A self-powered magneto-rheological vibration damping system and method suitable for transverse and vertical coupled vibration of high-speed normal-conductance maglev train

Abstract

The application discloses a self-powered magneto-rheological damping system and method suitable for transverse and vertical coupling vibration of a high-speed normal-conductance maglev train, and relates to the field of magnetic levitation. The system comprises: suspension electromagnets and guide electromagnets; suspension surface current collection coils and guide surface current collection coils for sensing magnetic field changes and generating induced electromotive force; an energy management system for rectifying, boosting and stabilizing the induced electromotive force and storing electric energy; an acceleration detection system for detecting transverse and vertical vibration acceleration of a train body; a control system for outputting control current according to vibration signals; transverse magneto-rheological dampers and vertical magneto-rheological dampers for outputting variable damping force according to the control current and inhibiting transverse and vertical vibration of the train body. The application realizes effective inhibition and energy recovery of transverse and vertical vibration without relying on current frequency division processing, thereby solving the decoupling control problem caused by active control noise in the normal-conductance maglev system.

Description

Technical Field

[0001] This invention relates to the field of magnetic levitation technology, and more particularly to attitude control, specifically a self-powered magnetorheological vibration reduction system and method for lateral and vertical coupled vibration of high-speed conventional maglev trains. Background Technology

[0002] High-speed maglev transportation systems, as the pinnacle of next-generation land transportation technology, have become an important component of transportation and represent the future direction of rail transit development due to their outstanding advantages such as high speed, low noise, strong climbing ability, and environmental friendliness. However, as operating speeds advance from 430 km / h to 600 km / h and even higher, the system's dynamic environment becomes increasingly complex, giving rise to a series of severe technical challenges. Among these, the lateral and vertical coupled vibration problem faced by trains at high speeds is particularly prominent. This vibration is mainly caused by the amplification of track irregularity excitation effects, the prominence of electromagnetic system time-delay characteristics, the exponential growth of aerodynamic loads, and the coupling of multi-source random disturbances. Specifically, it manifests as nonlinear dynamic fluctuations in the suspension air gap and intensified changes in the guide gap, which not only significantly increases the risk of instability in the suspension and guidance control system but also severely deteriorates passenger comfort.

[0003] To address the vibration issue of high-speed maglev trains, existing technologies are mainly optimized in two dimensions: first, by optimizing the parameters and upgrading the control algorithms of the electromagnetic levitation and guidance system itself to enhance its anti-interference capability and stability; and second, by introducing a passive or active suspension (vibration reduction) system between the car body and the suspension frame to isolate and attenuate the vibrations transmitted to the car body.

[0004] Traditional passive vibration reduction technologies, such as hydraulic dampers and rubber components, while simple and reliable in structure, have fixed damping parameters that cannot be adaptively adjusted according to actual operating conditions and vibration states, resulting in limited vibration reduction effects. More importantly, they waste valuable vibrational mechanical energy through frictional heat generation, which contradicts the concept of green and energy-saving transportation development. Although magnetorheological dampers (MRDs) technology achieves continuous, reversible, and rapid adjustment of damping force through their field-induced rheological effect, demonstrating great potential in the field of semi-active vibration reduction, their traditional applications typically rely on external power supplies for their excitation coils and control units. This not only increases system complexity and wiring difficulty but also leads to additional energy consumption, failing to fundamentally solve the problem of energy waste.

[0005] Therefore, it is necessary to improve upon the shortcomings of existing technologies in order to solve the above problems. Summary of the Invention

[0006] This invention overcomes the shortcomings of the prior art and provides a self-powered magnetorheological vibration reduction system and method suitable for the lateral and vertical coupled vibration of high-speed conventional maglev trains.

[0007] To achieve the above objectives, the technical solution adopted by the present invention is as follows: Firstly, the present invention provides a self-powered magnetorheological vibration reduction system suitable for the lateral-vertical coupled vibration of high-speed conventional maglev trains, comprising:

[0008] Suspension electromagnets and guide electromagnets are used to achieve levitation and guidance of trains, respectively.

[0009] The levitation surface current collector coil and the guide surface current collector coil are respectively installed between the levitation electromagnet and the levitation rail and between the guide electromagnet and the guide rail, for sensing changes in the magnetic field and generating induced electromotive force;

[0010] An energy management system, connected to the suspended surface current collector coil and the guide surface current collector coil, is used to rectify, boost, and stabilize the induced electromotive force, and store electrical energy.

[0011] An acceleration detection system is used to detect the lateral and vertical vibration acceleration of the vehicle body.

[0012] A control system, connected to the acceleration detection system and the energy management system, is used to output a control current based on the vibration signal;

[0013] The transverse magnetorheological damper and the vertical magnetorheological damper are respectively connected to the control system and are used to output variable damping force according to the control current to suppress the transverse and vertical vibration of the vehicle body.

