CN115723582A - High-temperature superconducting maglev train structure and control method thereof - Google Patents
High-temperature superconducting maglev train structure and control method thereof Download PDFInfo
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Abstract
The invention provides a high-temperature superconducting maglev train structure and a control method thereof, and relates to the technical field of rail transit, and the high-temperature superconducting maglev train structure comprises a train body and a first suspension frame, wherein the first suspension frame is arranged at the bottom of the train body, both sides of the first suspension frame are respectively provided with a brake assembly, the brake assemblies comprise an electromechanical brake and a permanent magnet eddy current brake, the bottom of the first suspension frame is provided with a low-temperature Dewar and a rotor, a superconducting block is arranged in the low-temperature Dewar, the superconducting block interacts with a lower permanent magnet rail after reaching a superconducting state to realize stable suspension of the train, the whole train adopts an all-carbon fiber light-weight train body, a streamline train body has good aerodynamic characteristics, and adopts a rail-holding train structure to ensure that the train runs more safely, a synchronous linear motor provides traction, the highest design time speed can reach over 600 kilometers, and ultrahigh-speed running is realized.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a high-temperature superconducting maglev train structure and a control method thereof.
Background
The high-temperature superconducting magnetic levitation vehicle is a self-stabilizing levitation system without active control, is a subversive technology in the field of rail transit, and realizes stable levitation of a vehicle body through electromagnetic acting force between a vehicle-mounted high-temperature superconducting block and a ground permanent magnet rail. The whole vehicle system mainly comprises three parts, namely a vehicle-mounted superconducting block and a low-temperature system thereof, a ground track system and a linear driving system. In 2000, the southwest transportation university successfully developed the first manned high-temperature superconducting magnetic levitation test vehicle in the world, and then, the Russian Moscow aviation college and the German Dresden solid materials research institute also successfully developed the manned high-temperature superconducting magnetic levitation test vehicle in succession, and the Brazil Reneilu Federal university, the Japan Industrial and technical research institute, the Italy La Qula university and the like also developed model test vehicles and are advancing the relevant engineering application research. The southwest traffic university always focuses on the engineering research of high-temperature superconducting magnetic levitation vehicles, and in 2013, the first high-temperature superconducting magnetic levitation annular experimental line 'Super-maglev' in the world is successfully developed, and the highest running speed is 50km/h; in 2014, a world first vacuum pipeline high-temperature superconducting magnetic levitation traffic test system is built; in 2019, a high-temperature superconducting magnetic suspension high-speed operation simulation test bed is built, and the highest test speed reaches 430km/h; formally starting the multi-state coupling rail transit moving die test platform in 5 months in 2020, and building in 2023 years in plan, wherein a project mainly builds an overhead ultrahigh-speed vacuum pipeline traffic test line with the length of 1620m, the inner diameter of a pipeline of 3m, the lowest pressure of 0.005 standard atmospheric pressure and the highest test speed of 1500km/h and related supporting facilities; in 2021, the first high-temperature superconducting high-speed magnetic suspension engineering sample car and the test line in the world were successfully used. The high-temperature superconducting magnetic suspension has the unique advantages of static suspension, no inherent magnetic resistance, light dead weight, simple structure, energy conservation, safety, comfort, no electromagnetic pollution and the like. The technology has important application prospect in the full speed domain, in particular to the high-speed rail transit with the speed per hour of more than 600 kilometers, the near sonic speed in the future, even the supersonic speed vacuum pipeline transportation, the electromagnetic boosting/launching and the aerospace field. The high-temperature superconducting maglev system is safe, reliable, economical and controllable in technology, the suspension guide system, the vehicle system, the line and magnetic track system and the traction and brake system have engineering application conditions, and meanwhile, in order to accelerate development of test line construction and realize high-speed running tests to promote engineering application of high-temperature superconducting high-speed maglev, a high-temperature superconducting maglev train capable of being applied in engineering is urgently needed.
