WO2018218942A1

WO2018218942A1 - Power supply system of maglev train

Info

Publication number: WO2018218942A1
Application number: PCT/CN2017/118449
Authority: WO
Inventors: 杨颖�; 邓谊柏; 佟来生; 邓江明; 王艳
Original assignee: 中车株洲电力机车有限公司
Priority date: 2017-05-31
Filing date: 2017-12-26
Publication date: 2018-12-06
Also published as: CN107225996B; DE112017007591T5; CN107225996A

Abstract

A power supply system of a maglev train, comprising average speed power supply inverters used for supplying power to trains in corresponding average speed sections, also comprising a deceleration and acceleration power supply inverter used for supplying power to a train in a deceleration section or to a train in a station and acceleration section. The deceleration and acceleration power supply inverter is provided with a control switch for supplying power to the train in either the deceleration section or the station and acceleration section. The power supply system allows the implementation of multiple trains respectively traveling in different sections, thus increasing operational density; moreover, the need for a high voltage switchover switching station is obviated, costs and footprint of the power supply system are reduced. At the same time, because power is only supplied either to the deceleration section or to the station and acceleration section, the occurrence of a rear-end collision when the train is entering the station is prevented, and increased safety of train operations of a line is facilitated.

Description

Power supply system for maglev train

This application claims priority to Chinese Patent Application No. 200910398989.X, entitled "Power Supply System for Maglev Trains", filed on May 31, 2017, the entire contents of which are incorporated herein by reference. In the application.

Technical field

The invention relates to the technical field of locomotive power supply systems, in particular to a power supply system for a maglev train with a speed of 150 km/h to 250 km/h.

Background technique

As we all know, maglev vehicles are increasingly used in urban rail transit networks; for power supply systems of maglev vehicles, they are often powered by high-voltage AC centralized multi-segment switching. The application of this power supply method has certain disadvantages. Firstly, the voltage protection level of the whole system, components and cables are required to be selected (three-phase AC 10kV), and the cost for voltage protection, components and cables is also high. Secondly, when one side inverter or one stator segment fails, only half of the remaining power supply capacity seriously affects the operational efficiency; again, since it is segmented power supply, that is, only the long stator of the running section of the vehicle is powered, While the other segments are in an unpowered state, the energized stator segments are connected to the power supply inverter through the high voltage switch, and the high voltage switch switching station is provided at one half of the length of each stator segment on the line, because the volume of the high voltage device and the safety clearance are relatively large. Need to occupy a certain amount of land.

Summary of the invention

The object of the present invention is to provide a power supply system for a magnetic levitation train. The power supply system of the magnetic levitation train can realize that multiple trains are driven in different sections to increase the operating density; and the high-voltage switchyard is not required, and the cost and the cost of the power supply system are reduced. Ground. At the same time, the acceleration section and the station and the acceleration section share a power supply inverter, and only one section of the power supply can avoid the rear-end collision when the vehicle enters the station, and improve the safety of the line vehicle operation.

To achieve the above object, the present invention provides a power supply system for a magnetic levitation train, comprising a uniform power supply inverter for supplying power to a vehicle in a uniform speed range, and further comprising power supply for the power supply of the deceleration section or the vehicle in the station and the acceleration section. The deceleration acceleration power supply inverter is provided with a control switch capable of supplying power to the vehicle or its compartment in one of the deceleration section or the station and the acceleration section.

