A superconducting magnetic suspension shock absorption system and control method thereof

Abstract

The present invention provides a superconducting magnetic suspension damping system and a control method thereof, which relate to the technical field of superconducting magnetic suspension, and include a permanent magnet track, a suspension dewar, a superconductor block and a shunt damping system, wherein the superconductor block is arranged in the suspension dewar, and under the temperature environment provided by the suspension dewar, the superconductor block repels the permanent magnet track to provide a suspension force for the train; and the shunt damping system is arranged in the suspension dewar, and the shunt damping system is arranged on the inner wall of the suspension dewar, and when the train is running, the shunt damping system generates an induced magnetic field that repels the magnetic field of the permanent magnet track, and by arranging a vertical stabilizing component in the suspension dewar, through the electromagnetic induction phenomenon, the magnetic field gradient generated by the permanent magnet track in the vertical direction is utilized to reduce the vertical vibration of the train, improve the dynamic stability of the train, and improve the comfort of the train using this embodiment.

Description

Technical Field

[0001] The present invention relates to the technical field of superconducting magnetic suspension, and in particular to a superconducting magnetic suspension damping system and a control method thereof. Background Art

[0002] With the development of superconducting technology, high-temperature superconducting magnetic levitation technology, which is characterized by no friction, low energy consumption and low pollution, has great potential to become a new high-speed rail transportation mode. As the core subsystem of the high-temperature superconducting magnetic levitation system, the performance of the suspension system determines the performance of the whole vehicle. At present, the improvement of dynamic characteristics is mainly aimed at trains. However, it is mainly to use vibration reduction components such as air springs to connect the suspension frame and the car body, but its complex structure is not conducive to practical implementation. Summary of the invention

[0003] The purpose of the present invention is to provide a superconducting magnetic suspension damping system and a control method thereof to improve the above problems. In order to achieve the above purpose, the technical solution adopted by the present invention is as follows:

[0004] On the one hand, the present application provides a superconducting magnetic levitation shock absorption system, comprising: a permanent magnet track, a suspension dewar, a superconductor block and a shunt damping system, wherein the superconductor block is arranged in the suspension dewar, and under the temperature environment provided by the suspension dewar, the superconductor block repels the permanent magnet track to provide a suspension force for the train; the shunt damping system is arranged in the suspension dewar, and the shunt damping system is arranged on the inner wall of the suspension dewar, and when the train is in a vibrating condition, the shunt damping system generates an induced magnetic field that repels the magnetic field of the permanent magnet track.

[0005] Furthermore, the shunt damping system includes at least one vertical stabilization component, each of which includes a first damping body and a first energy-absorbing resistor, the first energy-absorbing resistor is electrically connected to the first damping body, the first damping body and the first energy-absorbing resistor are both located below the liquid surface of liquid nitrogen, and when the train is running, the first damping body cuts the permanent magnet track to generate a magnetic field component in the vertical direction.

[0006] Furthermore, the shunt damping system also includes a first switch, a second switch and a power supply, and the first damping body is a coil; the power supply is connected in series with the first switch and then in parallel with the first damping body; the first energy-consuming resistor is connected in series with the second switch and then in parallel with the first damping body.

[0007] Furthermore, the permanent magnet track includes at least one vertical permanent magnet having a vertical magnetization direction, and the first damping body is arranged directly above the vertical permanent magnet.

[0008] Furthermore, a first damping body is arranged directly above each of the vertical permanent magnets.

[0009] Furthermore, an end surface of the first damping body close to the permanent magnet track and an end surface of the superconductor block close to the permanent magnet track are located at the same level.

[0010] Furthermore, the shunt damping system has at least one rolling vibration stabilization component, each of which includes a second damping body and a second energy-absorbing resistor, the second energy-absorbing resistor is electrically connected to the second damping body, the second damping body and the second energy-absorbing resistor are both located below the liquid surface of liquid nitrogen, and the second damping body cuts the permanent magnet track to generate a magnetic field component in the horizontal direction.

[0011] On the other hand, the present application also provides a control method for a superconducting magnetic levitation shock absorption system, comprising:

[0012] Acquire the running speed, running state and suspension height of the train in real time, wherein the running state includes vibration or stability;

[0013] According to the running speed, the current speed state of the train is calculated, and the speed state includes uniform speed running or non-uniform speed running;

[0014] Calculating first information according to the speed state, the travel speed and the train suspension height, the first information including the opening and closing state of the first switch, the opening and closing state of the second switch and the opening and closing state of the third switch;

[0015] A first control command is sent, where the first control command includes a command for opening and closing a switch in the superconducting magnetic levitation damping system according to the first information.