Disclosure of Invention
The invention aims to provide a high-temperature superconducting maglev train structure and a control method thereof so as to promote the construction of an engineering test line. In order to achieve the purpose, the technical scheme adopted by the invention is as follows:
in a first aspect, the present application provides a high temperature superconducting maglev train structure, comprising: the low-temperature Dewar type suspension frame comprises a vehicle body and a first suspension frame, wherein the first suspension frame is arranged at the bottom of the vehicle body, two sides of the first suspension frame are respectively provided with a brake assembly, each brake assembly comprises an electromechanical brake and a permanent magnet eddy current brake, the bottom of the first suspension frame is provided with a low-temperature Dewar and a rotor, and superconducting blocks are arranged in the low-temperature Dewar; and the second suspension frame is arranged at the bottom of the vehicle body, and the structure of the second suspension frame is different from that of the first suspension frame.
In a second aspect, the present application also provides a high-temperature superconducting maglev train control method, including:
the position of the vehicle body is adjusted through the centering device, so that the low-temperature Dewar is positioned right above the permanent magnet track;
starting a lifting motor to lift the vehicle body, and adjusting the vertical gap between the lower surface of the Dewar and the upper surface of the permanent magnet track to be 40-45 mm;
performing vacuum extraction on an outer cavity of the low-temperature Dewar, and adjusting the air pressure to a preset value;
filling liquid nitrogen into the inner cavity of the low-temperature Dewar through the liquid filling port of the low-temperature Dewar, and making the superconducting block material in the low-temperature Dewar enter a superconducting state;
starting a lifting motor to lower the vehicle body until the supporting wheels are suspended; in the process of lowering, the superconducting bulk material and the permanent magnet track interact with each other, and the low-temperature Dewar floats to the permanent magnet track, wherein the suspension height of the superconducting bulk material is 10-20mm;
first current is input to the stator, the stator and the rotor interact with each other to generate longitudinal driving force in a first direction to drag the vehicle body to run, no magnetic resistance exists in the advancing direction when the vehicle body runs, and meanwhile, when a curve is crossed, the permanent magnet eddy current brake generates normal force relative to the first direction to force the low-temperature Dewar to return to the position right above the permanent magnet track;
inputting a second current to the stator, wherein the first current and the second current are opposite, the coil and the rotor interact to generate a longitudinal braking force in a second direction to enable the vehicle body to run at a reduced speed, and the first direction is opposite to the second direction; in emergency, the speed is reduced through the interaction of the permanent magnet eddy current brake and the induction plate, and the parking brake is realized through the mechanical friction between the electromechanical brake and the abrasion plate at low speed;
and after the low-temperature Dewar reaches the destination, starting the lifting motor to lower the supporting wheels, enabling the supporting wheels to land and touch the ground, and closing the lifting motor when the vertical gap between the lower surface of the low-temperature Dewar and the upper surface of the permanent magnet track is 40-45 mm.
The invention has the beneficial effects that:
according to the invention, based on the high-temperature superconducting pinning suspension principle, the vehicle body can not shake up and down, left and right as if being pricked in a wood board during operation, and can only operate along a permanent magnet track, and is electrified and driven, and stably suspended when power is off, so that the safety and the stability of the vehicle operation are greatly improved; meanwhile, the highest design speed can reach more than 600km/h, the limitation of the domestic independently designed medium-low speed traditional normally-conductive electromagnetic suspension train on the running speed is broken through, the limit of the running speed of a wheel rail system is broken through, and the ultrahigh-speed running is favorably realized.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the embodiments of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
FIG. 1 is a side view schematically showing a structure of a vehicle body according to embodiment 1;
FIG. 2 is a schematic bottom view of the vehicle body according to embodiment 1;
FIG. 3 is a schematic front view of the second suspension according to example 1;
FIG. 4 is a schematic top view of the second suspension of example 1;
FIG. 5 is a schematic front view of the first suspension of embodiment 1;
FIG. 6 is a schematic top view of the first suspension of example 1;
fig. 7 is a schematic cross-sectional view of the track beam described in embodiment 1;
the labels in the figure are: 1. a vehicle body; 2. a second suspension frame; 3. a first suspension frame; 4. a third suspension frame; 5. an electromechanical brake; 6. an air spring; 7. a low temperature dewar; 8. a support wheel; 9. a lifting motor; 10. a single pull rod traction assembly; 11. a permanent magnet eddy current brake; 12. a cross beam; 13. a transverse shock absorber; 14. a stringer; 15. a zigzag drawbar assembly; 16. a mover; 17. a vehicle-mounted signal transmitter; 18. a brake plate; 19. a permanent magnet track; 20. a running rail; 21. a stator; 22. a coil support frame; 23. a track beam; 24. and (4) crossing the induction loop wire.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be obtained by a person skilled in the art without inventive step based on the embodiments of the present invention, are within the scope of protection of the present invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined or explained in subsequent figures. Meanwhile, in the description of the present invention, the terms "first", "second", and the like are used only for distinguishing the description, and are not to be construed as indicating or implying relative importance.
