled electromagnetic coil (13) is arranged at a position of the bottom of a train in a location, corresponding to the Hall sensor proximity switch (4); and the onboard permanent magnet (2) or the train controlled electromagnetic coil (13) is controlled to approach the field direction of the Hall sensor proximity switch (4), so that the powering-on or powering-off and the current direction of the drive coil (8) can be controlled contactlessly. The relative location of the onboard permanent magnet (2) or the train controlled electromagnetic coil (13) of the onboard control system (1) and a traction magnet at the bottom of the train can be randomly controlled and kept to be relatively fixed. The onboard control system has a simple structure and high reliability, so that there is no need to arrange substations along the line.

Description

On-board control system for high-speed maglev train

Technical field

The invention relates to the technical field of rail transit, in particular to a control system of a magnetic levitation train and a track, in particular to a control system between a track driven by a linear motor and a train.

Background technique

The electromagnetic suspension trains that have been put into commercial operation are typically EMS electromagnetic suspension systems from Germany and EDS from Japan. The superconducting dynamic suspension trains adopt the synchronous linear motor traction drive technology. The control system of the synchronous linear motor that controls the train travel is more complicated. The obvious problem is that the two trains in the same drive section can only be controlled by the same control system. Control, it is impossible to avoid the two cars that are about to collide in the opposite direction. Therefore, it is difficult to avoid the collision of two cars when two trains of different speeds travel to the same driving section. The power system and control system that control the travel of the train are all on the track. The train and the track need to collect the relative displacement between the train and the track. It also needs a very complicated algorithm and computing equipment. It also needs remote control technology to transmit the train. The communication signal with the control system on the track makes the structure of the control system very complicated, and the control link is too much and the reliability is fragile. The complicated control system restricts the development of the maglev train.

technical problem

The invention aims to overcome the deficiencies in the above technology and to provide a control technology for a maglev train with simple structure, reliable performance and low cost.

Technical solution

The technical solution adopted by the present invention to solve the technical problem thereof is:

A vehicle-mounted control system for a high-speed maglev train, characterized in that: the on-board control system comprises a drive coil 8 and a non-contact switch 3 , the main conductor 9 , the Hall sensor 4 , the on-board permanent magnet 2 or the vehicle-controlled electromagnetic coil 13 ; wherein the drive coil 8 is fixedly arranged on the rail, and both ends of the drive coil 8 pass through the two-way non-contact switch 3 It is electrically connected to the main conductor 9 on both sides of the track; a Hall sensor 4 is arranged on the track, and the output of the Hall sensor 4 is electrically connected to the control end of the non-contact switch 3; the bottom of the train and the Hall sensor 4 Corresponding position Set the on-board permanent magnet 2 or the vehicle-controlled electromagnetic coil 13 as a vehicle-mounted control system; directly control the magnetic field direction of the Hall sensor 4 by controlling the on-board permanent magnet 2 or the vehicle-controlled electromagnetic coil 13 so as to be directly contactless Controls the opening or closing of the drive coil 8 and the direction of the current.

The outer magnetic pole of the on-vehicle permanent magnet 5 is transformed by the slip mechanism or the tilting mechanism to approach the direction of the magnetic field at the Hall sensor 4. .

The Hall sensor 4 It is a full-polar Hall sensor switch, a unipolar Hall sensor switch, a bipolar Hall sensor switch, a linear Hall sensor switch; the omnipolar Hall sensor switch or the bipolar Hall sensor switch is The N pole of the magnet The S poles are all inductive feedback, and at least one control signal is outputted externally; the linear Hall sensor switch can sense the feedback of the N pole and the S pole of the magnet, and output different electrical signals.

The vehicle-mounted electromagnetic coil 13 is controlled by a programmable controller to control the turning on or off of the vehicle-mounted electromagnetic coil 13 and the direction of the magnetic field.

The Hall sensor 4 is disposed in at least one row along the driving direction or the lateral direction; the driving coil 8 At least one row is disposed along the driving direction or the lateral direction; the on-vehicle control system 1 is composed of at least one row of the on-board permanent magnet 2 or the vehicle-mounted electromagnetic coil 13.