[0016] Furthermore, the real-time acquisition of the driving speed includes:

[0017] Acquire second information, the second information including suspension system stiffness, suspension system magnetic field strength, train mass, inductance of the first damper, number of turns of the first damper, single turn length of the first damper, inductance of the second damper, number of turns of the second damper, and single turn length of the second damper;

[0018] Calculating according to the second information to obtain third information, wherein the third information includes a resistance value of the first energy dissipation resistor and a resistance value of the second energy dissipation resistor;

[0019] A second control command is sent, wherein the second control command includes a command for changing the resistance value of the first energy dissipation resistor and the resistance value of the second energy dissipation resistor in the shunt damping system based on the third information.

[0020] Further, the calculating the first information according to the speed state, the travel speed and the train suspension height includes:

[0021] If the train suspension height is less than the first threshold, the first information includes the first switch being closed, the second switch being opened, and the third switch being opened;

[0022] If the driving speed is greater than a threshold and the speed state is constant speed driving, the first information includes that the first switch is disconnected, the second switch is disconnected, and the third switch is closed;

[0023] If the driving state is vibration, the first information includes that the first switch is open, the second switch is closed, and the third switch is open.

[0024] The beneficial effects of the present invention are:

[0025] The present invention reduces the vertical vibration of the train, improves the dynamic stability of the train, and improves the comfort of the train using this embodiment by arranging a vertical stabilizing component in the suspension dewar to cut the magnetic field component generated by the permanent magnet track in the vertical direction. By adding a power supply to the vertical balancing component, a magnetic field that repels the permanent magnet track is generated through electromagnetism when the suspension force is insufficient, thereby providing suspension force compensation for the reduction of the suspension force due to AC loss inside the on-board superconducting magnet, thereby improving the safety performance of the train using this application.

[0026] Other features and advantages of the present invention will be described in the following description, and partly become apparent from the description, or be understood by implementing the embodiments of the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures particularly pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0028] Figure 1 It is a structural schematic diagram of the superconducting magnetic suspension shock absorption system described in this application;

[0029] Figure 2 This is a schematic diagram of the structure of the suspension dewar described in this application:

[0030] Figure 3 This is a schematic diagram of the circuit connection of the vertical stabilization component described in this application.

[0031] Markings in the figure: 1, permanent magnet track; 11, vertical permanent magnet; 2, suspended dewar; 3, superconductor block; 41, first damping body; 42, first energy dissipation resistor; 43, second damping body; 44, first switch; 45, second switch; 46, power supply; 47, third switch; 5, liquid nitrogen. DETAILED DESCRIPTION

[0032] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. The components of the embodiments of the present invention generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0033] It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings. At the same time, in the description of the present invention, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0034] With the further development of magnetic levitation technology, high-temperature superconducting magnetic levitation technology, which has many advantages, has been well developed. It should be noted that high temperature is the liquid nitrogen environment. The research on the application of high-temperature superconducting magnetic levitation vehicle system is becoming more and more abundant. However, previous studies have shown that the damping of the suspension system is low and it is easy to have large-scale nonlinear vibration under external interference. With the further deepening of research and the construction of medium and long-distance test lines, in the case of motion, especially high-speed operation, similar to traditional rail transportation such as railways, the permanent magnetic track 1 used in the superconducting magnetic levitation system also has the problem of track unevenness, which will greatly affect the stability of train operation. At the same time, the unevenness of the track will directly lead to uneven magnetic field on the track surface along the running direction. The maglev vehicle running on the permanent magnet track 1 will inevitably experience irregular changes in the magnetic field, resulting in AC loss and even internal temperature rise inside the on-board superconducting magnet, resulting in a decrease in the train suspension force, causing the train suspension height to drop, affecting driving safety; and the permanent magnets are unevenly magnetized (theoretical error of magnetization ±1%) and surface peeling, joint gaps, misalignment and other assembly errors. The high-temperature superconducting maglev train running on the permanent magnet track 1 will experience high-frequency alternating magnetic field excitation when running at high speed. This causes the superconductor block 3 to capture the flow of magnetic flux and creep, resulting in energy loss dominated by hysteresis loss and secondary eddy current loss, which brings about the damping that will be generated by hysteresis, and thus cannot meet the ride comfort requirements of the engineering application of maglev vehicles. Based on the above situation, in view of the situation where the suspension force of the suspension system is reduced and vibration is prone to occur, the present application provides the following embodiments to improve the dynamic characteristics of the system.

