CN107225996B - A power supply system for a maglev train - Google Patents

Abstract

The invention discloses a power supply system for a maglev train, comprising a constant-speed power supply inverter for supplying power to vehicles in a constant-speed section, and a deceleration and acceleration power supply inverter for supplying power to vehicle stations in the deceleration section and vehicles in the acceleration section. Inverter; the deceleration and acceleration power supply inverter is provided with a control switch capable of supplying power to vehicles in the deceleration section or in either the station or the acceleration section. The above-mentioned power supply system can realize that multiple trains of vehicles travel in different sections, so as to improve the operation density; and no high-voltage switch station is required, which reduces the cost and land occupation of the power supply system. At the same time, since there is only one power supply in the acceleration section, the station and the acceleration section, the rear-end collision accident when the vehicle enters the station can be avoided, which is beneficial to improve the safety of the line vehicle operation.

Description

A power supply system for a maglev train

technical field

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

Background technique

As we all know, maglev vehicles are increasingly used in urban rail transit networks; for the power supply system of maglev vehicles, high-voltage AC centralized multi-section switching power supply is often used. There are certain shortcomings in the application of this power supply method. First, the voltage protection level of the entire system, the selection requirements of components and cables, etc. are high (three-phase AC 10kV), and the cost of voltage protection, components and cables is also high. ; Secondly, when one side of the inverter or one stator section fails, only half of the power supply capacity remains, which seriously affects the operation efficiency; thirdly, because it is a segmented power supply, that is, only the long stator of the current operating section of the vehicle is powered, While the other sections are in a no-power state, the stator section that is powered is connected to the power supply inverter through a high-voltage switch. The high-voltage switch switching station is set at half the length of each stator section on the line. Because it is a high-voltage equipment, the volume and safety clearance requirements are large. A certain area of land is required.

SUMMARY OF THE INVENTION

The purpose of the present invention is to provide a power supply system for a maglev train, which can realize that multiple trains travel in different sections respectively, so as to improve the operation density; and no high-voltage switch station is required, thereby reducing the cost and occupation of the power supply system. land. At the same time, the acceleration section, the station and the acceleration section share a power supply inverter, and only one section supplies power, which can avoid rear-end collisions when vehicles enter the station and improve the safety of line vehicle operation. In order to achieve the above purpose, the present invention provides a power supply system for a maglev train, including a constant-speed power supply inverter for supplying power to vehicles in a constant-speed section, and a power supply for powering vehicles in a deceleration section or a station and an acceleration section. The deceleration and acceleration power supply inverter; the deceleration and acceleration power supply inverter is provided with a control switch capable of supplying power to the vehicle or its carriage in either the deceleration section or the station and the acceleration section.

Compared with the above-mentioned background technology, the power supply system of the maglev 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 constant speed section, the constant speed power supply inverter Supply power to the vehicle in the constant speed zone; when the vehicle enters the deceleration zone and the length of more than half of the vehicle is in this zone, the deceleration and acceleration power supply inverter supplies power to the vehicle in the deceleration zone; and when the vehicle is driving When entering the station and the acceleration section and the length of more than half of the vehicle is in this section, the deceleration and acceleration power supply inverter supplies power to the station and the acceleration section, but not to the deceleration section; that is, in the deceleration section or the station and acceleration section, two The long stators in the interval share a set of inverters, that is, the deceleration and acceleration power supply inverter; the deceleration and acceleration power supply inverter is equipped with a control switch, and the control switch is interlocked for power supply. When a vehicle is parked or running in the acceleration section (including the station section), the long stator in the deceleration section is not charged, so the subsequent vehicles cannot run into this section. It can avoid rear-end accidents when vehicles enter the station, and improve the safety of line vehicle operation. In the constant speed section, the linear motor long stators in several continuous constant speed sections share a set of DC/AC inverters for power supply, which are connected to several control switches, and then connected to the linear motor long stators in the constant speed section through power supply cables. Since different sections have different DC/AC inverters, multiple maglev trains can be allowed to run in different sections at the same time, which can realize the operation of multiple trains on the line and improve the passenger transportation capacity of the line.