Compared with the above background art, the power supply system of the magnetic levitation train provided by the present invention is divided into a constant speed section, a deceleration section, a station and an acceleration section along the length direction of the track; wherein, when the vehicle enters the uniform speed section, the uniform power supply inverter Powering the vehicle in the uniform speed range; when the vehicle enters the deceleration interval and is greater than half of the length of the vehicle in the interval, the deceleration acceleration power supply inverter supplies power to the vehicle located in the deceleration interval; When entering the station and the acceleration zone and the length of more than half of the vehicle is in the interval, the deceleration accelerates the supply of power to the station and the acceleration section without powering the deceleration zone; that is, in the deceleration zone or the station and the acceleration zone, The long stator in the interval shares a set of inverters, that is, the deceleration acceleration power supply inverter; the deceleration acceleration power supply inverter is provided with a control switch, and the control switch performs power supply interlocking when a vehicle is parked or is operating in the acceleration section. In the case of the station section, the long stator in the deceleration zone is not energized, so subsequent vehicles cannot enter the section. It can avoid the rear-end accident when the vehicle enters the station and improve the safety of the operation of the line vehicle. In the uniform speed range, the linear stators and stators of several consecutive constant speed sections share a set of DC/AC inverter power supply, and are connected with several control switches, and then connected to the long stator of the linear motor of the uniform speed section through the power supply cable. Since different sections are composed of different DC/AC inverters, multi-row maglev trains can be allowed to operate in different sections at the same time, which can realize multi-vehicle operation on the line and improve the passenger transportation capacity of the line.

Preferably, the uniform velocity section is provided with a plurality of linear stators and stators of a constant speed section, and the deceleration section is provided with a plurality of linear stators of the deceleration section, and a plurality of linear motors of the acceleration section are arranged in the station and the acceleration section. Long stator.

Preferably, a deceleration power supply cable is disposed between the deceleration section linear motor long stator and the deceleration acceleration power supply inverter, and an acceleration between the acceleration section linear motor long stator and the deceleration acceleration power supply inverter is provided. A power supply cable, and the control switch is connected between the deceleration power supply cable and the acceleration power supply cable.

Preferably, all of the power supply inverters are connected to a DC power supply of 3000V on the input side.

Preferably, the constant-speed linear motor long stator, the deceleration linear motor long stator, and the acceleration linear motor long stator are specifically a left-side motor long stator and a right-side motor long stator respectively located on the left and right sides of the track. The left motor long stator and the right motor long stator each include at least two sets of staggered unit segment stators, and any one of the unit segment stators are connected to each other, and any one of the unit segment stator connections is connected. The power supply inverters are different in respective corresponding sections; the power supply inverters on the same side of the track and in different power supply sections are connected by a data communication line.

Preferably, the total lengths of all of the unit segment stators located in the same power supply interval are the same.

Preferably, the unit segment stator is specifically two groups, and the length of any one of the unit segment stators is half of the length of the maglev train.

Preferably, the unit segment stators are specifically three groups, and the length of any one of the unit segment stators is one third of the length of the maglev train.

DRAWINGS

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the description of the prior art will be briefly described below. Obviously, the drawings in the following description are only It is an embodiment of the present invention, and those skilled in the art can obtain other drawings according to the provided drawings without any creative work.

1 is a schematic structural view of a power supply system of a magnetic levitation train in the prior art;

2 is a schematic diagram of a specific implementation manner of a power supply system for a magnetic levitation train according to an embodiment of the present invention;

3 is a schematic diagram of another specific implementation manner of a power supply system for a magnetic levitation train according to an embodiment of the present invention;

4 is a schematic diagram of still another specific implementation manner of a power supply system for a magnetic levitation train according to an embodiment of the present invention;

Figure 5 is a schematic illustration of an interval in Figure 3.

detailed description

The technical solutions in the embodiments of the present invention are clearly and completely described in the following with reference to the accompanying drawings in the embodiments of the present invention. It is obvious that the described embodiments are only a part of the embodiments of the present invention, but not all embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments of the present invention without creative efforts are within the scope of the present invention.

The present invention will be further described in detail below in conjunction with the drawings and specific embodiments.

1 is a schematic structural view of a power supply system of a magnetic levitation train in the prior art; FIG. 2 is a schematic diagram of a specific implementation manner of a power supply system for a magnetic levitation train according to an embodiment of the present invention; FIG. 4 is a schematic diagram of still another embodiment of a power supply system for a magnetic levitation train according to an embodiment of the present invention; FIG. 4 is a schematic diagram of another embodiment of a power supply system for a magnetic levitation train according to an embodiment of the present invention; Is a schematic diagram of an interval in Figure 3.