It should be noted that fig. 1 shows a reference coordinate system, where the X direction is the train traveling direction, the Y direction is perpendicular to the train traveling direction, and the Z direction is the vertical direction.
As shown in fig. 1, the present embodiment provides a high temperature superconducting maglev train structure.
Fig. 1 and 2 show the present embodiment including a vehicle body 1 and a first suspension 3. It should be noted that fig. 1 shows only the head part of the vehicle body 1, wherein the suspensions provided below the intermediate vehicle are the third suspensions 4 mentioned below. Wherein, first suspension 3 sets up in the bottom of automobile body 1, and the both sides of first suspension 3 all are equipped with braking component, and braking component includes electromechanical brake 5 and permanent magnetism vortex brake 11, and the bottom of first suspension 3 is equipped with low temperature dewar 7 and active cell 16, is equipped with superconducting block in the low temperature dewar 7. Wherein, a permanent magnet track 19 and a stator 21 matched with the permanent magnet track are also arranged on the running line of the vehicle body 1. In the application, specifically, the track beam 23 is further included, referring to fig. 7, a traveling groove is formed in the track beam 23, and the first suspension frame 3 is located in the traveling groove. Meanwhile, in the application, because the superconducting block material and the permanent magnet are matched to form a high-temperature superconducting pinning suspension phenomenon, when the vehicle body 1 runs, due to the pinning characteristic of the superconducting block material, a train runs along the permanent magnet track 19, is powered on and driven, is powered off and stably suspends, and the safety and the stability of vehicle running are greatly improved.
Specifically, the application also provides a structure of the permanent magnet track 19, wherein the permanent magnet track 19 is formed by splicing single permanent magnets (neodymium iron boron) according to Halbach arrangement and is installed on the track beam 23, and the track beam 23 is of a cement structure and is a bearing base body. The interaction of the low temperature dewar 7 with the permanent magnet track 19 provides levitation and guidance forces to the system. Through the arrangement, the superconducting blocks in the low-temperature Dewar 7 and the permanent magnet track 19 provide suspension force and guiding force, noise and running resistance during vehicle running are reduced, wheel train loss is reduced, the limitation of a domestic independently designed medium-low-speed conventional normally-conducting electromagnetic levitation train on running speed is broken through, the limit of running speed of a wheel track system is broken through, the highest design speed can reach 600km/h, and ultrahigh-speed running is facilitated. And the steering system is completed by the cooperation of the superconducting blocks and the permanent magnet track 19, so that the arrangement of the steering system is reduced, and the maintenance is more convenient. Besides, except the parking braking stage, the rest driving processes are non-contact driving, no mechanical friction exists, the noise is low, the pollution is low, the loss is low, and the maintenance is easy; suspension and guidance do not consume power, only consume energy during driving, and only supplement cheap liquid nitrogen to maintain a superconducting state, so that the energy is saved; the superconducting bulk and the permanent magnet track 19 provide suspension force and guiding force to enable suspension and guiding to be integrated, a complex control system and a complex mechanical structure are not needed, and the system is light in weight and simple in structure.
With continued reference to fig. 1 and 2, the vehicle further includes a second suspension frame 2 and a third suspension frame 4, the second suspension frame 2 is disposed at the bottom of the vehicle body 1, and the structure of the second suspension frame 2 is different from that of the first suspension frame 3; the third suspension frame 4 is arranged at the bottom of the vehicle body 1, and the structure of the third suspension frame 4 is the same as that of the first suspension frame 3. The above mentioned structure refers to a basic configuration, specifically, the second suspension frame 2 is of a single-pull rod type, and the first suspension frame 3 is of a zigzag pull rod type. The Z-shaped traction pull rod assembly 15 of the third suspension frame 4 and the first suspension frame 3 and the single pull rod traction assembly 10 of the second suspension frame 2 connect the vehicle body and the bogie in a longitudinal direction (advancing direction) in a joint mode, and transmit traction force and braking force and various impact forces between the vehicle body and the bogie. The Z-shaped traction pull rod assembly can rotate at a certain angle when a vehicle passes a curve, balance a certain transverse force and facilitate the vehicle to pass the curve, but the structure is complex and the cost is high; the single-pull-rod type traction structure cannot rotate, so that the performance of passing a curve is inferior to that of a Z-shaped traction pull rod structure, but the structure is simple and the cost is lower; the combination of the two can reduce the manufacturing cost.
