Active energy dissipation and vibration reduction method based on eddy current damper

Abstract

The invention discloses an active energy dissipation and vibration reduction method based on an eddy current damper, which comprises the following steps of: according to the basic working principle of the eddy current damper and in combination with the structural form and the operation mode of suspension type monorail traffic, mounting the improved eddy current damper in a bottom central area with the maximum vibration response of a suspension type monorail vehicle body; the interior of the eddy current damper is designed into a mode that the height of an internal conductor plate can be freely adjusted according to needs, and related parameters of an internal core structure of the eddy current damper are finely designed through experimental testing and analogue simulation, so that the magnitude of the output damping force of the damper is concrete; damping needed by vibration reduction of a vehicle system is actively adjusted, energy consumption and control are conducted on various vibration responses of suspension type monorail traffic under the conditions that the suspension type monorail traffic passes through line small-radius curves and turnouts, strong wind and the like in real time, and the problems that a suspension type monorail vehicle is poor in operation stability and riding comfort for a long time are solved. And the vibration response under various operation conditions is inhibited.

Description

Technical Field

[0001] The present invention belongs to the technical field of traffic vibration reduction control, and more specifically, relates to an active energy dissipation vibration reduction method based on an eddy current damper. Background Art

[0002] Suspended monorail is a new type of rail transit in which the vehicle is suspended directly under the track beam. Due to its special axle structure with the track beam on top and the vehicle on the bottom, it is obviously inferior to traditional rail transit projects in terms of running stability and comfort. When the near-ground wind with pulsating components bypasses the track beam with a non-streamlined section, vortex shedding and flow separation will occur, causing the vehicle running on the track beam to be subjected to complex air forces, resulting in a large amplitude vibration response, which will significantly reduce the safety and comfort of vehicle operation. Suspended monorail transportation system lines often adopt a parallel double-line form, and the track beams of the two lines are separated from each other, which leads to significant aerodynamic interference between the upstream line bridge and the downstream line bridge. Especially under the action of extreme wind loads, these effects will be amplified, and the wind-induced vibration response of the vehicle will be significantly increased, which will also seriously affect the comfort and safety of vehicle operation on the suspended monorail. When the suspended monorail transit passes through small-radius curves, turnouts and strong wind conditions, a pendulum effect will occur, resulting in poor running stability and reduced riding comfort. These defects have also, to a certain extent, limited the large-scale promotion and application of suspended monorail transit in China.

[0003] In order to reduce the vibration response during the operation of suspended monorail transportation and improve its running stability and comfort, a passive control method is generally adopted to install viscous dampers on the vehicle. The traditional liquid viscous damper is a liquid oil pressure structure. After the seals are aged and worn, there is a serious oil leakage problem, poor durability and short life. Due to the temperature sensitivity of the oil, the performance of the damper in severe cold and high temperature areas is affected. The starting friction of the damper is large and cannot suppress the tiny vibration of the structure, resulting in structural fatigue damage. In addition, the damping force of the current damper cannot be accurately and actively adjusted in real time according to the actual situation, especially when the wind speed level is large. Under the action of extreme wind loads, the vibration response of the suspended monorail with the beam on the upper vehicle and the vehicle below will be amplified. The damping force required by the system has far exceeded its own capacity, resulting in the inability to effectively suppress the vibration response of the system. The driving comfort and safety will be significantly reduced. At the same time, the damper will be seriously damaged or even destroyed, resulting in the loss of its damping function.

[0004] Therefore, for suspended monorail transportation, it is urgently necessary to innovate new technologies for vibration reduction and energy consumption of suspended monorail transportation, and design an active energy consumption and vibration reduction method or device to effectively suppress the vibration response under various operating conditions, thereby improving driving comfort and safety. Summary of the invention

[0005] 1. Technical issues to be resolved

[0006] Based on the defects mentioned in the above background technology, the present invention discloses an active energy dissipation vibration reduction method based on an eddy current damper. According to the basic working principle of the eddy current damper, combined with the structural form and operation mode of the suspended monorail transportation, an eddy current damper is used to replace the traditional viscous oil damper, and the improved eddy current damper is installed in the bottom center area where the vibration response of the suspended monorail body is the largest, and the interior of the eddy current damper is designed into a way that the internal conductor plate can be highly freely adjusted as needed. Through experimental testing and simulation simulation, the relevant parameters of the internal core structure of the eddy current damper are refined, and the output damping force of the damper is visualized to actively adjust the damping size required for the vehicle system vibration reduction, and the energy consumption and control of various vibration responses of the suspended monorail transportation under conditions such as passing through small radius curves, turnouts and strong winds in real time are performed, so as to solve the long-term criticism of poor running stability and poor ride comfort of suspended monorail vehicles, and provide a new differentiated design control method for vibration reduction and energy consumption of suspended monorail transportation, so as to effectively suppress the vibration response of suspended monorail transportation under various operating conditions.

