CN206297424U - High temperature superconducting magnetic suspension system and magnetic suspension train - Google Patents

Abstract

The utility model discloses a high-temperature superconducting magnetic suspension system and a magnetic suspension train. In the utility model, by arranging superconducting blocks, the setting direction of the c-axis is exactly parallel to the direction of the magnetic field of the track, so that the suspension ability of the vehicle can be improved, and the vehicle can run smoothly by adding a buffer mechanism.

Description

High temperature superconducting maglev system and maglev train

technical field

The utility model relates to the technical field of high-temperature superconducting maglev, in particular to a high-temperature superconducting maglev system and a maglev train.

Background technique

High-temperature superconducting magnetic levitation technology, due to the unique magnetic flux pinning characteristics of high-temperature superconductors, has the advantage of self-sustaining and stable suspension, and has shown good application prospects in frictionless bearings, flywheel energy storage, rail transportation and other fields. Among them, the birth of the world's first manned high-temperature superconducting magnetic levitation test vehicle in my country in 2000 demonstrated the great attraction of high-temperature superconducting magnetic levitation technology in future new (high-speed, environmentally friendly, comfortable, etc.) rail vehicles, which aroused the international community's attention. extensive attention. At present, Germany, Russia, Brazil, Japan and other countries have all developed high-temperature superconducting maglev vehicle prototypes, and all countries are working hard to promote the practical process of high-temperature superconducting maglev vehicles. How to further improve the carrying capacity and stability of the existing high-temperature superconducting maglev vehicle system has become one of the technical priorities.

The superconducting block is one of the core parts of the high-temperature superconducting maglev system, and is usually fixed in a cryogenic container. At present, the superconducting bulk of three-seed YBa2Cu3O7-x with three uniformly distributed seed axes (c-axis) has better performance than single-seed bulk, so it is widely used in high-temperature superconducting maglev systems. The study found that the conductivity of the a-b plane inside the crystal of the high-temperature superconductor material YBa2Cu3O7-x is significantly higher than that of the c-axis direction perpendicular to the a-b plane, and the critical current density of the former is about three times that of the latter. But at present, it is very good to use this characteristic to improve the high-temperature superconducting maglev system, or the high-temperature superconducting maglev system does not obtain better results after using this characteristic.

Utility model content

Aiming at the above-mentioned technical problems existing in the prior art, the utility model provides a high-temperature superconducting maglev system and a maglev train equipped with the high-temperature superconducting maglev system. The high-temperature superconducting maglev system can improve the magnetic levitation performance and has good shock absorption performance.

In order to solve the problems of the technologies described above, the technical solution adopted in the utility model is:

A high-temperature superconducting magnetic levitation system, comprising: a magnetic levitation mechanism, which includes a track made of permanent magnets, a cryogenic container arranged above the track, and a plurality of superconducting blocks arranged in the cryogenic container along the The superconducting block layer formed by the track width direction arrangement; wherein: the c-axis of the superconducting block above the dominant area of the vertical component of the magnetic field of the track is vertically arranged, and the superconducting block above the dominant area of the horizontal component of the magnetic field of the track The c-axis is arranged horizontally; a buffer mechanism is arranged between the vehicle frame and the cryogenic container to slow down the movement of the vehicle frame in the vertical direction.

Preferably, the track is a single-peak magnetic field structure or a multi-peak magnetic field structure arranged in the width direction.

Preferably, the buffer mechanism includes a cylinder fixed on the upper part of the cryogenic container, a piston disposed in a chamber of the cylinder and dividing the chamber into an upper chamber and a lower chamber respectively, and an upper end fixed on the On the frame, the lower end extends into the piston rod connected to the cylinder and the piston; wherein: the piston is equipped with an inlet and an outlet corresponding to the first chamber communicated with the upper chamber and the lower chamber respectively. A one-way valve and an inlet and an outlet respectively correspond to a second one-way valve communicating with the lower chamber and the upper chamber.

Preferably, an upper damping spring and a lower damping spring are arranged in the upper chamber and the lower chamber respectively.

The utility model also discloses a maglev train, which includes a vehicle frame and the above-mentioned high-temperature superconducting maglev system arranged between the vehicle frame and the track.