And further, the structure of the multiple suspensions in the present application is explained. Specifically, referring to fig. 5 and 6, in the present application, the first suspension 3 includes a transverse damper 13, a zigzag drag link assembly 15, two longitudinal beams 14, and two transverse beams 12, two ends of the two transverse beams 12 are respectively connected to the two longitudinal beams 14, the two longitudinal beams 14 are parallel to each other, the two transverse beams 12 are parallel to each other, the zigzag drag link assembly 15 is respectively connected to the two transverse beams 12, two ends of the transverse damper 13 are respectively connected to the zigzag drag link assembly 15 and one of the longitudinal beams 14, an air spring 6 is disposed in a middle portion of each of the two longitudinal beams 14, and a mover 16 is fixedly connected to the two transverse beams 12. Among them, it should be noted that: the specific structure of the Z-shaped towing drawbar assembly 15 is the prior art, and is not described in detail in this application. Through the setting, air spring 6 mainly transmits vertical force (Z direction), also can transmit certain transverse force (y direction), and the draw gear that zigzag traction pull rod assembly 15 belongs transmits vertical traction force and longitudinal brake power (x direction), and transverse vibration ware 13 mainly used attenuates the vibration horizontal (y direction), can effectively reduce the vibration promotion vehicle's of automobile body 1 operation in-process in this application and take the experience through the aforesaid setting.
Referring to fig. 5 and 6, the arrangement of the brake assembly in the present application is as follows: in this application the permanent magnetism eddy current brake 11 figure is two at least, wherein two permanent magnetism eddy current brake 11 sets up respectively in two the middle part of longeron 14, electromechanical brake 5 figure is four at least, wherein four electromechanical brake 5 is located two respectively the middle part of longeron 14, specifically speaking, permanent magnetism eddy current brake 11 and electromechanical brake 5 are all connected with longeron 14 through the bolt. Referring to fig. 7, in the present application, the braking plates 18 matched with the braking assembly are disposed on two side walls of the running groove of the track beam 23, specifically, the braking plates 18 are metal plates made of metal materials in the present application, specifically, the thickness of the braking plates 18 is greater than or equal to 3cm, and the thickness of the braking plates 18 is less than or equal to 4cm. Wherein, the side wall of the brake plate 18 adjacent to the electromechanical brake 5 is provided with a groove perpendicular to the running direction of the model car to increase the friction force. Meanwhile, the braking plate 18 may be made of metal aluminum, and for the technology in the field, other non-magnetic materials may also be selected, and no specific limitation is made in this application. When emergency braking is needed under the condition of high speed by arranging the braking plate 18, the permanent magnet eddy current brake 11 interacts with each other to generate eddy current so as to generate braking force (in the x direction); at low speed the electromechanical brake 5 rubs against the brake plate 18, generating a braking force (x-direction). Meanwhile, the normal force (y direction) generated by the permanent magnet eddy current brake 11 during normal operation of the vehicle also plays a certain guiding role.
Meanwhile, in order to determine the position of the vehicle body 1, referring to fig. 5 and 7, the present application further includes at least one vehicle-mounted signal emitter 17 and at least one cross induction loop 24, where each vehicle-mounted signal emitter 17 is fixedly connected to one of the longitudinal beams 14 of the first suspension 3, and each cross induction loop 24 is disposed on the track beam 23. Meanwhile, in order to deal with emergency, each beam 12 of the first suspension frame 3 is provided with at least one traveling mechanism, each traveling mechanism comprises a lifting motor 9 and a supporting wheel 8, the lifting motor 9 is fixedly connected with the beam 12, and the supporting wheel 8 is connected with a moving end of the lifting motor 9. Through the arrangement, when the interaction between the superconducting blocks and the permanent magnet track 19 fails, the safety of the low-temperature Dewar 7 is protected through the operation of the lifting motor 9. Further, the support wheels 8 can also be lowered when the train needs to be stopped.