[0035] like Figure 1 As shown, this embodiment provides a superconducting magnetic levitation shock absorption system.

[0036] See also Figure 1, the figure shows that this embodiment includes a permanent magnet track 1, a suspension dewar 2, a superconductor block 3 and a shunt damping system. The permanent magnet track 1 used in this embodiment adopts a Halbach array structure, wherein the permanent magnet track 1 includes at least one vertical permanent magnet 11 with a vertical magnetization direction, which can gather more magnetic fields above the track, provide a larger magnetic field for the superconductor block 3, and provide the required magnetic field for the shunt damping system. The superconductor block 3 used is made of YBCO high-temperature superconducting material. Specifically, in this embodiment, the superconductor block 3 is arranged in the suspension dewar 2. Under the temperature environment provided by the suspension dewar 2, the superconductor block 3 repels the permanent magnet track 1 to provide suspension force for the train. Specifically, the superconductor block 3 is arranged on the bottom wall of the suspension dewar 2; and the shunt damping system is arranged in the suspension dewar 2. The shunt damping system is arranged on the inner wall of the suspension dewar 2. When the train is in a vibrating condition, since the shunt damping system is arranged on the train, it moves with the movement of the train. When the train is in a vibrating condition, that is, when encountering an irregular magnetic field, when the magnetic field changes, the shunt damping system will also cut the uneven magnetic field, thereby causing a change in the magnetic flux of the shunt damping system, so that the shunt damping system generates an induced magnetic field that hinders the change of the magnetic field of the permanent magnet track 1, that is, generates an induced magnetic field that repels the magnetic field of the permanent magnet track 1, reduces the damping caused by the magnetic field inhomogeneity of the permanent magnet track 1, and improves riding comfort.

[0037] Specifically, see Figure 1 In this embodiment, the shunt damping system includes at least one vertical stabilization component. It should be noted that the specific number of vertical stabilization components is selected according to the actual situation, and the selected number is determined according to the width of the permanent magnet track 1 and the length of the train, so in this embodiment, no specific restriction is made on the number of vertical stabilization components. In this embodiment, each vertical stabilization component includes a first damping body 41 and a first energy dissipation resistor 42 (not shown in the figure). Specifically, in this embodiment, the first damping body 41 is preferably a coil, specifically preferably wound with enameled wire, with high conductivity, tightly wound and flat, and can be better stressed in the interaction with the permanent magnet track 1; in this embodiment, the first energy dissipation resistor 42 is electrically connected to the first damping body 41, and the first damping body 41 and the first energy dissipation resistor 42 are both located below the liquid surface of the liquid nitrogen 5. When the train is in a vibrating condition, the first damping body 41 cuts the permanent magnet track 1 to generate a magnetic field component in the vertical direction.

[0038] Through the above technical solution, a coil-first energy dissipation resistor 42 circuit is formed. When the train suspended above the permanent magnetic track 1 passes through the magnetic field change area of ​​the permanent magnetic track 1, the position of the train relative to the track will change. In this case, the coil is also in a changing magnetic field, and magnetoelectricity occurs. The coil acts as a "generator". When the induced current is generated, since the system only has the resistance of the coil itself, and the resistance is limited, the current cannot be effectively consumed and always exists in the circuit. When the first energy dissipation resistor 42 is externally connected, the electric energy generated by each movement can be effectively converted into heat energy by the first energy dissipation resistor 42, and the energy conversion efficiency is improved. Therefore, each time the coil cuts the changing magnetic field, the kinetic energy is relieved in the macroscopic sense, and the kinetic energy is efficiently converted. The damping motion generated by hysteresis will be very "gentle".

[0039] However, the above arrangement has not yet solved the problem that the uneven track will directly lead to uneven magnetic field on the track surface along the running direction, and the floating car running on the permanent magnet track 1 will inevitably experience irregular changes in the magnetic field, resulting in AC loss and even internal temperature rise inside the on-board superconducting magnet, resulting in a decrease in the suspension force of the train, causing the suspension height of the train to drop, affecting the driving safety. Therefore, in this embodiment, see Figure 3 The shunt damping system also includes a first switch 44, a second switch 45 and a power supply 46. The first damping body 41 is a coil; the power supply 46 is connected in series with the first switch 44 and then connected in parallel with the first damping body 41; the first energy dissipation resistor 42 is connected in series with the second switch 45 and then connected in parallel with the first damping body 41.

