Self-adaptive thermal management system for low-vacuum pipeline maglev train and control method

Abstract

The invention discloses a self-adaptive thermal management system for a low-vacuum pipeline maglev train and a control method, relates to the technical field of thermal management of ultra-high-speed rail transit, and solves the technical problem of insufficient thermal management capability under a high-temperature working condition due to the fact that the dynamic characteristic difference between aerodynamic heat and equipment heat cannot be distinguished in the prior art. The system comprises an intelligent sensing module used for collecting temperature information of the train surface, electronic equipment and a phase change heat storage module in real time; the control module is used for analyzing and processing the temperature information on the surface of the train and selecting a corresponding heat dissipation mode; the heat collection and transmission module is used for collecting and transmitting pneumatic heat and equipment heat; the phase change heat storage module is used for storing heat of equipment heat; the thermoelectric power generation module is used for converting pneumatic heat and equipment heat into electric energy; the radiation heat dissipation module is used for discharging the received heat; the power storage and distribution module is used for storing electric energy generated by the thermoelectric power generation module; efficient management of pneumatic heat and equipment heat can be achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of ultra-high-speed rail transportation thermal management, and in particular to an adaptive thermal management system and a control method for a low-vacuum tube magnetic levitation train. Background Art

[0002] Low-vacuum tube maglev trains, with over 90% less air resistance than traditional high-speed rail, have become a key research direction for achieving ultra-high-speed transportation at speeds of 1,000 kilometers per hour. However, the engineering of this technology faces severe thermal management challenges. First, the aerodynamic heating effect: When the train runs at ultra-high speeds, the residual gas in the tube rubs violently against the surface of the train body, causing the temperature in the stagnation area at the front of the train to rise sharply. At the rear, a low-temperature zone forms due to the action of the expansion wave system. This extreme temperature gradient poses a threat to the reliability of the car body materials and structure. Second, heat accumulation in a closed environment: The closed nature of the low-vacuum tube reduces the efficiency of traditional heat dissipation methods. If the train aerodynamic heat and equipment heat are directly discharged into the tube, the thermal environment will deteriorate, potentially destroying the superconducting stability of the magnetic levitation system or causing thermal deformation of the structure.

[0003] Traditional thermal management solutions have the following problems: First, they fail to fully consider the distribution characteristics of the hot and cold ends of the train, resulting in low energy recovery efficiency;

[0004] Second, the dynamic characteristics of aerodynamic heat and equipment heat are not distinguished, resulting in insufficient thermal management capabilities under high-temperature conditions;

[0005] Third, it failed to fully combine the low vacuum environment characteristics inside the pipeline, resulting in poor passive heat dissipation effect of the train. Summary of the Invention

[0006] In order to solve the problems existing in the above-mentioned prior art, the present invention proposes an adaptive thermal management system and control method for a low-vacuum tube maglev train. The system can automatically adjust the system operation mode according to the real-time temperature data of various parts of the train, so as to quickly collect, transmit, store, utilize and discharge the heat of various parts, realize the efficient management of aerodynamic heat and equipment heat, and provide an innovative solution for the safe operation and energy efficiency optimization of low-vacuum tube maglev trains.

[0007] An adaptive thermal management system for a low-vacuum tube maglev train, comprising an intelligent sensing module, a control module, a heat collection and transmission module, a phase change heat storage module, a thermoelectric power generation module, a radiation heat dissipation module, and a power storage and distribution module;

[0008] The intelligent sensing module is used to collect temperature information of the train surface, electronic equipment and phase change heat storage module in real time;

[0009] The control module is used to analyze and process the temperature information of the train surface and select a corresponding heat dissipation mode;

[0010] The heat collection and transmission module is used to collect and transmit aerodynamic heat and equipment heat respectively;

[0011] The phase change heat storage module is used to store heat generated by the equipment;

[0012] The thermoelectric power generation module is used to convert aerodynamic heat and equipment heat into electrical energy respectively;

[0013] The radiation heat dissipation module is used to discharge the received heat;

[0014] The power storage and distribution module is used to store the electric energy generated by the thermoelectric power generation module.

