An electromagnetic induction self-powered and self-sensing vibration reduction system for superconducting electric maglev vehicles

Abstract

The present invention relates to the field of vibration control technology for magnetic levitation vehicles. Disclosed is an electromagnetic induction self-powered, self-sensing vibration reduction system for a superconducting electric magnetic levitation vehicle. The system comprises a track, a suspension frame, a vehicle body, a zero-flux coil, a double-layered propulsion coil, and a superconducting magnet. The primary vibration reduction system includes several damping coils. The fundamental magnetic field of the zero-flux coil induces current in the damping coils, which is used to dampen vibrations of the suspension system. The secondary vibration reduction system includes a magnetorheological damper and an energy management system. The harmonic components of the magnetic field from the zero-flux coil and the double-layered propulsion coil are used to generate electricity. After rectification and filtering by the energy management system, the current is supplied to the excitation coil of the magnetorheological damper. The magnetorheological damper and the damping coil are connected in series. The induced current generated by the damping coil changes the viscosity of the magnetorheological fluid within the damper, thereby suppressing vibrations of the suspension frame. This invention addresses the problem of vibration control during high-speed operation of superconducting electric magnetic levitation systems, improving suspension system stability and ride comfort.

Description

Technical Field

[0001] The present invention relates to the technical field of vibration control of magnetic levitation vehicles, in particular to an electromagnetic induction self-powered and self-sensing vibration reduction system for superconducting electric magnetic levitation vehicles. Background Art

[0002] Superconducting electric levitation trains rely on electromagnetic induction. The magnetic field of the onboard magnets changes in the zero-flux coils of the track during train movement, generating currents. The induced magnetic field of the track and the magnetic field of the onboard coils interact to produce levitation and guiding forces. When the train reaches a certain speed, the levitation force balances gravity, causing the train to levitate. Superconducting electric levitation trains using superconducting magnets as onboard magnets can achieve large air gaps (over 100 mm) and self-stabilizing levitation, significantly reducing the train's requirements for track conditions and eliminating the need for active control. However, at high speeds, the damping effect of electromagnetic coupling between the coils becomes negative, which is detrimental to vibration attenuation of the suspension frame and the magnetothermal stability of the onboard superconducting magnets, further impacting train safety and comfort. Since superconducting maglev trains lack contact between the onboard superconducting magnets and the track, they cannot use the single-contact suspension method of conventional wheel-rail trains to suppress vibrations. Therefore, designing a contactless vibration reduction system based on the principle of electromagnetic coupling is of great significance for the smooth operation of superconducting electric maglev trains and for the engineering research and development and innovation of superconducting electric maglev trains.

[0003] Electromagnetic shunt dampers generate damping force through electromagnetic coupling between damping coils and magnetic field sources. They offer numerous advantages in vibration control, such as contact-free wear and wide-bandwidth damping characteristics. Damping coils are added to the outer sides of the bogies of superconducting electric maglev trains. These coils interact with the induced magnetic field of the track coils, generating an induced electromotive force that can be used for energy recovery and vibration reduction. When the suspension frame is non-vibrating, the interaction between the damping coils and the harmonic magnetic field in the track coils generates an induced electromotive force that can be used for energy recovery. When vibration occurs, the fundamental component of the track magnetic field interacts with the damping coils, inducing a current in the damping coils. This current's magnetic field interacts with the magnetic field of the track coils to exert an electromagnetic damping force between the bogie and track, achieving contactless vibration reduction. However, the use of passive damping coils has certain drawbacks. The large gap between the track coils and the onboard coils reduces the available track magnetic field, making it difficult to achieve a sufficiently large damping force. Furthermore, passive damping coils are often designed for specific operating conditions and adapted to specific lines and operating conditions, making them incapable of handling complex variations in external excitation. In order to obtain greater damping force, active or semi-active control of the damping coil can achieve better vibration reduction effect, but it increases the complexity of the system and reduces the reliability of the system.