[0040] Through the above settings, the first switch 44 and the second switch 45 can respectively control whether the first damping body 41 is connected to the first energy-consuming component or to the power supply 46. When the coil is connected to the power supply 46, a magnetic field can be excited due to the magnetic effect of the current. The generated magnetic field is related to the number of turns of the induction coil, the magnitude of the current and the distance from the point to the coil. In this case, the required electromagnetic force can be obtained by the relationship between the electromagnetism, the magnetic field and the magnetic field in this embodiment. The generated electromagnetic force can act on the high-temperature superconducting magnetic suspension system, play the role of suspension force, and improve the suspension performance of the system. Compared with the method of suppressing the height drop of the superconductor block 3 in the prior art, although it effectively suppresses the problem of the height drop of the rotor, it can only slow down the trend of the suspension force reduction. In this embodiment, according to the actual situation of the train, it can choose to compensate for the suspension force or slow down the vibration of the train, that is, by selecting different external circuits of the coil, it can be selected according to the needs to stabilize the running height of the train and ensure comfort, thereby improving the safety performance and comfort of the train using this embodiment.

[0041] In this embodiment, by introducing the coil into the superconducting magnetic suspension system, the superconducting suspension system can exert greater suspension performance, and in order to enhance the magnetic field generated by the first damper 41 to exert the maximum energy efficiency, in this embodiment, the first damper 41 is arranged directly above the vertical permanent magnet 11. Through the above arrangement, the maximum force between the coil and the permanent magnet track 1 can be achieved. And in order to make full use of each vertical permanent magnet 11, in this embodiment, a first damper 41 is arranged directly above each vertical permanent magnet 11. Through the above arrangement, in conjunction with the permanent magnet track 1 of the Halbach array structure, the magnetic field above the vertical permanent magnet 11 is relatively large, and there is a relatively large magnetic field above the vertical permanent magnet 11 in the vertical magnetization direction, which can interact with the magnetic field generated by the first damper 41 to form a larger repulsive force, thereby maximizing the suspension force of the shunt damping system. At the same time, the electromagnetic force generated by the first damper 41 is similar to the force of the superconducting conductor block 3 and the permanent magnet track 1, and belongs to the non-contact force, and there will be many similarities in the action characteristics.

[0042] Further, in order to enhance the maximum energy efficiency of the magnetic field generated by the first damper 41, in this embodiment, the end face of the first damper 41 close to the permanent magnetic track 1 and the end face of the superconductor block 3 close to the permanent magnetic track 1 are located at the same horizontal height. In other words, since the first damper 41 and the superconductor block 3 are placed in the same plane, the working height of the superconductor block 3 is the same as the working height of the current-carrying coil. According to the Biot-Savart law, it can be known that the magnitude of the magnetic induction intensity B generated by the current element at a certain point in space is inversely proportional to the square of the distance from the current element to the point. Therefore, when the superconductor block 3 reaches the maximum suspension force, the repulsive force generated by the first damper 41 and the permanent magnetic track 1 will also reach the maximum value. In addition, the first damper 41 and the superconductor block 3 are in the same liquid nitrogen 5 environment, and the resistance value of the first damper 41 will be smaller than the resistance value at room temperature, so the Joule heat generated by the first damper 41 will also become smaller, and for the same current intensity, the consumption of liquid nitrogen 5 caused by the heat generated by the first damper 41 will also be reduced. And because the first damper 41 and the superconductor block 3 are at the same height, the first damper 41 can be as close to the surface of the permanent magnet track 1 as possible. The first damper 41 and the superconductor block 3 are in the liquid nitrogen 5 environment. The resistance of the first damper 41 will be lower than that at room temperature, and a thinner wire diameter can be used than that at room temperature. Therefore, for the first damper 41 of the same volume, the first damper 41 in the liquid nitrogen 5 environment can have more turns, thereby obtaining a greater magnetic field utilization efficiency and generating greater damping.

