High-temperature superconducting electric maglev vehicle multi-mode damping device based on electromagnetic shunting technology

Abstract

The invention discloses a high-temperature superconducting electric maglev vehicle multi-mode damping device based on an electromagnetic shunting technology. The high-temperature superconducting electric maglev vehicle multi-mode damping device comprises a coil system and a vehicle suspension frame. Wherein the coil system comprises a vehicle-mounted superconducting magnet, an 8-shaped suspension guide coil and a propulsion coil; the vehicle suspension frame carries a vehicle-mounted superconducting magnet, a low-temperature container, a damping coil and an external circuit module. Accurate design of electromagnetic parameters is achieved through a plurality of branch parallel circuits, dynamic responses of different frequencies can be effectively matched, and multi-mode vibration reduction is achieved in a passive mode. An optimized damping effect can be provided for various vibration modes in a rail system without depending on an active control system, and the vibration reduction performance of the system is remarkably improved. Aiming at different vibration frequencies, adjustment can be carried out by replacing components such as capacitors and inductors in the branches, the structure is simple, and the cost is low.

Description

Technical Field

[0001] The invention belongs to the field of magnetic levitation dynamics and vibration suppression, and in particular relates to a multi-mode vibration reduction device for a high-temperature superconducting electric magnetic levitation vehicle based on electromagnetic shunting technology. Background Art

[0002] The "U"-shaped track sidewalls of the superconducting electric maglev train structure are arranged with "8"-shaped suspension guide coils and drive coils. The suspension frame is equipped with a cryogenic container and a superconducting coil, and the suspension, guidance and drive are achieved through the electromagnetic coupling during the relative movement between the coils. During the operation of the train, the suspension system is affected by both external and self-structural excitations. The random vibration caused by track unevenness is mainly low-frequency 1 to 10 Hz, while the excitation generated by the discrete track coil is in the high-frequency region above 200 Hz, which is a typical multi-modal vibration system. The damping coefficient of the coupling between the suspension guide coil and the superconducting coil is negative, which makes it difficult to dissipate the vibration energy of the suspension frame, which is not conducive to the magnetothermal stability of the superconducting coil and the vibration reduction of the vehicle. When the superconducting electric maglev vehicle runs at high speed, the coupled vibration of the car body and the suspension frame is strengthened. The damping coil of a single circuit may enhance the vibration of other frequency ranges while attenuating the vibration in a certain frequency range, and the structure and parameters of the electromagnetic damping coil are the key to affecting the vibration reduction effect. The maglev vehicle system is a typical multi-source excitation and multi-degree-of-freedom vibration system. The natural frequency of the vehicle is low, while the natural frequency of the suspension frame is high; the excitation frequency caused by the high-order harmonics of the track coil induction field is high, and the position of the track coil is random, with a large excitation bandwidth. Therefore, in view of the multi-source excitation vibration characteristics of the superconducting electric maglev train, the multi-modal vibration reduction design and optimization of the superconducting electric maglev train are proposed, which is of great significance to ensure its safe and smooth operation, and is a major demand for higher-speed testing and engineering applications of superconducting electric maglev trains. Summary of the invention

[0003] In order to solve the above technical problems, the present invention provides a multi-mode vibration reduction device for a high-temperature superconducting electric maglev vehicle based on electromagnetic shunting technology, comprising:

[0004] coil systems and vehicle suspensions;

[0005] The coil system includes a vehicle-mounted superconducting magnet, an 8-shaped suspension guide coil and a propulsion coil;

[0006] The vehicle suspension frame is equipped with a vehicle-mounted superconducting magnet, a cryogenic container, a damping coil and an external circuit module.

[0007] Preferably, the on-board superconducting magnets are arranged with alternating polarities, with four on-board superconducting magnets on the left and right sides of each suspension frame, and the on-board superconducting magnets on the opposite sides of the suspension frame have opposite polarities;

[0008] Two upper and lower damping coils are arranged outside the on-board superconducting magnet, corresponding to the upper loop and the lower loop of the figure-8 suspension guide coil respectively.

