Background Art

The present invention ralates to a device for electricity generating and train braking, in particular to a device for electricity generating and train braking with train translational kinetic energy ,and the method thereof.

Background technology

The Faraday experiment in 1831 indicated that die electric current is generated in the closed circuit when the magnetic flux therethrough changes. This is referred to as the electromagnetism induction phenomenon, and the generated current is referred to as the induced current. Therewith the Faraday's law summarized as follows: the induced electromotive force in the closed circuit is proportional to the rate of change of the magnetic flux therethrough.

Applying the electromagnetic induction principle, the French Hippolyte Pixii invented the manual DC generator the following year (1832). The Siemens of Germany invented the eletric generating device for transformating energy of other forms into the rotational kinetic energy, they created a generator mode composed of a stator and a rotor, continuously in use until today. The rotor is some kind of electromagnet (or permanent magnet), the stator equivalents to the conductor coil-closed circuit, and the magnetic field is generated around the rotor electromagnet after passing a certain amount of excitation current, then the rotor is mechanically driven by a water turbine, steam turbine, diesel engine or other motive machines to rotate. The magnetic field around the rotor is a fluctuating magnetic field with respect to the stator coil, so the magnetic flux in the stator closed circuit is changing, and the stator coil cutting the magnetic induction line will produce induced electromotive force in the stator circuit, leading out though connection terminal and fed into a loop, then the current is generated. The energy produced by a water stream, air stream, fuel combustion or atomic fission is transformed into rotational mechanical energy which is then transformed into the electric energy.

The hydroelectric and wind power station is usually far away from the cities, which increases the investment for the power grid construction and the consumption of the raw material of the high voltage cable; the heat power station can be closer to the cities, but causes the serious pollution to the city air environment; the electricity generation mode of the rotating rotor must firstly trasfer the energy of other forms into ratation, then the rotational mechanical energy is transformed into the electric energy, such two steps of transformation leads to twice energy loss and negtively influences the efficiency. me Kiiieue energy υι me irain is pruporuunai ιυ ns weigni ana me square 01 us speea, ana mis is conflicted with the braking of the train. The background technology related to the weight, speed and braking of the train will be described as followed:

Since the British George Stephenson invented the Steam Locomotive refered to as"half-boots" in 1814, for almost 200 years, the history of railway development is to improve the braking technology continuely accompanied by the continuous increase of the weight and speed of the train. Braking the train means artificially restraining the movement of the train, which includes decelerating the train, not accelerating the train or stopping the train. Obviously, effectively braking the train ensures the increase of the weight and the speed of the train safely.

Till today, two symbols "heavy load" and "high speed" of the railroad modernization have reached a certain level . For example:

On the aspect of heavy haul, the towing capacity of the overseas heavy haul train is usually 10,000 to 30,000 tons. The heavy haul train marshalling in America is composed of 108 trucks, and the towing capacity thereof is 13,600 tons; the unit heavy haul train marshalling in Canada is typically composed of 124 trucks , and the t towing capacity thereof is 16,000 tons; the towing capacity of heavy haul train in South Africa is usually 18,500 to 20,000 tons; the heavy haul train marshalling of the hamersley iron mine in Austrilia is usually composed of 226 trucks, and the towing capacity thereof is 28,000 tons; the standard train marshalling of the Brazil Bolivia - Minas railroad is composed of 320 trucks, and the towing capacity thereof is 31,000 tons. On June 21, 2001, Austrilia tested the heavy haul train marshalling composed of 682 trucks on the Mount Newman- Headline railroad line, the total length of the trains is 7353 meters, the towing capacity is 99,734 tons, the net load is 82,000 tons, which created the new record of a heavy haul train.