[0014] The suspended surface current collector coil and the guide surface current collector coil are independently connected to the energy management system to achieve independent acquisition and processing of lateral and vertical vibration energy.

[0015] In a preferred embodiment of the present invention, the energy management system includes a rectifier module, a boost regulator module, and an energy storage module; the input end of the rectifier module is connected to the floating surface current collector coil and the guide surface current collector coil, and the output end is connected to the energy storage module via the boost regulator module; the energy storage module is connected to the control system, the transverse magnetorheological damper, and the vertical magnetorheological damper.

[0016] In a preferred embodiment of the present invention, the energy storage module includes a supercapacitor and a lithium battery, and is connected to a bus via a bidirectional DC / DC converter; the supercapacitor is used to respond to transient power demands, and the bidirectional DC / DC converter is used to adjust the terminal voltage of the supercapacitor.

[0017] In a preferred embodiment of the present invention, the lateral magnetorheological damper and the vertical magnetorheological damper are respectively installed between the vehicle body and the suspension frame to independently suppress lateral and vertical vibrations.

[0018] In a preferred embodiment of the present invention, the control system includes a signal processing unit and a current driving unit, used to calculate the ideal damping force based on the signal from the acceleration detection system and output the corresponding excitation current to the transverse magnetorheological damper and the vertical magnetorheological damper.

[0019] In a preferred embodiment of the present invention, the floating surface current collector coil and the guiding surface current collector coil are flat rectangular coil structures, made of solid thick copper wire or multi-strand parallel-wound wire.

[0020] Secondly, the present invention provides a magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system suitable for lateral-vertical coupled vibration of a high-speed conventional maglev train, comprising the following steps:

[0021] S1. The magnetic field changes in the transverse and vertical vibrations are induced by the current collector coils on the suspended surface and the current collector coils on the guide surface, respectively, to generate an induced electromotive force;

[0022] S2. The induced electromotive force is rectified, boosted and stabilized by the energy management system, and the electrical energy is stored and independently supplied to the transverse magnetorheological damper, the vertical magnetorheological damper and the control system.

[0023] S3. The lateral and vertical vibration acceleration of the vehicle body is detected in real time by the acceleration detection system. The control system calculates the ideal damping force based on the vibration acceleration signal and outputs the corresponding control current.

[0024] S4. The transverse magnetorheological damper and the vertical magnetorheological damper output variable damping forces according to the control current, so as to achieve independent suppression of transverse and vertical vibrations.

[0025] In a preferred embodiment of the present invention, in step S2, the power processing of the energy management system includes: rectifying the AC power through a single-phase full-wave rectifier circuit, smoothing it through a filter circuit, and then adjusting the voltage to a set value through a Boost chopper voltage regulator module.

[0026] In a preferred embodiment of the present invention, in step S3, the control system calculates the target excitation current based on the acceleration signal using a PID control algorithm.

[0027] In a preferred embodiment of the present invention, the energy harvesting and control processes of the lateral and vertical vibrations are independent of each other, which is used to achieve electromagnetic decoupling of mechanical vibrations.

[0028] This invention addresses the shortcomings of the prior art and has the following beneficial effects:

[0029] (1) This invention provides a self-powered magnetorheological vibration reduction system and method suitable for lateral and vertical coupled vibration of high-speed normal-conducting maglev trains. By separately placing the current collector coil on the suspension surface and the current collector coil on the guide surface, the magnetic flux change caused by lateral and vertical vibration is independently sensed. After being independently processed by the energy management system, combined with the independent control of the lateral / vertical magnetorheological damper by the control system, the lateral and vertical vibration can be separated and controlled, thereby eliminating the mutual interference of lateral and vertical vibration signals and realizing the physical decoupling of vibration energy in the acquisition stage. This improves the response accuracy of the vibration reduction system to complex coupled vibration, so that the high-speed maglev train can maintain a stable suspension attitude and smooth operation under different speeds and track conditions.

[0030] (2) In this invention, the magnetic energy changes between the levitation electromagnet and the levitation rail, and between the guide electromagnet and the guide rail of the high-speed normal-conducting maglev train are utilized. At the point where the magnetic lines of force are concentrated, the levitation surface collector coil and the guide surface collector coil are set up to recover vibration energy. Through an independent energy management channel, two parallel closed-loop paths from energy collection to energy utilization can be constructed to supply the lateral / vertical magnetorheological dampers respectively, thereby realizing the autonomous recovery and utilization of vibration energy. At the same time, the inherent working magnetic field of the maglev train is directly utilized, without the need to add an independent magnetic field source, simplifying the system structure. Thus, not only is the efficient recovery and utilization of vibration energy realized and the system's dependence on external energy reduced, but also the decoupling of lateral and vertical control is ensured from the energy distribution level, enhancing the reliability and efficiency of the system.