[0009] Preferably, the figure-8 suspension guide coil and propulsion coil are arranged on the side wall of the "U"-shaped track;

[0010] The upper and lower loops of the figure-8 suspension guide coil are connected in series in reverse, and 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 and the on-board superconducting magnet repel each other, while the magnetic field of the upper loop and the on-board superconducting magnet attract each other, and the resultant force is manifested as a suspension force.

[0011] Preferably, the coils on the left and right sides of the track are connected by cross-wires. When the vehicle deviates from the center position of the track on the plane, the track coil generates an induced current, so that the induced magnetic field of the track coil on the far side generates an attractive force with the magnetic field of the on-board superconducting magnet on the suspension frame, and a repulsive force is generated on the close side, thereby keeping the vehicle body from deviating from the center position of the track.

[0012] Preferably, the propulsion coil and the on-board superconducting magnet form a long-stator synchronous linear motor. By controlling the current of the stator coil, the polarity of the magnetic field of the front propulsion coil is opposite to that of the on-board superconducting coil, thereby generating an attractive force; the polarity of the magnetic field of the rear adjacent propulsion coil is the same as that of the on-board superconducting coil, generating a repulsive force, thereby making the vehicle move forward.

[0013] Preferably, based on the fundamental magnetic field of the figure-8 suspension guide coil, the pole pitch of the damping coil is consistent with the pole pitch of the on-board superconducting magnet.

[0014] Preferably, the damping coil has the same polarity as the track magnetic field and is arranged in the longitudinal direction;

[0015] When the vehicle suspension frame vibrates, the damping coil reacts with the fundamental magnetic field at the corresponding position to generate an induced current, which then reacts with the figure-8 suspension guide coil and the propulsion coil to generate a damping force. The damping coil converts the mechanical energy of the suspension system vibration into electrical energy, allowing the energy to be dissipated in the form of Joule heat or stored in the energy storage element.

[0016] Preferably, the damping coil comprises a plurality of branch parallel structures, the resonant frequencies of the branches are matched with the frequencies of multi-source excitation or the multi-order natural frequencies of the system to realize multi-frequency resonance, and convert the multi-modal mechanical vibration into multi-branch electromagnetic oscillation;

[0017] When the induced electromotive force contains several frequency components, causing the suspension system to vibrate in multiple modes, multiple branches jointly participate in the resonance to achieve multi-mode vibration reduction.

[0018] Preferably, the damping coil and the external circuit module are connected in series to form an electromagnetic shunt damper;

[0019] The damping coil is fixed on the outside of the low-temperature container, and the external circuit module is placed above the vehicle suspension frame.

[0020] Preferably, the structure of the damping coil and its connection form include a longitudinal arrangement based on the size of the vehicle-mounted superconducting magnet, with no connection between the upper and lower loops of the damping coil and no connection between the left and right coils of the damping coil; a longitudinal arrangement based on the size of the figure-8 suspension guide coil; cross-connection between the upper and lower loops of the damping coil; and cross-connection between the left and right loops of the damping coil.

[0021] Compared with the prior art, the present invention has the following advantages and technical effects:

[0022] Optimization of multi-frequency vibration reduction effect: The present invention can effectively match the dynamic responses of different frequencies through multiple branch parallel circuits and precise design of electromagnetic parameters. For different vibration frequencies in the vehicle-rail system, it can be adjusted by replacing components such as capacitors and inductors in the branches to provide optimized damping effects. It has a simple structure, low cost, and significantly improves the vibration reduction performance of the system.

[0023] Effective consumption of vibration energy: The present invention adds a circuit system consisting of capacitors, inductors and resistors outside the damping coil, so that the damper only exhibits resistance during the vibration reduction process and keeps phase synchronization with the mechanical vibration. In this way, the vibration energy can be effectively consumed in the resistor or stored after rectification, rather than simply transferred, thereby improving the utilization or conversion efficiency of vibration reduction energy.