[0015] Furthermore, the heat collection and transmission module includes a heat pipe network, which adopts a tree-like branch layout, which is arranged in a trunk-branch form, with the trunk extending longitudinally along the vehicle body and the branches radiating toward the high-temperature area. At the same time, electronic equipment that directly generates heat using a single heat pipe is connected to the phase change heat storage module.

[0016] Furthermore, the thermoelectric power generation module includes an aerodynamic heat thermoelectric power generation module and an equipment heat thermoelectric power generation module. Both the aerodynamic heat thermoelectric power generation module and the equipment heat thermoelectric power generation module use the low temperature area at the rear of the train as the cold end. The hot end of the aerodynamic heat thermoelectric power generation module is the aerodynamic heat collected and transmitted by the heat collection and transmission module, and the hot end of the equipment heat thermoelectric power generation module is the equipment heat stored in the phase change heat storage module.

[0017] Furthermore, the radiation heat dissipation module includes a high-emissivity material provided on the surface of the train. When the surface temperature of the train is low, the module can directionally discharge the heat stored in the phase change material. When the surface temperature of the train is high, the module can radiate the heat from the surface of the train to the wall of the pipe, and then the wall of the pipe transfers the heat to the outside.

[0018] Furthermore, the power storage and distribution module includes a battery pack, which can store the electric energy generated by the thermoelectric power generation system and supply power to the intelligent sensing module, the control module and the electronic equipment in the train.

[0019] A control method for an adaptive thermal management system of a low-vacuum tube maglev train, for controlling an adaptive thermal management system of a low-vacuum tube maglev train, comprising:

[0020] The intelligent sensing module collects temperature data from the train surface, electronic equipment, and phase change heat storage module in real time. The control module analyzes and processes the temperature data and then selects the heat dissipation mode:

[0021] First, determine whether there is a low-temperature area at the rear end of the train. If so, it can be used as a cold source for thermoelectric power generation. At this time, the aerodynamic heat on the train surface and the heat from the internal equipment can be used as heat sources for thermoelectric power generation through the thermoelectric power generation module. The control module selects the "collection-use-exhaust" mode.

[0022] Otherwise, the train surface temperature is compared with the phase change heat storage module temperature. If the train surface temperature is higher than the phase change heat storage module temperature, the heat of the phase change heat storage module cannot be discharged through the radiation heat dissipation module, and the "collection-storage-discharge" mode is selected;

[0023] If the surface temperature of the train is lower than the temperature of the phase change heat storage module, the heat of the equipment will be discharged through the radiation heat dissipation module, and the "collection-discharge" mode will be selected.

[0024] Furthermore, the "collect-use-exhaust" mode is as follows: aerodynamic heat on the train surface is transferred to the thermoelectric power generation module through heat pipes as the hot end, and the low-temperature area at the rear of the train is used as the cold end for thermoelectric power generation. At the same time, the train surface continuously transfers heat to the pipe wall through the radiation heat dissipation module for exhaust, while equipment heat is first transferred to the phase change heat storage module for storage before thermoelectric power generation.

[0025] The "collection-storage-discharge" mode is as follows: the aerodynamic heat on the train surface is transferred to the pipe wall through the radiation heat dissipation module for discharge, while the equipment heat is transferred to the phase change heat storage module for storage;

[0026] The "collection-exhaust" mode is as follows: the aerodynamic heat on the surface of the train is transferred to the pipe wall through the radiation heat dissipation module for discharge, and the equipment heat is first transferred to the phase change heat storage module for short-term storage, and then the stored heat is transferred to the radiation heat dissipation module for discharge through the heat collection and transmission module.

