Self-adaptive multi-mode electromagnetic collaborative vibration reduction system for superconducting maglev train

Abstract

The invention discloses a self-adaptive multi-mode electromagnetic collaborative vibration reduction system for a superconducting maglev train. The self-adaptive multi-mode electromagnetic collaborative vibration reduction system comprises a framework, a superconducting suspension device, a permanent magnet track, an electromagnetic damping coil, a magnetorheological damper, a secondary suspension, a filter, an amplifier and a shunt circuit, the superconducting suspension device is mounted at the bottom of the train body and is rigidly connected with the framework; the permanent magnet track is arranged below a running path of a train; the electromagnetic damping coil is mounted at the bottom in the superconducting suspension device; the magnetorheological damper and the secondary suspension are arranged between the framework and the train body; and the magnetorheological damper, the filter and the amplifier are connected in series with the electromagnetic damping coil through the shunt circuit. By integrating the electromagnetic and magneto-rheological technologies, the system realizes the operation characteristics of self-energy supply and self-adaption, and the dependence on external energy and the operation cost are reduced. Meanwhile, the self-adaptability of the system ensures that the optimal performance can be kept under various operation conditions.

Description

Technical Field

[0001] The invention belongs to the technical field of vehicle suspension and vibration reduction, and in particular relates to an adaptive multi-modal electromagnetic cooperative vibration reduction system for a superconducting maglev train. Background Art

[0002] The lack of contact between the high-temperature superconducting maglev train and the rails means that it cannot use the single-contact suspension method of traditional wheel-rail trains to suppress vibration. The characteristics of high-temperature superconducting pinned maglev are: the track is paved with permanent magnets, the vehicle is equipped with superconducting blocks and supporting cooling devices, and suspension is achieved by the interaction between superconducting blocks and permanent magnet tracks. The superconducting pinned maglev system itself has weak damping, and it is difficult to effectively attenuate vibration in a timely manner, and it is impossible to ensure driving safety, which has become one of the bottlenecks restricting its development to high speed. Therefore, the development of non-contact vibration reduction design is of great significance to ensure the safe and smooth operation of superconducting pinned maglev vehicles.

[0003] Electromagnetic shunt dampers have many advantages in the field of vibration control and vibration reduction, such as no contact wear, wide-band damping, energy recovery, etc. They reduce mechanical wear and maintenance requirements by using magnetic fields to generate damping forces, and can use the track magnetic field provided by high-temperature superconducting maglev to achieve contactless vibration reduction. It can also passively induce current according to the vibration conditions. In addition, electromagnetic dampers can convert vibration energy into electrical energy, realize energy recovery and improve system energy efficiency. However, electromagnetic dampers also have some shortcomings, such as the need to achieve a sufficiently large damping force in a small magnetic field gap.

[0004] MR dampers can adjust damping characteristics by rapidly changing the magnetic field strength, with response times in milliseconds. This adjustability allows them to optimize performance under different vibration conditions to meet specific application requirements. Compared with other active control systems, MR dampers are energy efficient because they rely on magnetic fields to adjust damping rather than external power sources, reducing energy consumption. However, MR dampers are active dampers that require external energy supply on the one hand and a complex control system to adjust the current / magnetic field according to the vibration conditions on the other. Summary of the invention

[0005] The present invention aims to solve the deficiencies of the prior art and provides the following solutions:

[0006] An adaptive multi-mode electromagnetic cooperative vibration reduction system for a superconducting maglev train, comprising: a frame, a superconducting levitator, a permanent magnet track, an electromagnetic damping coil, a magnetorheological damper, a secondary suspension, a filter, an amplifier and a shunt circuit;

[0007] The superconducting levitator is installed at the bottom of the train body and is rigidly connected to the frame;

[0008] The permanent magnetic track is arranged below the travel path of the train:

[0009] The electromagnetic damping coil is installed at the bottom of the superconducting levitator;

[0010] The magnetorheological damper and the secondary suspension are arranged between the frame and the train body;

[0011] The magnetorheological damper, the filter, and the amplifier are connected in series with the electromagnetic damping coil via the shunt circuit.