On the aspect of high speed

(1) The highest running speed

Steel wheel type: Germany, 330km/h, ICE-LGV Eastern Europe line; France, 320km/h,TGV-LGV Eastern Europe line; Japan, 300km/h Shinkansen; China, 300km/h, CRH2-...CRH380 Wu-Guang, Zheng-Xi, Hu-Ning, Jing-Hu, Hu-Hang, Guang-Shen-Gang; The lines with a speed around 300 km further include AVE in Spain, TAV in Italy, KTX in Korea, high speed rail in TaiWan; high speed rail Sokoll240 with 240km/h in Russia; Acela express with 210km/h in America;X2000 train with 200km/h in Sweden;

Magnetic suspension type: China, 430km h, Shanghai line.

(2) The highest experimental speed:

Steel wheel type: France, 574.8km/h; China, 487.3km/h; Japan, 443km/h; Germany, 406km/h; Korea, j j -.ti ii/ii, l uy, Ji

Magnetic suspension type: Japan, 581km/h; Germany, 501km/h; according to a report, the vacuum piping Magnetic suspension train under research in China reaches 4,000km/h.

It is apparent to the skilled in the art that the braking problem caused by the great increase of the train speed is one of the choke points in developing"heavy load and high speed". The braking mode in the art includes principally the block braking, disk braking, electromagnetic rail braking, rail turbine braking, rotating eddy braking, electric-resistance braking, regenerative braking, hydraulic braking, contra-steam braking etc. The braking needs usually extra energy comsuption which is then transformed into thermal energy to dissipate, leading to potential safety hazard and increases the cost of repairing and replacing the assemblies.

Summary of the Invention

(1) Technical Problem to be Solved

The technical problem to be solved is to provide a device for generating electricity and braking with translational kinetic energy of the train and the method thereof, so that the translational kinetic energy of the train can be transformed into electric energy directly on the road sections or stations on which the train needs to be decelerated, stopped , or not to be accelerated on the down ramp road, to achieve electricity generating and train braking.

(2) Technical solution

To solve the above mentioned problem, an aspect of the invention provides a device for electricity generating and train braking with the translational kinetic energy of the train, which includes an apparatus on train and an apparatus surrounding train track, wherein the apparatus on train includes a train and several groups of electromagnets, and the two poles of each electromagnet are arranged in the longitudinal direction parallel to the longitudinal direction of the train; the apparatus surrounding train track includes several sections of solenoid type closed traverses which are arranged to be surrounding the train track and configured to allow the train passing therethrough; the apparatus surrounding train track is disposed on the road section on which the train will be stopped or decelerated before entering a station and/or disposed on the down ramp road section on which the train shall not be passing at an acceleration.

The apparatus surrounding train track preferably also includes a pipe-like structure which is supported at the periphery of the several sections of solenoid type closed traverses.

The several groups of electromagnets are preferably front and back arranged in the longitudinal direction of the train, wherein two adjacent groups of the electromagnets are arranged with the same polarities in opposite directions. l iic interval ueiweeii two iruni anu uauR aujauem groups 01 electromagnets is preieraoiy longer man the length of one section of solenoid type closed traverse along the longitudinal direction of the train.

Each group of electromagnets preferably includes several electromagnets, the several electromagnets of the same group are arranged with an interval along the transverse direction of the train below the chassis of the train and/or at the lower part of both sides of the train body.

An electromagnetic shielding apparatus to protect passengers is preferably arranged on all or a part of the carriages of the train, and the electromagnets are arranged outside the carriage having the electromagnetic shielding apparatus.

The apparatus on train preferably also includes a number of covers which are arranged above the outside of the electromagnets, and a cover controlling apparatus is provided on the train to control the open and close of the cover.

The several sections of solenoid type closed traverses are preferably arranged along the travelling direction of the train, the interval between two adjacent sections of solenoid type closed traverses is longer than the length of the electromagnet.

An electromagnet controlling system is preferably provided on the train, which controls the excitation source of the electromagnets, the magnitude and direction of the excitation current, and the number of the excited electromagnets.