[0004] Magnetorheological dampers made of magnetorheological fluid (MRF) can rapidly adjust their damping characteristics by varying the magnetic field strength, achieving millisecond-level response times. Due to their low energy consumption, high output, fast response, simple structure, continuously adjustable damping force, and easy integration with microcomputer control, MR dampers have become a new generation of high-performance, intelligent vibration damping devices for civil and mechanical engineering structures, with promising application prospects in structural vibration reduction. MR dampers are a typical semi-active adjustable damper. Their damping force consists of two components: the uncontrollable viscous damping force caused by the MR fluid's zero-magnetic field viscosity and the controllable Coulomb damping force caused by the applied magnetic field. The magnitude of the damper's Coulomb damping force varies with the applied magnetic field strength, allowing it to be controlled by adjusting the magnetic field strength, which in turn can be controlled by adjusting the excitation current of the excitation coil. Therefore, MR dampers require an external power source to operate.

[0005] In order to solve the problem that magnetorheological dampers require external power control equipment when working, reduce the volume and weight of the magnetorheological damper vibration control system, and improve its reliability, it is of great research value to develop a self-powered magnetorheological damper system for superconducting electric maglev trains that does not require external power control equipment.

[0006] Therefore, there is an urgent need for an electromagnetic induction self-powered and self-sensing vibration reduction system for a superconducting electric maglev vehicle to solve the above problems. Summary of the Invention

[0007] The purpose of the present invention is to provide an electromagnetic induction self-powered and self-sensing vibration reduction system for a superconducting electric magnetic levitation vehicle to solve the problems existing in the above-mentioned prior art.

[0008] To achieve the above-mentioned object, the present invention provides the following solution: The present invention provides an electromagnetic induction self-powered and self-sensing vibration reduction system for a superconducting electric maglev vehicle, which is used for a superconducting electric maglev vehicle. A zero flux coil and a double-layer winding propulsion coil are arranged in the track of the superconducting electric maglev vehicle, and a superconducting magnet is arranged in the suspension frame.

[0009] The fundamental wave component of the induced magnetic field of the zero flux coil along the longitudinal running direction of the track moves synchronously with the superconducting magnet, and the magnetic field is used to construct an electromagnetic shunt damper;

[0010] A first vibration reduction system includes a plurality of damping coils, wherein the damping coils are arranged in the suspension frame, and the fundamental magnetic field of the zero flux coil induces current in the damping coils, and the current is used to dampen the vibration of the suspension system;

[0011] The secondary vibration reduction system includes a magnetorheological damper and an energy management system. The harmonic components of the magnetic fields of the zero-flux coil and the double-layer winding propulsion coil can be used for power generation and supplied to the excitation coil of the magnetorheological damper after rectification and filtering by the energy management system. The magnetorheological damper is connected in series with the damping coil, and the induced current generated by the damping coil changes the viscosity of the magnetorheological fluid inside the magnetorheological damper, thereby suppressing the vibration of the suspension frame.

[0012] Preferably, the damping coils are provided on both the upper and lower outer sides of the superconducting magnet on the suspension frame.

[0013] Preferably, the energy management system is arranged between the suspension frame and the vehicle body, and the energy management system includes a frequency division circuit, a rectifier filter circuit, an amplifier and a filter. The frequency division circuit is the shunt circuit of the electromagnetic shunt damper, which is used to provide response to different vibration frequencies. The rectifier filter circuit is used to convert alternating current into direct current. The amplifier is used to enhance the excitation signal in the magnetorheological damper, and the filter is used to filter noise in the electrical signal.

[0014] Preferably, the suspension between the suspension frame and the vehicle body is connected to the magnetorheological damper.

[0015] Preferably, four of the superconducting magnets are provided on each of the left and right sides of the suspension frame.

[0016] Preferably, the track is a U-shaped structure.