[0031] (3) In this invention, by using a control system based on acceleration sensor feedback to adjust the excitation current of the magnetorheological damper in real time, the vibration reduction system can be given adaptive capability, so that the damping force can be continuously and steplessly adapted to the complex and variable vibration conditions caused by different running speeds and track conditions, thereby improving the working condition adaptability of the vibration reduction system, which can broaden the effective working frequency band of the vibration reduction system, and ensure that the vehicle can provide the optimal damping force under different working conditions, thereby significantly improving the ride comfort and structural safety of the train. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 This is a schematic diagram of the structural principle of the self-powered magnetorheological vibration reduction system according to a preferred embodiment of the present invention;

[0034] Figure 2 This is a block diagram of the energy transfer process according to a preferred embodiment of the present invention;

[0035] In the diagram: 1. Vehicle body; 2. Suspension electromagnet; 3. Guide electromagnet; 4. Suspension surface collector coil; 5. Guide surface collector coil; 6. Suspension rail; 7. Guide rail; 8. Lateral magnetorheological damper; 9. Vertical magnetorheological damper. Detailed Implementation

[0036] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0037] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein. Therefore, the scope of protection of the invention is not limited to the specific embodiments disclosed below.

[0038] Application Overview:

[0039] In the prior art, such as the Chinese invention patent with publication number CN118934890A, a superconducting electric maglev vehicle electromagnetic induction self-powered self-sensing vibration reduction system is disclosed. This system senses the composite current signal generated when the vehicle vibrates through a single electromagnetic damping coil, and uses a preset LC resonant branch frequency division circuit to separate the mixed current according to frequency to the lateral and vertical magnetorheological dampers, thereby realizing the directional distribution of vibration energy and lateral and vertical decoupling control. Its core lies in relying on the unique static permanent magnetic field environment of the superconducting system to realize the passive frequency division processing of the induced current.

[0040] Among them, the superconducting magnetic levitation system utilizes the zero-resistance characteristic of superconducting materials at low temperatures to form a strong magnetic field. Its magnetic field environment is stable and does not require continuous power supply. It has a large levitation height, and the induced current component is relatively pure with obvious frequency characteristics, providing a physical basis for frequency division and decoupling. In contrast, the conventional magnetic levitation system relies on electromagnets made of conventional conductive materials to continuously generate a dynamic and controllable magnetic field to achieve levitation. The levitation gap is small, and the current needs to be actively controlled to maintain stability.

[0041] The applicant discovered that the aforementioned decoupling strategy based on current frequency division has structural limitations in the application of conventional magnetic levitation systems: because the levitation electromagnets of conventional magnetic levitation systems require a continuous supply of active regulating current to dynamically maintain the levitation gap, this control current introduces high-frequency electromagnetic noise, which, after mixing with the vibration-induced current, forms a mixed signal with severe spectral overlap and inseparability, causing the frequency division circuit to be unable to accurately identify and separate the true vibration frequency components; at the same time, conventional systems lack the static background magnetic field of superconducting systems, and their magnetic field is entirely dependent on the active generation of electrical energy and changes dynamically with the gap, exhibiting strong randomness in direction and high energy density but insufficient stability, and cannot provide stable and separable fundamental and harmonic components like superconducting systems, causing the passive frequency division method based on LC resonance to fail.

[0042] To address the aforementioned problems, this invention proposes a self-powered magnetorheological vibration reduction system and method suitable for lateral and vertical coupled vibrations in high-speed conventional maglev trains. By independently sensing the magnetic flux changes caused by lateral and vertical vibrations through separate current collector coils on the suspension surface and guide surface, the vibration energy is decoupled from its physical source. Combined with independently controlled magnetorheological dampers and energy management circuits, effective suppression of lateral and vertical vibrations and energy recovery are achieved without relying on current frequency division processing, thereby solving the decoupling control problem caused by active control noise in conventional maglev systems.

[0043] like Figure 1 As shown, a self-powered magnetorheological vibration damping system suitable for lateral and vertical coupled vibration of high-speed conventional maglev trains includes: a levitation electromagnet 2, a guide electromagnet 3, a levitation surface current collector coil 4, a guide surface current collector coil 5, an energy management system, an acceleration detection system, a control system, a lateral magnetorheological damper 8, and a vertical magnetorheological damper 9.

[0044] Specifically, the levitation electromagnet 2 and the guide electromagnet 3 are the basic components for the non-contact levitation and guidance of the conventional maglev train. The levitation electromagnet 2 is located at the bottom of the train and generates an electromagnetic attraction between itself and the levitation rail 6 below, thereby providing the support force required for the vertical levitation of the train. The guide electromagnet 3 is located on the side of the train and generates an electromagnetic attraction between itself and the lateral guide rail 7, providing the constraint force required for the lateral guidance of the train and ensuring that the train runs along the preset track.