The Hall sensor 4 Consisting of two unipolar Hall sensors, the magnetic pole sensing points of the two unipolar Hall sensors are close together and the polarity of the inductive poles is opposite.

The Hall sensor 4 Including non-contact sensor switches, the non-contact sensor switches are capacitive proximity switches, inductive proximity switches or reed switch proximity switches.

The electronic non-contact switch refers to an insulated gate bipolar transistor (IGBT) and an insulated gate field effect transistor (MOS). Bipolar Transistor, Solid State Relay (SSR), SCR, Switch Transistor, Darlington or Hall Switch.

A drive circuit 20 is provided between the contactless switch 3 and the Hall sensor 4.

The driving coil 8 is hexagonal, with a step at the upper and lower vertices, and the driving coil 8 The traction permanent magnet 6 is disposed on both sides of a certain magnetic gap, and the shape of the traction permanent magnet 6 is hexagonal, and the traction permanent magnet 6 is fixedly connected to the bottom of the train 15, the drive coil 8 and the traction permanent magnet 6 and the aforementioned on-board control system together constitute a linear motor traction system.

Beneficial effect

1 The structure is simple, the reliability is high, and there is no need to control the substation along the line. The on-board control system is installed on the train, and the relative position of the permanent magnet or the vehicle control coil and the traction magnet at the bottom of the train can be controlled and kept relatively fixed, eliminating the need to collect the relative displacement between the train and the track. Remote control technology is no longer needed to transmit communication signals between the train and the control system on the track, eliminating complicated calculation methods and computing equipment, and the structure is greatly simplified.

2 And control freely. Even the trains on the track in the same section can control the speed and direction of the train as well as the current conventional wheel-rail high-speed rail. They can also avoid each other and can also hang together in a train. Anything appears in the train. Problems can be resolved by themselves.

3 High reliability. Due to the elimination of complex intermediate transfer control and high redundancy, even the control elements on the track have tens of thousands of parts (less than 5%) The overall traction performance of the damage is not significantly affected, and it can still operate normally, so the reliability is extremely high.

4 To achieve energy-saving control. The control system on the train uses a permanent magnet as the control element. After the control command is issued, the permanent magnet can control the drive coil to operate without power consumption, saving control energy.

DRAWINGS

The invention will now be further described with reference to the drawings and embodiments.

1 is a schematic view showing the working principle of the single-row on-board control system unit of the present invention.

2 is a schematic perspective view showing the embodiment of the on-vehicle control system and the linear traction motor of the present invention.

3 is a schematic view showing the working principle of the single-row on-board control system unit and the double-row traction coil of the present invention.

4 is a side elevational view showing the embodiment of the double-row on-board control system of the present invention.

Figure 5 is a perspective view showing the structure of the single-row on-board control system of the present invention.

Figure 6 is a schematic view showing the working principle of the double-row on-board control system unit of the present invention.

7 is a schematic perspective view of an embodiment of a double-row on-board control system of the present invention.

Figure 8 is a bottom plan view of the slip mechanism of the on-board control system of the present invention.

In the figure: 1 on-board control system, 2 on-board permanent magnet, 3 non-contact switch, 4 Hall sensor, 5 Line conductor, 6 traction permanent magnet for train, 7 iron core, 8 drive coil, 9 main conductor, 10 sleeper, 11 insulation box, 12 subgrade or box girder, 13 car control solenoid , 14 car control base, 15 trains, 16 trains, curved arms, 17 suspension plates, 18 sliding mechanisms and slides, 19 rails, 20 drive circuits, 21 control power lines, 22 train floors, 23 insulated bases, 24 motor insulation board, 25 junction box.

BEST MODE FOR CARRYING OUT THE INVENTION

The invention will now be described in further detail with reference to the drawings.