[0017] Compared with the prior art, the present invention has the following advantages and technical effects:

[0018] The present invention provides an electromagnetic induction self-powered and self-sensing vibration reduction system for a superconducting electric maglev vehicle. By coordinating a magnetorheological damper with a damping coil, contactless electromagnetic induction induces an electromotive force in the damping coil, further collecting and utilizing vibration energy, converting mechanical energy into electrical energy to provide energy for the magnetorheological damper. The intensity of vibration is reflected by the magnitude of the induced current or voltage. Therefore, while collecting energy, the system also has a self-sensing function for vibration velocity detection. The energy management system can precisely control and divert vibration energy to specific frequency channels, ensuring effective conversion and control of vibration energy. The magnetorheological damper is used to receive the induced current generated by the electromagnetic coil, and uses this current to regulate the magnetic field of the excitation coil and thus the magnetorheological fluid, thereby generating a controllable damping force within the fluid. The combination of the electromagnetic shunt damper and the magnetorheological damper achieves vibration suppression without mechanical contact, reducing mechanical wear and maintenance requirements. Furthermore, the system can control the wideband vibration of the suspension frame and suppress low-frequency vibrations of the natural frequency accessories of the suspension system. The present invention can dynamically adjust the damping force according to the real-time state of vibration, so that the system can more flexibly respond to vibrations in different frequency bands, automatically adjust the current utilization mode to optimize the vibration suppression effect, and improve the overall vibration reduction effect. It utilizes the magnetic field source of the suspension system track coil and does not require external permanent magnets or excitation magnetic field sources for energy supply, thereby solving the vibration control problem of the superconducting electric maglev system during high-speed operation and improving the stability and ride comfort of the suspension system. The overall design takes into account the self-power supply of the magnetorheological system and the self-sensing integration function of the electromagnetic shunt damper, which makes the present invention have obvious technical advantages and vibration reduction application prospects in the field of superconducting electric maglev trains. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. Those skilled in the art can also derive other drawings based on these drawings without inventive work.

[0020] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0021] Figure 2 This is a schematic diagram of the operating principle of the superconducting electric maglev train of the present invention;

[0022] Figure 3 This is a schematic diagram of the distribution of the damping coils of the present invention;

[0023] Figure 4 It is a schematic diagram of the principle of the present invention;

[0024] Among them, 1. Track; 2. Suspension frame; 3. Car body; 4. Damping coil; 5. Zero flux coil; 6. Double-layer winding propulsion coil; 7. Superconducting magnet; 8. Magnetorheological damper; 9. Energy management system; 10. Suspension. DETAILED DESCRIPTION

[0025] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0026] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0027] Reference Figures 1-4 The present invention provides an electromagnetic induction self-powered and self-sensing vibration reduction system for a superconducting electric maglev vehicle. The system is used for a superconducting electric maglev vehicle. A zero flux coil 5 and a double-layer winding propulsion coil 6 are provided in a track 1 of the superconducting electric maglev vehicle, and a superconducting magnet 7 is provided in a suspension frame 2.

[0028] The fundamental wave component of the induced magnetic field of the zero flux coil 5 along the longitudinal running direction of the track 1 moves synchronously with the superconducting magnet 7, and the magnetic field is used to construct an electromagnetic shunt damper;

[0029] The first vibration reduction system includes a plurality of damping coils 4. The damping coils 4 are arranged in the suspension frame 2. The fundamental magnetic field of the zero flux coil 5 induces current in the damping coils 4. The current is used to inhibit the vibration of the suspension system.

[0030] The secondary vibration reduction system includes a magnetorheological damper 8 and an energy management system 9. The harmonic components of the magnetic field of the zero-flux coil 5 and the double-layer winding propulsion coil 6 can be used to generate electricity, and are supplied to the excitation coil of the magnetorheological damper 8 after rectification and filtering by the energy management system 9. The magnetorheological damper 8 is connected in series with the damping coil 4, and the induced current generated by the damping coil 4 changes the viscosity of the magnetorheological fluid inside the magnetorheological damper 8, thereby suppressing the vibration of the suspension frame 2.