[0045] In this embodiment, during the high-speed operation of the train, due to track irregularities, dynamic response of the electromagnetic system, aerodynamic load fluctuations, and various random disturbances, the train body 1 will inevitably experience lateral and vertical vibrations. These vibrations cause dynamic changes in the suspension gap between the levitation electromagnet 2 and the levitation rail 6, as well as the guiding gap between the guide electromagnet 3 and the guide rail 7.

[0046] Furthermore, in order to efficiently utilize vibration energy, a levitation surface current collector coil 4 is installed in the levitation gap between the levitation electromagnet 2 and the levitation rail 6 to sense the change in magnetic field strength or magnetic flux caused by the lateral vibration of the train, and then generate an induced electromotive force according to Faraday's law of electromagnetic induction.

[0047] Similarly, the guide surface collector coil 5 is installed in the guide gap between the guide electromagnet 3 and the guide rail 7 to sense the magnetic field changes caused by the vertical vibration of the train and generate a corresponding induced electromotive force; the suspension surface collector coil 4 and the guide surface collector coil 5 are independently connected to the energy management system. The way to independently collect and process the lateral and vertical vibration energy in physical space is a key step in realizing the decoupling of lateral and vertical vibration.

[0048] It should be noted that the levitation surface current collector coil 4 and the guide surface current collector coil 5 independently sense the magnetic flux changes caused by lateral and vertical vibrations. The energy collected by the two is processed independently by the energy management system. Combined with the independent control of the lateral / vertical magnetorheological damper 9 by the control system, the lateral and vertical vibrations can be separated and controlled, thereby eliminating the mutual interference of lateral and vertical vibration signals and realizing the physical decoupling of vibration energy in the acquisition stage. Compared with the existing technology that relies on a single coil induction and then uses circuit frequency division for signal separation, this method can avoid the separation failure problem caused by the high-frequency noise introduced by the active control current of the normal conducting system mixing with the vibration signal, ensuring the purity of the signal source. This improves the response accuracy of the vibration reduction system to complex coupled vibrations, enabling the high-speed maglev train to maintain a stable levitation attitude and smooth operation under different speeds and track conditions.

[0049] As a preferred embodiment, both the levitation surface current collector coil 4 and the guide surface current collector coil 5 adopt a flat rectangular coil structure to maximize the effective area of ​​the coil within a limited gap and optimize its coupling efficiency with the main magnetic field. The conductor material of the coil is preferably solid thick copper wire or multi-strand Litz wire. Using Litz wire can significantly reduce the AC resistance loss caused by the skin effect and proximity effect in the train vibration frequency range, thereby improving the energy harvesting efficiency. By optimizing the design of the number of turns and wire diameter of the coil, it is ensured that even under low amplitude and low frequency vibration conditions, the coil can induce sufficient electromotive force and provide considerable electrical energy output.

[0050] In this embodiment, the energy management system is used to achieve self-powered operation. Its input terminals are independently connected to the output terminals of the floating surface collector coil 4 and the guide surface collector coil 5, respectively, to ensure independent processing paths for lateral and vertical vibration energy. The system performs independent rectification, boosting and stabilization of the induced electromotive force and stores the generated electrical energy.

[0051] Specifically, the energy management system includes a rectifier module, a boost and voltage regulator module, and an energy storage module. The input of the rectifier module is independently connected to the floating surface current collector coil 4 and the guiding surface current collector coil 5, respectively, and its output is connected to the energy storage module through the boost and voltage regulator module. The energy storage module is connected to the control system, the transverse magnetorheological damper 8, and the vertical magnetorheological damper 9.

[0052] Furthermore, the power processing of the energy management system specifically includes the following steps: First, the output of the induction coil is an AC induced electromotive force, which needs to be converted into DC power by a rectifier module; In this embodiment, a synchronous single-phase full-wave rectifier circuit based on high-performance MOSFETs is preferred; Compared with traditional diode rectification, synchronous rectification can minimize rectification losses and voltage drops by replacing diodes with MOSFETs with low on-resistance, and its efficiency advantage is more obvious, especially in low-voltage, high-current output scenarios.

[0053] Secondly, the rectified pulsating DC power is smoothed by a filter circuit consisting of a high-capacity, low-equivalent series resistance (ESR) filter capacitor array. This filter capacitor array can effectively reduce voltage ripple and obtain a relatively flat DC voltage, providing a stable input for the subsequent boost regulator module.

[0054] Next, the smoothed DC voltage is regulated by a Boost chopper boost regulator module with maximum power point tracking (MPPT) to stabilize it to a preset DC bus voltage value, such as 12 volts. The MPPT function is crucial; by monitoring the output voltage and current of the energy harvesting coil in real time, it dynamically adjusts the input impedance of the Boost chopper to ensure that the rectifier side always operates at the maximum power output point, thereby maximizing the extraction of electrical energy from vibration. Finally, the generated electrical energy is stored in an energy storage module.

[0055] As a preferred embodiment, the energy storage module adopts a composite energy storage structure, specifically including a supercapacitor and a lithium battery; the two energy storage devices are connected to the main power bus through a bidirectional DC / DC converter.