Compared with the prior art, the beneficial effects of the high-temperature superconducting maglev system and the maglev train of the present utility model are: the utility model arranges the superconducting block so that the direction of the c-axis is just parallel to the direction of the magnetic field of the track, thereby being able to The suspension force of the vehicle is improved, and the vehicle can run smoothly by adding a buffer mechanism.

Description of drawings

Fig. 1 is the structural representation of the high temperature superconducting maglev system of the present utility model;

Fig. 2 Experimental Halbach permanent magnet track structure and flux line distribution, where the direction of the arrow indicates the magnetization direction of the permanent magnet;

Figure 3 The magnetic field distribution at 15mm above the Halbach permanent magnet track used in the experiment: combined magnetic field, normal and tangential magnetic field components;

Fig. 4 is a schematic diagram of the action of the c-axis direction of the superconducting block perpendicular to the external magnetic field;

Fig. 5 is a schematic diagram of the action of the c-axis direction of the superconducting block parallel to the external magnetic field;

FIG. 6 is an enlarged view of part A of FIG. 1 .

In the picture:

10-track; 20-cryogenic container; 30-superconducting block layer; 31-superconducting block; 40-buffer mechanism; 41-cylinder; 42-piston; 43-piston rod; The first one-way valve; 46-the second one-way valve; 47-the upper damping spring; 50-the vehicle frame.

detailed description

In order to enable those skilled in the art to better understand the technical solution of the utility model, the utility model will be described in detail below in conjunction with the accompanying drawings and specific embodiments.

The preferred embodiment of the present utility model provides a method for improving the magnetic levitation performance of a vehicle, comprising the following steps: S10: making the c-axis of the superconducting block 31 at the position where the vertical component of the magnetic field of the track dominates is vertically arranged, so that The c-axis of the superconducting block 31 is arranged horizontally at the position where the horizontal component of the magnetic field of the track is dominant; S20: making the vehicle obtain a shock absorbing function in the vertical direction. The utility model arranges the superconducting block 31 so that the direction of the c-axis is just parallel to the direction of the magnetic field of the track 10, thereby improving the suspension force of the vehicle and increasing the shock absorption function in the vertical direction so that the vehicle can be stable drive.

In the high-temperature superconducting maglev system, the levitation force suffered by the superconducting block 31 is closely related to the magnitude and gradient of the external magnetic field. Wherein, the gradient change of the external magnetic field determines the magnitude of the induced current inside the superconducting block 31, both the induced current and the external magnetic field determine the final Lorentz force, and the levitation force and the guiding force correspond to the vertical and horizontal components of the Lorentz force respectively . Therefore, in order to make the superconducting block 31 exert the best magnetic levitation performance, it is necessary to provide a reasonable external magnetic field structure according to the combination form of the block materials. Figure 2 and Figure 3 show the distribution of the magnetic flux lines of the experimental Halbach permanent magnet track and the magnetic field distribution at 15mm on the surface. It can be seen from the figure that the vertical magnetic field component Bn is the largest at the pole position of the permanent magnet, and the permanent magnet track The middle horizontal magnetic field component Bt is the largest. As shown in Figure 4, at the magnetic pole position, when the ab face of the superconducting block 31 is facing the permanent magnetic track, the effect is the best; but at the middle position of the permanent magnetic track , the magnetic flux lines are almost all along the horizontal direction, that is, the superconducting block 31c axis and the magnetic field direction form an angle of 90°. At this time, the ab plane with a larger current density does not fully interact with the external magnetic field, as shown in Figure 5. When the direction of the c-axis of the superconducting block 31 is placed in the same direction as the direction of the external magnetic field, the effect will be better.

In order to verify this design idea, the magnetic levitation performance of superconducting blocks 31 arranged in different forms at different positions has been verified. For the convenience of description, the magnetic pole where the vertical component magnetic field is the largest is called the crest, and the place where the vertical magnetic field component is the smallest in the track center is called the trough, and the trough is also the place where the horizontal magnetic field component is the largest. The levitation force of the horizontally placed (conventional form) and vertically placed superconducting blocks 31 at the peaks and troughs was tested by using a high-temperature superconducting magnetic levitation test device.