[0024] Simplified installation and maintenance: Since the design of this device relies on the matching of capacitors, inductors and resistors, it uses a passive method to achieve vibration reduction without relying on active control systems. The installation and removal process is simple and quick, reducing maintenance costs and time, and improving the practicality and maintainability of the equipment.

[0025] Wide range of applications: This electromagnetic damping device is not only suitable for superconducting maglev trains, but can also be extended to other maglev systems that require efficient vibration reduction, such as large-scale structural vibration control. This universal solution improves the market adaptability of the device. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The drawings constituting a part of the present application are used to provide a further understanding of the present application. The illustrative embodiments and descriptions of the present application are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0027] Figure 1 It is a schematic front view of a device according to an embodiment of the present invention;

[0028] Figure 2 It is a schematic diagram of the 3-D structure of the device according to an embodiment of the present invention;

[0029] Figure 3 It is a two-dimensional schematic diagram of magnetic field coupling of an electromagnetic shunt damper-electric magnetic levitation system according to an embodiment of the present invention;

[0030] Figure 4 It is a topological structure diagram of the electromechanical coupling of the magnetic field coupling of the electromagnetic shunt damper-electric magnetic levitation system according to an embodiment of the present invention;

[0031] Figure 5 A new structural diagram of a multi-branch parallel electromagnetic shunt damper according to an embodiment of the present invention;

[0032] Figure 6 Schematic diagram of other forms of the damping coil structure and connection of the electromagnetic shunt damper according to an embodiment of the present invention. DETAILED DESCRIPTION

[0033] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0034] It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and that, although a logical order is shown in the flowcharts, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0035] like Figure 1-6 As shown, in order to cope with multi-modal vibration reduction, the present invention provides a multi-modal vibration reduction electromagnetic shunt damping device for a high-temperature superconducting maglev vehicle, which realizes multi-modal vibration reduction in a multi-frequency resonance manner. For the vibration modes of the vehicle-track system, the precise design of electromagnetic parameters is completed through multiple parallel circuits to achieve effective matching of dynamic responses of different frequencies, and the current is induced in a passive manner without relying on an active control system. The damping device can generate corresponding attractive or repulsive forces according to the direction of movement during the movement of the suspension system, including lateral and vertical vibration suppression. In addition, by adding a circuit system composed of capacitors, inductors, and resistors to the outside of the damping coil, the damper only exhibits resistance during vibration reduction, and the phase is synchronized with the mechanical vibration, thereby optimizing the effect. The parameter design of the present invention depends on the matching of capacitors, inductors, and resistors. In this embodiment, a multi-modal vibration reduction device for a high-temperature superconducting electric maglev vehicle based on electromagnetic shunt technology is provided, including: a coil system and a vehicle suspension frame;

[0036] Among them, the coil system includes on-board superconducting magnets, figure-8 suspension guide coils and propulsion coils;

[0037] The vehicle suspension frame is equipped with an on-board superconducting magnet, a cryogenic container, a damping coil and an external circuit module.

[0038] Furthermore, the on-board superconducting magnets are arranged with alternating polarities, with four on-board superconducting magnets on the left and right sides of each suspension frame, and the on-board superconducting magnets on both sides of the suspension frame are opposite in polarity, which can reduce the electromagnetic radiation effect on the interior of the car;

[0039] According to the distribution law that the induced magnetic fields of the upper and lower loops of the figure-8 suspension guide coil on the track are in opposite directions, two upper and lower damping coils are arranged on the outside of each on-board superconducting magnet, corresponding to the upper and lower loops of the figure-8 suspension guide coil respectively.

[0040] Further, the figure-8 suspension guide coil and the propulsion coil are arranged on the side wall of the "U"-shaped track;

[0041] The upper and lower loops of the figure-8 suspension guide coil are connected in series in reverse, and 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 and the on-board superconducting magnet repel each other, while the magnetic field of the upper loop and the on-board superconducting magnet attract each other, and the resultant force is manifested as suspension force.