[0056] Among them, supercapacitors, due to their extremely high power density and fast charging and discharging capabilities, are specifically designed to respond to transient power demands and high-frequency charging and discharging conditions within the system, such as the instantaneous large current demand generated by magnetorheological dampers when rapidly adjusting damping force; bidirectional DC / DC converters are used to precisely adjust the terminal voltage and charging and discharging current of supercapacitors to achieve coordinated operation and optimized energy distribution between them and lithium batteries.

[0057] Specifically, when the system power demand is low or there is surplus energy, the supercapacitor can feed energy back to the lithium battery; when the power demand increases suddenly, the supercapacitor will quickly discharge to replenish energy; the lithium battery is used to provide stable and continuous power supply and high energy density reserves, ensuring that the entire vibration reduction system can still obtain reliable power supply under long-term train operation or low vibration conditions. Its composite energy storage strategy takes into account both power response speed and energy storage capacity, significantly improving the system's power supply robustness.

[0058] In this embodiment, the acceleration detection system is installed on the car body 1 to detect the lateral and vertical vibration acceleration signals borne by the train car body 1 in real time.

[0059] For example, the acceleration detection system consists of a high-precision triaxial microelectromechanical system (MEMS) accelerometer array, which can accurately capture the dynamic response of the vehicle body 1 in different degrees of freedom; the acceleration signals it collects are the key inputs for the control system to perform vibration state assessment and damping force calculation.

[0060] In this embodiment, the input terminal of the control system is connected to the output terminal of the acceleration detection system to receive real-time vibration acceleration signals; its power supply terminal is connected to the output terminal of the energy management system to achieve self-powered operation; the control system outputs a control current for adjusting the damping force according to the received vibration acceleration signals.

[0061] In a preferred embodiment, the control system includes a signal processing unit and a current driving unit. The signal processing unit first receives and processes the raw vibration acceleration signal output by the acceleration detection system, including signal filtering, noise reduction, digitization, and necessary signal fusion and state estimation. Subsequently, the signal processing unit calculates the target damping force required under the current vibration state based on a preset control algorithm. The current driving unit then outputs the corresponding excitation current to the transverse magnetorheological damper 8 and the vertical magnetorheological damper 9 according to the target damping force calculated by the signal processing unit, so as to achieve real-time and precise control of the damping force.

[0062] Preferably, the control algorithm adopts a robust adaptive PID control algorithm based on the Skyhook principle. The Skyhook control strategy aims to simulate the ideal damping state of the vehicle body 1 suspended at a virtual "sky" reference point. By controlling the damper so that the damping force it generates is opposite to the direction of the absolute velocity of the vehicle body 1 relative to the "sky", the vibration of the vehicle body 1 can be effectively suppressed.

[0063] Furthermore, the adaptive PID control algorithm in this embodiment is enhanced on this basis. Its input parameters include the acceleration of the car body 1 and the acceleration of the suspension frame (or the speed and displacement information obtained by integration). By monitoring these parameters in real time, the algorithm can dynamically adjust the PID (proportional, integral, derivative) parameters to adapt to complex vibration conditions such as different operating speeds, track irregularities, and changes in aerodynamic loads. Its adaptive capability enables the vibration reduction system to continuously optimize the output of damping force, with minimizing the acceleration of the car body 1 as the main objective, while ensuring the stability of the suspension gap, thereby significantly improving the train's smoothness, ride comfort, and operational safety.

[0064] In this embodiment, the transverse magnetorheological damper 8 and the vertical magnetorheological damper 9 are used to output variable damping force according to the control current, and are respectively installed between the train body 1 and the suspension frame; the transverse magnetorheological damper 8 is arranged along the transverse axis of the train body 1, and is used to output variable transverse damping force according to the received control current to suppress the transverse vibration of the train body 1; the vertical magnetorheological damper 9 is arranged along the vertical axis of the train body 1, and is used to output variable vertical damping force according to the received control current to suppress the vertical vibration of the train body 1.

[0065] Specifically, the magnetorheological damper is filled with magnetorheological fluid, whose rheological properties can change rapidly and continuously under the action of an external magnetic field. When the excitation coil receives the excitation current from the control system, it generates a magnetic field, which acts on the magnetorheological fluid, causing its yield stress to change, thereby achieving precise stepless adjustment of the damping force.

[0066] like Figure 2 As shown, this invention provides a magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system suitable for lateral-vertical coupled vibration of high-speed conventional maglev trains, comprising the following steps:

[0067] S1. The magnetic field changes in the transverse and vertical vibrations are induced by the floating surface current collector coil 4 and the guide surface current collector coil 5, respectively, to generate an induced electromotive force.

[0068] S2. The lateral and vertical induced electromotive forces are input into the energy management system independently, so that the lateral and vertical energy harvesting paths are completely separated at the electrical level to avoid signal crosstalk and energy aliasing. The energy management system rectifies, boosts and regulates the two independent induced electromotive forces and stores the converted electrical energy in an independent energy storage module.