Preferably, a plurality of long stators of a linear motor with a constant speed section are arranged in the constant speed section, a plurality of long stators of a linear motor with a reduction section are arranged in the deceleration section, and a plurality of linear motors with an acceleration section are arranged in the station and the acceleration section. long stator.

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

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

Preferably, the long stator of the linear motor in the constant speed section, the long stator of the linear motor in the deceleration section and the long stator of the linear motor in the acceleration section are all specifically the long stator of the left motor and the long stator of the right motor 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 unit segment stators arranged staggered, and any group of unit segment stators are connected to each other, and any group of unit segment stators are connected to each other. different power supply inverters in respective corresponding sections; the power supply inverters located on the same side of the track and in different power supply sections are connected through data communication lines.

Preferably, the total length of all the unit-segment stators located in the same power supply interval is the same.

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

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

Description of drawings

In order to explain the embodiments of the present invention or the technical solutions in the prior art more clearly, the following briefly introduces the accompanying drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are only It is an embodiment of the present invention. For those of ordinary skill in the art, other drawings can also be obtained according to the provided drawings without creative work.

1 is a schematic structural diagram of a power supply system of a maglev train in the prior art;

2 is a schematic diagram of a specific implementation of a power supply system for a maglev train provided by an embodiment of the present invention;

FIG. 3 is a schematic diagram of another specific implementation of a power supply system for a maglev train provided by an embodiment of the present invention;

4 is a schematic diagram of still another specific implementation of the power supply system of the maglev train provided by the embodiment of the present invention;

FIG. 5 is a schematic diagram of an interval in FIG. 3 .

Detailed ways

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, but not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

In order to make those skilled in the art better understand the solution of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

Please refer to FIGS. 1 to 5. FIG. 1 is a schematic structural diagram of a power supply system for a maglev train in the prior art; FIG. 2 is a schematic diagram of a specific implementation of a power supply system for a maglev train provided by an embodiment of the present invention; FIG. 3 It is a schematic diagram of another specific implementation of the power supply system of the maglev train provided by the embodiment of the present invention; FIG. 4 is a schematic diagram of another specific implementation of the power supply system of the maglev train provided by the embodiment of the present invention; FIG. 5 It is a schematic diagram of an interval in FIG. 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 , fourth inverter 106 , first line cable 107 , second line cable 108 , first line control switch 111 , second line control switch 112 , third line control switch 113 , fourth line control switch 114 , the fifth line control switch 115, the sixth line control switch 116, the first left line linear motor long stator 117, the second left line linear motor long stator 119, the third left line linear motor long stator 121, the 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 sections are given as examples for description. When there are more than three sections in the whole line, the control principles are the same.

in:

The first inverter 103 and the third inverter 105 are controlled in parallel 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 to convert the electrical energy It is transported 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 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 to convert the electrical energy into It is transported 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 voltage of the first inverter 103 and the third inverter 105, the second inverter 104 and the fourth inverter 106 is proportional to the running speed of the vehicle, which can be up to 10kv. Therefore, this requires that the entire power transmission system must be insulated and protected according to the highest voltage level, and the selection of components and the 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 current long stator of the linear motor, that is, the current control switch needs to be closed, and the switches of other segments are powered off; when the vehicle enters the next linear motor long stator segment , the long stator segment of the previous linear motor will be disconnected. If the current maglev train is in section 1, the line controls the first line control switch 111 and the second line control switch 112 to be closed, and the other line control switches 113 to 116 are all in an open state.

When the maglev vehicle 123 continues to move forward and is about to enter the section 2, the third line control switch 113 and the fourth line control switch 114 are closed, and the line switches 115 and 116 are still in the open state.

When the maglev vehicle 123 fully enters the section 2, the line switches 111 and 112 are opened.

When the maglev vehicle 123 enters the area 3 from the area 2, the corresponding circuit switch opening and closing actions when the maglev vehicle enters the area 2 from the area 1 will be repeated.

It can be seen from the above that the switching of the switch is very important in this system. If there is a fault, the vehicle will not be able to run. The reliability requirements for line switches are also very high. In the process of engineering implementation, it is not conducive to device selection.