[0027] Furthermore, the thermoelectric power generation module, the heat collection and transmission module, and the radiation heat dissipation module adopt adaptive passive control, including:

[0028] Thermoelectric power generation module: When a low-temperature area appears at the rear of the train (cold end temperature ≤ 20°C) and the temperature difference with the hot end is ≥ 50°C, the Seebeck effect triggers power generation; otherwise, it automatically shuts down when the temperature difference is insufficient.

[0029] Heat transfer rate regulation of the heat collection and transmission module: the evaporation-condensation rate of the working fluid in the heat pipe increases as the surface temperature of the train increases. The higher the temperature, the stronger the heat transfer capacity.

[0030] Radiative heat dissipation power matching of the radiative heat dissipation module: The radiative heat flux of high-emissivity materials strictly follows the Stefan-Boltzmann law, and the heat dissipation power increases exponentially as the temperature rises.

[0031] The beneficial effects of the present invention include:

[0032] (1) Higher energy recovery efficiency: Traditional solutions fail to take into account the distribution characteristics of the hot and cold ends of the train, resulting in low energy recovery efficiency. This invention utilizes the phenomenon of flow separation causing a low-temperature area at the rear of the train, and converts aerodynamic heat and equipment heat into electrical energy through a thermoelectric power generation module, achieving efficient energy recovery and utilization.

[0033] (2) Enhanced thermal management capabilities: Traditional solutions do not distinguish between the dynamic characteristics of aerodynamic heat and electronic equipment heat, resulting in insufficient thermal management capabilities under high-temperature conditions. The present invention manages aerodynamic heat and electronic equipment heat separately, formulates differentiated thermal management strategies for different operating states, and can more effectively control the temperature of electronic equipment.

[0034] (3) Better passive heat dissipation: Traditional solutions do not take into account the low vacuum environment characteristics inside the pipeline, and the passive heat dissipation effect is poor. The present invention uses a high-emissivity radiation coating and a radiation heat dissipation module. In a low vacuum environment, the radiation coating can be used to dissipate heat in a targeted manner through the pipeline wall regardless of the temperature conditions, achieving efficient passive heat dissipation. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 This is an overall architecture diagram of an adaptive thermal management system for a low-vacuum tube maglev train involved in an embodiment of the present application.

[0036] Figure 2 This is a heat pipe network layout diagram involved in the embodiment of this application

[0037] Figure 3 This is a flow chart of a control method for an adaptive thermal management system of a low-vacuum tube maglev train involved in an embodiment of the present application. DETAILED DESCRIPTION

[0038] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of this application.

[0039] Example 1

[0040] According to the record of “Numerical Calculation of Temperature Field of Low Vacuum Tube Maglev Train” in the 5th issue of Volume 41 of “Journal of Vacuum Science and Technology”, “Low vacuum tube maglev trains not only retain the advantages of maglev trains such as fast starting and braking, strong climbing ability, and less maintenance, but also the aerodynamic resistance and noise problems faced by trains during high-speed operation will be greatly reduced, so that the operating speed can reach more than 600km / h, and it has gradually become the focus of attention and research in many countries in the world. However, the existence of low vacuum tubes also exacerbates the temperature rise problem of trains during high-speed operation. The heat sources that generate heat during high-speed operation of low vacuum tube maglev trains include aerodynamic heat and heat generated by on-board heating equipment. On the one hand, as the pressure in the pipeline decreases within a certain range, the viscous resistance of the train when running in a low-pressure environment decreases, and the aerodynamic thermal effect generated by viscosity is reduced. However, in the train, During the operation of the train, as the vacuum degree of the pipeline increases, the air density in the pipeline will also decrease proportionally, resulting in a decrease in the heat carried away by the air. A large amount of heat accumulates in the heating equipment on the train and cannot be quickly dissipated, resulting in a rapid temperature rise, causing the equipment to overheat. On the other hand, as the speed of the train increases, the relative flow velocity of the gas on the surface of the heating equipment on the train increases, and the convective heat transfer coefficient between the outer surface of the equipment and the gas in the pipeline becomes larger, which is beneficial to the heat dissipation of the equipment on the train. However, the increase in the speed of the train also intensifies the viscous interaction between the gas in the pipeline and the outer surface of the train, which greatly increases the aerodynamic thermal effect. "It can be seen that due to the special application scenarios of low-vacuum pipeline maglev trains, a large amount of heat accumulates in the heating equipment on the train and cannot be quickly dissipated, resulting in a rapid temperature rise, causing the equipment to overheat, and as the speed of the train increases, the aerodynamic thermal effect of the train will also be intensified.