On another aspect, the invention also provides a mothed which applies the device for electricity generating and train braking with translational kinetic energy of the train to generate electricity and brake the train, the method includes the following steps:

SI: the excitation current of the electromagnets is turned on, when the train, on the road section on which the train will be stopped or passing at deceleration before entering a station and/or on the down ramp road section on which the train shall not be passing at acceleration, is to enter the apparatus surrounding train track; the electromagnets on the train form a magnetic field, and pass though the solenoid type closed traverses in the apparatus surrounding train track with high speed;

S2: the intensity of the magnetic field in the solenoid type closed traverses suddenly increases or decreases as the rapid going into and coming out of the electromagnets on the train, a part of conductors of the solenoid type closed traverses uninterruptedly cut the magnetic induction line to generate induced electromotive force;

S3: the induced electromotive force is leading into a loop via connection terminals to generate the current, and the electric energy is output by a circuit unit; meanwhile the translational kinetic energy of the train gradually decreases or is consumed since the translational kinetic energy is transformed into electric energy uninterruptedly, the train therewith decelerates , is stopped at a station , or does not accelerate on the down ramp road section;

S4: after the train passes though the apparatus surrounding train track, the excitation current of the electromagnets is cut off, the magnetism on the electromagnets vanishes, and then the train travels normally.

(3) Beneficial effects

The benefical effects of the invention can be discussed in terms of the two aspects of electricity generation and decelerating-brake of the train:

I Electricity Generation

The invention is to generate electricity by transforming the translational kinetic energy of the train, as the kinetic energy of an object is proportional to its weight and the square of its speed. Since in the development of the railroad modernization, the train has reached a certain level in both "heavy haul and "high speed". For example the towing capacity of the overseas heavy haul train is usually 10,000 to 30,000 tons, and the runnidng speed of the train of steel wheel type in China and abroad has reached more than 300km/h, and for the Magnetic suspension train, the speed has reached about 400km/h, which will be continuously raised. Although the translational kinetic energy of one train is not very massive, yet a train passes though and stops at so many cities, and all of these cities have to receive and dispatch a huge quantity of trains. In one city, such as Zhengzhou in China, the Zhengzhou railway station receives and dispatches one train each of less than 3 munutes at average, which becomes less than 1.67 minutes during the Spring Festival; the above mentioned statistics just comes from one of the three railway stations in Zhengzhou, not including the trains which pass through the other two stations(Zhengzhou North station and Zhengzhou East station), not including the truck trains which pass through or stop at Zhengzhou station. At present , all the high speed railroads arround the world are able to fulfil the requirement of a minimum running interval of 4 minutes (in Japan, the interval could be 3 minutes), the passenger trains available every day could be 280 pairs(560 trains) by considering the maintenace which costs 4 hours. The situation is varying depending on different cities. According to the preliminary calculation, the total translational kinetic energy of the trains in a big or medium-sized city with a relatively heavy traffic is sufficient to provide the electricity for several hundred thousand to several million of people. Therefore the electricity generation capacity that is produced by all trains stopping in the cities and electricity genearation capacity that is produced by the trains passing though the small towns at decelaration and through the great down ramp road sections in a country or an area are considerable.

According to the invention, the power sites locate in the city or in its periphery so that the energy loss of the long distance electricity transmission could be avoided and the construction cost of the long distance cables could be decreased, meanwhile there is no pollution to the atmosphere and the environment of the city so that the environmental protection and the energy conservation could be acftieved.

Comparing with the traditional electricity generation mode which transforms the energy twice and leads to energy loss twice, the present invention is to directly transform the translational kinetic energy of the train into electric energy to decrease the energy loss and the cost of the prime motor construction and maintenance, so that the energy consumption such as coal and fuel oil for steam turbine and diesel engine etc as the prime motor to generate electricity can be avoided. In particular, the translational kinetic energy of the train that is used by the invention to generate electricity is produced in the process of the railroad transportation, and decreases to zero as decelerating and stopping of the train. Therefore, the present invention uses the energy usually wasted during conventional method to generate electricity, thus the energy cost can be regarded as zero.