Meanwhile, the third suspension frame 4 and the first suspension frame 3 are different in that the vehicle-mounted signal transmitter 17 is not provided in the present application, and other structures are the same, which are not described in detail in the present application. Further, referring to fig. 3 and 4, in the present application, a low-temperature dewar 7 is disposed on the bottom of the second suspension frame 2, a superconducting block is disposed in the low-temperature dewar 7, both sides of the second suspension frame 2 are provided with brake assemblies, and each longitudinal beam 14 of the second suspension frame 2 is provided with a traveling mechanism. Specifically, taking as an example the schematic representation of the head portion as provided by itself, in the present application three suspensions are included, with six cryogenic dewars 7 per side of each suspension, for a total of twelve cryogenic dewars 7 per suspension. Meanwhile, the bottoms of the first suspension frame 3 and the third suspension frame 4 are fixedly connected with a rotor 16, the bottom of the second suspension frame 2 is not provided with the rotor 16, the first suspension frame 3 is fixedly connected with a vehicle-mounted signal transmitter 17, meanwhile, a gap is formed between the second suspension frame 2 and the first suspension frame 3, the distance between the second suspension frame 2 and the first suspension frame 3 is smaller than the distance between the third suspension frame 4 and the first suspension frame 3, and the gap is smaller. Second suspension frame 2 and first suspension frame 3 and third suspension frame 4 symmetric distribution are at the locomotive both ends, and through the aforesaid setting, second suspension frame 2 and first suspension frame 3 are in one end, and third suspension frame 4 is at the other end, and such arrangement does benefit to the stable suspension of vehicle, can effectively reduce owing to cause locomotive and 19 contacts of permanent magnetism track under vertical load effect of locomotive deformation. Meanwhile, as the locomotive head is provided with some accessory equipment, the weight is heavier; in addition, the gravity center of the train moves forwards during braking, nodding movement is easy to occur, the load of the train head is further increased, meanwhile, the weight of one group of rotors is about 700Kg in consideration of the self weight problem of the rotors, and therefore, the second suspension frame 2 is not provided with the rotors, the self weight of the system is reduced, and the cost is reduced. The first suspension frame 3 and the third suspension frame 4 are provided with rotors, and traction force meeting the system requirement can be generated.
Meanwhile, in the application, a track beam 23 is further provided, wherein two side walls of a walking groove of the track beam 23 are respectively provided with a brake plate 18 matched with the brake assembly, the bottom of the walking groove is provided with a coil support frame 22, one end of the coil support frame 22 far away from the bottom of the walking groove is fixedly connected with a stator 21 matched with the rotor 16, the stator 21 is a coil, two sides of the coil support frame 22 are provided with permanent magnet tracks 19 matched with the Dewar, and a walking track 20 matched with the support wheel 8 is further arranged between the coil support frame 22 and the permanent magnet tracks 19.
Simultaneously, automobile body 1, first suspension frame 3, second suspension frame 2 and third suspension frame 4 are prepared by aluminum alloy or carbon fiber material in this application, effectively reduce whole weight, because permanent magnetism track 19 has the ferromagnetism, all bolt fasteners all are stainless steel 304 materials of non-magnetic conductivity for guaranteeing safety.
Example 2
In this embodiment, an operation method of embodiment 1 is further provided, which specifically includes:
s1, adjusting the position of a vehicle body 1 through a centering device to enable a low-temperature Dewar 7 to be located right above a permanent magnet track 19;
wherein, the centering device is prior art, and no longer repeated in this application.