As shown in Fig. 1, the working principle of the on-vehicle control system unit 1 of the present invention is disclosed, and main conductors are provided on both sides of the track. The main line 9 on one side is the positive pole of the power supply, and the main line on one side is the negative pole of the power supply. A drive coil 8 is fixedly disposed on the track, and a traction permanent magnet 6 is provided at a bottom of the drive coil 8 at a certain gap, and the permanent magnet is pulled. 6 Fixedly connected to the bottom of the train, the drive coil 8 and the traction permanent magnet 6 form a linear motor. Drive coil 8 It may be composed of a plurality of sub-coils, and the number of the sub-coils may be one or more, and a series of driving coils 8 are connected in series with each other, and two sets of non-contact switches 3 are connected at both ends of each group of driving coils 8 and the main sides of the track are led. line 9 Electrical connection, non-contact switch 3 Mainly uses semiconductor switching elements, non-contact switches 3 But insulated gate bipolar transistors (IGBT), insulated gate field effect transistors (MOS Tube) or other types of FETs, bipolar transistors (BJT), unipolar transistors, solid state relays (SSR) ), thyristor, switching transistor, Darlington or Hall switch, thyristor, insulated gate field effect transistor (MOS transistor) or insulated gate bipolar transistor (IGBT) with faster switching speed in the embodiment ) for an example. A row of Hall sensors 4 is arranged in the center of the track, and the Hall sensor 4 can also be called a Hall effect switch, or a Hall sensor proximity switch 4 The Hall element uses the Hall effect as a magnetic field strength sensor plus an amplifying drive circuit that can induce a magnetic field signal to emit an element that controls the electrical signal, including a Hall switch, or a Hall linear device. Hall sensor 4 It is bipolar, and can also be combined with a unipolar Hall element to form a bipolar Hall sensor that senses the N and S poles of the magnet, with OUT1 and OUT2 output signals, respectively. On high speed train 15 The bottom control base 14 and the Hall sensor 4 correspond to the position of the permanent magnet 2, which together constitute the onboard control system 1. When the train 15 is at the bottom of the permanent magnet 2 When the Hall sensor 4 is very close, the output of the S pole is output on the Hall sensor 4 OUT1 outputs a control signal to control the corresponding pair of contactless switches 3 (at A and C in Figure 1) When turned on, the drive coil 8 on the track is energized in the forward direction and transmitted to the traction permanent magnet 6 at the bottom of the train to generate the required traction. The traction permanent magnet 6 at the bottom of the train 15 is at the drive coil 8 The magnetic field in the opposite direction, the N pole of the onboard permanent magnet 2 at the bottom of the corresponding train is close to the Hall sensor 4, and the output of the N pole on the Hall sensor 4 OUT2 The control signal is output, and the corresponding pair of non-contact switches 3 (B and D in Fig. 1) are controlled to be turned on, and the drive coil 8 on the track is reversely energized to be transmitted to the traction permanent magnet on the train 6 Traction in the same direction. After the train continues to move for a distance, it continues to produce traction in the same direction according to the aforementioned principles. In this way, the cycle is repeated, and the driving direction is continuously performed in the required driving direction. For some contactless switches 3 It is also necessary to provide a drive circuit 20, a drive 20 circuit is provided between the contactless switch 3 and the Hall sensor 4, and the Hall sensor 4 receives the proximity of the on-board permanent magnet 2 at the bottom of the train 15. The signal is driven by the drive circuit 20 to drive the contactless switch. 3 The drive coil 8 is controlled to be turned on or off, so that the train 15 can directly control the drive coil 8 on the track. Just control The direction, length and arrangement position of the external magnetic pole of the on-board permanent magnet 2 at the bottom of the train can be controlled by the Hall sensor 3 on the track to control the direction of the traction force of the drive coil 8. The foregoing plurality of control system units are sequentially arranged along the track traveling direction to form a complete set of on-board control system.