[0041] In order to comprehensively manage equipment heat and aerodynamic heat, this embodiment designs an adaptive thermal management system for low vacuum tube maglev trains, such as Figure 1 As shown, it includes an intelligent sensing module, a control module, a heat collection and transmission module, a phase change heat storage module, a temperature difference power generation module, a radiation heat dissipation module, and a power storage and distribution module;

[0042] The intelligent sensing module is used to collect temperature information of the train surface, electronic equipment and phase change heat storage module in real time;

[0043] The control module is used to analyze and process the temperature information of the train surface and select a corresponding heat dissipation mode;

[0044] The heat collection and transmission module is used to collect and transmit aerodynamic heat and equipment heat respectively;

[0045] The phase change heat storage module is used to store heat generated by the equipment;

[0046] The thermoelectric power generation module is used to convert aerodynamic heat and equipment heat into electrical energy respectively;

[0047] The radiation heat dissipation module is used to discharge the received heat;

[0048] The power storage and distribution module is used to store the electric energy generated by the thermoelectric power generation module.

[0049] The intelligent sensing module includes several temperature sensors, specifically dozens of them spaced apart on the train's surface. These sensors can capture surface temperature data. Temperature data is also collected by temperature sensors located in various electronic devices and the phase-change thermal storage module.

[0050] The heat collection and transmission module includes a heat pipe network, which adopts a tree-like branch layout. The layout is arranged in a trunk-branch form, with the trunk extending longitudinally along the vehicle body and the branches radiating toward the high-temperature area. At the same time, electronic equipment that directly generates heat using a single heat pipe is connected to the phase change heat storage module.

[0051] The heat pipe network uses Figure 2 The tree-like branch layout shown is arranged in a trunk-branch form, with the trunk extending longitudinally along the car body and the branches radiating toward the high-temperature area. This structural layout has a short heat transfer path and high efficiency, can efficiently capture heat from the surface of the train, and uses low-boiling-point working fluids (such as ammonia and acetone) to adapt to rapid startup in a low-vacuum environment. However, the structure of the heat pipe is relatively long, so a composite capillary wick (copper powder sintering + axial groove) is used to improve the working fluid reflux capacity.

[0052] The thermoelectric power generation module includes an aerodynamic heat thermoelectric power generation module and an equipment heat thermoelectric power generation module. Both the aerodynamic heat thermoelectric power generation module and the equipment heat thermoelectric power generation module use the low temperature area at the rear of the train as the cold end. The hot end of the aerodynamic heat thermoelectric power generation module is the aerodynamic heat collected and transmitted by the heat collection and transmission module, and the hot end of the equipment heat thermoelectric power generation module is the equipment heat stored in the phase change heat storage module.

[0053] Specifically, during the operation of the train, the aerodynamic heat and equipment heat of the train are relatively stable. The heat pipe network collects the heat to the position corresponding to the radiation heat dissipation module in the train as the hot end. Continuous heat transfer ensures the stability of the heat at the hot end. At this time, the temperature of the low-temperature area at the rear of the train, that is, the cold end, is also relatively stable, ensuring the efficiency of the entire temperature difference heating. At the same time, the temperature of the train will increase during the process of temperature difference power generation, thereby reducing the temperature gradient on the entire train surface, which is more conducive to the smooth operation of the train.