[0012] Preferably, the superconducting levitator is made of superconducting material, and the permanent magnetic track is used to generate a stable magnetic field, interacting with the superconducting levitator, and utilizing the characteristics of the superconducting material to suspend the train body.

[0013] Preferably, when the vehicle is running, the relative movement between the electromagnetic damping coil and the permanent magnetic track will generate an induced current, and the induced current is used to reduce the vibration of the electromagnetic damping coil itself;

[0014] The generated induced current also flows into the magnetorheological damper through the shunt circuit, the filter and the amplifier.

[0015] Preferably, the shunt circuit is used to provide a shunt path for the electromagnetic damping coil and the magnetorheological damper;

[0016] The filter is used to filter the noise in the induced current to ensure the clarity of the signal;

[0017] The amplifier is used to amplify the filtered current and enhance the strength of the current signal.

[0018] Preferably, the magnetorheological damper utilizes the induced current to activate the magnetorheological fluid inside, so that the viscosity of the magnetorheological fluid changes, the damping force is adjusted quickly, and low-frequency vibration is suppressed.

[0019] Preferably, the secondary suspension is used to bear the weight of the train body and absorb the impact caused by uneven roads.

[0020] Compared with the prior art, the present invention has the following beneficial effects:

[0021] The present invention utilizes the principle of electromagnetic induction, not only for vibration damping, but also for converting mechanical energy into electrical energy, realizing energy recovery and reuse, thereby improving the energy efficiency and environmental friendliness of the system. The structural design of the system is simple, and vibration control is mainly achieved by the interaction between the electromagnetic damping coil and the permanent magnet track. This design reduces the need for complex mechanical components and power systems, thereby reducing manufacturing and maintenance costs, while improving the reliability and durability of the system. By integrating electromagnetic and magnetorheological technologies, the system achieves self-powered and adaptive operating characteristics, reducing dependence on external energy and operating costs. At the same time, the system's adaptability ensures optimal performance under various operating conditions.

[0022] The present invention ensures the operational safety and stability of superconducting levitation trains by providing instant and precise vibration suppression, especially at high speeds or under poor track conditions. In addition, the system further optimizes signal processing through filters and amplifiers, ensuring precise control of induced current and damping force, thereby enhancing the ability to respond to sudden vibration events. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solution of the present invention, 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. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0024] Figure 1 A schematic diagram of the system structure of an embodiment of the present invention;

[0025] Figure 2 Schematic diagram of a shunt circuit according to an embodiment of the present invention. DETAILED DESCRIPTION

[0026] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. 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 creative work are within the scope of protection of the present invention.

[0027] 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.

[0028] Example

[0029] In this embodiment, if Figure 1As shown, the adaptive multi-modal electromagnetic cooperative vibration reduction system for superconducting maglev trains is characterized by comprising: a frame, a superconducting levitator, a permanent magnet track, an electromagnetic damping coil, a magnetorheological damper, a secondary suspension, a filter, an amplifier and a shunt circuit.

[0030] The superconducting levitator is installed at the bottom of the train body and rigidly connected to the frame; the permanent magnet track is arranged below the train's travel path; the electromagnetic damping coil is installed at the bottom of the superconducting levitator; the magnetorheological damper and the secondary suspension are arranged between the frame and the train body; the magnetorheological damper, filter, and amplifier are connected in series with the electromagnetic damping coil through a shunt circuit.

[0031] The superconducting levitator uses superconducting materials, and the permanent magnetic track is used to generate a stable magnetic field, which interacts with the superconducting levitator and uses the characteristics of superconducting materials to complete the suspension of the train body. When the vehicle is running, the relative movement of the electromagnetic damping coil and the permanent magnetic track will generate an induced current, which is used to reduce the vibration of the electromagnetic damping coil itself; the generated induced current also flows into the magnetorheological damper through the shunt circuit, filter and amplifier. The shunt circuit is used to provide a shunt path for the electromagnetic damping coil and the magnetorheological damper; the filter is used to filter the noise in the induced current to ensure the clarity of the signal; the amplifier is used to amplify the filtered current and enhance the strength of the current signal. The magnetorheological damper uses the induced current to activate the internal magnetorheological fluid, causing the viscosity of the magnetorheological fluid to change, quickly adjust the damping force, and suppress low-frequency vibrations. The secondary suspension is used to bear the weight of the train body and absorb the impact caused by uneven roads.