[0069] Specifically, this power processing first utilizes a synchronous single-phase full-wave rectifier circuit to efficiently convert the AC output from the induction coil into DC power, with a rectification efficiency exceeding 97% under rated load. Subsequently, the pulsating DC power is smoothed by a filter array composed of low-ESR capacitors, ensuring that the peak-to-peak ripple voltage is less than 0.5% below the system requirement. Next, a Boost chopper boost regulator module with MPPT function stably boosts the DC voltage to the 12V DC bus voltage, with an MPPT efficiency exceeding 90% under typical vibration conditions, ensuring maximum energy extraction. Finally, the generated power is stored in a composite energy storage module composed of supercapacitors and lithium batteries. The supercapacitors rapidly respond to high-frequency power demands through a bidirectional DC / DC converter, while the lithium batteries provide long-term stable power supply. The stored power independently supplies the transverse magnetorheological damper 8, the vertical magnetorheological damper 9, and the control system, forming a completely self-sufficient operating mode.

[0070] S3. The lateral and vertical vibration acceleration of the vehicle body 1 is detected in real time by the acceleration detection system. The detected signal is collected by a high-precision sensor at a sampling frequency of not less than 200 Hz and preprocessed by analog-to-digital conversion, digital filtering and other processes to ensure data quality. The control system receives the acceleration signal and calculates the ideal lateral and vertical damping forces that match the current vibration state based on the preset adaptive control algorithm, and then outputs the corresponding lateral and vertical excitation control current.

[0071] Among them, the ideal damping force in the lateral and vertical directions refers to the target damping force that the control system calculates based on the real-time vibration state and combined with the vehicle dynamic characteristics in the self-powered magnetorheological vibration reduction system of the high-speed normal-conducting maglev train, which can optimally suppress the current vibration. It is used to provide control basis for the dynamic adjustment of the lateral magnetorheological damper 8 or the vertical magnetorheological damper 9. When the acceleration detection system captures the lateral and vertical vibration signal between the car body 1 and the suspension frame, the control system analyzes the intensity and characteristics of the vibration through the built-in algorithm, and comprehensively considers the vibration suppression effect and system energy consumption to determine a theoretically optimal damping force value, that is, the ideal damping force. Subsequently, the control system calculates the current required for the excitation coil of the magnetorheological damper based on the ideal damping force, and changes the magnetic field strength of the magnetorheological fluid by adjusting the current, so that the actual output damping force of the damper dynamically approaches the ideal damping force, thereby realizing adaptive vibration reduction under different vibration conditions, and ultimately improving the suspension stability, running smoothness and ride comfort of the train.

[0072] In this step, the control system employs a robust adaptive PID control algorithm. This algorithm combines the advantages of the Skyhook control strategy and dynamically adjusts the PID parameters to adapt to vibration conditions of different frequencies and amplitudes by monitoring the relative speed and acceleration of the vehicle body 1 and the suspension frame in real time. Its core is to ensure that the system can always provide the optimal damping force under a wide range of operating conditions through online parameter estimation and adjustment. For example, the objective function is set to minimize the RMS acceleration of the vehicle body 1, while strictly limiting the fluctuation range of the suspension gap to prevent collision.

[0073] S4, the transverse magnetorheological damper 8 and the vertical magnetorheological damper 9 independently adjust the yield stress of their internal magnetorheological fluid according to the received transverse and vertical excitation control currents, respectively.

[0074] The adjustment process has an extremely short response time, typically completed within milliseconds, allowing the damping force to change rapidly and continuously. By precisely controlling the yield stress of the magnetorheological fluid, the damper outputs variable lateral and vertical damping forces, achieving precise and independent suppression of the lateral and vertical vibrations of the train body 1. Within the full damping force range, the magnetorheological damper can provide a damping force adjustment range of up to 4000 N, exhibiting excellent linearity and repeatability.

[0075] The energy harvesting, processing, and control processes for lateral and vertical vibrations achieved by this invention operate independently throughout the entire system. This means that each vibration direction has an independent current collector coil, an independent energy management branch, an independent accelerometer signal processing channel, and an independent magnetorheological damper control channel. This complete physical and electrical decoupling at the electromechanical level fundamentally avoids the interference of high-frequency electromagnetic noise introduced by the active control current of traditional conventional maglev trains on the vibration reduction signal, thereby solving the problem of electromagnetic decoupling and precise suppression of lateral and vertical mechanically coupled vibrations.

[0076] To further illustrate the technical advantages of the present invention more clearly, a detailed description is provided below through an embodiment.

[0077] Example 1: Detailed parameter design and implementation taking vertical vibration of a suspension system as an example

[0078] This embodiment takes the vertical vibration of the suspension system of a high-speed conventional maglev train as a specific application scenario, and elaborates in detail the parameter design, implementation method and working process of key components in the self-powered magnetorheological vibration reduction system.