[0007] (II) Technical solution

[0008] The present invention discloses an active energy dissipation vibration reduction method based on an eddy current damper. The eddy current damper is installed and fixed at the bottom centerline position of a suspended monorail carriage and below the inner running surface of the vehicle. The eddy current damper comprises a conductor plate adjustment device, a conductor plate, a permanent magnet, a mass block, a spring and a linear bearing arranged from bottom to top. A conductor plate adjustment device that can be raised and lowered is arranged below the conductor plate. The linear bearings fixed on both sides of the carriage can drive the mass block below to slide freely in the axial direction horizontally. The left and right sides of the mass block are connected to the side wall of the carriage through a spring, and a permanent magnet is arranged at the bottom of the mass block.

[0009] The active energy dissipation vibration reduction method based on eddy current damper comprises:

[0010] Step 1: Real-time acquisition of the lateral velocity v(t) and acceleration a(t) of the suspended monorail vehicle during operation;

[0011] Step 2: Determine whether the acceleration a(t)>a 0 Is it established? 0 is a preset acceleration threshold, if yes, the next step is executed, if no, no control instruction is issued to the conductor plate height adjustment device;

[0012] Step 3: Establish the state equation of the vehicle system Where S(t) is the system state vector of the vehicle, including lateral velocity and acceleration, is the state vector derivative of the vehicle system, A is the system characteristic matrix, which can be obtained according to the mass, damping and stiffness of the vehicle, U(t) is the lateral control force required by the system, B is the action position matrix of the control force, which can be obtained according to the action position coordinates of the output damping force of the eddy current damper, F(t) is the external action, and D is the external action position matrix, all of which are measured by sensors;

[0013] Step 4: Calculate the optimal lateral control force U(t) through the optimal control principle;

[0014] Step 5: When the turning radius R ≥ 1000m, the lateral control force U(t) of the vehicle system is provided by the damping force of the eddy current damper and satisfies:

[0015]

[0016] Among them, F c is the damping force, n is the number of magnetic poles, A m is the projected area of ​​a single permanent magnet on the conductor plate, t 3 is the thickness of the conductor plate, σ is the magnetic permeability of the conductor plate, B re is the residual magnetic flux density of the permanent magnet, t 1 is the thickness of the permanent magnet, v(t) is the moving speed of the conductor plate, that is, the lateral speed of the vehicle collected in step 1, and t 2 is the distance between the permanent magnet and the conductor, at this time t 2 As a controllable variable to be sought;

[0017] When the turning radius R is less than 1000m, the damping force of the eddy current damper provides the lateral control force U(t) and centrifugal force of the vehicle system and satisfies:

[0018]

[0019] Where m is the total mass of the suspended monorail vehicle, R is the turning radius of the vehicle running line, and the distance t between the permanent magnet and the conductor plate as the controllable variable is obtained by solving 2 ;

[0020] Step 6: Based on the distance t between the permanent magnet and the conductor plate newly calculated in step 5 2 , control the conductor plate height adjustment device to vertically rise, so that the conductor plate rises to a height of Δ = t 0 -t 1 -t 2 , t 0 The system provides the optimal lateral control force required by the mass block and the conductor plate in real time for active balance control, which is the distance between the mass block and the conductor plate when they are in the initial position.

[0021] Preferably, the sensor for collecting the lateral velocity v(t) and acceleration a(t) includes an acceleration sensor and a velocity sensor. The sensor sends the collected lateral velocity v(t) and acceleration a(t) data to the controller, and the controller can save and analyze the data.

[0022] Preferably, the acceleration sensor and the speed sensor are installed at the bottom of the vehicle body, and the controller is installed in the vehicle compartment.