First, as shown in FIG. 1 of the specification, the existing power supply system includes: a first traction power supply station 101, a second traction power supply station 102, a first inverter 103, a second inverter 104, and a third inverter. 105. The fourth inverter 106, the first line cable 107, the second line cable 108, the first line control switch 111, the second line control switch 112, the third line control switch 113, and the fourth line control switch 114 a fifth line control switch 115, a sixth line control switch 116, a first left line linear motor long stator 117, a second left line linear motor long stator 119, and a third left line linear motor long stator 121, first The right line linear motor long stator 118, the second right line linear motor long stator 120, the third right line linear motor long stator 122, and the maglev vehicle 123. Here, only three intervals are given as an example for description. When there are more than three full-line interval stations, the control principle is the same.

among them:

The first inverter 103 and the third inverter 105 are controlled in parallel, and are controlled by the first line cable 107 and the first line control switch 111, the third line control switch 113, and the fifth line control switch 115. It is sent to the first left line linear motor long stator 117, the second left line linear motor long stator 119, and the third left line linear motor long stator 121.

The second inverter 104 and the fourth inverter 106 are controlled in parallel, and are controlled by the second line cable 108 and the second line control switch 112, the fourth line control switch 114, and the sixth line control switch 116. It is sent to the first right line linear motor long stator 118, the second right line linear motor long stator 120, and the third right line linear motor long stator 122.

The output voltages of the first inverter 103 and the third inverter 105, the second inverter 104, and the fourth inverter 106 are proportional to the operating speed of the vehicle, and can be up to 10 kV. Therefore, this requires the entire transmission system to be insulated according to the highest voltage level, component selection and insulation protection of line cables.

When the maglev vehicle 123 is running on the line, since the power supply system only supplies power to the long stator of the linear motor currently in operation, that is, the current control switch needs to be closed, and the switches of other segments are powered off; when the vehicle enters the long stator segment of the next linear motor The long stator segment of the previous linear motor will be disconnected. If the current maglev train is in the interval 1, the line control first line control switch 111 and the second line control switch 112 are closed, and the other line control switches 113 to 116 are all in the off state.

When the maglev vehicle 123 continues to advance, it is about to enter the section 2, at which time the third line control switch 113, the fourth line control switch 114 are closed, and the

line switches

115 and 116 are still in the off state.

When the maglev vehicle 123 fully enters the section 2, the

line switches

111 and 112 are turned off.

When the maglev vehicle 123 enters the section 3 from the section 2, the corresponding line switch opening and closing action when the maglev vehicle enters the section 2 from the section 1 will be repeated.

It can be seen that switching the switch is very important in the system, and if it fails, it will cause the vehicle to be inoperable. The reliability requirements for line switches are also high. In the process of project implementation, it is not conducive to device selection.

The power supply system of the magnetic levitation train provided by the present invention, as shown in FIG. 2 of the specification, includes a first uniform power supply inverter 1001 and a second uniform power supply inverter 1003, and a deceleration/acceleration power supply inverter 1002 (ie, claims) 1 deceleration acceleration power supply inverter), power supply cable 1004-1007, uniform speed linear motor

long stator

1008 and 1011, deceleration section linear motor long stator 1009, acceleration section linear motor long stator 1010,

control switches

1012 and 1013 and maglev Train 1014;

The first uniform power supply inverter 1001 and the second uniform power supply inverter 1003, and the deceleration/acceleration power supply inverter 1002 are connected to the high voltage power supply (DC3000V); the distributed DC power supply is used as a whole.

When the maglev train 1014 travels at a constant speed from the left side shown in FIG. 2, the control switch 1012 is closed, and the power output from the deceleration/acceleration power supply inverter 1002 is transmitted to the deceleration section of the deceleration section by the deceleration power supply cable 1005. On the stator 1009. At this time, the power frequency, voltage and other parameters are consistent with the power supply characteristics of the linear motor long stator 1008 of the uniform speed section.