[0054] The direction of heat transfer in the heat pipe network is controlled by corresponding controller switches to ensure that heat is continuously accumulated at the designated hot end position in the middle of the train.

[0055] The layout of the heat pipe network is primarily driven by temperature gradients. Taking into account the temperature distribution during train operation (high temperature at the front and low temperature at the rear), the heat pipe network is divided into two levels:

[0056] ① Primary main heat pipe: runs through the middle of the vehicle longitudinally and serves as the main channel for heat transfer.

[0057] ② Secondary branch heat pipe: radiates densely from the main trunk to the high-temperature area of the front of the vehicle, quickly collecting the aerodynamic heat in the stationary area of the front of the vehicle.

[0058] Specific considerations for using the middle of the train as the hot end of thermoelectric power generation:

[0059] ① Temperature stability: The front of the train has the highest temperature due to aerodynamic heating, but this temperature fluctuates dramatically (affected by operating speed and pipe vacuum), making it unsuitable as a stable hot end. However, by concentrating the front aerodynamic heat and equipment heat to the center through a heat pipe network, a stable high-temperature zone can be formed. Because the temperature fluctuations in the rear low-temperature zone are also smaller, the temperature difference between the central and rear low-temperature zones can be maintained stably at 60-80°C, which also meets the minimum requirement of the thermoelectric power generation module (ΔT ≥ 50°C).

[0060] ② Thermodynamic efficiency: The efficiency of thermoelectric power generation is positively correlated with the temperature of the hot end. However, excessively high hot end temperatures (such as the front of the vehicle) can lead to a sharp increase in heat dissipation pressure at the cold end. Using the middle section as the hot end ensures power generation efficiency while preventing excessively high cold end temperatures.

[0061] ③ Engineering Feasibility: The central area is typically where train equipment compartments are concentrated, facilitating the close integration of thermoelectric power generation modules and power storage systems, reducing transmission losses. Furthermore, the temperature at the central hot end varies more slowly, enabling the self-regulating properties of heat pipes to achieve stable heat input without the need for complex active control.

[0062] The heat storage capacity of the phase-change heat storage module is comprehensively considered based on the heat generation conditions of the entire vehicle equipment. If the heat storage capacity of the phase-change heat storage module is designed based on the maximum heat generation of all the heat generation equipment in the train, the volume and weight of the phase-change heat storage module will be large, which will affect the operation of the train and cause waste of resources. This is because not all heat generation equipment will operate at the same time. Only a part of them will operate in a certain period of time. At this time, the heat generated by them is absorbed and stored by the phase-change heat storage module. Before the subsequent heat generation equipment operates, the phase-change heat storage module will release the stored heat, and the phase-change heat storage module can store heat again, thereby realizing efficient utilization of the phase-change heat storage module.

[0063] Specific design steps of phase change thermal storage module:

[0064] 1. Calculate the total heat generated by the equipment and determine the maximum amount of phase change material required

[0065] Determine the duration of a single train operation cycle and divide it into different operating phases (acceleration, cruising, braking). Analyze the start-stop status and power changes of equipment during each phase. Compute the rated power and dynamic power consumption curves of all heat-generating equipment. Introduce a safety factor (e.g., 1.2-1.5) to account for heat loss and extreme operating conditions, and determine the theoretical maximum amount of phase change material.

[0066] 2. Dynamic heat load optimization and phase change material reduction design

[0067] A time series model for equipment heating was established to analyze the peak and valley values of heat accumulation during different time periods. Dynamic simulations verified that the phase change material dosage was optimized to 70%-90% of the theoretical maximum while ensuring safe equipment temperature.

[0068] 3. Composite phase change material design

[0069] Select paraffin or fatty acid salts with high latent heat value and phase change temperature adapted to the operating temperature range of the equipment as the main phase change material, and add high thermal conductivity fillers (such as metal foam) to improve the heat storage rate.