[0023] Preferably, step 4 specifically includes:

[0024] Step 4.1: Establish the performance index function J of the vehicle system:

[0025]

[0026] Where S T (t) is the transposed matrix of the system state S(t), Q and R are control parameters, and U T (t) is the transposed matrix of the lateral control force U(t), t is time, t 初 is the initial time;

[0027] Step 4.2: Using the Lagrange multiplier method, introduce the multiplier vector λ(t), transform the constrained functional extreme value problem of the performance index function J equation into an unconstrained functional extreme value problem, and establish and solve the Lagrange function L:

[0028]

[0029] Among them, t 初 is the initial time, λ T (t) is the transpose of the multiplier vector λ(t). The Lagrange function L is used to vary the system state vector S(t) and the lateral control force U(t) and set them to zero. The solution is to obtain the control force U(t) = -R -1 B T λ(t);

[0030] Step 4.3: In order to make the lateral control force U(t) realized by state feedback, establish the linear transformation relationship matrix Z(t) between the multiplier vector λ(t) and the system state vector S(t), and set λ(t) = P(t)Z(t), where P(t) is the matrix to be solved. At this time, the control force U(t) = -R -1 B T P(t)Z(t), in order to solve P(t), according to the necessary conditions for the function L to take the minimum value and the derivative transformation of λ(t), a nonlinear matrix differential equation is established:

[0031]

[0032] According to the meaning of control, when t→∞, the system state is sufficiently close to the zero state

[0033]

[0034] Solve for P(t) and substitute the matrix P(t) into the equation U(t) = -R -1 B T P(t)Z(t), let the control force state feedback gain matrix G = R -1 B T P(t), and use the quadratic controller lqr function in MATLAB to solve the control force state feedback gain matrix G=lqr(A,B,Q,R) to obtain the optimal lateral control force U(t)=-GZ(t).

[0035] Preferably, the lateral control force U(t) can be calculated by an optimization algorithm of dynamic programming.

[0036] Preferably, steps 1-6 are executed cyclically according to a preset period.

[0037] Preferably, a conductor back plate is provided between the height adjustment device and the conductor plate, and a magnet back plate is provided between the mass block and the permanent magnet.

[0038] (III) Beneficial effects

[0039] 1. The present invention adopts eddy current damper to replace the traditional viscous oil damper, which completely solves the oil leakage problem, increases the service life of the damper, and reduces the operation and maintenance cost; improves and innovates the structural design of the eddy current damper, and designs the internal conductor plate to be able to actively adjust the height, so that the eddy current damper actively changes the size of the damping force, realizes active control force output with high stability, improves the scope of the system's vibration control capability, and the active adaptability to extreme situations;

[0040] 2. On the basis of hardware improvement, the present invention also designs a set of active energy-consuming vibration reduction methods according to the characteristics of suspended monorail transportation. Therefore, its vibration reduction method belongs to the improvement technology combining software and hardware. By establishing the functional relationship between the damping force of the eddy current damper and various core parameters, the precise adjustment and control of the damping force of the damper is realized, providing the system with accurate and stable control force output; by designing the active control algorithm of the controller, condition judgment and calculation analysis are carried out according to the operating status of the vehicle system and the line conditions, and the optimal output control force is obtained, thereby realizing timely and accurate vibration control. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments:

[0042] Figure 1It is a flow chart of the active energy dissipation vibration reduction method based on eddy current damper of the present invention;

[0043] Figure 2 It is a schematic diagram of the overall arrangement of the eddy current damper of the present invention installed on a suspended monorail transportation;

[0044] Figure 3 for Figure 2 Schematic diagram of the structure of the eddy current damper. DETAILED DESCRIPTION

[0045] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution in 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, 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 work are within the scope of protection of the present invention.