When the maglev train 1014 enters the deceleration interval, the speed continues to decrease, and the train continues to advance. When the front half of the vehicle enters the station and the acceleration interval (the station and the acceleration interval can be considered as one interval, and the platform is located in the interval), at this time Acceleration section of the station and acceleration section The linear motor long stator 1010 is not energized, and the train power supply is powered by the linear motor long stator 1009 of the deceleration section of the deceleration section.

When the vehicle continues to advance and the vehicle enters the station and the acceleration zone halfway, the control switch 1012 is turned off and the control switch 1013 is closed. The maximum power loss of the vehicle will reach half, and there will be instantaneous power loss at the moment of switching. Since the vehicle is in the station at the moment and it is a process of deceleration, it has no effect on the operation of the vehicle.

When the maglev train 1014 stops at the platform and the passenger gets on and off the vehicle, at this time, because the control switch 1012 is disconnected, the linear motor long stator 1009 of the deceleration section is not charged, and the subsequent train cannot enter the station and the acceleration section, thus fundamentally eliminating the possibility of the follow-up train. The possibility of entering the station by mistake. Among them, the platform can be set at the junction of the deceleration zone and the station and the acceleration zone, but the platform should be in the station and acceleration zone.

When the maglev train 1014 completes the passenger getting on and off the vehicle, the vehicle continues to start running. When the vehicle enters the next uniform speed section while driving away from the station and the acceleration section, the vehicle is powered from the deceleration/acceleration power supply inverter 1002, and the control switch 1013 will pass. The electric energy is transmitted to the accelerating section linear motor long stator 1010 of the station and the acceleration section, and is supplied with power from the second uniform power supply inverter 1003, and outputs electric energy to the linear motor long stator 1011 of the uniform speed section.

At this time, the control switch 113 is turned off, and the control switch 112 is closed, that is, the possibility of the next train entering the station is allowed.

After the above process, the maglev train 1014 completes an entry and exit station. The above steps will be repeated when the next train enters.

Figure 3 of the accompanying drawings shows a schematic structural view of another embodiment of a magnetic levitation power supply system.

It includes uniform interval

power supply inverters

100, 200, 300, 400 and 3700, 3800, 3900, 4000; deceleration/acceleration interval

power supply inverters

1300, 1400, 1500 and 1600. (In order to simplify the explanation, only the corresponding components are replaced by numbers below.) It should be specially noted here that each section only draws a long stator of four-stage traction motor, and the actual number should be far more than four sections, when a traction motor is long. When the stator is 50 meters, if one section is 2 km long, it should have a total of 40 stators connected by the lower phase method. The detailed subgraph is shown in Figure 5.

The input sides of the

inverters

100, 200, 300, 400, 1300, 1400, 1500 and 1600, 3700, 3800, 3900, 4000 are all connected to the DC3000V, and the DC3000V is a commonly used and mature power supply device for urban rail transit. And the voltage is far lower than the disadvantage of the three-phase 10kV high-voltage AC transmission in the existing power supply system, which can reduce the cost for high-voltage protection and component selection and cable.

The uniform speed section power supply inverter 100 is connected to the linear motor long stator 1100 through the power supply cable constant speed power supply cable 500, and the uniform speed section power supply inverter 200 is connected to the linear motor long stator 900 through the power supply cable constant speed power supply cable 600, and the uniform speed section power supply inverter 300 is connected to the linear motor long stator 1000 through the power supply cable constant speed power supply cable 800, and the constant speed interval power supply inverter 400 is connected to the linear motor long stator 1200 through the power supply cable constant speed power supply cable 700.