最佳实施例： Best embodiment:

Figure 2 eliminates the train body 15 , rails and mechanical connections of the occlusion control system. As shown in Figure 1 and Figure 2,

The center of the track is provided with an insulating base 23, and the insulating base 23 is fixed on both sides. After the main line is stepped down, it becomes a suitable control power source and is electrically connected to the control power line 21, and the driving base 8 is fixedly disposed at the center of the insulating base 23. Drive coil 8 It is hexagonal with a step at the upper and lower vertices, and the left and right wires are vertical. A plurality of driving coils are connected in series to form a driving coil 8 , and the driving coil 8 is externally filled with a motor insulating plate 24 Insulation and fixing, two sets of non-contact switches are connected to both ends of each group of drive coils. 3 Electrical connection with main conductors 9 on both sides of the track, non-contact switch 3 The semiconductor switching element is mainly used, and the non-contact switch 3 of the present embodiment selects an insulated gate bipolar transistor (IGBT) or an insulated gate field effect transistor (MOS transistor) having a fast switching speed. Multiple sets of drive coils 8 And the non-contact switch 3 is arranged in the order of the track extension and is connected in parallel with the main conductor 9 on both sides to form the main drive coil of the linear motor. A junction box 25 is provided above the insulating base 23, and the junction box 25 The side sensor or the top is provided with a Hall sensor 4, which is arranged in a row along the track traveling direction. The Hall sensor 4 is composed of two unipolar Hall elements combined to form a bipolar Hall sensor, which can sense the N pole of the magnet and S Pole, Hall sensor 4 is equipped with a drive circuit to amplify the signal of the S or N pole magnetic field received by the Hall sensor, respectively, OUT1 or OUT2 output signal, OUT1 or OUT2 The output signal is electrically connected to the control terminal of the non-contact switch 3 by a wire. Electronic components such as Hall sensor 4, non-contact switch 3 and step-down device are placed in junction box 25 for easy installation and maintenance. Drive coil 8 The left and right sides are provided with a traction permanent magnet 6 at a certain magnetic gap, and the traction permanent magnet 6 is fixedly connected to the train floor 22 at the bottom of the train, and the shape of the traction permanent magnet 6 is also hexagonal. Train floor The bottom or side of the 22 is provided with a vehicle control base 14, and the side of the vehicle control base 14 is provided with a permanent magnet 2, and the permanent magnet 2 of the vehicle is separated from the Hall sensor 4 by a certain distance, and the driving coil 8 is driven. Together with the traction permanent magnet 6 and the on-board control system, it forms a traction linear motor system.

When the S-pole magnetic field of the on-board permanent magnet 2 at the bottom of the train 15 approaches the Hall sensor 4, the Hall sensor 4 senses The output of the S pole OUT1 outputs a control signal to control the corresponding pair of non-contact switches 3 (at the A and C in the figure) to conduct, and the permanent magnets 6 are pulled close to the track (for example, S The set of drive coils 8 of the poles are energized positively, and the traction permanent magnets 6 transmitted to the bottom of the train generate traction in the desired direction. When the train moves a small distance to the next set of drive coils, the S of the permanent magnet 2 When the polar magnetic field is close to the Hall sensor 4 connected to the next set of drive coils, the output of the S pole on the Hall sensor 4 outputs the control signal, and continues to control the corresponding pair of contactless switches 3 (Figure A And C) are turned on, and the set of drive coils 8 on the track near which the permanent magnet 6 (for example, the S pole) is pulled continue to be energized and transmitted to the traction permanent magnet 6 at the bottom of the train (eg S Extremely), producing traction in the same direction.

Similarly, when the N-pole magnetic field of the on-board permanent magnet 2 at the bottom of the train 15 approaches the Hall sensor 4, the Hall sensor 4 The output terminal of the upper sense N pole OUT2 outputs a control signal, and controls a corresponding pair of non-contact switches 3 (at the B and D in the figure) to be turned on, and the permanent magnet 6 is pulled close to the track (for example, N The set of drive coils 8 of the poles are energized in reverse, and the traction permanent magnets 6 transmitted to the bottom of the train produce traction in the same direction. When the train moves a short distance to the next set of drive coils, the N of the permanent magnet 2 When the polar magnetic field is close to the Hall sensor 4 connected to the next group of driving coils, the output terminal OUT2 of the sensing electrode N on the Hall sensor 4 outputs a control signal, and continues to control the corresponding pair of non-contact switches 3 (B in the figure) And D) are turned on, and the set of drive coils 8 on the track near which the permanent magnet 6 (for example, the N pole) is pulled continue to be energized in reverse, and is transmitted to the traction permanent magnet 6 at the bottom of the train (for example, N Extremely), producing traction in the same direction. In this way, the cycle is repeated, and the driving direction is continuously performed in the required driving direction.