Implementation verification shows that when the superconducting block 31 is placed horizontally, the suspension force at the peak is greater than the suspension force at the valley; and when the superconducting block 31 is placed vertically, the suspension force at the valley is greater than the suspension force at the peak; and the vertical swing at the valley The suspension force of the placed superconducting block 31 is greater than the suspension force of the superconducting block 31 placed horizontally. The experimental results prove once again that the superconducting block 31 placed horizontally at the crest has the best levitation force, and at the same time it shows that replacing the superconducting block 31 placed horizontally at the original wave trough with a vertical arrangement can improve its levitation performance. Considering that the superconducting block 31 is placed horizontally and occupies a width of 32mm facing the permanent magnet track, and after being placed vertically, this width becomes the height 13mm of the original superconducting block 31 (as shown in Figure 5), that is, in the same Under the space, at least two superconducting blocks 31 can be placed vertically. According to the principle of approximate superposition, the levitation force when two superconducting blocks 31 are placed vertically can be calculated. At the trough position, when two superconducting blocks 31 are placed vertically, the maximum levitation force at a test height of 10mm is approximately: 104.6N×2=209.2N, which is much greater than 92.1N when placed horizontally. This shows that vertical placement is adopted at the trough, so that the superconducting block 31 ab surface with a larger current density can fully act on the magnetic field of the tangential component of the track, and the suspension performance of the superconducting block 31 still has a large room for improvement.

Table 1 The maximum levitation force and guiding force of the superconducting block 3131 with a field cooling height of 30mm in different placement methods and test positions

Note: (×2) in the vertical row in the table means that when occupying the same width, two pieces can be placed vertically, so multiply by a factor of 2.

Table 1 shows the maximum levitation force of the superconducting block 31 in different arrangements and test positions under typical working conditions (field cooling height FCH30mm). It can be seen from Table 1 that by changing the arrangement of the superconducting block 31c axis direction The method to improve its magnetic levitation performance is feasible and the effect is remarkable. After the horizontal arrangement of the superconducting block 31 is changed to vertical arrangement at the trough position, the levitation force of the superconducting block 31 will be approximately increased from 92.1N→209.2N, increasing by 2.27 times. Therefore, in practical applications, the arrangement of the superconducting blocks 31 in the c-axis direction can be designed in combination with the structure of the permanent magnet track and its magnetic field distribution, so as to achieve the project goal.

As shown in FIG. 1 , the preferred embodiment of the present invention discloses a high-temperature superconducting maglev system based on the above method, which can be applied to rail 10 traffic vehicles but is not limited thereto. The high temperature superconducting maglev system includes a magnetic levitation mechanism and a buffer mechanism 40, the magnetic levitation mechanism is used to provide suspension force and guiding force for the vehicle so that the vehicle can run under a certain load condition, and the buffer mechanism 40 is used to slow down the vertical movement of the vehicle. Movement to cushion the vibrations that occur when the vehicle is in motion. Among them, the magnetic levitation mechanism specifically includes a track 10, a cryogenic container 20 and a plurality of superconducting blocks 31, the cryogenic container 20 is arranged directly above the track 10, and a plurality of superconducting blocks 31 are placed in the cryogenic container 20 and along the width direction of the track 10 Arranged to form superconducting block layer 30, the key of the utility model is: the c axis of superconducting block 31 above the dominant area of the vertical component of the magnetic field of track 10 is vertically set, the dominant area of the horizontal component of the magnetic field of track 10 The c-axis of the upper superconducting block 31 is arranged horizontally. The utility model arranges the superconducting block 31 so that the direction of the c-axis is just parallel to the direction of the magnetic field of the track 10, thereby improving the suspension force of the vehicle and adding a buffer mechanism 40 to enable the vehicle to run smoothly.

Preferably, the track 10 is a single-peak magnetic field structure or a multi-peak magnetic field structure arranged in the width direction.