The uniform speed power supply inverter 3700 is connected with the linear motor long stator 4500 through the power supply cable constant speed power supply cable 4100, and the constant speed interval power supply inverter 3800 is connected with the linear motor long stator 4600 through the power supply cable constant speed power supply cable 4200, and the uniform speed section power supply inverter The 3900 is connected to the linear motor long stator 4700 through the power supply cable constant speed power supply cable 4300, and the uniform speed interval power supply inverter 4000 is connected to the linear motor long stator 4800 through the power supply cable constant speed power supply cable 4400.

The deceleration/acceleration power supply inverter 1300 is connected to K2-2 through the cable 1800 and the control switch K1-2, and the other end of the switch is connected to the 2400 and 2600 through the

power supply cables

2000 and 2200, respectively; the deceleration/acceleration power supply inverter 1400 is passed through the cable. The 1700 is connected to the control switches K1-1 and K2-1, and the other end of the switch is connected to the 2300 and 2500 through the

power supply cables

1900 and 2100, respectively; the deceleration/acceleration power supply inverter 1500 passes the cable 2800 and the control switches K1-4 and K2- 4 connected, the other end of the switch is connected to the linear motor

long stators

3400 and 3600 through

cables

3000 and 3200 respectively; the decelerating/accelerating power supply inverter 1600 is connected through the cable 2700 and the control switches K1-3 and K2-3, the other end of the switch The linear motor long stators 2300 and 2500 are connected by

cables

2900 and 3100, respectively.

Compared with the existing power supply system, Figure 1, the control switch is cancelled at the constant speed section. On the one hand, it can reduce the cost, and at the same time eliminate the hidden dangers caused by the existence of the control switch.

The steps of the maglev train 5300 are as follows:

When the maglev train 5300 travels from the left uniform velocity section 1, the control switch K1 is closed (including K1-1, K1-2, K1-3, K1-4), and the power output of the deceleration/acceleration power supply inverter is supplied through the power supply. The

cables

1900, 2100, 2900, 3100 are transmitted to the deceleration section linear motor

long stators

2300, 2400 and 3300, 3400. The power frequency, voltage and other parameters at this time are consistent with the power supply characteristics of the linear motor

long stators

900, 1000, 1100, and 1200 of the uniform speed section 1.

When the maglev train 5300 enters the deceleration interval, the speed continues to decrease, and the train continues to advance. When the front half of the vehicle enters the acceleration section (including the station section), the linear motor long stator 2500 of the acceleration section (including the station section) is 2600 and 3500, 3600 are still not powered, the train power supply depends on the linear motor

long stator

2300, 2400 and 3300, 3400 power supply.

When the vehicle continues to advance and the vehicle enters the acceleration section (including the station section) halfway, the control switch K1 is turned off and the vehicle control switch K2 (including K2-1, K2-2, K2-3, K2-4) is closed. The maximum power loss of the vehicle will reach half, and there will be instantaneous power loss at the moment of switching. Since the vehicle is in the station at the moment and it is a process of deceleration, it has no effect on the operation of the vehicle.

When the maglev train 5300 stops in the acceleration section (including the station section), the passenger gets on and off the vehicle. At this time, because the control switch K1 is disconnected, the linear stator

long stators

2300, 2400 and 3300, 3400 of the deceleration section are not energized, and the subsequent trains cannot enter the station section. Therefore, it is fundamentally possible to eliminate the possibility that subsequent trains may enter the station section by mistake. This is also the scope of the present invention that requires significant protection.

When the maglev train 5300 completes the passenger getting on and off the vehicle, the vehicle continues to start running. When the vehicle enters the acceleration section (including the station section) and enters the next uniform speed section, the vehicle is powered by the deceleration and acceleration power supply inverters 1300-1600. After the control switch K2 delivers electric energy to the linear motor

long stators

2500, 2600 and 3500, 3600 of the acceleration section (including the station section), it enters the constant power supply inverter 3700-4000, and outputs electric energy to the uniform linear motor long stator. On 4300-4600.

When the control switch K2 is turned off at this time, the control switch K1 is closed, that is, the possibility of the next train entering the station is allowed.

After the above process, the maglev train 5300 completes an entry and exit station. The above steps will be repeated when the next train enters.