[0046] like Figure 2-3 As shown, in order not to affect the normal operation of the suspended monorail traffic and effectively suppress the pendulum effect, the eddy current damper of the present invention is installed and fixed at the center line position of the bottom of the suspended monorail carriage and below the inner running surface of the vehicle, forming an integral structural system with the vehicle body, such as Figure 3 As shown, the eddy current damper includes a conductor plate adjustment device, a conductor plate, a permanent magnet, a mass block, a spring and a linear bearing arranged from bottom to top. A conductor plate adjustment device that can be raised and lowered is arranged below the conductor plate. A permanent magnet, a mass block, a spring and a linear bearing are arranged above the conductor plate. The linear bearings fixed on both sides of the carriage can drive the mass block below to slide horizontally in an axial direction. The left and right sides of the mass block are connected to the side wall of the carriage through a spring. A permanent magnet is arranged at the bottom of the mass block. The height adjustment device is connected to the controller in communication. The controller can control the operation of the conductor plate adjustment device through signal instructions to actively adjust the height of the conductor plate in real time. During the operation of the vehicle body, an acceleration sensor and a speed sensor are installed at the maximum vibration response position, that is, at the bottom of the vehicle body. The acceleration sensor and the speed sensor are also connected to the controller in the carriage in communication. In addition, a conductor back plate is arranged between the height adjustment device and the conductor plate, and a magnet back plate is arranged between the mass block and the permanent magnet.

[0047] The working principle of the eddy current damper of the present invention is as follows: when the height of the conductor plate is fixed, the low-speed vibration of the vehicle body causes the mass block of the eddy current damper to reciprocate left and right along the linear bearing through the spring, and the conductor plate cuts the magnetic flux lines of the permanent magnet, inducing eddy currents in the conductor plate, and the eddy currents in the conductor generate an induced magnetic field. According to Lenz's law, the Lorentz force exerted on the eddy currents in the conductor plate in the magnetic field produces an obstacle to the relative movement between the conductor plate and the original magnetic field, that is, an eddy current damping force is generated. At the same time, the damper converts kinetic energy into electrical energy of eddy currents. There is a resistance effect in the eddy currents in the conductor and the conductor plate. According to Joule's law, the electrical energy is converted into heat energy and dissipated into the air. The eddy current damping force acts on the conductor plate and the structural system connected thereto, and the direction is opposite to the direction of structural movement. At the same time, the system energy is converted into heat energy dissipation. The combined effect effectively suppresses the vibration response of the structure and improves the stability and comfort of vehicle operation.

[0048] like Figure 1 As shown, based on the above hardware improvements, the active energy dissipation vibration reduction method based on the eddy current damper of the present invention includes the following steps:

[0049] Step 1: Real-time acquisition of the lateral velocity v(t) and acceleration a(t) of the suspended monorail vehicle during operation;

[0050] In another embodiment, the sensor for collecting the lateral velocity v(t) and the acceleration a(t) includes the above Figure 2 The acceleration sensor and velocity sensor shown send the collected lateral velocity v(t) and acceleration a(t) data to the controller, which can save and analyze the data to perform subsequent judgment and calculation analysis steps.

[0051] Step 2: Determine whether the acceleration a(t)>a 0 Is it established? 0 is the preset acceleration threshold. If yes, proceed to the next step. If no, then the acceleration a(t)≤a 0 , indicating that the vibration response of the vehicle system is small, and no control command will be issued to the conductor plate height adjustment device.

[0052] In another embodiment, when the acceleration a(t)≤a 0 When the acceleration a(t)>a, the eddy current damper only plays a passive control function, and the controller does not send a control command to the conductor plate height adjustment device (that is, the conductor plate height adjustment device does not move, and the rising height value is 0). By generating a damping effect, the vibration response of the system is suppressed, and the running stability and comfort are improved. 0It indicates that the vibration response of the current vehicle system is large. The vehicle will generate additional lateral control force when the acceleration a(t) is too large. At this time, the controller needs to send a control instruction to the conductor plate height adjustment device to actively increase the height to suppress the lateral control force.

[0053] Step 3: Establish the state equation of the vehicle system Where S(t) is the system state vector of the vehicle, including lateral velocity and acceleration, is the state vector derivative of the vehicle system, A is the system characteristic matrix, which can be obtained according to the mass, damping and stiffness of the vehicle, U(t) is the lateral control force required by the system, B is the action position matrix of the control force, which can be obtained according to the action position coordinates of the output damping force of the eddy current damper, F(t) is the external action, and D is the external action position matrix, all of which are measured by sensors.

[0054] Step 4: Calculate the optimal lateral control force U(t) through the optimal control principle.