[0042] Furthermore, the coils on the left and right sides of the track use cross-connection lines to achieve greater guiding stiffness; when the vehicle deviates from the center position of the track on the plane, the track coil generates an induced current, so that the induced magnetic field of the track coil on the far side generates an attractive force with the magnetic field of the on-board superconducting magnet on the suspension frame, and a repulsive force is generated on the close side, thereby keeping the vehicle body from deviating from the center position of the track.

[0043] Furthermore, the propulsion coil and the on-board superconducting magnet form a long-stator synchronous linear motor. By controlling the current of the stator coil, the polarity of the magnetic field of the front propulsion coil is opposite to that of the on-board superconducting coil, thereby generating an attractive force; the polarity of the magnetic field of the adjacent propulsion coil at the rear is the same as that of the on-board superconducting coil, generating a repulsive force, thereby making the vehicle move forward.

[0044] Furthermore, based on the fundamental magnetic field of the figure-8 suspension guide coil, the pole pitch of the damping coil is consistent with the pole pitch of the on-board superconducting magnet.

[0045] Furthermore, the damping coil has the same polarity as the track magnetic field and is arranged in the longitudinal direction;

[0046] When the vehicle suspension frame vibrates, the damping coil interacts with the fundamental magnetic field at the corresponding position to generate an induced current, which then interacts with the figure-8 suspension guide coil and propulsion coil to generate a damping force. The damping coil converts the mechanical energy of the suspension system vibration into electrical energy, allowing the energy to be dissipated in the form of Joule heat or stored in the energy storage element.

[0047] Furthermore, the damping coil includes a plurality of branch parallel structures, the resonant frequencies of the branches are matched with the frequencies of multi-source excitation or the multi-order natural frequencies of the system to realize multi-frequency resonance, and the multi-modal mechanical vibration is converted into multi-branch electromagnetic oscillation;

[0048] When the induced electromotive force contains several frequency components, causing the suspension system to vibrate in multiple modes, multiple branches jointly participate in the resonance to achieve multi-mode vibration reduction.

[0049] Further, the damping coil is connected in series with the external circuit module to form an electromagnetic shunt damper;

[0050] The damping coil is fixed on the outside of the low-temperature container, and the external circuit module is placed above the vehicle suspension frame.

[0051] Furthermore, the structure of the damping coil and its connection form include a longitudinal arrangement based on the size of the on-board superconducting magnet, with no connection between the upper and lower loops of the damping coil and no connection between the left and right coils of the damping coil; a longitudinal arrangement based on the size of the figure-8 suspension guide coil; cross-connection between the upper and lower loops of the damping coil; and cross-connection between the left and right loops of the damping coil.

[0052] Furthermore, the parameter design method of the electromagnetic shunt damper for multi-modal vibration reduction includes:

[0053] The electromagnetic shunt damper in this embodiment adopts a multi-branch parallel form. The size and position of the coil in the electromagnetic shunt damper are designed to improve the electromechanical coupling efficiency of the damper; the shunt circuit topology is designed to meet the multi-modal vibration requirements of the superconducting electric maglev system. The schematic diagram of the electromagnetic shunt damper in the superconducting electric maglev system and its single-loop equivalent circuit are shown in the figure. Figure 3-4 As shown, under simple harmonic excitation, based on Newton's second law and Kirchhoff's voltage law, formulas (1) and (2). The induced electromotive force in the damping coil in the figure is formula (3);

[0054]

[0055] In the formula, m B is the equivalent mass of the suspension frame and the vehicle body, F(t) is the vibration excitation; K and c are the stiffness and damping of the suspension system, respectively, R d and L d are the resistance and inductance of a single damping coil respectively; R s , L s and C s are the resistance, inductance and capacitance of the resonant branch respectively; is the electromechanical coupling coefficient; the parameters of electromagnetic shunt damper analysis mainly include: structural parameters (length a d Width b d 、Mass m d , lateral air gap Gd_lg ) and electrical parameters (number of turns n d , resistor R d and R s 、Inductance L d and L s , capacitor C s );