S2, starting a lifting motor 9 to lift the vehicle body 1, and adjusting the vertical gap between the lower surface of the Dewar and the upper surface of the permanent magnet track 19 to be 40-45 mm;
s3, performing vacuum extraction on the outer cavity of the low-temperature Dewar 7, and adjusting the air pressure to a preset value;
s4, filling liquid nitrogen into the inner cavity of the low-temperature Dewar 7 through a liquid filling port of the low-temperature Dewar 7, and enabling the superconducting block material in the low-temperature Dewar 7 to enter a superconducting state;
s5, starting a lifting motor 9, retracting the supporting wheels upwards, and reducing the height of the vehicle body 1 until the supporting wheels 8 are suspended, namely the vehicle is suspended; in the process of lowering, the superconducting bulk material and the permanent magnet track 19 interact with each other, and the low-temperature Dewar 7 is suspended on the permanent magnet track 19, wherein the suspension height of the superconducting bulk material is 10-20mm;
s6, inputting a first current to the stator 21, enabling the stator 21 and the rotor 16 to interact to generate a longitudinal driving force in a first direction to drag the car body 1 to run, enabling the advancing direction to have no magnetic resistance, and enabling the permanent magnet eddy current brake 11 to generate a normal force relative to the first direction when a curve is crossed, so that the low-temperature Dewar 7 is forced to return to the position right above a permanent magnet track to play a centering role;
s7, inputting a second current to the stator 21, wherein the first current and the second current are opposite, the coil and the rotor 16 interact to generate a longitudinal braking force in a second direction to enable the vehicle body 1 to run at a reduced speed, and the first direction is opposite to the second direction; in emergency, the speed is reduced through the interaction of the permanent magnet eddy current brake 11 and the induction plate, and the parking brake is performed through the mechanical friction between the electromechanical brake 5 and the abrasion plate at low speed;
and S7, starting the lifting motor 9 to lower the supporting wheel 8 after the destination is reached, enabling the supporting wheel 8 to land and touch the ground, and closing the lifting motor 9 when the vertical gap between the lower surface of the low-temperature Dewar 7 and the upper surface of the permanent magnet track 19 is between 40mm and 45 mm.
In the application, the stable suspension time of more than twenty-four hours can be maintained without supplementing liquid after the low-temperature Dewar 7 is filled with liquid nitrogen, and at the moment, the liquid nitrogen needs to be supplemented before the low-temperature Dewar 7 is quenched to ensure that the superconducting blocks are in a superconducting state, so that the vehicle body 1 is always in a suspension state; otherwise, the system loses the suspension force after quenching, field cooling needs to be carried out again, and under the condition that no tool is provided, the supporting wheels 8 can be in contact with the traveling rails 20 after the system loses the suspension force, namely, the supporting wheels are in contact with the ground, but the Dewar 7 is still suspended at the moment. The low temperature dewar 7 cannot be in contact with the permanent magnet track 19 at any time.
In the embodiment, a single low-temperature Dewar 7 can suspend 500kg of weight, the train body 1 running above the permanent magnet track 19 can realize rimless self-stabilization suspension without active control, the suspension height can be designed as required, the suspension force increases along with the reduction of the suspension height as an exponential function, the running safety of the train can be ensured under the condition of no need of control in the vertical direction, and the unique self-stabilization characteristic enables the train body 1 to be incapable of moving up and down, left and right as if a nail is stuck in a wood board, so that the safe running in the horizontal direction is ensured, the running speed of the train can be slowly reduced until the train is static under the condition of sudden power failure of a linear motor, but the special 'pinning force' of a block material inside the low-temperature Dewar 7 ensures that the train can still suspend at a certain height in the heat preservation time effect.
The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and various modifications and changes will occur to those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A high temperature superconducting maglev train structure, comprising:
a vehicle body (1);
the suspension frame (3) is arranged at the bottom of the vehicle body (1), brake components are arranged on two sides of the first suspension frame (3) and comprise an electromechanical brake (5) and a permanent magnet eddy current brake (11), a low-temperature Dewar (7) and a rotor (16) are arranged at the bottom of the first suspension frame (3), and superconducting blocks are arranged in the low-temperature Dewar (7); and
the second suspension frame (2) is arranged at the bottom of the vehicle body (1), and the structure of the second suspension frame (2) is different from that of the first suspension frame (3).
2. A hts maglev train structure according to claim 1, characterized in that it further comprises: the third suspension frame (4) is arranged at the bottom of the vehicle body (1), and the structure of the third suspension frame (4) is the same as that of the first suspension frame (3).
3. A hts maglev train structure according to claim 2, characterized in that: the second suspension frame (2) is of a single-pull-rod type, and the first suspension frame (3) is of a Z-shaped traction pull rod assembly (15).
4. A hts maglev train structure according to claim 2, characterized in that: a gap is arranged between the second suspension frame (2) and the first suspension frame (3), and the distance between the second suspension frame (2) and the first suspension frame (3) is greater than the distance between the third suspension frame (4) and the first suspension frame (3).