When you need to change the direction of travel, you only need to change the N pole and S of the permanent magnet 2 of the vehicle. The direction of the magnetic field can change the direction of the traction. If the direction is changed during the movement, the power generation can be regenerated and gradually stopped, and the recovered kinetic energy becomes electric energy input to the rail network.

The on-board permanent magnet 2 on the side of the vehicle control base 14 can also be a vehicle-controlled electromagnetic coil 13 and a vehicle-controlled electromagnetic coil 13 The NS pole control magnetic field required for the output can be controlled by a computer.

Embodiments of the invention

Embodiment: Figure 4 eliminates the train body, rail and mechanical connection structure of the occlusion control system. As shown in FIG. 3 and FIG. 4, the main line 12 is fixedly provided with a main conductor 9 on both sides of the substrate 12, and one main conductor 9 is a positive pole of the power source, and one main conductor 9 is a negative pole of the power source. A fixed driving coil 8 is disposed on the track, and a traction permanent magnet 6 is disposed at a bottom of the driving coil 8 at a certain gap. The traction permanent magnet 6 is fixedly connected to the suspension plate 17 at the bottom of the train 15, and the driving coil 8 is pulled at a certain distance from the bottom. The permanent magnet 6 constitutes a permanent magnet linear motor. Each group of driving coils is composed of a plurality of sub-coils, and the driving coils 8 of the two sides of the rails can be connected in series to form a group of driving coils 8, and two sets of non-contacting switches 3 are connected to both ends of each group of driving coils 8, and then with the track subgrade 12 The main conductors 9 on both sides are electrically connected. A row of Hall sensors 4 is placed in the center of the track. The Hall sensor 4 is a sensor in which a Hall element uses a Hall effect as a magnetic field strength, and an amplifying driving circuit can induce a magnetic field signal to emit a control electric signal, including a Hall switch, or a Hall linear device. Hall sensor 4 can distinguish the polarity of the magnetic field. The Hall switch can be a unipolar Hall switch, a bipolar Hall switch, an all-polar Hall switch, that is, an N-pole and an S-pole that can sense a magnetic field, respectively. There are OUT1 and OUT2 output signals. The on-vehicle control system 1 is formed at the bottom of the high-speed train 15 together with the Hall sensor 4 and the non-contact switch and the on-board permanent magnet 2 provided at the corresponding position. When the S pole of the onboard permanent magnet 2 at the bottom of the train 15 approaches the Hall sensor 4, the output terminal OUT1 of the sense electrode on the Hall sensor 4 outputs a control signal to control the corresponding pair of non-contact switches 3 to be turned on, orbit. The upper drive coil 8 is energized in the forward direction and transmitted to the traction permanent magnet 6 at the bottom of the train to generate traction in the driving direction. After the train has moved a certain distance, the traction permanent magnet 6 at the bottom of the train 15 changes in the direction of the drive coil 8. The N pole of the on-board permanent magnet 2 at the bottom of the train 15 approaches the Hall sensor 4, and the Hall sensor 4 senses the N pole. The output terminal OUT2 outputs a control signal, and the corresponding pair of non-contact switches 3 are controlled to be turned on, and the drive coil 8 on the track is reversely energized, and is transmitted to the traction permanent magnet 6 at the bottom of the train in the same direction. In this way, the cycle is repeated, and the driving direction is continuously performed in the required driving direction. The drive coil 8 on the track is controlled to be turned on or off by the on-board permanent magnet 2 at the bottom of the train to achieve direct control of the drive coil 8 on the track by the train 15. As long as the direction of the outer magnetic pole and the on-off state of the on-board permanent magnet 2 at the bottom of the train are controlled, the direction of the traction force of the drive coil 8 can be controlled by the Hall sensor 4, thereby realizing the acceleration and deceleration of the train. The regenerative braking of the train can be realized.