II Train braking

It is known though the above mentioned analysis that, the present invention can provide enough energy to brake the train which is exactly equal to the translational kinetic energy of the train. When the kinetic energy in the process of electricity generation all runs out, the speed of the train returns to zero, and the train stops.

In the development of the railroad modernization of "heavy load and high speed", one of the major difficult to be overcome is the braking technology. The transitional kinetic energy of the train increases greatly due to the heavy load and high speed, which was regarded as the difficulty hard to be solved by the tranditional braking mode now is most welcome for the present invention, since according to the invention the transitional kinetic energy of the train can increase the electricity generation ability notably, meanwhile increase the train braking ability parallely. The braking mode according to the invention is not afraid of the "heavy load and high speed" of the train.

The braking mode according to the invention makes the train on a relativly long down ramp road section not to accelerate, so that the train will not lose control under the influence of gravity to slide downwards, and the electricity is generated during the constant speed running of the train by using the kinetic energy converted from the gravitational potential energy relating to the height of the down ramp road section. The invention can provide the electricity for the cities in which the train stops and for the small towns though which the train passes at deceleration.

The braking mode according to the invention is contactless and frictionless, so that the potential risk due to direct abrasion of the braking apparatus and the increase of the cost for repairing and replacing the braking apparatus therewith can be avoided; the braking apparatus does not consume extra energy but generates electricity, and the braking force is controllable (the induced electromotive force, the electromagnetic damping etc are controllable); therefore, the invention can provide technical support for the railroad modernization with "heavy load and high speed". in IXHI IUSIUII, uic liivciiuuii increases ine Dcnciii oi mc raiiroaa anu eiccmciiy system, ana meanwnne decreases the cost.

Brief Description of the Drawings

Fig 1 shows the schematic diagram of the demonstrative experiment for electro-magnetic induction according to the theoretical basis of the invention;

Fig 2 shows the cross-sectional schematic diagram of the device for electricity generating and train braking with translational kinetic energy of a train according to the invention;

Fig 3 shows the longitudinal sectional schematic diagram of the device for electricity generating and train braking with translational kinetic energy of a train according to the invention;

Fig 4 shows the flow diagram of the steps for electricity generating and train braking with translational kinetic energy of a train according to the invention;

Wherein reference numeral 1 refers to a train, 2 refers to an electromagnet, 3 refers to a track, 4 refers to a solenoid type closed traverse, 5 refers to a pipe-like structure, 6 refers to a interval between the goups of the electromagnets, 7 refers to a interval between the sections of the solenoid type closed traverses, 8 refers to an apparatus on train, 9 is an apparatus surrounding train tracke

Best Mode for Carrying Out the Invention

Hereinafter, the invention will be described in details combining with the drawings and the embodiments.

Embodiment 1:

Hereinafter, the device of the invention will be described in details from the principle to the specific implementations of the invention.

A Principle

1 The Faraday's law of electromagnetic induction

As shown in fig la and fig lb, in the process of inserting a magnetic bar into the coil A and extracting the magnetic bar out of the coil A, the pointer of the current meter deflects in different directions respectively; the faster the speed of inserting and extracting a magnetic bar is, the bigger the deflection angle of the current meter is. As shown in fig lc, the same phenomenon may be observed when using an current carrying coil A'(electromagnet) to replace the magnetic bar and repeating the above mentioned experiment. As shown in fig Id, when the magnetic bar is moving relative to the coil A, the coil wire is cutting the magnetic induction line. The experiment shows that when the magnetic flux through the closed circuit changes, electric current will be produced in the closed circuit, and the inaucea electromotive iorce aepenas on tne rate or cnange oi tne magnetic nux tnrougn me ciosea circuit. The induced electromotive force is indicated by ε , ie ε=ηΔΦ/Δί, and this is the Faraday's law of electromagnetic induction. In the equation, n is the number of turns of the coil, ΔΦ/Δί is the rate of change of the magnetic flux.