[0056] Electromechanical coupling coefficient κ emV It is related to the structural parameters and position of the electromagnetic coil itself. In order to obtain a greater damping effect, the electromechanical coupling coefficient κ is required. emV The bigger the better. Using Faraday's electromagnetic induction theorem and Ampere's theorem, the coil geometry parameters are used as variables to simulate the induced electromotive force and damping force generated when the electromagnetic coil moves laterally along the track coil; under the condition of a fixed maximum size limit, the size and installation position of the electromagnetic shunt damper coil can be designed with the maximum electromechanical coupling coefficient as the goal;

[0057] From this, the design criteria of the single-circuit electromagnetic shunt damper can be determined: the impedance of the circuit in formula (2) is Z = jωL d+s +1 / jωC d+s +R d+s , the active power in the electromagnetic shunt damper is i 2 R d+s , the reactive power is i 2 (ωL d+s -1 / ωC d+s ). In the circuit parameter design, we hope that the active power is maximized and the reactive power is minimized, so ωL d+s -1 / ωC d+s =0, i.e. L d+s C d+s =1 / ω 2 , let the resonant frequency of the RLC circuit be equal to the vibration or excitation frequency. When the excitation frequency is greater than or less than the design frequency, the circuit structure is inductive and capacitive respectively, the induced current and active power are small, and the farther the vibration frequency is from the design frequency, the worse the vibration reduction effect is;

[0058] However, the single-loop electromagnetic shunt damper structure only has a certain effective vibration reduction bandwidth, while the maglev system is a typical multi-source excitation and multi-degree-of-freedom vibration system. The vehicle's natural frequency is low, while the suspension frame's natural frequency is high; the high-order harmonics of the track coil's induction field bring about a high excitation frequency, and the position of the track coil is random, with a large excitation bandwidth. In order to cope with multi-modal vibration reduction, the following method is proposed: Figure 5 The new structure of the multi-branch parallel electromagnetic shunt damper shown achieves multi-mode vibration reduction in a multi-frequency resonance manner;

[0059] Therefore, the circuit equation with two parallel branches is updated as follows:

[0060]

[0061] Through numerical simulation, the resonant frequency of the multi-branch parallel electromagnetic shunt damper can be obtained, so that the resonant frequency of each branch can be matched with the frequency of multi-source excitation or the multi-order natural frequency of the system to achieve multi-frequency resonance, thereby converting multi-modal mechanical vibration into multi-branch electromagnetic oscillation. The inductance and resistance in the main circuit are the properties of the damping coil (actuator), and the interaction between the main current and the track magnetic field provides damping force for the suspension system. When the main circuit induced electromotive force frequency matches the resonant frequency of branch 1, the current mainly passes through branch 1; when it matches branch 2, the current mainly passes through branch 2. When the induced electromotive force contains multiple frequency components (that is, when the suspension system undergoes multi-modal vibration), multiple branches participate in the resonance together, and the purpose of multi-modal vibration reduction is achieved by consuming energy in the resistor.

[0062] The resonant system design of this embodiment can achieve high-frequency vibration reduction, specifically by adding capacitors to the circuit and designing it into a resonant system, which can effectively reduce vibration in the high-frequency range. This makes the system more suitable for application scenarios such as high-speed trains that require precise control of high-frequency vibrations.

[0063] The multi-modal vibration reduction effect of this embodiment: if the resonant frequency of a branch is equal to the mechanical vibration frequency, the total impedance of this branch is small, and the current will pass through it in the form of bandpass filtering, and be consumed in the resistor, or stored in the energy storage element; when the vibration frequency is high, the high-frequency branch plays a major vibration suppression role; when the vibration frequency is low, the low-frequency branch plays a major vibration suppression role, and so on. In general, vibration is the superposition of multiple frequencies (modes), so multiple branches jointly bear the vibration suppression effect, that is, "multi-modal vibration reduction". The multi-modal vibration matching design of this embodiment includes multiple parallel circuit modules, and the optimization design of electromagnetic parameters is completed based on the different modes of system vibration. By achieving circuit parameter matching within different frequency ranges, the system can adapt to a variety of vibration modes, thereby improving the overall vibration reduction effect.