[0031] In one embodiment of the present invention, a superconducting magnet 7 and a cryogenic container are mounted in the suspension frame 2, which is hingedly connected to the vehicle body 3. An "8"-shaped zero-flux coil 5 and a double-layer winding propulsion coil 6 for suspension and guidance are arranged on the side wall of the track 1. The double-layer winding propulsion coil 6 and the superconducting magnet 7 form a long-stator synchronous linear motor to propel the vehicle. When the train is running, an induced current will be generated when the zero-flux coil 5 and the superconducting magnet 7 produce relative motion. The magnetic field of the induced current and the superconducting magnet 7 electromagnetically couple to generate a three-dimensional electromagnetic force, thereby realizing passive suspension and guidance of the vehicle.

[0032] When the train is running, the fundamental component of the induced magnetic field of the zero-flux coil 5 along the longitudinal running direction moves synchronously with the superconducting magnet 7. This magnetic field can be used to construct an electromagnetic shunt damper. That is, when the train vibrates, the fundamental magnetic field induces current in the damping coil 4, which can effectively hinder the vibration of the suspension system; on the other hand, the harmonic components of the induced magnetic field of the zero-flux coil 5 and the magnetic field of the double-layer winding propulsion coil 6 can be used to generate electricity, which is rectified and filtered by the energy management system 9 and then supplied to the excitation coil of the magnetorheological damper 8 for use.

[0033] The magnetorheological damper 8 is connected in series with the damping coil 4. The induced current generated by the damping coil 4 is used to change the magnetorheological fluid inside the magnetorheological damper 8. Under the action of the induced current, the viscosity of the magnetorheological fluid changes, thereby quickly adjusting the damping force and effectively suppressing the low-frequency vibration of the suspension frame.

[0034] Specific harmonic power generation can be supplied to magnetorheological dampers, as well as other lighting equipment; the induced electromotive force generated by vibration in the damping coil is linearly related to the vibration speed, so the stronger the vibration, the greater the current generated, and the magnetorheological excitation coil and the damping coil are connected in series, so it can achieve the function of self-adjusting the damping force; on the other hand, the frequencies generated in the horizontal, vertical and above-mentioned harmonics are different, so they are separated by a frequency division circuit, and the current is passed into different magnetorheological dampers, thereby playing an adaptive role.

[0035] According to a further optimized solution, damping coils 4 are provided on the upper and lower outer sides of the superconducting magnet 7 on the suspension frame 2 .

[0036] In one embodiment of the present invention, referring to Figure 3Two damping coils 4 are positioned outside each onboard magnet, corresponding to the upper and lower loops of the suspension guide coils, respectively. The longitudinal length (x) of the damping coils 4 is approximately the same as the length of the superconducting magnet 7, so that each damping coil 4 loop covers the spatial magnetic field of the zero-flux coil 5 of the track 1. The damping coils 4 operate synchronously with the fundamental wave of the magnetic field, as shown in the figure. When the suspension frame 2 is not vibrating, there is no relative displacement between the damping coils 4 and the track 1 coils in the lateral y and vertical z directions, meaning that there is no fundamental magnetic field variation in the damping coils 4. When the suspension frame 2 vibrates, the damping coils 4 interact with the fundamental magnetic field at the corresponding locations to generate an induced current (low frequency). The electromagnetic shunt damper 8 converts the mechanical energy of the suspension system vibration into electrical energy. Furthermore, the magnetic fields of the track 1 propulsion coils and the zero-flux coil 5 contain harmonics, which further induce an electromotive force (high frequency) in the coils, which is collected and utilized to excite the magnetorheological damper 8.

[0037] To further optimize the solution, the energy management system 9 is arranged between the suspension frame 2 and the vehicle body 3. The energy management system 9 includes a frequency division circuit, a rectifier filter circuit, an amplifier and a filter. The frequency division circuit is a shunt circuit of the electromagnetic shunt damper, which is used to provide response to different vibration frequencies. The rectifier filter circuit is used to convert alternating current into direct current. The amplifier is used to enhance the excitation signal in the magnetorheological damper 8, and the filter is used to filter noise in the electrical signal.