When any one of the

inverters

100, 200, 300, 400, 1300, 1400, 1500 and 1600, 3700, 3800, 3900, 4000 fails, the long stator of the linear motor that affects the interval of 1/4 is supplied with power, but does not affect the vehicle operation. .

The linear motor stator 900 and the next linear motor stator are connected by a power supply cable, and the connection method of the other linear motor stators is the same as the linear motor stator 900 connection method. Wherein, any one of the stators in FIG. 3 is a unit segment stator.

In the present invention, when the unit segment stator is specifically two groups, the length of the stator of any one unit segment is half the length of the maglev train. That is, when a train is composed of four cars, as shown in FIG. 3 of the specification, the lengths of the left second unit stage stator 1100, the left unit stage stator 900, the right unit stage stator 1000, and the right second unit stage stator 1200 are as shown in FIG. It should be no more than half the length of the maglev train; XOR, when a train consists of four cars, the length of the unit stator segment is the length of two cars, which is beneficial to reduce the induced electromotive force. As another example, when a train consists of six cars, the length of the left second unit stator 1100, the left unit stator 900, the right unit stator 1000, and the right second unit stator 1200 should be no more than half of the maglev train. Length; XOR, when a train consists of six cars, the length of the unit stator segment is the length of three cars.

The length setting method of the above-mentioned unit segment stator can refer to the transformer principle; specifically, we can regard the unit segment stator as the primary side of the transformer, and the rotor portion of the vehicle as the secondary side. The voltage on the secondary side is proportional to the voltage on the primary side. If the length of the stator of the unit section is 50 meters, the length of one compartment is 25 meters. If the stator voltage is 1000V, the voltage on the vehicle will be 500V after induction. If you do not do this, the voltage on the vehicle will be high, which is not conducive to insulation protection.

In the present invention, when the unit segment stators are specifically three groups, the length of the stator of any one of the unit segments is one third of the length of the maglev train. That is, when a train consists of six carriages, the length of the linear motor stator should be the length of two carriages of the maglev train; XOR, when a train consists of six carriages, three consecutive units of stators are arranged. (Linear motor stator) can cover the length of a series of maglev trains (six cars).

The long stator of each linear motor does not form a physical connection with the long stator of the adjacent linear motor. This can create conditions for simultaneous operation of multiple maglev trains on the same line. For example, when a maglev train runs at a constant speed interval 1, the power supply of the maglev train is powered by the DC/

AC inverters

100, 200, 300, 400. If another train is operating at the constant speed section 2, the power supply is DC. /

AC inverters

3700, 3800, 3900, 4000 power supply. Since the current speed of each train is different, the speed is controlled by the frequency and current of the long stator of the linear motor. For example, in the existing power supply system, in Figure 1, since the entire line or multiple sections are powered by the same set of inverters, and then the power supply to the long stator of the linear motor is controlled by the switch, it is determined that the power supply interval is only Allow a single train to run. However, the present invention can be operated while the vehicle is operating in the constant speed section 1 and the constant speed section 2.

The distance between the

inverters

100, 200, 300, 400 and the linear motor

long stators

900, 1000, 1100 and 1200 will be as short as possible, on the one hand, the length of the

power supply cables

500, 600, 700, 800 can be shortened, and the high voltage can be reduced. Protection costs and line cable costs. On the other hand, the

inverters

100, 200, 300, 400 and the linear motor

long stators

900, 1000, 1100 and 1200 should be modularized for engineering promotion. Other segment designs also have this requirement.

The dedicated

data communication lines

4900, 5000, 5100, and 5200 are mainly used to transfer data information between connected inverters under certain conditions. For example, the dedicated data communication line 4900 is used to transmit information such as phase, current, and frequency between the DC/

AC inverters

100 and 200 and the DC/

AC inverters

1300 and 1400.