[0043] Through the above settings, the suspension force compensation and shock absorption are both realized by the first damping body 41. Therefore, in this embodiment, when the two functions are realized, there is no need to redesign the position of the first damping body 41 or move its position, and it only needs to be realized through the first switch 44 and the second switch 45 in this embodiment. And because the first damping body 41 and the magnetic field realize the common suspension force compensation and shock absorption, this also greatly simplifies the structure of this embodiment, reduces the complexity of the system and increases the operability in actual situations.

[0044] In summary, introducing the coil into the superconducting magnetic levitation system will not complicate the system, but will make full use of the magnetic field of the track. At the same time, the liquid nitrogen environment of the superconducting magnetic levitation system can also make the resistance of the coil lower and generate less heat.

[0045] The first damping body 41 set as above cannot effectively handle the rolling phenomenon of the train. Since the first damping body 41 can only cut the magnetic field component perpendicular to the permanent magnet track 1, and cannot handle the magnetic field component parallel to the permanent magnet track 1, it cannot reduce the horizontal force component brought by the magnetic field when the train rolls. In view of the above problems, in this embodiment, the shunt damping system has at least one rolling stabilization component. Specifically, the number of rolling stabilization components is determined according to the installation position of the rolling stabilization component and the length of the train, see Figure 2 In this embodiment, the rolling vibration stabilization component is arranged on the side wall of the suspension dewar 2, and in order to maximize the use of the component of the permanent magnet track 1 in the horizontal direction, there are at least two rolling vibration stabilization components, which are respectively arranged on the side walls of the suspension dewar 2, and each rolling vibration stabilization component includes a second damping body 43 and a second energy dissipation resistor (not shown in the figure), the second energy dissipation resistor is electrically connected to the second damping body 43, the second damping body 43 and the second energy dissipation resistor are both located below the liquid surface of the liquid nitrogen 5, and the second damping body 43 cuts the magnetic field component generated by the permanent magnet track 1 in the horizontal direction. Through the above arrangement, the second damping body 43 cuts the magnetic field component generated by the permanent magnet track 1 in the horizontal direction. When the magnetic field of the permanent magnet track 1 changes, the second damping body 43 will achieve the same function as the first damping body 41, which will not be repeated in this application.

[0046] In this embodiment, a vertical stabilizing component is provided in the suspension dewar 2 to cut the magnetic field component generated in the vertical direction by the permanent magnet track 1, thereby reducing the vertical vibration of the train. A rolling stabilizing component is provided to cut the magnetic field component generated in the horizontal direction by the permanent magnet track 1, thereby reducing the horizontal vibration of the train, thereby achieving the purpose of stabilizing the train and improving the comfort of the train using this embodiment. A power supply 46 is added to the vertical balancing component to generate a magnetic field that repels the permanent magnet track 1 through electromagnetism, thereby providing suspension force to compensate for the reduced suspension force due to AC loss inside the on-board superconducting magnet, thereby improving the safety performance of the train using this embodiment.

[0047] Embodiment 2:

[0048] This embodiment provides a method for using the superconducting magnetic levitation shock absorption system of Example 1, using the superconducting magnetic levitation shock absorption system of Example 1.

[0049] Moreover, in this embodiment, the vertical stabilization component also includes a third switch 47 and a load. Specifically, in this embodiment, the load refers to electrical equipment, including but not limited to batteries, air conditioners, lighting systems, and air purification systems.

[0050] Specifically, in this embodiment, it includes step S100, step S200, step S300, step S400, step S500, step S600 and step S700.

[0051] S100, obtaining second information, where the second information includes suspension system stiffness, suspension system magnetic field strength, train mass, inductance of the first damping body 41, number of turns of the first damping body 41, single turn length of the first damping body 41, inductance of the second damping body 43, number of turns of the second damping body 43, and single turn length of the second damping body 43;

[0052] S200, obtaining third information by calculation according to the second information, where the third information includes a resistance value of the first energy dissipation resistor 42 and a resistance value of the second energy dissipation resistor;

[0053] It should be noted that, since the first damping body 41 and the first energy dissipation resistor 42 form a circuit, and the second damping body 43 and the second energy dissipation resistor form a circuit, when the mass of the train is constant, the resistance of the circuit will directly determine the damping effect of the system. If the resistance value is too small, the electric energy cannot be effectively consumed, resulting in an insignificant shock absorption effect; if the resistance value is too large, the circuit is equivalent to an open circuit state, and shock absorption cannot be performed. Therefore, it is particularly important to determine the resistance values ​​of the first energy dissipation resistor 42 and the second energy dissipation resistor.