[0070] 4. Module integration and verification

[0071] The composite phase change material is encapsulated in a lightweight metal container. Multi-physics coupling simulation is performed using simulation software to verify the temperature control capability of the thermal storage module under extreme operating conditions.

[0072] The radiation heat dissipation module includes a high-emissivity material arranged on the surface of the train. When the surface temperature of the train is low, the module can directionally discharge the heat stored in the phase change material. When the surface temperature of the train is high, the module can radiate the heat from the surface of the train to the wall of the pipe, and then the wall of the pipe transfers the heat to the outside world.

[0073] The power storage and distribution module includes a battery pack that can store the electrical energy generated by the thermoelectric power generation system and power the intelligent sensing module, control module and electronic equipment in the train.

[0074] Example 2

[0075] A control method for a low vacuum tube maglev train adaptive thermal management system is used to control a low vacuum tube maglev train adaptive thermal management system, such as Figure 2 Shown, including:

[0076] The intelligent sensing module collects temperature data from the train surface, electronic equipment, and phase change heat storage module in real time. The control module analyzes and processes the temperature data and then selects the heat dissipation mode:

[0077] First, determine whether there is a low-temperature area at the rear end of the train. The judgment condition is whether the temperature at the rear end of the train is below 20°C. If so, it can be used as a cold source for thermoelectric power generation. In this case, the aerodynamic heat on the surface of the train and the heat of the internal equipment are regarded as heat sources for thermoelectric power generation. The control module selects the "collect-use-exhaust" mode.

[0078] Otherwise, the train surface temperature is compared with the phase change heat storage module temperature. If the train surface temperature is higher than the phase change heat storage module temperature, the heat of the phase change heat storage module cannot be discharged by radiation heat dissipation, and the "collection-storage-discharge" mode is selected;

[0079] If the surface temperature of the train is lower than the temperature of the phase change heat storage module, the heat of the equipment will be discharged through the radiation heat dissipation module, and the "collection-discharge" mode will be selected.

[0080] The "collect-use-exhaust" model is as follows: aerodynamic heat on the train surface is transferred to the thermoelectric power generation module through heat pipes as the hot end, and the low-temperature area at the rear of the train is used as the cold end for thermoelectric power generation. At the same time, the train surface continuously transfers heat to the pipe wall through the radiation heat dissipation module for exhaust, while equipment heat is first transferred to the phase change heat storage module for storage before thermoelectric power generation.

[0081] The "collection-storage-discharge" mode is as follows: the aerodynamic heat on the train surface is transferred to the pipe wall through the radiation heat dissipation module for discharge, while the equipment heat is transferred to the phase change heat storage module for storage;

[0082] The "collection-exhaust" mode is as follows: the aerodynamic heat on the surface of the train is transferred to the pipe wall through the radiation heat dissipation module for discharge, and the equipment heat is first transferred to the phase change heat storage module for short-term storage, and then the stored heat is transferred to the radiation heat dissipation module for discharge through the heat collection and transmission module.

[0083] The thermoelectric power generation module, the heat collection and transmission module, and the radiation heat dissipation module adopt adaptive passive control, including:

[0084] Thermoelectric power generation module: When a low-temperature area appears at the rear of the train (cold end temperature ≤ 20°C) and the temperature difference with the hot end is ≥ 50°C, the Seebeck effect triggers power generation; otherwise, it automatically shuts down when the temperature difference is insufficient.

[0085] Heat transfer rate regulation of the heat collection and transmission module: the evaporation-condensation rate of the working fluid in the heat pipe increases as the surface temperature of the train increases. The higher the temperature, the stronger the heat transfer capacity.

[0086] Radiative heat dissipation power matching of the radiative heat dissipation module: The radiative heat flux of high-emissivity materials strictly follows the Stefan-Boltzmann law, and the heat dissipation power increases exponentially as the temperature rises.