As shown in FIG. 4 of the specification, a schematic structural diagram of still another embodiment of a maglev power supply system according to the present invention is corresponding to the inverter sharing, and is applied to the idea to extend to the uniform velocity section. Assume that there are three intervals of BAC, there are three uniform speed sections between BA, each section is 2km long, A station platform area, deceleration section and acceleration section (including station section) each 1.5km, AC is also three uniform speed sections, and each The length of the section is also 2km.

There are three

power supply inverters

0201, 0202 and 0203 in the above section, wherein the inverter 0201 is responsible for supplying power to the three uniform sections of the BA section; 0202 is for supplying power to the deceleration section and the acceleration section (including the station section) of the station A; 0203 is used to supply power to the three uniform sections of the AC section. The inverter 0201 output is connected to the constant speed linear motor long stator 0210-0212 through the power supply cable 0204-0206 through three control switches 0207-0209.

The output of the inverter 0202 is connected to the deceleration section linear motor long stator 0217 and the acceleration section linear motor long stator 0218 through the power supply cable 0213-0214 through the

control switches

0215 and 0216.

The inverter 0203 output is connected to the constant speed linear motor long stator 0225-0227 through the power supply cable 0219-0221 through three

control switches

0222, 0223 and 0224.

When the maglev train 0228 is driven from station B to station C, the control steps are as follows:

The

initial control switches

0207, 0215 and 0222 are closed.

Step 1: After the Maglev train 0228 completes the acceleration at the B station, it enters the long stator section of the 0210 linear motor. If the speed does not reach the maximum speed of the train operation, it can continue to accelerate. If the highest speed required for operation has been reached, maintain a constant speed.

Step 2: When half of the maglev train enters the 0211 segment, 0207 is disconnected and 0208 is closed, and the maglev train continues to run at a constant speed. At the moment of switching, half of the power loss will occur. According to the vehicle speed of 150km/h-250km/h, if the total length of the maglev vehicle is 4*25=100m, the power loss half time is about 1.45s-2.39s, so no Will affect the operation of the vehicle.

Step 3: When the maglev train 0212 segment, the actions of

control switches

0208 and 0209 are similar to step 2.

Step 4: When the maglev train 0217 segment, the current characteristics of the B-A inverter and the A station inverter output are the same at this time, so the vehicle will not lose power during the process of entering 0217. After the maglev train fully enters the 0217 segment, the control switch 0209 is disconnected and the 0207 is switched to be closed, providing conditions for the entry of the next train in the B-A interval. The maglev train runs slow down in the long stator of the linear motor in section 0217.

Step 5: When half of the maglev train enters the 0218 section, 0217 is disconnected and 0208 is closed. Power loss occurs at the moment of switching, but the maglev train is decelerating and therefore does not affect the vehicle operation. The maglev vehicle will stop at the 0218 area and complete the passengers getting on and off.

Step 6: When the maglev train completes the passenger getting on and off the vehicle and receiving the departure signal, it will start the acceleration operation. At this time, the maximum output current of the inverter of the A station is very large, and it is expected to reach a maximum of 1800A.

Step 7: The process of the maglev train entering the 0225 section, the action of the A-C section inverter and its control switch and the B-A inverter and its control are completed when the maglev train enters the B-A section. Repeat steps 1-6 and go to the next station.

From the above process, it can be known that, in theory, it is allowed to have a maglev train running on the line in the B-A section, the A station and the A-C section. Of course, this needs to be properly arranged in combination with the speed of the vehicle and the interval between departures to ensure the safety and continuity of the vehicle.

By adopting such a setting method, conditions are created for the simultaneous operation of multiple vehicles on the line, which is beneficial to improving the passenger transportation capacity of the line.

By sharing the idea of the inverter, that is, avoiding the disadvantages of high-voltage transmission of centralized power supply, the configuration of the line inverter is saved to the greatest extent, and the investment and construction cost of the line are reduced.

Since the maglev train runs, it must rely on the long stator of the linear motor to supply power, and the switching control is controlled by the control switch, which on the other hand improves the safety of the line vehicle operation.