Due to the permanent magnet 2 and the traction permanent magnet on the train 6 The relative position is kept synchronized, and the train is driven according to the control mode of the permanent magnet synchronous linear motor.

As shown in Figure 5, the vehicle-mounted permanent magnet 2 It may be a vehicle-controlled electromagnetic coil 13, which is an electromagnetic coil with a core, mounted on the vehicle-mounted base 14 at the bottom of the train, corresponding to the position of the Hall sensor 4 on the sleeper 10. The vehicle controlled solenoid 13 can be controlled by a programmable controller (PLC) on the train. Programmable controller for easy control of vehicle-controlled solenoids 13 When the switch is turned on or off, the direction of the NS pole magnetic field of the external magnetic field after the vehicle control electromagnetic coil 13 is energized can also be controlled by the control circuit. The non-contact switch 3 can be selected as a solid state relay 3 . Hall sensor 4 It is a polarity Hall switch, which can sense the N pole or S pole of the external magnetic field of the vehicle control electromagnetic coil 13 and output two output control signals respectively. The solid state relay on the control track 3 realizes the drive coil 8 on the track. For traction permanent magnets 6 The NS polarity of the magnetic field. As long as the external magnetic field NS polarity of the vehicle-controlled electromagnetic coil 13 is controlled, the NS polarity of the external magnetic field of the drive coil on the track can be controlled, thereby controlling the traction power and the traveling direction of the train.

Embodiment: As shown in Fig. 6 and Fig. 7, a sleeper 11 is provided on the top of the roadbed or the box girder 12. The rails 11 are fixedly fixed on both sides of the sleeper 11 by a fastener, and the train 15 is driven on the rail. The main line 9 is arranged on both sides of the track, the main line of one side is the positive pole of the power source, and the main line of one side is the negative pole of the power source. The drive coils 8 are fixedly arranged on the track, and each set of drive coils is composed of a plurality of sub-coils, which are connected in series to form a set of drive coils 8. One end of each set of drive coils 8 is connected with two non-contact switches 3 electrically connected with the positive poles of the main conductors. The other end of each set of drive coils 8 is also connected with two non-contact switches 3 electrically connected to the negative pole of the main conductor. The contactless switch 3 can also be a thyristor in other types of semiconductors. Two rows of Hall sensors 4 are arranged on the track, and two rows of corresponding permanent magnets 2 are provided. The on-board permanent magnet 2 is provided as a vehicle-mounted control system at the bottom of the high-speed train 15, and the on-board permanent magnet 2 corresponds to the position of the Hall sensor 4, and the Hall sensor 4 senses the on-board permanent magnet 2 at the bottom of the train to be connected. The contactless switch 3 energizes the corresponding drive coil 8. When the magnetic pole (such as the S pole) on the side of the permanent magnet 2 at the bottom of the train 15 approaches the Hall sensor 4, the output of the sensing pole on the Hall sensor 4 outputs a control signal to control a corresponding pair of non-contact switches. 3 On, the drive coil 8 on the track is energized in the forward direction, transmitting the required traction to the train. After the train has moved a certain distance, the position of the traction permanent magnet 6 at the bottom of the train 15 changes. When the magnetic pole (such as the N pole) of the on-board permanent magnet 2 on the other side of the train 15 approaches the Hall sensor 4, the Hall sensor 4 The output terminal of the inductive N pole outputs a control signal, and the corresponding pair of non-contact switch 3 is controlled to be turned on, and the driving coil 8 on the rail is reversely energized to transmit the same direction traction force required by the train. In this way, the cycle is repeated, and the driving direction is continuously performed in the required driving direction. The drive coil 8 on the track is controlled to be turned on or off by the in-vehicle permanent magnet 2 sensing Hall sensor 4 at the bottom of the train, so that the train 15 can directly control the drive coil 8 on the track.

Hall sensor 4 when two rows of Hall sensors 4 are placed on the track Other simple non-contact sensor switches can be used, including, for example, capacitive proximity switches, inductive proximity switches, and reed switch proximity switches.