[0079] In this embodiment, the dimensions of both the levitation electromagnet 2 and the corresponding collector coil are 250 mm × 300 mm. The nominal air gap of the system during stable levitation is... g o ≈10 mm, under this air gap, the magnetic induction intensity at the center of the collector coil Bo ≈1T, suspension frame vibration frequency domain f and amplitude A z The Hz is 5 Hz / ±5 mm; the vehicle body has a mass of 20 tons and is supported by four air springs, each with a stiffness of 5 Hz / ±5 mm. k ≈1.9×10 5 N / m / piece.

[0080] It should be noted that the current collector coil is crucial for energy recovery; its induced electromotive force is calculated based on the principle of magnetic gap modulation, using magnetic gap modulation to estimate the voltage per turn; vibration causes air gap... g ( t The change in magnetic field strength is caused by the change in magnetic field strength, and the calculation formula is as follows: , This represents the change in air gap caused by vibration, approximately (Ignoring magnetic saturation), near the small signal, we have: ;

[0081] Induced electromotive force: Vertical vibration displacement z ( t Equivalent to ;

[0082] Peak value of induced electromotive force , mean induced electromotive force ;

[0083] in, B ( z This indicates the relationship between the air gap magnetic field and the vertical gap / air gap. It represents the minute change in magnetic flux density caused by a minute change in the air gap; It represents a minute change in the suspended air gap; It is the speed of vibration;

[0084] Substituting into this embodiment: coil area A =0.25 * 0.30 = 0.075 m 2 , B o =1 T, g o =0.01 m, mT / m, f =5 Hz, A z =0.005 m. Calculate 2 πfA z =0.15708, then the peak value of the induced electromotive force is: V, mean induced electromotive force V / turn.

[0085] It should be noted that if the amplitude is less than 5 mm, it can be scaled linearly; if the gap is small, it may approach saturation. B ( z (>1.6–2 T), can Take 60–80 T / m as a conservative estimate.

[0086] Furthermore, to ensure the system can still start effectively under low amplitude conditions, the number of coil turns needs to be determined appropriately. N The average no-load DC voltage after single-phase full-wave rectification is approximately... (Synchronous rectification approximation), it is expected that in the half-amplitude operating condition (e.g.: A z =2.5 mm→ When the voltage is ≥6-8 V after rectification (V / turn), it is convenient to boost the voltage, so the number of turns is chosen. N Approximately 16-22 turns; at full width of 5 mm, N When the value is 16, the voltage is approximately 12 V.

[0087] In this embodiment, the following is selected N =16 turns, the circumference of a single turn of the collector coil is approximately L turn ≈1.1 m, total length L = N *1.1=17.6 m; using a cross-sectional area of ​​1.31 mm 2 Wound with solid copper wire (approximately AWG16 specification); therefore, the total resistance of the collector coil is approximately R =0.226 Ω, collector system matching load P max ≈ V rms 2 / (4 R ), number of turns N =16, total voltage of collector coil after considering number of turns. V rms ≈0.833*16=13.33 V; after rectification + DC / DC, it is about 140W usable, and theoretically the recoverable power is enough to drive multiple magnetorheological dampers.

[0088] It is understandable that the above calculations are based on a linear model and ignore magnetic saturation. However, the magnetic field may approach saturation at the small gap end (e.g., ...). B ( z If the load is greater than 1.6 T, a conservative design can be adopted. The value should be appropriately reduced to 60–80 T / m to ensure the reliability of the system design.

[0089] Specifically, when the train is running, the suspension frame vibrates vertically, causing the suspension air gap to change within a range of ±5mm above and below a 10mm reference. This change is induced by the current collector coil on the suspension surface, generating an alternating electromotive force with a frequency of 5Hz and an amplitude proportional to the vibration velocity. After the electrical energy is collected, it powers the vertical magnetorheological damper 9 through the energy management system. At the same time, the acceleration sensor detects the vertical vibration acceleration, and the control system calculates and outputs the optimal control current to the damper in real time based on this signal, adjusting its damping force, thereby effectively suppressing the vertical vibration of the car body 1.

[0090] This embodiment, through specific parameter design and theoretical calculation, proves that under the typical low-frequency, large-amplitude vertical vibration conditions of high-speed maglev trains, the system described in this invention can recover considerable energy from the vibration, which is sufficient to support the operation of the magnetorheological damper and its control system, thus achieving true self-powering. At the same time, it demonstrates the system's ability to work stably under partial load (half amplitude) conditions, ensuring the system's robustness and practicality.

