高速磁悬浮轨道交通研究进展

熊嘉阳; 邓自刚

doi:10.19818/j.cnki.1671-1637.2021.01.008

高速磁悬浮轨道交通研究进展

doi: 10.19818/j.cnki.1671-1637.2021.01.008

熊嘉阳^{1, 2,},
邓自刚¹

1.
西南交通大学牵引动力国家重点实验室，四川成都 610031
2.
西南交通大学机械工程学院，四川成都 610031

基金项目:

国家自然科学基金项目 U19A20102

详细信息

作者简介:
熊嘉阳(1969-)，男，四川峨眉人，西南交通大学副教授，工学博士，从事车辆轨道系统动力学、磁悬浮车辆系统动力学研究

中图分类号: U271.91
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出版历程
- 收稿日期: 2020-09-15
- 刊出日期: 2021-08-27

Research progress of high-speed maglev rail transit

XIONG Jia-yang^{1, 2
,},
DENG Zi-gang¹

1.
State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China
2.
School of Mechanical Engineering, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

Funds:

National Natural Science Foundation of China U19A20102

More Information

Author Bio:
XIONG Jia-yang(1969-), male, associate professor, PhD, jyxiong@swjtu.edu.cn.

摘要

摘要: 从磁悬浮轨道交通的基本原理、磁悬浮列车的技术特点等角度出发，简述了世界各国高速磁悬浮轨道交通的发展概况，对比了常导电磁悬浮、永磁电动磁悬浮、低温超导电动磁悬浮和高温超导磁悬浮等4种磁悬浮方式的研究历史、悬浮特点、悬浮间隙、悬浮能耗、控制系统、技术成熟度与应用情况；采用文献调研、比对、分析、提炼等方法，综述了国内外高校、研究机构和企业对于高速磁悬浮的研究进展；比较了各类磁悬浮轨道交通的原理、技术优势和劣势，分析了高速磁悬浮轨道交通在应用方面的可行性与不足，探讨了4种磁悬浮方式的技术经济性和应用前景与场景；提出了当前发展高速及超高速真空管道磁悬浮轨道交通亟待解决的牵引制动控制、动力和热力学、安全救援、管道密封性能与抽真空效率、无线通信、车内环境控制等6个关键科学问题，并介绍了中国原创高温超导磁悬浮的基础研究及关键技术研发进展与研发计划。研究结果表明：在400~600 km·h^-1速度范围可采用常导电磁悬浮或超导磁悬浮技术；在600~1 000 km·h^-1速度范围可采用超导磁悬浮技术；1 000 km·h^-1及以上的速度可采用高温超导磁悬浮与真空管道或电动磁悬浮与真空管道的磁悬浮技术；作为一种前瞻性研究，高温超导与真空管道磁悬浮关键技术的突破和验证对推动中国乃至世界轨道交通快速发展具有重大而深远的意义。
- 轨道交通 /
- 高速磁悬浮 /
- 磁悬浮列车 /
- 关键技术 /
- 高温超导 /
- 真空管道 /
- 研究进展
Abstract: The development of high-speed maglev rail transit across the world was summarized based on the basic operating principles and technical characteristics of maglev trains. The electromagnetic suspension (EMS), permanent magnet electrodynamic suspension (PMEDS), low-temperature superconductor electrodynamic suspension (LTSEDS), and high-temperature superconducting magnetic levitation (HTS maglev) were compared in terms of their research histories, suspension characteristics, suspension gaps, suspension energy-consumption levels, control systems, technical maturity, and state of use. The progress of research on high-speed maglev in domestic and foreign universities, research institutions, and enterprises was summarized based on the literature research, comparison, analysis and refinement. The principles, technical strengths and weaknesses of various maglev rail transits were compared to analyze the viability and inadequacies of high-speed maglev rail transit in practical applications. The technical economy, application prospects and scenarios of four maglev modes were discussed. Six key scientific problems for the development of high-speed and ultra-high-speed vacuum-tube maglev rail transit were identified. These include the traction/braking control, kinetics and thermodynamics, safety and rescue protocol, sealing performance and vacuum pumping efficiency of tube, wireless communication, and interior environment control. The progress and plan of research and development in basic research and key technologies for HTS maglev originated in China were also described. Research results shows that the EMS or superconducting maglev technology is suitable for speeds between 400 km·h^-1 and 600 km·h^-1. The superconducting maglev technology can be used for speeds between 600 km·h^-1 and 1 000 km·h^-1. Speeds of 1 000 km·h^-1 or greater require the maglev technologies of HTS maglev or EDS with vacuum-tube. As a prospective study, the technological breakthrough and validation in HTS with vacuum-tube maglev have profound and far-reaching implications on the rapid development of rail transit in China and even the world. 2 tabs, 15 figs, 72 refs.
- rail transit /
- high-speed maglev /
- maglev train /
- key technology /
- high-temperature superconducting /
- evacuated tube /
- research progress