There are many types of Hall sensors 4 described above, and linear Hall sensors 4 can be used, that is, Hall sensors 4 for magnets N The strength of the pole and the S pole can also induce feedback, output different voltage or current signals, and control the drive coil 8 to pull the permanent magnet by driving the circuit to control the strength of the magnetic field after the drive coil 8 is energized. The magnitude and direction of traction.

As shown in Fig. 8, the external magnetic pole of the on-board permanent magnet 2 realizes corresponding Hall sensor by sliding mode. The transformation of the direction of the NS pole. A slide 18 is provided on the vehicle control base 14 at the bottom of the train, and the on-board permanent magnet 2 can be moved along the horizontal slide 18, and the on-board permanent magnet is controlled by the slide traction mechanism. Slip. When the S pole of the permanent magnet 2 of the vehicle slides close to the Hall sensor 4, the drive coil 8 is positively turned on by the non-contact switch 3 and the drive circuit 20; When the N pole of 2 slides close to the Hall sensor 4, the drive coil 8 is controlled to be reversely connected by the contactless switch 3 and the drive circuit 20; when the N pole and S of the permanent magnet 2 of the vehicle are attached When the pole slides away from the Hall sensor 4, the drive coil 8 is disconnected from the main conductor 9.

The permanent magnet 2 can also be moved along the longitudinal slide, and the permanent magnet of the vehicle is controlled by the sliding traction mechanism 2 The slip causes the direction of the externally transformed magnetic pole.

The outer magnetic pole of the on-vehicle permanent magnet 2 can also realize the direction of externally changing the magnetic pole by the inversion mechanism. For example, you can wrap around the car permanent magnet The center line of 2 is rotated to change the direction of the outer magnetic pole.

The drive coil 8 may be a core coil in which the iron core 7 is disposed. Core 7 and drive coil 8 The bottom of the bottom is set at a certain distance. The traction permanent magnet 6 , the traction permanent magnet 6 is fixed at the bottom of the train, the iron core 7 and the driving coil 8 are separated from the bottom by a certain magnetic gap. The iron core permanent magnet linear motor is formed, and the external traction force will be larger.

The driving coil 8 may also be a coreless coil, and a traction permanent magnet 6 with a certain magnetic gap between one side or both sides. It constitutes a single-sided or bilateral ironless permanent magnet linear motor.

The drive coil 8 may be a toroidal coil or a serpentine coil.

The control system of the present invention is suitable for traction control of drive coils 8 of various shapes and configurations.

Industrial applicability

The synchronous linear motor control technology of the German high-speed electromagnetic suspension train needs to set up a control substation every 100 meters, and a large number of control substation and sub-control line conductors should be set along the way. The synchronous linear motor control technology of Japan's superconducting dynamic magnetic levitation train needs to set up a control substation every four hundred meters. Although the number is reduced, it still needs a large number of ultra-high performance control switches and remote control technology to transmit the train and the track. Control communication signals between systems. The control system of the invention is installed on the train, does not need to set up the control substation along the way, directly sends a control signal on the train, directly controls the driving coil on the track to drive the train to travel. The shortening of the length of each drive coil is beneficial to reduce the voltage and current of the branch circuit, so the voltage resistance and current resistance requirements of the non-contact switch are greatly reduced, so that the low-cost non-touch can be used with low electrical performance requirements. Point switch, and greatly increase the control redundancy, so that the energized drive coil does not exceed the length of the train, eliminating electromagnetic radiation that exposes the electromagnetic field. Since the control system directly controls the operation of the drive coil by controlling the Hall sensor and the non-contact switch on the track on the train, no remote control technology is required to transmit the communication signal between the train and the control system on the track, eliminating the middle. The transmission link and the complicated calculation time can be controlled in the shortest time. The on-board control system of the invention is not only suitable for the control of the medium and low speed train, but also suitable for the speed of the train. 500 km to 3000 Kilometers of super high speed train control. The control system on the train uses a permanent magnet as the control element. After the control command is issued, the permanent magnet can control the drive coil to operate without power consumption, saving control energy. The main line on the track is direct current, the direction of energization remains unchanged, only changing the current direction of the branch drive coil, reducing the repeated impact of the main line current commutation, compared with the current substation on the track to control each main line. The direction of the variable AC current is more energy efficient and extends the life of the electrical components.