[0054] The optimal resistance values ​​of the first energy dissipation resistor 42 and the second energy dissipation resistor are calculated by the following formula:

[0055]

[0056] In the formula, R opt is the optimal resistance value, k is the stiffness of the magnetic levitation system, L is the inductance value, m is the mass of the train, and φ is the magnetic flux.

[0057] Among them, φ is related to the number of coil turns, the magnetic field strength of the permanent magnet track 1 and the single turn length of the coil, and its calculation formula is the existing technology and will not be repeated in this application.

[0058] S300 , sending a second control command, where the second control command includes a command for changing the resistance value of the first energy dissipation resistor 42 and the resistance value of the second energy dissipation resistor in the shunt damping system based on the third information.

[0059] S400, obtaining the running speed, running state and suspension height of the train in real time, wherein the running state includes vibration or stability;

[0060] It should be noted that, for those skilled in the art, the train suspension height obtained in this step may be alternatively selected as the distance between the bottom of the train and the track, the main purpose of which is to determine whether the height of the train has dropped.

[0061] S500, calculating the current speed state of the train according to the running speed, where the speed state includes uniform speed running or non-uniform speed running;

[0062] S600, calculating and obtaining first information according to the speed state, the travel speed and the train suspension height, the first information including the opening and closing state of the first switch 44, the opening and closing state of the second switch 45 and the opening and closing state of the third switch 47;

[0063] Specifically, step S600 also includes steps S610, S620 and S630.

[0064] S610: If the train suspension height is less than the first threshold, the first information includes that the first switch 44 is closed, the second switch 45 is opened, and the third switch 47 is opened.

[0065] It should be noted that, through the above logical judgment, when the suspension height of the train is lower than the threshold, its superconductor may overheat itself, and the suspension force has begun to decrease. If the train continues to run, the safety of the entire train cannot be guaranteed. Therefore, when the suspension height of the train is lower than the first threshold, the suspension force compensation function of the shunt damping system can be turned on to reduce the possibility of danger to the train. It should be noted that in this embodiment, the first threshold is 10mm.

[0066] S620: If the train suspension height is greater than the first threshold and the speed is greater than the second threshold and the driving state is uniform speed driving, the first information includes that the first switch 44 is disconnected, the second switch 45 is disconnected, and the third switch 47 is closed;

[0067] It should be noted that when the train is running, that is, the second threshold is 450km / h, the first damping body 41 will cut the vertical magnetic field component. As the train speed increases, the uneven magnetic field generated by the permanent magnet track 1 will increase the frequency of the current generated by the first damping body 41. As the frequency of the excitation current increases, the maximum value of the induced current generated by the electromagnetic coil first increases and then gradually stabilizes. At the same time, the induced current intensity is considerable. Therefore, in this embodiment, by changing the current input area generated by the first damping body 41, it is no longer consumed by the first energy-consuming resistor 42, but is instead provided to the load. The uneven magnetic field can be effectively utilized for energy recovery, thereby improving energy conversion efficiency.

[0068] S620: If the driving state is vibration, the first information includes that the first switch 44 is disconnected, the second switch 45 is closed, and the third switch 47 is disconnected;

[0069] It can be understood that in this step, when the train is traveling at a non-uniform speed, the first energy dissipation resistor 42 and the second energy dissipation resistor are used for shock absorption. In actual operation, when the train is traveling at a non-uniform speed, the electromagnetic excitation of the magnetic field on the first damping body 41 is unstable, and the current is unstable. If a load is connected, the resistance value will be too large, and the circuit will be equivalent to an open circuit state, and shock absorption cannot be performed.

[0070] S700: Send a first control command, where the first control command includes a command for opening and closing a switch in the superconducting magnetic levitation damping system according to the first information.

[0071] In summary, in this embodiment, by using the magnetic levitation shock absorption system of embodiment 1, the shock absorption, suspension force compensation and energy recovery of the magnetic levitation train can be effectively achieved, and the safety performance of the train can be improved while improving the dynamic stability.