The above mentioned experiment provides a preliminary idea of the technical solution of the present embodiment, that means, if a train with electromagnets (or permanent magnets) on the train body passes through a large coil, an induced electromotive force will be produced in the coil.

2 Lenz's law and Law of conservation of energy

The Lenz's law states that an induced electric current flows in a direction such that the current opposes the change that induced it. In the above mentioned experiment, according to the Lenz's law, inserting a magnetic bar into the coil and extracting the magnetic bar out of the coil both need to perform a mechanical work to overcome the repulsive force or attractive force. In fact, what is transformed into the energy relating to the induced current is just such mechanical work. This obeys the Law of conservation of energy obviously.

A preliminary idea may be made through the above mentioned Laws that, when a train with a kinetic energy passes through a large coil, an electric energy will be produced in the coil, meanwhile the kinetic energy of the train decreases accordingly and the train deacelerates as a result thereof; as theoretically analyzed, according to the solustion, the braking energy of the train is just the kinetic energy of the train, and when the kinetic energy runs out in the process of electricity generation, the speed of the train returns to zero and the train stops. If this is happened around a station in the city, the eletricity can be generated , but also the train decelerates and stops.

3 Translational kinetic energy of the train

When a train is in translational motion, some other parts such as wheels thereof are in rotation motion relating to the rotational inertia, it also facilitates the translational motion of the train. Therefore, in the embodiment, the train with large electromagnets translationally passes through a large coil has the kinetic energy which is referred to as translational kinetic energy indicated by Ek=mv ² /2+∑Ιω ²

Wherein m is the mass of the whole train; v is the running speed of the train; I is the rotational inertia of the rotating parts; G) is the angular speed of the rotating parts.

According to the two above mentioned Laws, the embodiment uses the translational kinetic energy of the train to generate electricity and brake.

B Specific Implementations

As shown in fig 2 and fig 3, the invention illustrates a device for generating electricity and braking with translational kinetic energy of the train 1 including an apparatus 8 on train and an apparatus 9 surrounding tram iracK , wnerein tne apparatus » on train includes tne train l and sverai electromagnets 2 mounted on the train 1, wherein the two poles of each electromagnet 2 are arranged in the longitudinal direction parallel to the longitudinal direction of the train 1; the apparatus 9 surrounding train track 3 includes several sections of solenoid type closed traverses 4 which are arranged to be surrounding the train track 3 and configured to allow the train 1 passing therethrough; the apparatus 9 surrounding train track 3 is disposed on the road section on which the train 1 will be stopped or passing at deceleration before entering a station and/or disposed on the down ramp road section on which the train 1 shall not be passing through at acceleration.

The electromagnets 2 are fixedly mounted on the train body of the train 1 so that a braking effect is generated when the electromagnets 2 are subjected to a resistance which is opposite to the direction of movement of the train 1.

In the embodiment, the apparatus 9 surrounding train track also includes a pipe-like structure 5 which is supported at the periphery of the several sections of solenoid type closed traverses 4. The pipe-like structure 5 is applied to fix, support, protect and shield the combination of the solenoid type closed traverses 4; the pipe-like structure 5 is longer than the combination of the solenoid type closed traverses 4 slightly, therefore the pipe-like structure 5 also shields the sections of the train track 3 which are out of the two ends of the combination of the solenoid type closed traverses 4.

In the embodiment, the train 1 includes one or more kind of the steel wheel train or the magnetic suspension train. The train 1 includes one or more kind of the truck train or the passenger train.

In the embodiment, the electromagnet 2 is formed by winding conductive coils outside a strip type iron core, and the characteristic of its magnetic induction line thereof is similar to that of the magnet bar, that is, the magnetic induction line getting curved outwards above both ends of the coil.

In the embodiment, the several groups of electromagnets 2 are front and back arranged on the train 1 along the longitudinal direction of the train 1, wherein two adjacent fore groups of electromagnets 2 arranged with the same polarities in opposite directions, that means two adjacent fore electromagnets 2 are oppositely arranged in the following way: pole N to pole N, and pole S to pole S.