The power supply system for a maglev train provided by the present invention, as shown in FIG. 2 of the specification, includes a first constant speed power supply inverter 1001, a second constant speed power supply inverter 1003, a deceleration/acceleration power supply inverter 1002 (that is, the claims 1), power supply cables 1004-1007, linear motor long stators 1008 and 1011 in the constant speed section, long stator 1009 for the linear motor in the deceleration section, long stator 1010 for the linear motor in the acceleration section, control switches 1012 and 1013 and maglev train1014;

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

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 linear motor length of the deceleration section of the deceleration section through the deceleration power supply cable 1005. on the stator 1009. The power frequency, voltage and other parameters at this time are consistent with the power supply characteristics on the long stator 1008 of the linear motor in the constant speed segment.

When the maglev train 1014 enters the deceleration section, the speed continues to decrease, and the train continues to move forward. When the front half of the vehicle is in the process of entering the station and the acceleration section (the station and the acceleration section can be considered as one section, and the platform is located in this section), at this time The long stator 1010 of the linear motor in the acceleration section at the station and in the acceleration section is still uncharged, and the power supply of the train depends on the long stator 1009 of the linear motor in the deceleration section in the deceleration section.

When the vehicle continues to move forward and half of the vehicle enters the station and acceleration zone, the control switch 1012 is turned off and the control switch 1013 is turned on. The maximum power loss of the vehicle will reach half, and there will be an instantaneous power loss at the moment of switching. Since the vehicle is entering the station at this time, 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 passengers get on and off, because the control switch 1012 is turned off, the long stator 1009 of the linear motor in the deceleration section is not electrified, and subsequent trains cannot enter the station and the acceleration section, thus fundamentally eliminating the possibility of subsequent trains The possibility of entering the platform by mistake. Among them, the platform can be set at the junction of the deceleration section, the station and the acceleration section, but the platform should be located in the station and the acceleration section.

After the maglev train 1014 completes the passengers getting on and off, the vehicle continues to start running. When the vehicle leaves the station and the acceleration zone, it enters the next constant speed segment, that is, the vehicle is powered from the deceleration/acceleration power supply inverter 1002, and the control switch 1013 turns it on. Electric energy is transmitted to the station and the acceleration section linear motor long stator 1010 in the acceleration section, and then enters the second constant speed power supply inverter 1003 to supply power, and outputs electric energy to the constant speed linear motor long stator 1011 .

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

After the above process, the maglev train 1014 completes one entry and exit. The above steps are repeated when the next train comes in.

FIG. 3 of the description shows a schematic structural diagram of another specific embodiment of the maglev power supply system.

Including constant speed section power supply inverters 100, 200, 300, 400 and 3700, 3800, 3900, 4000; deceleration/acceleration section power supply inverters 1300, 1400, 1500 and 1600. (In order to simplify the description, only numbers are used to replace the corresponding components below.) It should be noted here that only four segments of traction motor long stators are drawn in each interval, and the actual number should be much more than four segments. When a traction motor is long When the stator is 50 meters, if an interval is 2km long, there should be a total of 40 stators connected by the lower phase-to-phase method. Its detailed subgraph is shown in Figure 5.

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

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

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

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 connected through the cable 1700 is connected to control switches K1-1 and K2-1, and the other end of the switch is connected to 2300 and 2500 through power supply cables 1900 and 2100 respectively; deceleration/acceleration power supply inverter 1500 is connected to control switches K1-4 and K2- through cable 2800 4 is connected, the other end of the switch is connected to the long stators 3400 and 3600 of the linear motor respectively through cables 3000 and 3200; The cables 2900 and 3100 are connected to the long stators 2300 and 2500 of the linear motor, respectively.

Compared with the existing power supply system as shown in Figure 1, the control switch is cancelled in the constant speed section. On the one hand, the cost can be reduced, and the hidden danger caused by the existence of the control switch is also eliminated.