[0064] The synchronous suppression effect of lateral and vertical vibrations in this embodiment: Since different branches match different vibration frequencies, and the lateral and vertical vibration frequency bands of the suspension system are different, and the lateral vibration frequency band is lower than the vertical vibration frequency band, the lateral and vertical vibrations correspond to different electromagnetic damping branches; avoid the damping current phase leading or lagging the mechanical vibration phase: by adding a circuit system composed of capacitors, inductors, and resistors outside the damping coil, the circuit parameters are optimized to ensure that the damper behaves as a resistor when reducing vibration, and the phase does not lead or lag behind the mechanical vibration. This precise circuit design and configuration ensures the effective consumption of vibration energy.

[0065] The secondary utilization method of the track coil magnetic field by the damper of this embodiment complies with the energy utilization criteria: the traveling wave magnetic field of the track coil including the 8-shaped suspension guide coil and the propulsion coil is used as the magnetic field source of the electromagnetic shunt damper. When the suspension frame vibrates, the damping current is obtained according to the law of electromagnetic induction to realize vibration energy consumption. And the capacitor has the function of storing energy, so that the energy can be reused in the system. This design not only improves the energy efficiency of the system, but also complies with the concept of energy conservation and environmental protection, further improving the sustainability of the system.

[0066] The multi-branch parallel electromagnetic damper structure of this embodiment has a multi-modal vibration reduction effect in the electric maglev train: the multi-branch parallel electromagnetic damper can achieve multi-modal vibration reduction, adaptively identify multiple vibration frequency bands, and correspond to different external circuit parameters.

[0067] The pure resistive damping effect of this embodiment is reflected in that a circuit system consisting of capacitors, inductors and resistors is added to the outside of the damping coil to ensure that the damper only exhibits resistance during operation and does not produce leading or lagging current phases. This greatly enhances the stability and suppression effect of vibration reduction, especially under high-speed dynamic conditions.

[0068] The electromagnetic damping coil structure of this embodiment can be expanded to include reverse series connection of the upper and lower loops and parallel connection of the electromagnetic damping coils on the left and right sides to enhance the damping effect. Figure 6 As shown, based on the principle of electromagnetic shunt damper, the structure of electromagnetic shunt damper can also connect the upper and lower loops in reverse series to achieve better vertical damping effect; or, the left and right sides are cross-connected and the same structure as the figure-8 coil of the track is adopted to improve the lateral damping effect; or, the size of the damping coil corresponds to the size of the figure-8 coil to increase the electromechanical coupling coefficient.

[0069] The above are only preferred specific implementations of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A multi-mode vibration reduction device for a high-temperature superconducting electric maglev vehicle based on electromagnetic shunting technology, characterized in that: include: coil systems and vehicle suspensions; The coil system includes a vehicle-mounted superconducting magnet, an 8-shaped suspension guide coil and a propulsion coil; The vehicle suspension frame is equipped with a vehicle-mounted superconducting magnet, a cryogenic container, a damping coil and an external circuit module.

2. The multi-mode vibration reduction device for a high-temperature superconducting electric maglev vehicle based on electromagnetic shunting technology according to claim 1 is characterized in that: The on-board superconducting magnets are arranged with alternating polarities, with four on-board superconducting magnets on the left and right sides of each suspension frame, and the on-board superconducting magnets on the two sides of the suspension frame are opposite in polarity; Two upper and lower damping coils are arranged outside the on-board superconducting magnet, corresponding to the upper loop and the lower loop of the figure-8 suspension guide coil respectively.