[0055] In another embodiment, step 4 of the present invention specifically includes:

[0056] Step 4.1: Establish the performance index function J of the vehicle system:

[0057]

[0058] Where S T (t) is the transposed matrix of the system state S(t), Q and R are control parameters, and U T (t) is the transposed matrix of the lateral control force U(t), t is time, t 初 is the initial time.

[0059] In another embodiment, it can be known that in order to solve the state equation of the system according to the current state of the vehicle, that is, to solve the optimal lateral control force U(t) of the system, a performance index function J of the vehicle system is established. The control effect is different for different Q and R. The larger the Q, the greater the control force, and the larger the R, the smaller the control force. The controller can adjust the control parameters as needed. The optimal control effect is that the lateral control force U(t) is the smallest performance index function J under the constraints of the system state equation.

[0060] Step 4.2: Using the Lagrange multiplier method, introduce the multiplier vector λ(t), transform the constrained functional extreme value problem of the performance index function J equation into an unconstrained functional extreme value problem, and establish and solve the Lagrange function L:

[0061]

[0062] Among them, t 初is the initial time, λ T (t) is the transpose of the multiplier vector λ(t). The Lagrange function L is used to vary the system state vector S(t) and the lateral control force U(t) and set them to zero. The solution is to obtain the control force U(t) = -R -1 B T λ(t).

[0063] Step 4.3: In order to make the lateral control force U(t) realized by state feedback, establish the linear transformation relationship matrix Z(t) between the multiplier vector λ(t) and the system state vector S(t), and set λ(t) = P(t)Z(t), where P(t) is the matrix to be solved. At this time, the control force U(t) = -R -1 B T P(t)Z(t), in order to solve P(t), according to the necessary conditions for the function L to take the minimum value and the derivative transformation of λ(t), a nonlinear matrix differential equation is established:

[0064]

[0065] According to the meaning of control, when t→∞, the system state is sufficiently close to the zero state

[0066]

[0067] Solve for P(t) and substitute the matrix P(t) into the equation U(t) = -R -1 B T P(t)Z(t), let the control force state feedback gain matrix G = R -1 B T P(t), and use the quadratic controller lqr function in MATLAB to solve the control force state feedback gain matrix G=lqr(A,B,Q,R) to obtain the optimal lateral control force U(t)=-GZ(t).

[0068] It should be pointed out that in step 4, the lateral control force can also be calculated by an optimization control algorithm such as dynamic programming.

[0069] Step 5: When the turning radius R ≥ 1000m, the lateral control force U(t) of the vehicle system is provided by the damping force of the eddy current damper and satisfies:

[0070]

[0071] Among them, F c is the damping force, n is the number of magnetic poles, A m is the projected area of ​​a single permanent magnet on the conductor plate, t 3 is the thickness of the conductor plate, σ is the magnetic permeability of the conductor plate, B re is the residual magnetic flux density of the permanent magnet, t1 is the thickness of the permanent magnet, v(t) is the moving speed of the conductor plate, that is, the lateral speed of the vehicle collected in step 1, t 2 is the distance between the permanent magnet and the conductor, at this time t 2 As a controllable variable to be sought;

[0072] When the turning radius R is less than 1000m, the damping force of the eddy current damper provides the lateral control force U(t) and centrifugal force of the vehicle system and satisfies:

[0073]

[0074] Where m is the total mass of the suspended monorail vehicle, R is the turning radius of the vehicle running line, and the distance t between the permanent magnet and the conductor plate as the controllable variable is obtained by solving 2 .

[0075] In another embodiment, it can be seen that the threshold of 1 km in step 5 is a threshold preset according to the line layout of the suspended monorail. When the vehicle passes through a flat curve line, when the turning radius R ≥ 1000m, the line is basically equivalent to a straight line, and the slight driving discomfort caused by the centrifugal force generated when the vehicle turns is generally not considered. At this time, the lateral control force of the vehicle system is provided by the damping force of the eddy current damper. When the turning radius R < 1000m, the turning radius of the line has a certain influence on the driving comfort, and the influence of the centrifugal force needs to be considered. At this time, the lateral control force and centrifugal force of the vehicle system are provided by the damping force of the eddy current damper.

[0076] Step 6: Based on the distance t between the permanent magnet and the conductor plate newly calculated in step 5 2 , control the conductor plate height adjustment device to vertically rise, so that the conductor plate rises to a height of Δ = t 0 -t 1 -t 2 , providing the system with the optimal lateral control force required in real time for active balance control.