The steps of the Maglev train 5300 entering the station are as follows:

When the maglev train 5300 travels from the left constant speed zone 1, the control switch K1 is closed (including K1-1, K1-2, K1-3, K1-4), and the power output from the deceleration/acceleration power supply inverter is powered by The cables 1900, 2100, 2900, 3100 are sent to the long stators 2300, 2400 and 3300, 3400 of the linear motor in the deceleration section. The power frequency, voltage and other parameters at this time are consistent with the power supply characteristics on the long stators 900, 1000, 1100 and 1200 of the linear motor in the constant speed interval 1.

When the maglev train 5300 enters the deceleration section, the speed continues to decrease, and the train continues to move forward. When the front half of the vehicle is in the process of entering the acceleration section (including the station section), the linear motor in the acceleration section (including the station section) has a long stator 2500. 2600, 3500, and 3600 are not powered, and the train power supply relies on the linear motor long stator 2300, 2400 and 3300, 3400 for power supply in the deceleration interval.

When the vehicle continues to move forward and half of the vehicle enters the acceleration section (including the station section), the control switch K1 is turned off at this time, 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 an instantaneous power loss at the moment of switching. Since the vehicle is entering the station at this time, 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) and passengers get on and off the train, because the control switch K1 is turned off, the linear motor long stators 2300, 2400 and 3300, 3400 in the deceleration section are not charged, and subsequent trains cannot enter the station section. Therefore, the possibility that subsequent trains may enter the station section by mistake is fundamentally eliminated. This is also the scope of the present invention that needs to be emphatically protected.

When the maglev train 5300 completes the passengers getting on and off, the vehicle continues to start running. When the vehicle leaves the acceleration section (including the station section) and enters the next constant speed section, that is, the vehicle is powered from the deceleration and acceleration power supply inverters 1300-1600. Through the control switch K2, the electric energy is transmitted to the long stators 2500, 2600 and 3500, 3600 of the linear motor in the acceleration section (including the station section), and then enters the power supply by the constant speed power supply inverter 3700-4000, and outputs the electric energy to the long stator of the constant speed linear motor. 4300-4600 on.

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

After the above process, the maglev train 5300 completed one entry and exit. The above steps are repeated when the next train comes in.

When any one of the inverters 100, 200, 300, 400, 1300, 1400, 1500, 1600, 3700, 3800, 3900, and 4000 fails, the long stator of the linear motor in 1/4 of the range will be affected, but the vehicle operation will not be affected. .

The linear motor stator 900 is connected to the next linear motor stator at an interval through a power supply cable, and the connection method of the linear motor stator in other intervals is the same as that of the linear motor stator 900 . Wherein, any stator in FIG. 3 is a unit segment stator.

In the present invention, when there are two groups of unit segment stators, the length of any one unit segment stator is half the length of the maglev train. That is, when a train consists of four carriages, as shown in FIG. 3 of the specification, the lengths of the left second unit segment stator 1100 , the left one unit segment stator 900 , the right one unit segment stator 1000 and the right two unit segment stator 1200 should not be greater than half the length of the maglev train; XOR, when a train consists of four carriages, the length of a unit stator segment is the length of two carriages, which is beneficial to reduce the induced electromotive force. As another example, when a train consists of six carriages, the lengths of the left second unit segment stator 1100, the left one unit segment stator 900, the right one unit segment stator 1000 and the right two unit segment stator 1200 should not be greater than half the length of the maglev train. The length of ; XOR, when a train consists of six carriages, the length of a unit stator segment is the length of three carriages.

The length setting method of the above-mentioned unit segment stator can refer to the principle of the transformer; specifically, we can regard the unit segment stator as the primary side of the transformer, and the rotor part on 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 unit segment stator is 50 meters, the length of one carriage is 25 meters. If the stator voltage is 1000V, after induction, the voltage on the vehicle is 500V. If this is not done, the voltage on the vehicle will be very high, which is not good for insulation protection.

In the present invention, when there are three sets of unit segment stators, the length of any unit segment stator is one third of the length of the maglev train. That is, when a train consists of six carriages, the length of the stator of the linear motor should be the length of the two carriages of the maglev train; XOR, when a train consists of six carriages, the three groups of unit-segment stators arranged consecutively (Linear motor stator) can just cover the length of a maglev train (six cars).