3. The multi-mode vibration reduction device for a high-temperature superconducting electric maglev vehicle based on electromagnetic shunting technology according to claim 1 is characterized in that: The 8-shaped suspension guide coil and propulsion coil are arranged on the side wall of the "U"-shaped track; The upper and lower loops of the figure-8 suspension guide coil are connected in series in reverse, and 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 and the on-board superconducting magnet repel each other, while the magnetic field of the upper loop and the on-board superconducting magnet attract each other, and the resultant force is manifested as a suspension force.

4. The multi-mode vibration reduction device for a high-temperature superconducting electric maglev vehicle based on electromagnetic shunting technology according to claim 3 is characterized in that: The coils on the left and right sides of the track are connected by cross-wires. When the vehicle deviates from the center position of the track on a plane, the track coil generates an induced current, so that the induced magnetic field of the track coil on the far side generates an attractive force with the magnetic field of the on-board superconducting magnet on the suspension frame, and a repulsive force is generated on the close side, thereby keeping the vehicle body from deviating from the center position of the track.

5. The multi-mode vibration reduction device for a high-temperature superconducting electric maglev vehicle based on electromagnetic shunting technology according to claim 1 is characterized in that: The propulsion coil and the on-board superconducting magnet form a long-stator synchronous linear motor. By controlling the current of the stator coil, the polarity of the magnetic field of the front propulsion coil is opposite to that of the on-board superconducting coil, thereby generating an attractive force; the polarity of the magnetic field of the adjacent propulsion coil at the rear is the same as that of the on-board superconducting coil, generating a repulsive force, thereby causing the vehicle to move forward.

6. The multi-mode vibration reduction device for a high-temperature superconducting electric maglev vehicle based on electromagnetic shunting technology according to claim 1 is characterized in that: Based on the fundamental magnetic field of the figure-8 suspension guide coil, the pole pitch of the damping coil is consistent with the pole pitch of the on-board superconducting magnet.

7. The multi-mode vibration reduction device for a high-temperature superconducting electric maglev vehicle based on electromagnetic shunting technology according to claim 1 is characterized in that: The damping coil has the same polarity as the track magnetic field and is arranged longitudinally; When the vehicle suspension frame vibrates, the damping coil reacts with the fundamental magnetic field at the corresponding position to generate an induced current, which then reacts with the figure-8 suspension guide coil and the propulsion coil to generate a damping force. The damping coil converts the mechanical energy of the suspension system vibration into electrical energy, allowing the energy to be dissipated in the form of Joule heat or stored in the energy storage element.

8. The multi-mode vibration reduction device for a high-temperature superconducting electric maglev vehicle based on electromagnetic shunting technology according to claim 1 is characterized in that: The damping coil includes a plurality of branch parallel structures, the resonant frequencies of the branches are matched with the frequencies of multi-source disturbances or the multi-order natural frequencies of the system to achieve multi-frequency resonance, and convert the multi-modal mechanical vibration into multi-branch electromagnetic oscillation; When the induced electromotive force contains several frequency components, causing the suspension system to vibrate in multiple modes, multiple branches jointly participate in the resonance to achieve multi-mode vibration reduction.

9. The multi-mode vibration reduction device for a high-temperature superconducting electric maglev vehicle based on electromagnetic shunting technology according to claim 1 is characterized in that: The damping coil and the external circuit module are connected in series to form an electromagnetic shunt damper; The damping coil is fixed on the outside of the low-temperature container, and the external circuit module is placed above the vehicle suspension frame.

10. The multi-mode vibration reduction device for a high-temperature superconducting electric maglev vehicle based on electromagnetic shunting technology according to claim 1 is characterized in that: The structure and connection form of the damping coil include a longitudinal arrangement based on the size of the vehicle-mounted superconducting magnet, with no connection between the upper and lower loops of the damping coil and no connection between the left and right coils of the damping coil; a longitudinal arrangement based on the size of the figure-8 suspension guide coil; cross-connection between the upper and lower loops of the damping coil; and cross-connection between the left and right loops of the damping coil.

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