[0038] In one embodiment of the present invention, referring to Figure 4 The electromagnetic shunt damper consists of a main circuit and multiple parallel branches, each of which is configured with specific inductance, capacitance, and resistance. Its resonant frequency precisely matches the lateral and vertical vibration frequencies of the suspension frame and the high-frequency vibration frequencies generated by higher harmonics.

[0039] The magnetorheological damper 8 is connected in series with the electromagnetic coil in the circuit to manage and reduce vibrations of different frequencies generated by lateral and vertical vibrations. The induced current of the electromagnetic damping coil is transmitted to the magnetorheological damper 8 after passing through the filter and amplifier. The magnetorheological damper 8 is arranged between the vehicle body 3 and the suspension frame 2. Inside the magnetorheological damper 8, the energized coil generates a magnetic field, which affects the arrangement of ferromagnetic particles in the magnetorheological fluid, thereby changing the viscosity of the liquid and achieving a fast-response damping force.

[0040] The transverse MR damper 8 is connected to a branch that matches the transverse vibration frequency, while the vertical MR damper 8 is connected to another branch that matches the vertical vibration frequency. This design allows the induced electromotive force of the electromagnetic damper to pass through each branch, generating induced currents in each branch. These currents, in turn, flow through the MR fluid to form a magnetic field in the MR damper 8, generating a damping force that effectively reduces vibration. Directly controlling vibration through electromagnetic action improves response speed and reduces system complexity and maintenance requirements.

[0041] The frequency divider circuit in the energy management system 9 helps the system optimize current utilization and provide customized responses for different vibration frequencies, making lateral and vertical vibration control more accurate and effective. The filter is responsible for filtering noise from the electrical signal to ensure signal clarity. The rectifier circuit converts AC power into DC power: The induced voltage generated by the electromagnetic induction coil is a low AC voltage, so it is necessary to convert the low-voltage signal into a stable DC voltage output at the load end, and store the energy in a super energy storage capacitor or for use in the magnetorheological damper 8.

[0042] Each branch has a specific configuration of inductance, capacitance, and resistance, and is designed to match a specific vibration mode, so that the resonant frequency of each branch can accurately match the lateral and vertical vibration frequencies of the vehicle suspension frame, solving the vibration reduction problem of the superconducting electric suspension system under vibrations of different frequencies. The innovation of this method lies in its ability to precisely control and divert vibration energy to specific frequency channels, ensuring the effective conversion and control of vibration energy.

[0043] In a further optimized solution, the suspension 10 and the magnetorheological damper 8 are connected between the suspension frame 2 and the vehicle body 3 .

[0044] In one embodiment of the present invention, the suspension frame 2 and the vehicle body 3 are connected through the existing suspension 10 and the magnetorheological damper 8. The suspension system is responsible for bearing the weight of the vehicle and absorbing the impact caused by random road unevenness. The magnetorheological damper 8 further reduces the vibration of the vehicle body caused by the vibration of the suspension frame.

[0045] According to a further optimized solution, four superconducting magnets 7 are respectively provided on the left and right sides of the suspension frame 2 .

[0046] In one embodiment of the present invention, superconducting magnets 7 are installed on both sides of the suspension frame 2. The superconducting magnets 7 are arranged with alternating polarity. Each suspension frame 2 has four superconducting magnets on each side, and are rigidly connected to the frame. The maximum magnetic field at the center exceeds 5T. In order to reduce the electromagnetic radiation effect on the interior of the car, the polarity of the superconducting magnets 7 on the opposite sides of the bogie is opposite.

[0047] Further optimizing the scheme, track 1 is a U-shaped structure.