[0077] In another embodiment, see Figure 1 It can be seen that steps 1-6 can be executed cyclically according to a preset period, and the output of different damping forces in the eddy current damper is achieved by controlling the adjustable variable distance t between the permanent magnet and the conductor plate. 2 To adjust, that is, the controller actively adjusts the height of the conductor plate through the output signal, through Δ = t 2原间距 -t 2新间距 =t 0 -t 1 -t 2 The conductor plate is adjusted to increase the damping force, where t 0It is the distance between the mass block and the conductor plate when they are in the initial position (at this time the rise value Δ of the conductor plate height adjustment device is 0), so as to realize precise adjustment and control of the damping force, provide the optimal lateral control force required by the system in real time, suppress the vibration response of the vehicle system under various circumstances, and improve driving stability and comfort.

[0078] It can be seen that the present invention belongs to an improved technology combining software and hardware, which improves the installation position of the eddy current damper and the bottom lifting movement mode of the conductor plate, and designs a set of active control methods based on the state feedback of the suspended monorail vehicle and the eddy current damper. By monitoring the lateral speed and acceleration of the vehicle, the motion state of the vehicle system is analyzed, and solved through the active control algorithm to obtain the damping force required by the system, and effectively control the vibration response of the vehicle under various conditions. In addition, based on the centrifugal force existing in the process of the small curve radius line within 1km, the damping force is actively balanced by the output of the eddy current damper, thereby further improving the riding comfort and stability of passengers and improving the service life of the suspended monorail vehicle.

[0079] It is worth mentioning that, compared with the prior art, the present invention has the following innovative features:

[0080] 1. The present invention installs the eddy current damper at the center of the bottom of the suspended monorail vehicle, which does not occupy the extra functional space of the vehicle body, is easy to install, disassemble, operate and maintain, and has little impact on the vehicle body structure;

[0081] 2. The present invention designs the eddy current damper in a way that the internal conductor plate can be freely adjusted, which can actively change the damping size of the damper, establish the relationship between the output damping force of the eddy current damper and the movement displacement of the conductor plate, and provide timely and accurate output damping force for the vehicle system;

[0082] 3. The present invention establishes an active control method based on the feedback of the suspended monorail vehicle state. By monitoring the lateral velocity and acceleration of the vehicle, the motion state of the vehicle system is analyzed, and the active control algorithm is used to solve the required damping force of the system and control the vibration response of the vehicle.

[0083] 4. The present invention fully considers the centrifugal force existing when the vehicle runs through a small curve radius line, and balances it by outputting damping force through the damper, thereby further improving the riding comfort and stability of passengers.

[0084] Finally, it is noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An active energy dissipation vibration reduction method based on eddy current damper, characterized in that: The eddy current damper is installed and fixed at the bottom centerline position of the suspended monorail carriage and below the inner running surface of the vehicle. The eddy current damper includes a conductor plate adjustment device, a conductor plate, a permanent magnet, a mass block, a spring and a linear bearing arranged from bottom to top. A conductor plate adjustment device that can be raised and lowered is arranged below the conductor plate. The linear bearings fixed on both sides of the carriage can drive the mass block below to slide axially freely horizontally. The left and right sides of the mass block are connected to the side wall of the carriage through a spring, and a permanent magnet is arranged at the bottom of the mass block. The active energy dissipation vibration reduction method based on eddy current damper comprises: Step 1: Real-time acquisition of the lateral velocity v(t) and acceleration a(t) of the suspended monorail vehicle during operation; Step 2: Determine whether the acceleration a(t)>a0 is established, where a0 is a preset acceleration threshold. If yes, execute the next step. If no, do not send a control instruction to the conductor plate height adjustment device. Step 3: Establish the state equation of the vehicle system Where S(t) is the system state vector of the vehicle, including lateral velocity and acceleration, is the state vector derivative of the vehicle system, A is the system characteristic matrix, which can be obtained according to the mass, damping and stiffness of the vehicle, U(t) is the lateral control force required by the system, B is the action position matrix of the control force, which can be obtained according to the action position coordinates of the output damping force of the eddy current damper, F(t) is the external action, and D is the external action position matrix, all of which are measured by sensors; Step 4: Calculate the optimal lateral control force U(t) through the optimal control principle; Step 5: When the turning radius R ≥ 1000m, the lateral control force U(t) of the vehicle system is provided by the damping force of the eddy current damper and satisfies: Among them, F c is the damping force, n is the number of magnetic poles, A m is the projected area of ​​a single permanent magnet on the conductor plate, t3 is the thickness of the conductor plate, σ is the magnetic permeability of the conductor plate, B re is the residual magnetic flux density of the permanent magnet, t1 is the thickness of the permanent magnet, v(t) is the moving speed of the conductor plate, that is, the lateral speed of the vehicle collected in step 1, and t2 is the distance between the permanent magnet and the conductor. At this time, t2 is the controllable variable to be determined; When the turning radius R is less than 1000m, the damping force of the eddy current damper provides the lateral control force U(t) and centrifugal force of the vehicle system and satisfies: Wherein, m is the total mass of the body of the suspended monorail vehicle, R is the turning radius of the vehicle running line, and the distance t2 between the permanent magnet and the conductor plate as the controllable variable is obtained by solving; Step 6: Based on the newly calculated distance t2 between the permanent magnet and the conductor plate in step 5, control the conductor plate height adjustment device to rise vertically so that the rising height of the conductor plate is Δ=t0-t1-t2, where t0 is the distance between the mass block and the conductor plate when they are in the initial position, and provide the optimal lateral control force required by the system in real time for active balance control.