As shown in Fig. 5, it is a detailed structural diagram of an interval of a maglev power supply system of the present invention, which is also an in-depth development and refinement of FIG.

Including the constant speed section power supply inverter 001-004; when a traction motor long stator is 50 meters, if a section has a length of 2km, then it should have a total of 40 stators connected by the lower phase method.

The constant speed power supply inverter 001-004 is connected to DC3000V, and DC3000V is a common and mature power supply equipment for urban rail transit. And the voltage is far lower than the disadvantage of the three-phase 10kV high-voltage AC transmission in the existing power supply system, which can reduce the cost for high-voltage protection and component selection and cable.

The uniform speed power supply inverter 001-004 is connected to the linear motor long stator 009-0012 through the power supply cable 005-008; in the same interval section, each side is connected by 40 traction motor long stators, and connected by the phase-to-phase method. , a total of 2km long.

When any one of the uniform speed power supply inverters 001-004 fails, it will affect the long stator power supply of the linear motor in the interval of 1/4, but it will not affect the vehicle operation.

The linear motor stator 009 and the next linear motor stator are connected by a power supply cable, and the connection method of the other linear motor stators (0010-0012) in the section is the same as the linear motor stator 9 connection method.

It should be noted that in this specification, relational terms such as first and second are used merely to distinguish one entity from another, and do not necessarily require or imply any such The actual relationship or order.

The power supply system of the magnetic levitation train provided by the present invention is described in detail above. The principles and embodiments of the present invention have been described herein with reference to specific examples, and the description of the above embodiments is only to assist in understanding the method of the present invention and its core idea. It should be noted that those skilled in the art can make various modifications and changes to the present invention without departing from the spirit and scope of the invention.

Claims

A power supply system for a magnetic levitation train, characterized in that it comprises a constant-speed power supply inverter for supplying power to a vehicle in a constant speed interval, and further comprising a deceleration acceleration for supplying power to a vehicle in a deceleration zone or supplying power to a vehicle in a station and an acceleration section. A power supply inverter; the deceleration acceleration power supply inverter is provided with a control switch capable of supplying power to a vehicle in one of a deceleration section or a station and an acceleration section.
The power supply system for a magnetic levitation train according to claim 1, wherein a plurality of uniform speed linear motor long stators are arranged in the uniform speed section, and a plurality of linear sections of the linear motor are provided in the deceleration section. There are a plurality of linear motors and long stators in the acceleration section.
The power supply system for a magnetic levitation train according to claim 2, wherein a deceleration power supply cable is disposed between the long-speed stator of the deceleration section linear motor and the deceleration acceleration power supply inverter, and the acceleration section linear motor long stator An acceleration power supply cable is disposed between the deceleration and acceleration power supply inverter, and a uniform power supply cable is disposed between the constant speed segment linear motor long stator and the uniform power supply inverter.
The power supply system for a maglev train according to claim 3, wherein all of the input sides of the power supply inverter are connected to a DC power supply of 3000V.
The power supply system for a magnetic levitation train according to any one of claims 2 to 4, wherein the constant length linear motor long stator, the deceleration linear motor long stator, and the acceleration linear motor long stator are specific The left motor long stator and the right motor long stator respectively located on the left and right sides of the track, the left motor long stator and the right motor long stator each include at least two sets of staggered unit segment stators, and any a set of the unit segment stators are connected to each other, and any one of the unit segment stators is connected to different power supply inverters of respective corresponding sections; between the power supply inverters on the same side of the track and in different power supply sections Connected via a data communication line.
A power supply system for a magnetic levitation train according to claim 5, wherein the total length of all of said unit segment stators located in the same power supply interval is the same.
The power supply system for a magnetic levitation train according to claim 6, wherein the unit segment stators are specifically two groups, and the length of any one of the unit segment stators is half of the length of the maglev train.
The power supply system for a maglev train according to claim 6, wherein the unit segment stators are specifically three groups, and the length of any one of the unit segment stators is one third of the length of the maglev train.