[0072] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

[0073] The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art who is familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A control method for a superconducting magnetic suspension damping system, characterized in that: include: Acquire the running speed, running state and suspension height of the train in real time, wherein the running state includes vibration or stability; According to the running speed, the current speed state of the train is calculated, and the speed state includes uniform speed running or non-uniform speed running; Calculating first information according to the speed state, the travel speed and the train suspension height, the first information comprising the opening and closing state of the first switch (44), the opening and closing state of the second switch (45) and the opening and closing state of the third switch (47); Sending a first control command, wherein the first control command includes a command for opening and closing a switch in the superconducting magnetic suspension damping system according to the first information; The superconducting magnetic suspension damping system comprises a permanent magnet track (1); a suspension dewar (2); a superconductor block (3), wherein the superconductor block (3) is arranged in the suspension dewar (2); and under the temperature environment provided by the suspension dewar (2), the superconductor block (3) repels the permanent magnet track (1) to provide a suspension force for the train; and a shunt damping system, wherein the shunt damping system is arranged in the suspension dewar (2); the shunt damping system is arranged on the inner wall of the suspension dewar (2); when the train is in a vibrating state, the shunt damping system generates an induced magnetic field that repels the magnetic field of the permanent magnet track (1); the shunt damping system comprises at least one vertical stabilizing component, each of the vertical stabilizing components comprises a first damping body (41) and a first energy dissipation resistor (42), and the first energy dissipation resistor (42) is connected to the first energy dissipation resistor (42). The first damping body (41) is electrically connected, the first damping body (41) and the first energy-consuming resistor (42) are both located below the liquid surface of the liquid nitrogen (5), and when the train is running, the first damping body (41) cuts the permanent magnet track (1) to generate a magnetic field component in the vertical direction; the shunt damping system also includes a first switch (44), a second switch (45) and a power supply (46), and the first damping body (41) is a coil; the power supply (46) is connected in series with the first switch (44) and then connected in parallel with the first damping body (41); the first energy-consuming resistor (42) is connected in series with the second switch (45) and then connected in parallel with the first damping body (41); the vertical stabilization component also includes a third switch (47) and a load, and the third switch (47) is connected in series with the load and then connected in parallel with the first damping body (41).

2. The control method of the superconducting magnetic suspension shock absorption system according to claim 1, characterized in that: Get the train speed in real time, which previously included: Acquiring second information, the second information comprising suspension system stiffness, suspension system magnetic field strength, train mass, inductance of the first damping body (41), number of turns of the first damping body (41), single turn length of the first damping body (41), inductance of the second damping body (43), number of turns of the second damping body (43), and single turn length of the second damping body (43); Calculating according to the second information to obtain third information, the third information including the resistance value of the first energy dissipation resistor (42) and the resistance value of the second energy dissipation resistor; A second control command is sent, wherein the second control command includes a command for changing the resistance value of the first energy dissipation resistor (42) and the resistance value of the second energy dissipation resistor in the shunt damping system based on the third information.

3. The control method of the superconducting magnetic suspension shock absorption system according to claim 1, characterized in that: The calculating and obtaining the first information according to the speed state, the travel speed and the train suspension height includes: If the train suspension height is less than a first threshold, the first information includes that the first switch (44) is closed, the second switch (45) is opened, and the third switch (47) is opened; If the driving speed is greater than a threshold and the speed state is constant speed driving, the first information includes that the first switch (44) is disconnected, the second switch (45) is disconnected, and the third switch (47) is closed; If the driving state is vibration, the first information includes that the first switch (44) is opened, the second switch (45) is closed, and the third switch (47) is opened.

4. The control method of the superconducting magnetic suspension shock absorption system according to claim 1, characterized in that: The permanent magnet track (1) comprises at least one vertical permanent magnet (11) whose magnetization direction is in a vertical direction, and the first damping body (41) is arranged directly above the vertical permanent magnet (11).

5. The control method of the superconducting magnetic suspension shock absorption system according to claim 4, characterized in that: A first damping body (41) is arranged directly above each of the vertical permanent magnets (11).

6. The control method of the superconducting magnetic suspension shock absorption system according to claim 1, characterized in that: The end surface of the first damping body (41) close to the permanent magnet track (1) and the end surface of the superconductor block (3) close to the permanent magnet track (1) are located at the same level.

7. The control method of the superconducting magnetic suspension shock absorption system according to claim 1, characterized in that: The shunt damping system comprises at least one rolling vibration stabilization component, each of which comprises a second damping body (43) and a second energy dissipation resistor, the second energy dissipation resistor being electrically connected to the second damping body (43), the second damping body (43) and the second energy dissipation resistor being both located below the liquid surface of the liquid nitrogen (5), and the second damping body (43) cutting the permanent magnet track (1) to generate a magnetic field component in a horizontal direction.

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