[0087] The intelligent sensing module includes thermocouples arranged on the surface of the vehicle body and the surface of the equipment.

[0088] In terms of aerodynamic thermal management: When there is no low-temperature zone at the rear of the train, the thermoelectric power generation module cannot be activated. At this time, the heat on the train surface is mainly transferred directly to the pipe wall through the radiation coating and then discharged to the outside. When a low-temperature zone appears at the rear of the train, the thermoelectric power generation module is activated, and the low-temperature zone at the rear of the train is used as the cold end. The controller controls the heat pipe network to transfer the heat from the front of the train to the thermoelectric power generation module as the hot end, and then uses the temperature difference between the two to generate thermoelectric power. At the same time, the heat on the train surface can still be discharged in a directionally controlled manner through the radiation coating.

[0089] In terms of equipment thermal management: The core of equipment thermal management lies in the protection of electronic equipment. Therefore, the heat generated by the electronic equipment must first be transferred to the phase change thermal storage module through heat pipes to ensure the temperature safety of the electronic equipment. The intelligent control module then determines the heat transfer path based on the collected temperature data. When a low-temperature zone appears at the rear of the train, the thermoelectric power generation module is turned on, using the low-temperature zone as the cold end and the phase change thermal storage module as the hot end to perform thermoelectric power generation. When the low-temperature zone does not appear at the rear of the train, the thermoelectric power generation module is turned off. If the temperature of the train's outer surface is lower than that of the phase change thermal storage module, the controller connects the phase change thermal storage module to the tree-like branched heat pipe network on the train's surface. The heat pipe network transfers the heat in the phase change thermal storage module to the train's surface and then radiates it out. If the temperature of the train's outer surface is higher than that of the phase change thermal storage module, the controller disconnects the phase change thermal storage module from the train's surface, using only its own latent heat to store equipment heat.

[0090] The above-described embodiments merely represent specific implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of protection of the present application. It should be noted that a person skilled in the art would be able to make numerous variations and improvements without departing from the technical concept of the present application, and all such variations and improvements fall within the scope of protection of the present application.

Claims

1. An adaptive thermal management system for a low vacuum tube maglev train, characterized in that: It includes intelligent sensing module, control module, heat collection and transmission module, phase change heat storage module, temperature difference power generation module, radiation heat dissipation module, and power storage and distribution module; The intelligent sensing module is used to collect temperature information of the train surface, electronic equipment and phase change heat storage module in real time; The control module is used to analyze and process the temperature information of the train surface and select a corresponding heat dissipation mode; The heat collection and transmission module is used to collect and transmit aerodynamic heat and equipment heat respectively; The phase change heat storage module is used to store heat generated by the equipment; The thermoelectric power generation module is used to convert aerodynamic heat and equipment heat into electrical energy respectively; The radiation heat dissipation module is used to discharge the received heat; The power storage and distribution module is used to store the electric energy generated by the thermoelectric power generation module.

2. The adaptive thermal management system for a low vacuum tube maglev train according to claim 1, characterized in that: The heat collection and transmission module includes a heat pipe network, which adopts a tree-like branch layout. The layout is arranged in a trunk-branch form, with the trunk extending longitudinally along the vehicle body and the branches radiating toward the high-temperature area. At the same time, electronic equipment that directly generates heat using a single heat pipe is connected to the phase change heat storage module.

3. The adaptive thermal management system for a low vacuum tube maglev train according to claim 1, characterized in that: The thermoelectric power generation module includes an aerodynamic heat thermoelectric power generation module and an equipment heat thermoelectric power generation module. Both the aerodynamic heat thermoelectric power generation module and the equipment heat thermoelectric power generation module use the low temperature area at the rear of the train as the cold end. The hot end of the aerodynamic heat thermoelectric power generation module is the aerodynamic heat collected and transmitted by the heat collection and transmission module, and the hot end of the equipment heat thermoelectric power generation module is the equipment heat stored in the phase change heat storage module.