Sequence table free content

Claims

A vehicle-mounted control system for a high-speed maglev train, characterized in that: the on-board control system comprises a drive coil (8), a non-contact switch (3), Main wire (9), Hall sensor (4), on-board permanent magnet (2) or vehicle-controlled electromagnetic coil (13); wherein the drive coil (8) is fixed on the track, and the drive coil (8) Both ends are electrically connected to the main conductor (9) on both sides of the track through two non-contact switches (3); a Hall sensor (4) is provided on the track, and the output of the Hall sensor (4) is Non-contact switch 3) The control terminal is electrically connected; the bottom of the train corresponds to the Hall sensor (4) Set the on-board permanent magnet (2) or the vehicle-controlled solenoid (13) as the on-board control system; approach the Hall sensor by controlling the on-board permanent magnet (2) or the vehicle-controlled solenoid (13) (4) The direction of the magnetic field, thus direct contactless control of the drive coil (8) on or off and current direction.
The on-vehicle control system according to claim 1, wherein: said on-board vehicle The outer magnetic pole of the permanent magnet (5) is transformed by the slip mechanism or the tilting mechanism to the direction of the magnetic field at the Hall sensor (4).
The on-vehicle control system according to claim 1 or 2, wherein: said Hall sensor (4) ) is a full polarity Hall sensor switch, a unipolar Hall sensor switch, a bipolar Hall sensor switch, a linear Hall sensor switch; the omnipolar Hall sensor switch or a bipolar Hall sensor switch For the magnet N Both the pole and the S pole sense feedback and output at least one control signal to the outside; the linear Hall sensor switch is the N pole and S of the magnet The strength of the pole can also sense feedback and output different electrical signals.
A vehicle-mounted control system according to claim 1, 2 or 3, characterized in that said vehicle-controlled electromagnetic coil (13) The programmable controller controls the turning on or off of the vehicle control solenoid (13) and the direction of the magnetic field.
A vehicle-mounted control system according to claim 1, 2, 3 or 4, characterized in that: said Hall sensor (4 ??? at least one row is arranged along the driving direction or the lateral direction; the driving coil (8) is disposed at least one row along the driving direction or the lateral direction; The on-board control system (1) consists of at least one row of on-board permanent magnets (2) or vehicle-controlled solenoids (13).
A vehicle-mounted control system according to claim 3 or 4 or 5, wherein: said Hall sensor (4) It consists of two unipolar Hall sensors, the magnetic pole sensing points of the two unipolar Hall sensors are close together and the polarities of the inductive poles are opposite.
A vehicle-mounted control system according to claim 3 or 4 or 5, wherein: said Hall sensor (4) The non-contact sensor switch is a capacitive proximity switch, an inductive proximity switch or a reed switch.
A vehicle-mounted control system according to claim 1, 2, 3, 4, 5, 6 or 7 characterized by: The electronic non-contact switch refers to an insulated gate bipolar transistor (IGBT), an insulated gate field effect transistor (MOS), a bipolar transistor, and a solid state relay (SSR). , thyristor, switching transistor, Darlington or Hall switch.
The on-vehicle control system according to claim 8, wherein said contactless switch (3) and Hall sensor (4) Set the drive circuit (20) between.
On-board control system according to claim 1, 2, 3, 4, 5, 6, 7, 8, or 9. The characteristic is that the driving coil (8) is hexagonal, with a step at the upper and lower vertices, and the traction coil (8) is provided on both sides of the driving coil (8) with a certain magnetic gap, and the traction permanent magnet (6) is pulled. ) The shape is hexagonal, the traction permanent magnet (6) is fixedly connected to the bottom of the train, and the drive coil (8) together with the traction permanent magnet (6) and the aforementioned on-board control system constitute a linear motor traction system.