In the embodiment, the interval 6 between two adjacent groups of electromagnets 2 is longer than the length of one section of solenoid type closed traverse 4 along the longitudinal direction of the train.

In the embodiment, each group of electromagnets 2 includes several electromagnets 2 which are not suitable to be circlewise distributed on the train body of the train 1 too uniformly, and it is preferable that the several electromagnets 2 of the same group are arranged along the transverse direction of the train 1 below the chassis of the train 1 and/or at the lower part of both sides of the train body of the train 1.

Tn the embodiment, an electromagnetic shielding annaratns tn nrntect nassftncrer*: is arrancfvl nn all nr a pan oi me carnages oi tne train 1, ana tne electromagnets ι are preieraDiy arranged outside tne carriage having the electromagnetic shielding apparatus.

In the other embodiments of the invention, as for the truck trains which do not have a good electromagnetic shielding apparatus, the electromagnets 2 can be provided on all or a part of carriages of the truck train; when the truck train equipped with electromagnets 2 is transporting goods which are sensitive to the electromagnetic field, the goods can be stored in the compartments of the truck train which are shielded against the electromagnetic field well; As for the passenger trains which are not shielded against the electromagnetic field well, the electromagnets 2 can be only arranged on the baggage carriages behind the passenger carriages, and the electromagnets 2 are arranged more densely thereon.

In the embodiment, the apparatus 8 on train also includes a number of covers arranged above the outside of the electromagnets 2 (not shown in fig 2 and fig 3), and a cover controlling apparatus is provided on the train 1 to control the opening and closing of the cover. The electromagnets 2 are shielded by the cover against the rain and sun at ordinary times. The electromagnets 2 can be exposed to the outside with the opening of the cover, and can be protected and shielded with the closing of the cover.

In the embodiment, the several solenoid type closed traverses 4 are front and back arranged along the travelling direction of the train 1, wherein each section of solenoid type closed traverse 4 is composed of multi-turn of coils, and the interval 7 between the sections of the solenoid type closed traverses 4 is longer than the length of the electromagnet 2. When a train 1 equipped with the electromagnets 2 is passing through the solenoid type closed traverses 4, a induced electromotive force is generated because of the change of the magnetic flux in the solenoid type closed traverses 4 and leading out via the connection terminals.

In the embodiment, an electromagnet controlling system is provided on the train 1 to control the excitation source of the electromagnets 2, the magnitude and direction of the excitation current and the number of the excited electromagnets 2. The magnetism of the electromagnets 2 can be controlled via turning on and cutting off the excitation current, the intensity of the magnetism can be controlled by the intensity of the excitation current or by the number of turns of the coil, and the magnetic poles can be controlled by changing direction of the current.

The intensity of the induced electromotive force depends on the number of turns of coil of the electromagnets 2, the number of the electromagnets 2 which are fixedly mounted on the train body of the train 1, the number of groups of the electromagnets 2, the intensity of the excitation current of the electromagnets 2, the number of the excited electromagnets 2, and the number of turns of each section of solenoid type closed traverse 4 in the combination of the solenoid type closed traverses 4, the total length of the sections, and the number of sections of the solenoid type closed traverses 4 and so on; the direction ana rrequency oi tne proaucea inaucea electromotive iorce aepenas on tne positions at wnicn the electromagnets 2 are fixedly arranged on the train body of the train 1, the interval 6 between the goups of the electromagnets 2, the direction of the excitation current of the electromagnets 2, and the winding direction of each section of solenoid type closed traverse 4 in the combination of the solenoid type closed traverses 4, the number of sections of the solenoid type closed traverses 4, the length of each section of solenoid type closed traverse 4, and the interval 7 between sections of solenoid type closed traverses 4; and the parameters relating to the intensity of the induced electromotive force generating are also related to the intensity of the braking force of the train 1. Therefore in the embodiment, it is preferable that in the device for generating electricity and braking with translational kinetic energy of a train, the apparatus 8 on train is matching with the apparatus 9 surrounding train track, that means the parameters such as the number of turns of coil of the electromagnets 2, the positions at which the electromagnets 2 are fixedly arranged on the train body of the train 1 and the number of the electromagnets 2 equipped, the number of groups of the electromagnets 2 and the interval 6 between the groups of the electromagnets 2, the intensity and the direction of the excitation current of the electromagnets 2 are matching with the paramters such as the winding direction and the number of turns of each section of solenoid type closed traverse 4 in the combination of the solenoid type closed traverses 4, the number of sections of the solenoid type closed traverses 4, the length of each section of solenoid type closed traverse 4 and the total length of the sections of solenoid type closed traverse 4, the interval 7 between the sections of solenoid type closed traverses 4, so that when the train 1 equipped with the electromagnets 2 is passing through the solenoid type closed traverses 4, the electricity generation and the brake can be achieved in a better way.