[0048] Reference Figure 2The electromagnetic coupling between the coil of track 1 and the onboard coil will generate a three-dimensional electromagnetic force to realize the suspension, guidance and propulsion of the vehicle. The superconducting magnet 7 and the double-layer winding propulsion coil 6 of track 1 form a long stator linear synchronous motor for vehicle propulsion. The suspension force of the superconducting electric maglev train comes from the superconducting magnet 7 and the "8"-shaped zero flux coil 5 on both sides of the track 1. The upper and lower loops are connected in series in reverse order to form an "8". The superconducting magnet 7 moves longitudinally with the vehicle. When there is no vertical offset with the "8"-shaped zero flux coil 5, the total magnetic flux in the coil is zero. When the train floats, the superconducting magnet 7 sinks, and the geometric center of the onboard magnet deviates vertically from the center of the "8"-shaped zero flux coil 5 ( The upper and lower loops have different induced electromotive forces, and an induced current flows through the "8"-shaped zero-flux coil 5. Since the upper and lower loops of the "8"-shaped zero-flux coil 5 are connected in series in reverse, the induced magnetic fields of the upper and lower loops have opposite polarities, forming a pair of NS poles. The magnetic field of the lower loop repels each other with the on-board superconducting magnet 7, while the magnetic field of the upper loop attracts each other with the on-board superconducting magnet 7. If the vehicle deviates from the center position of the track 1 on the plane, an induced current flows through the track 1 coil, causing an attraction between the induced magnetic field of the track 1 coil on the far side and the magnetic field of the superconducting magnet 7 on the suspension frame 2, and a repulsive force on the close side, thereby keeping the vehicle body from deviating from the center position of the track.

[0049] The present invention allows a dynamic coupling relationship to be formed between the electromagnetic damping coil and the magnetorheological damper 8. The induced current in the damping coil not only reflects the dynamic relationship between the on-board superconducting magnet and the track coil, but also directly affects the damping performance of the magnetorheological damper 8. The damping force of the magnetorheological damper 8 is closely related to the intensity of the induced current generated by the electromagnetic coil. Therefore, by adjusting the parameters of the electromagnetic damping coil, the interaction effect between the damping coil and the track coil can be controlled, thereby changing the magnitude of the damping force and achieving stability control during vehicle driving.

[0050] The present invention provides an electromagnetic induction self-powered and self-sensing vibration reduction system for a superconducting electric maglev vehicle. Based on the principle of electric levitation operation, the track coil induces a traveling magnetic field, operating synchronously with the onboard superconducting magnet. Furthermore, the stator excitation magnetic field of the linear motor also operates synchronously with the magnetic field of the onboard magnet. This synchronous magnetic field and the onboard damping coil form an electromagnetic damper. When subjected to external excitations such as track irregularities, the vehicle generates transverse-vertical coupled vibrations, causing the fundamental wave of the track's traveling magnetic field to produce magnetic field changes in the damping coil, which in turn induces an electromotive force that is linearly related to the vibration velocity. This electromotive force, comprising multiple frequencies of transverse and vertical vibrations, is divided and processed, filtered, and used as the excitation current for different magnetorheological dampers, resulting in electromagnetic induction self-powering and transverse and vertical vibration adaptation for the magnetorheological dampers. This combined configuration of electromagnetic shunt damping and magnetorheological dampers enables the system to rapidly respond to vibrations of varying frequencies and intensities.

[0051] Energy collection and utilization of orbital harmonic magnetic field: In addition to the above-mentioned vibration energy, the harmonic field in the traveling wave magnetic field also induces an electromotive force in the damping coil. Its frequency is one order of magnitude higher than that of the horizontal and vertical vibrations, and can be used for energy collection for use in magnetorheological dampers.

[0052] Vibration velocity self-sensing: Since the magnitude of the induced electromotive force is linearly related to the movement speed, the magnitude, frequency and direction of the electromotive force generated in the damping coil can be directly used as an important basis for monitoring the relative movement speed and direction of the suspension system.

[0053] Simplified System Design and Cost-Effectiveness: The system features a simple structural design. The magnetic field of the induction coil is derived from the system's inherent traveling-wave magnetic field. Energy transfer is achieved through the interaction of the traveling-wave magnetic field and the electromagnetic damping coil, converting the mechanical energy of vibration into electrical energy. This reduces reliance on external energy sources and operating costs. The non-contact vibration reduction design eliminates the need for complex mechanical components and power systems, thereby reducing manufacturing and maintenance costs while improving system reliability and durability.