[0032] In this embodiment, the superconducting levitator is installed at the bottom of the vehicle body and rigidly connected to the frame. The main function of the superconducting levitator is to utilize the superconducting properties of its material to generate strong anti-magnetism when encountering an external magnetic field, thereby achieving suspension of the vehicle.

[0033] The superconducting levitator is embedded with an electromagnetic damping coil to generate an induced current to adjust the levitation force. When the vehicle is running, the relative movement between the electromagnetic damping coil and the permanent magnet track will generate an induced current. This induced current can effectively hinder the vibration of the electromagnetic damping coil itself and generate an electromagnetic damping force. The electromagnetic damping coil can be made of materials with high conductivity such as copper or aluminum. In engineering, the induced electromotive force generated by the vibration of the suspension frame is:

[0034] V e =C e v

[0035] Among them, V e represents the induced electromotive force, v represents the vibration speed of the frame relative to the track, C eRepresents the electromechanical coupling coefficient; this relative motion causes the magnetic flux in the coil to change, and the generated induced electromotive force causes an induced current to form in the coil. The induced current is:

[0036]

[0037] Among them, I represents the induced current and Z represents the impedance of the system. This current resists the original vibration by generating a reverse magnetic flux, thus playing a vibration reduction role. At the same time, the induced electromotive force generated by the induction coil can power the magnetorheological damper of the second system. From the induced electromotive force formula, it can be seen that there is a direct connection between the induced electromotive force generated in the electromagnetic damping coil and the vibration velocity v, so the electromotive force signal can directly reflect the motion signal, and the electromagnetic damping coil plays the role of a motion velocity sensor, thus playing a self-sensing role.

[0038] Permanent magnetic tracks are arranged under the vehicle's travel path to generate a stable magnetic field. The interaction between the superconducting levitator and these permanent magnets achieves strong levitation through pinning forces, while the relative motion of the permanent magnetic tracks and the electromagnetic damping coils generates induced currents.

[0039] The frame is connected to the train body through the magnetorheological damper and the secondary suspension. The magnetorheological damper is connected in series with the electromagnetic damping coil, and the induced current generated by the electromagnetic damping coil is used to activate the magnetorheological fluid inside the magnetorheological damper. Under the action of the induced current, the viscosity of the magnetorheological fluid changes, thereby quickly adjusting the damping force and effectively suppressing low-frequency vibrations. The secondary suspension system is responsible for bearing the weight of the vehicle and absorbing the impact caused by uneven roads, while the magnetorheological damper further reduces the discomfort caused by vibration.

[0040] In the circuit, the magnetorheological damper is connected in series with the electromagnetic damping coil, and the induced current flows through Figure 2 The shunt circuit shown is then transmitted to the magnetorheological damper. Specifically, when the electromagnetic coil in the shunt circuit moves relative to the magnetic field provided by the permanent magnet, the magnetic flux inside the coil changes to generate an induced current. Since the coil is in a conductive state, the induced current flows through the shunt circuit. Mechanically, the magnetorheological damper is arranged between the vehicle body and the suspension frame. In the magnetorheological damper, 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. The viscosity affected by the magnetic field is:

[0041] η(H)=η0·(1+k·H n )

[0042] Among them, η(H) represents the viscosity under the magnetic field strength H, η0 represents the basic viscosity when there is no magnetic field, k represents a constant related to material properties, and n represents the index of the effect of magnetic field strength on viscosity, which is usually 1 or 2. The secondary suspension system itself has a certain vibration reduction function, but when combined with a magnetorheological damper, the vibration reduction effect can be further improved, especially when driving at high speed or on uneven tracks.

[0043] Filters and amplifiers are used to process the signals generated from the electromagnetic damping coil. The filter is responsible for filtering out noise in the electrical signal to ensure the signal is clear, while the amplifier enhances the signal strength to ensure that the MR damper receives enough current to respond.