[0091] The above description is based on the preferred embodiments of the present invention. It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered exemplary and non-limiting in all respects. The scope of the invention is defined by the appended claims rather than the foregoing description, and all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0092] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system suitable for lateral-vertical coupled vibration of a high-speed conventional maglev train, characterized in that, include: Suspension electromagnets and guide electromagnets are used to achieve levitation and guidance of trains, respectively. The levitation surface current collector coil and the guide surface current collector coil are respectively installed between the levitation electromagnet and the levitation rail and between the guide electromagnet and the guide rail, for sensing changes in the magnetic field and generating induced electromotive force; An energy management system, connected to the suspended surface current collector coil and the guide surface current collector coil, is used to rectify, boost, and stabilize the induced electromotive force, and store electrical energy. An acceleration detection system is used to detect the lateral and vertical vibration acceleration of the vehicle body. A control system, connected to the acceleration detection system and the energy management system, is used to output a control current based on the vibration signal; The transverse magnetorheological damper and the vertical magnetorheological damper are respectively connected to the control system and are used to output variable damping force according to the control current to suppress the transverse and vertical vibration of the vehicle body. The suspended surface current collector coil and the guide surface current collector coil are independently connected to the energy management system to achieve independent acquisition and processing of transverse and vertical vibration energy. The magnetorheological vibration reduction method includes the following steps: S1. The magnetic field changes in the transverse and vertical vibrations are independently sensed by the current collector coils on the suspended surface and the current collector coils on the guide surface, respectively, to generate an induced electromotive force; S2. The induced electromotive force is input into the energy management system for independent rectification, boosting and stabilization, and energy storage. The energy management system rectifies, boosts and stabilizes the induced electromotive force in the lateral and vertical directions through independent processing paths, and stores the generated energy in the energy storage module. The energy is independently supplied to the lateral magnetorheological damper, the vertical magnetorheological damper and the control system. The energy management system's power processing includes: a) efficiently converting the AC power output from the induction coil into DC power using a synchronous single-phase full-wave rectifier circuit; b) smoothing the DC power through a filter array composed of low-ESR capacitors; c) using a Boost chopper boost regulator module with MPPT function to stably boost the DC voltage to a 12V DC bus voltage; and d) storing the generated power in a composite energy storage module composed of supercapacitors and lithium batteries. S3. The lateral and vertical vibration acceleration of the vehicle body is detected in real time by the acceleration detection system. After analog-to-digital conversion and digital filtering preprocessing, the control system calculates the ideal lateral and vertical damping forces based on the processed vibration acceleration signals using an adaptive control algorithm, and outputs the corresponding lateral and vertical excitation control currents. S4. The transverse magnetorheological damper and the vertical magnetorheological damper independently adjust the yield stress of their internal magnetorheological fluid according to the received transverse and vertical excitation control currents, and output variable transverse damping force and vertical damping force to achieve independent suppression of transverse and vertical vibrations.

2. The magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system for lateral and vertical coupled vibration of a high-speed conventional maglev train, as described in claim 1, is characterized in that: The energy management system includes a rectifier module, a boost and voltage regulator module, and an energy storage module. The input end of the rectifier module is connected to the floating surface current collector coil and the guide surface current collector coil, and the output end is connected to the energy storage module via the boost and voltage regulator module. The energy storage module is connected to the control system, the transverse magnetorheological damper, and the vertical magnetorheological damper.

3. The magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system for lateral-vertical coupled vibration of a high-speed conventional maglev train, as described in claim 2, is characterized in that: The energy storage module includes a supercapacitor and a lithium battery, and is connected to the bus via a bidirectional DC / DC converter; the supercapacitor is used to respond to transient power demands, and the bidirectional DC / DC converter is used to regulate the terminal voltage of the supercapacitor.

4. The magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system for lateral and vertical coupled vibration of a high-speed conventional maglev train, as described in claim 1, is characterized in that: The lateral magnetorheological damper and the vertical magnetorheological damper are respectively installed between the vehicle body and the suspension frame to independently suppress lateral and vertical vibrations.

5. The magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system for lateral-vertical coupled vibration of a high-speed conventional maglev train, as described in claim 1, is characterized in that: The control system includes a signal processing unit and a current driving unit, which are used to calculate the ideal damping force based on the signal from the acceleration detection system and output the corresponding excitation current to the transverse magnetorheological damper and the vertical magnetorheological damper.

6. The magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system for lateral-vertical coupled vibration of a high-speed conventional maglev train, as described in claim 1, is characterized in that: The floating surface current collector coil and the guiding surface current collector coil are flat rectangular coil structures, made of solid thick copper wire or multi-strand parallel-wound wire.

7. The magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system for lateral-vertical coupled vibration of a high-speed conventional maglev train, as described in claim 1, is characterized in that: In step S3, the control system uses a PID control algorithm based on the acceleration signal to calculate the target excitation current.

8. The magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system for lateral-vertical coupled vibration of a high-speed conventional maglev train, as described in claim 1, is characterized in that: The energy harvesting and control processes for the lateral and vertical vibrations are independent of each other, which is used to achieve electromagnetic decoupling of mechanical vibrations.

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