4. The adaptive thermal management system for a low vacuum tube maglev train according to claim 1, characterized in that: The radiation heat dissipation module includes a high-emissivity material arranged on the surface of the train. When the surface temperature of the train is low, the module can directionally discharge the heat stored in the phase change material. When the surface temperature of the train is high, the module can radiate the heat from the surface of the train to the wall of the pipe, and then the wall of the pipe transfers the heat to the outside world.

5. The adaptive thermal management system for a low vacuum tube maglev train according to claim 1, characterized in that: The power storage and distribution module includes a battery pack that can store the electrical energy generated by the thermoelectric power generation system and power the intelligent sensing module, control module and electronic equipment in the train.

6. A control method for an adaptive thermal management system of a low vacuum tube maglev train, characterized in that: An adaptive thermal management system for controlling a low vacuum tube maglev train according to any one of claims 1 to 5, comprising: The intelligent sensing module collects temperature data from the train surface, electronic equipment, and phase change heat storage module in real time. The control module analyzes and processes the temperature data and then selects the heat dissipation mode: First, determine whether there is a low-temperature area at the rear end of the train. If so, it can be used as a cold source for thermoelectric power generation. The aerodynamic heat on the train surface and the heat from internal equipment are treated as heat sources and thermoelectric power generation can be performed using the thermoelectric power generation module. The control module selects the "collection-use-exhaust" mode. Otherwise, the train surface temperature is compared with the phase change heat storage module temperature. If the train surface temperature is higher than the phase change heat storage module temperature, the heat in the phase change heat storage module cannot be discharged through the radiation heat dissipation module, and the "collection-storage-discharge" mode is selected. If the train surface temperature is lower than the phase change heat storage module temperature, the heat from the equipment will be discharged through the radiation heat dissipation module, and the "collection-discharge" mode will be selected.

7. The control method of the adaptive thermal management system of a low vacuum tube maglev train according to claim 6, characterized in that: The "collect-use-exhaust" model is as follows: aerodynamic heat from the train surface is transferred to the thermoelectric power generation module via heat pipes as the hot end, and the low-temperature area at the rear of the train is used as the cold end for thermoelectric power generation. At the same time, the train surface continuously transfers heat to the pipe wall through the radiation heat dissipation module for exhaust, while equipment heat is first transferred to the phase change heat storage module for storage before thermoelectric power generation. The "collection-storage-discharge" mode is as follows: aerodynamic heat on the train surface is transferred to the pipe wall through the radiation heat dissipation module for discharge, while equipment heat is transferred to the phase change heat storage module for storage; The "collection-exhaust" mode is as follows: the aerodynamic heat on the train surface is transferred to the pipe wall through the radiation heat dissipation module for discharge, while the equipment heat is first transferred to the phase change heat storage module for temporary storage, and then the stored heat is transferred to the radiation heat dissipation module for discharge through the heat collection and transmission module.

8. The control method of the adaptive thermal management system of a low vacuum tube maglev train according to claim 6, characterized in that: The thermoelectric power generation module, the heat collection and transmission module, and the radiation heat dissipation module adopt adaptive passive control, including: Thermoelectric power generation module: When a low-temperature area appears at the rear of the train and the temperature difference with the hot end reaches a threshold, the Seebeck effect triggers power generation; conversely, it automatically shuts down when the temperature difference is insufficient; Heat transfer rate regulation of the heat collection and transmission module: the evaporation-condensation rate of the working fluid in the heat pipe increases as the surface temperature of the train increases. The higher the temperature, the stronger the heat transfer capacity. Radiative heat dissipation power matching of the radiative heat dissipation module: The radiative heat flux of high-emissivity materials strictly follows the Stefan-Boltzmann law, and the heat dissipation power increases exponentially as the temperature rises.

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