[0044] The random vibration of the frame often contains different components such as lateral natural frequency vibration, vertical natural frequency vibration and high-frequency random vibration; the current in the shunt circuit also matches the frequency of the mechanical system through the configuration of different circuits; the natural frequency of the mechanical system is:

[0045]

[0046] Among them, f n represents the natural frequency of the mechanical system, k represents the spring stiffness, and m represents the mass; the frequency of the resonant circuit is:

[0047]

[0048] Where f0 represents the resonant frequency, L represents the inductance value, and C represents the capacitance value. Figure 2 As shown, a shunt path is provided for the electromagnetic damping coil and magnetorheological damper in the system, so that the current can be appropriately distributed to each component according to the different vibration frequencies. The shunt circuit helps the system optimize the use of current and provide customized responses for different vibration frequencies, making vibration control more accurate and effective. When the vehicle system is determined, its lateral and vertical vibration main frequencies can be easily obtained; then the parameters of different current branches are designed so that the lateral branch resonant frequency f 01 Equal to the main frequency of transverse vibration f n1 ; Vertical resonant frequency f 02 Equal to the main frequency of lateral vibration f n2 , the current of different frequencies in the circuit can be shunted. The electromotive force generated by the lateral vibration drives the excitation coil of the lateral magnetorheological damper, thereby attenuating the lateral vibration; the electromotive force generated by the vertical vibration drives the excitation coil of the vertical magnetorheological damper, thereby attenuating the vertical vibration. Thus, the adaptive function is realized.

[0049] The embodiments described above are only descriptions of the preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Without departing from the design spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by ordinary technicians in this field should all fall within the protection scope determined by the claims of the present invention.

Claims

1. An adaptive multi-mode electromagnetic cooperative vibration reduction system for superconducting maglev trains, characterized in that: include: frame, superconducting levitator, permanent magnet track, electromagnetic damping coil, magnetorheological damper, secondary suspension, filter, amplifier and shunt circuit; The superconducting levitator is installed at the bottom of the train body and is rigidly connected to the frame; The permanent magnetic track is arranged below the travel path of the train: The electromagnetic damping coil is installed at the bottom of the superconducting levitator; The magnetorheological damper and the secondary suspension are arranged between the frame and the train body; The magnetorheological damper, the filter, the amplifier and the electromagnetic damping coil are connected in series through the shunt circuit.

2. The adaptive multi-mode electromagnetic cooperative vibration reduction system for superconducting maglev train according to claim 1 is characterized in that: The superconducting levitator uses superconducting materials, and the permanent magnetic track is used to generate a stable magnetic field, which interacts with the superconducting levitator and utilizes the characteristics of superconducting materials to complete the suspension of the train body.

3. The adaptive multi-mode electromagnetic cooperative vibration reduction system for superconducting maglev train according to claim 1 is characterized in that: When the vehicle is running, the relative movement between the electromagnetic damping coil and the permanent magnetic track will generate an induced current, and the induced current is used to reduce the vibration of the electromagnetic damping coil itself; The generated induced current also flows into the magnetorheological damper through the shunt circuit, the filter and the amplifier.

4. The adaptive multi-mode electromagnetic cooperative vibration reduction system for superconducting maglev train according to claim 3 is characterized in that: The shunt circuit is used to provide a shunt path for the electromagnetic damping coil and the magnetorheological damper; The filter is used to filter the noise in the induced current to ensure the clarity of the signal; The amplifier is used to amplify the filtered current and enhance the strength of the current signal.

5. The adaptive multi-mode electromagnetic cooperative vibration reduction system for superconducting maglev train according to claim 3 is characterized in that: The magnetorheological damper uses the induced current to activate the magnetorheological fluid inside, so that the viscosity of the magnetorheological fluid changes, the damping force is quickly adjusted, and low-frequency vibration is suppressed.

6. The adaptive multi-mode electromagnetic cooperative vibration reduction system for superconducting maglev train according to claim 1, characterized in that: The secondary suspension is used to bear the weight of the train body and absorb the impact caused by uneven roads.

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