The long stator of the linear motor of each segment does not constitute a physical connection with the long stator of the adjacent linear motor, which can create conditions for the simultaneous operation of multiple maglev trains on the same line. For example, when a maglev train is running in constant speed section 1, the power supply of the maglev train is supplied by DC/AC inverters 100, 200, 300, 400. If another train is running in constant speed section 2, its power supply is supplied by DC /AC inverter 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 Figure 1 of the existing power supply system, since the entire line or multiple sections are powered by the same set of inverters, and then the long stator of the linear motor is powered by the switch control, it is determined that the power supply section can only be Single train operation is allowed. However, the present invention can run while the vehicle is running in the constant speed section 1 and the constant speed section 2.

The distance between the inverter 100, 200, 300, 400 and the long stator 900, 1000, 1100 and 1200 of the linear motor 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 The cost of protection and the cost of line and cable. On the other hand, the inverters 100, 200, 300, 400 and the long stators 900, 1000, 1100 and 1200 of the linear motor should be formed into a modular design to facilitate engineering promotion. Other segment designs also have this requirement.

The dedicated data communication lines 4900, 5000, 5100 and 5200 are mainly used to transmit data information between connected inverters under certain conditions. For example, the dedicated data communication line 4900 is used to transmit related 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 description, it is a schematic structural diagram of another specific embodiment of a maglev power supply system of the present invention. Correspondingly, for the common use of inverters, the idea of applying it to the constant speed segment is extended. Suppose there are three sections B-A-C, there are three constant-speed sections between B-A, each section is 2km long, platform A, the deceleration section and the acceleration section (including the station section) are each 1.5km, and there are also three constant-speed sections between A-C, and each The length of each section is also 2km.

There are three power supply inverters 0201, 0202 and 0203 in the above-mentioned interval, of which inverter 0201 is responsible for supplying power to the three constant-speed sections of the B-A section; 0202 is used to supply power to the deceleration section and acceleration section (including the station section) of station A; 0203 is used to supply power to the three constant speed sections in the A-C interval. The output of the inverter 0201 is connected to the long stators 0210-0212 of the linear motor in the constant speed segment through the three control switches 0207-0209 and the power supply cables 0204-0206.

The output of the inverter 0202 is connected to the long stator 0217 of the linear motor in the deceleration section and the long stator 0218 of the linear motor in the acceleration section through the control switches 0215 and 0216 and the power supply cables 0213-0214.

The output of the inverter 0203 is connected to the long stators 0225-0227 of the linear motor in the constant speed segment through the three control switches 0222, 0223 and 0224, and through the power supply cables 0219-0221.

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

Initially control switches 0207, 0215 and 0222 are closed.

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

Step 2: When half of the maglev train enters section 0211, 0207 is disconnected, 0208 is closed, and the maglev train continues to run at a constant speed. At the moment of switching, half of the power will be lost. According to the speed of 150km/h-250km/h, if the total length of the maglev vehicle is 4*25=100 meters, the time for half of the power loss is about 1.45s-2.39s, so it is not will affect the operation of the vehicle.

Step 3: When the maglev train 0212, the action of the control switches 0208 and 0209 is similar to that of step 2.

Step 4: When the maglev train is in section 0217, the current characteristics of the B-A inverter and the inverter output of station A are consistent, so the vehicle will not lose power during the process of entering 0217. After the maglev train completely enters the 0217 section, the control switch 0209 is turned off, and the 0207 is switched to be closed, which provides conditions for the entry of the next train in the B-A section. The maglev train runs at deceleration with the long stator of the linear motor in section 0217.

Step 5: When half of the maglev train enters section 0218, 0217 is disconnected and 0208 is closed, and power loss will occur at the moment of switching, but the maglev train runs at a deceleration, so it does not affect the vehicle operation. The maglev vehicle will stop at the 0218 section to complete the passengers getting on and off.