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图 1 EMS原理示意

Figure 1. Schematic of principle for EMS

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图 2 PMEDS原理示意

Figure 2. Schematic of principle for PMEDS

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图 3 LTSEDS原理示意

Figure 3. Schematic of principle for LTSEDS^[8]

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图 4 HTS Maglev原理示意

Figure 4. Schematic of principle for HTS maglev

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图 5 德国TR系列磁悬浮试验车

Figure 5. German TR series maglev test vehicle

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图 6 在宫崎试验线上日本MLU002型超导磁悬浮车

Figure 6. MLU002 superconducting maglev vehicle on Miyazaki Test Line, in Japan

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图 7 美国Hyperloop One公司研制的真空管道磁悬浮车辆

Figure 7. Vacuum-tube maglev vehicle developed by Hyperloop One Company in the United States

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图 8 德国EMS磁悬浮车TR08在上海浦东机场线

Figure 8. German EMS maglev vehicle TR08 on Shanghai Pudong Airport Line

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图 9 西南交通大学载人HTS环形试验线

Figure 9. Manned HTS maglev circular test line of Southwest Jiaotong University

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图 10 中国600 km·h^-1高速磁悬浮试验样车

Figure 10. Test sample vehicle of high-speed maglev with speed of 600 km·h^-1 in China

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图 11 高速飞行列车设计

Figure 11. Design of high speed flying train

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图 12 磁悬浮车辆和轮轨车辆承载方式

Figure 12. Load bearing modes of maglev vehicle and wheel/rail vehicle

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图 13 传统旋转电机转换为长、短定子结构直线电机的衍生

Figure 13. Derivation of linear motors with long and short stator structures from traditional rotating motor

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图 14 同济大学600 km·h^-1高速磁悬浮试验样车

Figure 14. High-speed maglev test sample vehicle with speed of 600 km·h^-1 in Tongji University

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图 15 超高速磁悬浮系统科学指标及关键科学问题

Figure 15. Scientific indexes and key scientific problems of ultra-high-speed maglev system

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表 1 不同磁悬浮方式的情况对比

Table 1. Comparison of different maglev modes

悬浮类型	常导电磁悬浮	永磁电动磁悬浮	低温超导电动磁悬浮	高温超导磁悬浮
开始时间	1934年专利	20世纪40年代	1966年专利	20世纪90年代开始，2001年中国专利
导轨类型	T型导轨	弧形导体板轨道	U型导轨	平板式导轨
车载磁体	线圈	永磁体	超导线圈	超导块材
路轨铺设	硅钢片	铝感应板	“8”字线圈	永磁导轨
悬浮间隙/mm	8~12	20~30	80~150	10~30
推进方式	直线电机	直线电机	直线电机	直线电机
控制系统	需主动控制，控制复杂，要求高	导向需主动控制	较复杂	简单
悬浮能耗	较高	较低	较高	较低
悬浮特点	电磁吸力，需能耗，静止可悬浮，悬浮气隙较小	电动斥力，悬浮不耗能，高速时悬浮，临界稳定，高速需引入阻尼以保证稳定	电动斥力，静止和低速时需轮子支撑，悬浮气隙大，高速需引入阻尼以保证稳定	磁通钉扎力，不通电、静止可悬浮，无源自悬浮，自稳定，自导向
试验速度/(km·h^-1)	550	463	603	≥1 000
研究技术的主要国家	德国、日本、中国、韩国	美国	日本	中国
技术成熟度	已商业运营	试验研究	准商业运营	试验研究
应用情况	中国上海浦东磁悬浮示范线、日本HSST型低速磁悬浮列车、美国Grummam方案、美国AMT磁悬浮系统	美国Hyperloop、美国Inductrack磁悬浮系统、美国Magplane	日本MLU系列	西南交通大学Super-Maglev试验线、德国SupraTrans系列试验车、巴西Maglev Cobra悬浮试验线、意大利拉奎拉大学V型轨道

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表 2 磁悬浮轨道交通与其他交通方式综合比较

Table 2. Comprehensive comparison between maglev rail trancit and other modes of transportations

交通方式	运营时速/(km·h^-1)	安全性	运量	投资成本	振动噪声	能耗	气候影响运营	全天候运营	运载工具大修周期	技术难度、建设工期	工程拆迁难度	维管人员
磁悬浮	80~430	更高	较大	高	低	较高	基本不影响	易	无	大、较长	小	少
轮轨	80~350	高	大	高	较高	较高	影响较大	较易	有	大、较长	大	多
航空	800~2 000	高	小	高	高	最高	影响大	难	有	大、较长	较小	多
公路	80~200	高	小	较低	较高	高	影响较大	较难	有	小、短	较小	多
水运	80~100	高	大	低	低	最低	影响大	难	有	小、短	小	少

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