5. A hts maglev train structure according to claim 1, characterized in that: the first suspension frame (3) comprises a transverse shock absorber (13), a Z-shaped traction pull rod assembly (15), two longitudinal beams (14) and two cross beams (12), the two ends of the two cross beams (12) are respectively connected with the two longitudinal beams (14), the Z-shaped traction pull rod assembly (15) is respectively connected with the two cross beams (12), the two ends of the transverse shock absorber (13) are respectively connected with the Z-shaped traction pull rod assembly (15) and one of the longitudinal beams (14), and air springs (6) are arranged in the middle of the two longitudinal beams (14).
6. A high temperature superconducting maglev train structure according to claim 5, wherein: the number of the permanent magnet eddy current brakes (11) is at least two, wherein the two permanent magnet eddy current brakes (11) are respectively arranged in the middle of the two longitudinal beams (14), the number of the electromechanical brakes (5) is at least four, and the four electromechanical brakes (5) are respectively positioned in the middle of the two longitudinal beams (14).
7. A hts maglev train structure according to claim 1, characterized in that it further comprises: the suspension frame comprises at least one vehicle-mounted signal emitter (17) and at least one cross induction loop (24), wherein each vehicle-mounted signal emitter (17) is fixedly connected with one longitudinal beam (14) of the first suspension frame (3), and each cross induction loop (24) is arranged on a track beam (23).
8. A hts maglev train structure according to claim 1, characterized in that: two sets of running mechanisms are arranged on each cross beam (12) of the first suspension frame (3), each running mechanism comprises a lifting motor (9) and a supporting wheel (8), the lifting motors (9) are fixedly connected with the cross beams (12), and the supporting wheels (8) are connected with the moving ends of the lifting motors (9).
9. A hts maglev train structure according to claim 8, characterized in that: still include track roof beam (23), the groove of walking has been seted up on track roof beam (23), first suspension (3) are located walk the inslot, all be equipped with on the both sides wall in groove of walking with braking component assorted braking vane (18), it is equipped with coil support frame (22) to walk tank bottom portion, keep away from coil support frame (22) walk one end fixedly connected with and active cell (16) assorted stator (21) of tank bottom portion, coil support frame (22) both sides be equipped with low temperature dewar (7) assorted permanent magnetism track (19).
10. A method for controlling a high temperature superconducting maglev train using the structure of any one of claims 1-9, comprising:
the position of the vehicle body (1) is adjusted through a centering device, so that the low-temperature Dewar (7) is positioned right above the permanent magnet track (19);
starting a lifting motor (9) to lift the vehicle body (1), and adjusting the vertical gap between the lower surface of the Dewar and the upper surface of the permanent magnet track (19) to be 40-45 mm;
the outer cavity of the low-temperature Dewar (7) is vacuumized, and the air pressure is adjusted to a preset value;
liquid nitrogen is filled into the inner chamber of the low-temperature Dewar (7) through a liquid filling port of the low-temperature Dewar (7), and the superconducting block material in the low-temperature Dewar (7) enters a superconducting state;
starting a lifting motor (9), and lowering the vehicle body (1) until the supporting wheels (8) are suspended; in the process of lowering, the superconducting bulk material interacts with the permanent magnet track (19), and the low-temperature Dewar (7) is suspended on the permanent magnet track (19), wherein the suspension height of the superconducting bulk material is 10-20mm;
when a curve is crossed, the permanent magnet eddy current brake (11) generates a normal force relative to the first direction to force the low-temperature Dewar (7) to return to the position right above the permanent magnetic track;
inputting a second current to the stator (21), wherein the first current is opposite to the second current, the coil interacts with the rotor (16) to generate a longitudinal braking force in a second direction to enable the vehicle body (1) to run at a reduced speed, and the first direction is opposite to the second direction; in emergency, the speed is reduced through the interaction of the permanent magnet eddy current brake (11) and the induction plate, and the parking brake is realized through the mechanical friction between the electromechanical brake (5) and the abrasion plate at low speed;
after the destination is reached, the lifting motor (9) is started to lower the supporting wheels (8), the supporting wheels (8) fall on the traveling rails (20), and when the vertical gap between the lower surface of the low-temperature Dewar (7) and the upper surface of the permanent magnet rail (19) is 40-45 mm, the lifting motor (9) is closed.
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