[0054] Improving vehicle safety and operational stability: Under high-speed operating conditions, superconducting electric suspension systems often encounter increased vibration problems caused by track irregularities. The electromagnetic dampers and magnetorheological dampers used in this proposal have response times in the millisecond range, featuring fast response speeds and minimal time lag. By providing immediate and precise vibration suppression, they ensure the operational safety and stability of superconducting suspension trains, especially at high speeds or under poor track conditions. Furthermore, the system further optimizes signal processing through filters and amplifiers, ensuring adaptive control of induced current and damping force, thereby enhancing its response capabilities to sudden high-vibration events.

[0055] In the description of the present invention, it should be understood that the terms "longitudinal", "transverse", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0056] The embodiments described above are merely descriptions of preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Without departing from the spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by persons skilled in the art should fall within the scope of protection defined by the claims of the present invention.

Claims

1. An electromagnetic induction self-powered and self-sensing vibration reduction system for a superconducting electric maglev vehicle, wherein a zero flux coil (5) and a double-layer winding propulsion coil (6) are provided in a track (1) of the superconducting electric maglev vehicle, and a superconducting magnet (7) is provided in a suspension frame (2), and the system is characterized in that: The fundamental wave component of the induced magnetic field of the zero flux coil (5) along the longitudinal running direction of the track (1) moves synchronously with the superconducting magnet (7), and the magnetic field is used to construct an electromagnetic shunt damper; A vibration reduction system includes a plurality of damping coils (4), wherein the damping coils (4) are arranged in the suspension frame (2), and the fundamental magnetic field of the zero magnetic flux coil (5) induces current in the damping coils (4), and the current is used to hinder the vibration of the suspension system; The secondary vibration reduction system includes a magnetorheological damper (8) and an energy management system (9). The harmonic components of the magnetic fields of the zero flux coil (5) and the double-layer winding propulsion coil (6) can be used for power generation and supplied to the excitation coil of the magnetorheological damper (8) after rectification and filtering by the energy management system (9). The magnetorheological damper (8) is connected in series with the damping coil (4), and the viscosity of the magnetorheological fluid inside the magnetorheological damper (8) is changed by the induced current generated by the damping coil (4), thereby suppressing the vibration of the suspension frame (2).

2. The electromagnetic induction self-powered and self-sensing vibration reduction system for a superconducting electric maglev vehicle according to claim 1, characterized in that: The damping coil (4) is provided on the upper and lower outer sides of the superconducting magnet (7) on the suspension frame (2).

3. The electromagnetic induction self-powered and self-sensing vibration reduction system for a superconducting electric maglev vehicle according to claim 1, characterized in that: The energy management system (9) is arranged between the suspension frame (2) and the vehicle body (3), and includes a frequency division circuit, a rectifier filter circuit, an amplifier, and a filter. The frequency division circuit is a shunt circuit of the electromagnetic shunt damper, and is used to provide responses to different vibration frequencies. The rectifier filter circuit is used to convert alternating current into direct current. The amplifier is used to enhance the excitation signal in the magnetorheological damper (8), and the filter is used to filter noise in the electrical signal.

4. The electromagnetic induction self-powered and self-sensing vibration reduction system for a superconducting electric maglev vehicle according to claim 1, characterized in that: The suspension (10) between the suspension frame (2) and the vehicle body (3) is connected to the magnetorheological damper (8).

5. The electromagnetic induction self-powered and self-sensing vibration reduction system for a superconducting electric maglev vehicle according to claim 1, characterized in that: Four superconducting magnets (7) are respectively provided on the left and right sides of the suspension frame (2).

6. The electromagnetic induction self-powered and self-sensing vibration reduction system for a superconducting electric maglev vehicle according to claim 1, characterized in that: The track (1) is a U-shaped structure.

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