In the embodiment, the train 1 can also reserve some traditional braking modes which can be used together with the device for generating electricity and braking with translational kinetic energy of a train, if necessary, or can be used for emergency braking.

Embodiment 2:

As shown in fig 4, the embodiment illustrates a method of electricity generating and train braking for a train by using the above mentioned device for electricity generating and train braking with transitional kinetic energy of a train, the method comprises:

SI: when the train 1 is on the road section on which the train will be stopped or passing at deceleration before entering a station or on the down ramp road section on which the train shall not be passing at acceleration, the cover controlling system controls the cover which is arranged above the outside of the electromagnets 2 to open once the train 1 enters the end of the pipe-like structure 5, so that the electromagnets 2 are exposed, meanwhile the electromagnet controlling system controls to turn on the excitation current of the electromagnets 2 , then the electromagnets 2 on the train 1 form a magnetic field and pass through the solenoid type closed traverses 4 with high speed; o .. uic micuaiijf ui uic magneti ciu 111 uic a icnuiu lypt ciustu u vci aca *t auuuciiiy iii i cases ui decreases as the rapid going into and coming out of the electromagnets 2 on the train 1, a part of conductors of the solenoid type closed traverses 4 uninterruptedly cut the magnetic induction line to generate induced electromotive force;

Since the interval 6 between the groups of the electromagnets 2 is longer than the solenoid length of each section of solenoid type closed traverse 4 slightly, and since the interval 7 between the sections of solenoid type closed traverses 4 is longer than the length of the electromagnet 2 slightly, the intensity of the magnetic field in each section of the solenoid type closed traverses 4 suddenly increases and decreases in order as the groups of electromagnets 2 with the train 1 rapid going into and coming out the sections of the solenoid type closed traverses 4 ;

S3: the induced electromotive force is leading out into a loop via the connection terminals to generate the current, and the electric energy is output by a circuit unit (rectification, current transformation, frequency conversion, voltage transformation); meanwhile the translational kinetic energy of the train gradually decreases or is consumed since the translational kinetic energy is transformed into electric energy uninterruptedly, the resistance force that acts on the electromagnets 2 and is opposite to the travelling diretion of the train 1 becomes the braking force, and the train therewith decelerates or does not accelerate; wherein the train 1 running on the down ramp road section with a great inclination and a large length does not accelerate even under the influence of gravity; when the train 1 is running on the section on which the train 1 needs to pass through with deceleration or stop in station, the train 1 decelerates or stops;

S4: after the train 1 passes though the pipe-like structure 5, the cover controlling system controls the cover to close , so that the electromagnets 2 is covered and shielded, the the excitation current of the electromagnets 2 is cut off, and the magnetism on the electromagnets 2 vanishes, then the train 1 travels normally.

The above mentioned embodiments are presented by way of illustration only but not limitation. It will be appreciated by those skilled in the relevant arts that various changes and modifications may be made thereto without departing from the spirit and scope of the invention. Therefore these equivalent technical solutions also fall within the scope of the invention which should be defined in accordance with the appended claims.