2. The active energy dissipation vibration reduction method based on eddy current damper according to claim 1 is characterized in that: The sensors for collecting the lateral velocity v(t) and acceleration a(t) include an acceleration sensor and a velocity sensor. The sensors send the collected lateral velocity v(t) and acceleration a(t) data to the controller, and the controller can save and analyze the data.

3. The active energy dissipation vibration reduction method based on eddy current damper according to claim 2 is characterized in that: The acceleration sensor and the speed sensor are installed at the bottom of the vehicle body, and the controller is installed in the vehicle compartment.

4. The active energy dissipation vibration reduction method based on eddy current damper according to claim 1 is characterized in that: Step 4 specifically includes: Step 4.1: Establish the performance index function J of the vehicle system: Where S T (t) is the transposed matrix of the system state S(t), Q and R are control parameters, and U T (t) is the transposed matrix of the lateral control force U(t), t is time, t 初 is the initial time; Step 4.2: Using the Lagrange multiplier method, introduce the multiplier vector λ(t), transform the constrained functional extreme value problem of the performance index function J equation into an unconstrained functional extreme value problem, and establish and solve the Lagrange function L: Among them, t 初 is the initial time, λ T (t) is the transpose of the multiplier vector λ(t). The Lagrange function L is used to vary the system state vector S(t) and the lateral control force U(t) and set them to zero. The solution is to obtain the control force U(t) = -R -1 B T λ(t); Step 4.3: In order to make the lateral control force U(t) realized by state feedback, establish the linear transformation relationship matrix Z(t) between the multiplier vector λ(t) and the system state vector S(t), and set λ(t) = P(t)Z(t), where P(t) is the matrix to be solved. At this time, the control force U(t) = -R -1 B T P(t)Z(t), in order to solve P(t), according to the necessary conditions for the function L to take the minimum value and the derivative transformation of λ(t), a nonlinear matrix differential equation is established: According to the meaning of control, when t→∞, the system state is sufficiently close to the zero state Solve for P(t) and substitute the matrix P(t) into the equation U(t) = -R -1 B T P(t)Z(t), let the control force state feedback gain matrix G = R -1 B T P(t), and use the quadratic controller lqr function in MATLAB to solve the control force state feedback gain matrix G=lqr(A,B,Q,R) to obtain the optimal lateral control force U(t)=-GZ(t).

5. The active energy dissipation vibration reduction method based on eddy current damper according to claim 1 is characterized in that: The lateral control force U(t) can be calculated by an optimization algorithm of dynamic programming.

6. The active energy dissipation vibration reduction method based on eddy current damper according to claim 1 is characterized in that: The steps 1-6 are executed cyclically according to a preset period.

7. The active energy dissipation vibration reduction method based on eddy current damper according to claim 1 is characterized in that: A conductor back plate is arranged between the height adjustment device and the conductor plate, and a magnet back plate is arranged between the mass block and the permanent magnet.

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