Step 6: When the maglev train completes the passengers getting on and off and receives the departure signal, it will start to accelerate. At this time, the maximum output current of the inverter of platform A 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 actions of the inverter and its control switch in the A-C section are consistent with the B-A inverter and its control when the maglev train enters the B-A section. Repeat steps 1-6 and proceed to the next station.

It can be known from the above process that, in theory, maglev trains are allowed to run in the B-A section, the A station and the A-C section at the same time. Of course, this needs to be reasonably arranged in combination with the speed of the vehicle and the interval between departures to ensure the safety and continuity of the vehicle.

Adopting such a setting method creates conditions for the simultaneous operation of multiple vehicles on the line, which is conducive to improving the passenger transportation capacity of the line.

Through the idea of sharing inverters, the disadvantage of high-voltage transmission of centralized power supply is avoided, the configuration of line inverters is saved to the greatest extent, and the investment and construction costs of lines are reduced.

Due to the operation of the maglev train, it must rely on the long stator of the linear motor to supply power, and the switching control is carried out through the control switch, which improves the safety of the line vehicle operation on the other hand.

As shown in FIG. 5 of the description, it is a detailed structural schematic diagram of a section of a maglev power supply system of the present invention, and is also an in-depth development and refinement of FIG. 3 .

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

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

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

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

The linear motor stator 009 is connected to the next linear motor stator in the phase interval through the power supply cable. The connection method of other linear motor stators (0010-0012) in the interval 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 only used to distinguish one entity from several other entities, and do not necessarily require or imply any such existence between these entities. The actual relationship or sequence.

The power supply system of the maglev train provided by the present invention has been described in detail above. The principles and implementations of the present invention are described herein by using specific examples, and the descriptions of the above embodiments are only used to help understand the method and the core idea of the present invention. It should be pointed out that for those skilled in the art, without departing from the principle of the present invention, several improvements and modifications can also be made to the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims (6)

1. a kind of power supply system of magnetic suspension train, which is characterized in that including to the even of the vehicle power supply at the uniform velocity section Speed power supply inverter further includes to add to the deceleration of the vehicle power supply in the power supply of deceleration interval vehicle or station and acceleration area Speed power supply inverter；The deceleration accelerates power supply inverter to be equipped with can be to deceleration interval or station and acceleration area one of both The control switch that middle vehicle is powered；

Multiple at the uniform velocity section linear motor long stators are equipped in the at the uniform velocity section, it is straight to be equipped with multiple braking sections in the deceleration interval Multiple accelerating sections linear motor long stators are equipped in line motor long stator, the station and acceleration area；

The at the uniform velocity section linear motor long stator, the braking section linear motor long stator and the accelerating sections straight-line electric captain Stator is specially the left motor long stator and right motor long stator being located at left and right sides of track, the left motor Long stator and described and right motor long stator include the unit section stator that at least two groups are staggered, and described in any one group Unit section stator is connected with each other, and unit section stator described in any one group is connected to the difference power supply inversion in respectively corresponding section Device；It is connected positioned at track the same side and between the power supply inverter in different power supply sections by data telecommunication line.

2. the power supply system of magnetic suspension train according to claim 1, which is characterized in that the braking section straight-line electric captain Stator and the deceleration accelerate to be equipped with deceleration service cable, the accelerating sections linear motor long stator and institute between power supply inverter It states deceleration to accelerate to be equipped with acceleration service cable between power supply inverter, the at the uniform velocity section linear motor long stator is at the uniform velocity supplied with described At the uniform velocity service cable is equipped between electric inverter.

3. the power supply system of magnetic suspension train according to claim 2, which is characterized in that all the power supply inverter is defeated Enter the DC power supply that side is all connected to 3000V.

4. the power supply system of magnetic suspension train according to claim 1, which is characterized in that in same power supply section All the total length of the unit section stator is identical.

5. the power supply system of magnetic suspension train according to claim 4, which is characterized in that the unit section stator is specially Two groups, and the length of any one of unit section stator is the half of the length of magnetic suspension train.

6. the power supply system of magnetic suspension train according to claim 4, which is characterized in that the unit section stator is specially Three groups, and the length of any one of unit section stator is the one third of the length of magnetic suspension train.