For the situation that the high-temperature superconducting maglev system is applied to the vehicle, although the magnetic force between the rail 10 and the superconducting block 31 can provide a partial buffering effect for the vibration of the vehicle, if the vibration of the vehicle is to be reduced to the greatest extent, it needs to The buffer mechanism 40 is installed separately, which is also the reason why the utility model introduces the buffer system into the high-temperature superconducting magnetic levitation system.

The structure or composition of the buffer mechanism 40 with a shock-absorbing effect can be various, such as a shock-absorbing spring, that is, a shock-absorbing spring is arranged between the cryogenic container 20 and the vehicle frame 50, and the shock-absorbing spring is elastically deformed when subjected to mechanical force. It acts as a shock absorber for the vehicle. However, there are at least two defects in the shock absorbing spring: the one, the shock absorbing spring can play a significant buffering effect because of obviously preventing the vertical downward movement of the vehicle during the shock process, and for the vertical upward movement of the vehicle during the shock process. When the shock absorbing spring is not strong enough to prevent the vertical upward movement of the vehicle (the shock absorbing spring has a good compression effect, but the tension effect is poor), the cushioning effect is not strong; It is prone to failure due to elastic deformation, or even fatigue damage, which will lead to weakened or even failed cushioning effect.

In order to improve the shock absorption performance of the vehicle, a preferred embodiment of the present invention provides a buffer mechanism 40 with excellent shock absorption effect, as shown in Figure 6 and in conjunction with Figure 1, specifically, the buffer mechanism 40 includes 20 The upper cylinder 41, the piston 42 that is arranged in the chamber of the cylinder 41 and divides the chamber into an upper chamber (a hydraulic medium is provided in the upper chamber) and a lower chamber (a hydraulic medium is provided in the lower chamber) And the upper end is fixed on the vehicle frame 50, and the lower end stretches into the piston rod 43 connected to the cylinder body 41 and the piston 42. An upper damping spring 47 and a lower damping spring 44 are respectively arranged in the upper chamber and the lower chamber. Wherein: the piston 42 is equipped with an inlet and an outlet respectively corresponding to the first one-way valve 45 communicated with the upper chamber and the lower chamber, and the inlet and outlet respectively corresponding to the second one-way valve 46 communicated with the lower chamber and the upper chamber , and the conduction pressure condition of the second one-way valve 46 is set to be when the piston rod 43 and the piston 42 bear the weight of the entire vehicle, the second one-way valve 46 is still in a closed state, and when the bearing force is greater than the weight of the vehicle At a certain value, the second one-way valve 46 conducts, and the conduction condition of the first one-way valve 45 can be set to any pressure value.

The reason why the above-mentioned buffer mechanism 40 can play a shock-absorbing effect is that: when the vehicle does not vibrate in the vertical direction, the hydraulic medium in the lower chamber has a certain pressure due to bearing the gravity of the entire vehicle, and the second unit on the piston 42 The one-way valve 46 is closed because the conduction condition is not reached, and the first one-way valve 45 has a check function, so that the hydraulic medium in the lower chamber cannot pass through the first one-way valve 45 and the second one-way valve 46 to enter the upper chamber. chamber, so that the piston rod 43 remains stationary in the vertical direction, and the vehicle runs smoothly in the horizontal direction. When for some reason (as the track 10 is laid unevenly) the running part (such as the cryogenic container 20 and the superconducting block 31) under the cylinder body 41 vibrated in the vertical direction, when the running part moved vertically upwards suddenly, The hydraulic medium in the lower chamber is extruded by the piston 42 and the pressure increases. When the pressure rises to the conduction condition of the second check valve 46, the second check valve 46 conducts, and the hydraulic medium in the lower chamber passes through. The second one-way valve 46 enters the upper chamber, and the cylinder body 41 moves upwards with the walking part. The walking part and the cylinder body 41 will not drive the piston 42, the piston rod 43 and the vehicle to move upward or the piston 42, the piston rod 43 and the vehicle to move slowly. upward movement, so as to achieve the purpose of buffering. When the walking part suddenly moves vertically downward, the hydraulic medium in the upper chamber is squeezed by the piston 42 and the pressure rises. When the pressure rises to the first one-way valve 45 When the conduction condition, the first one-way valve 45 conducts, the hydraulic medium in the upper chamber enters the lower chamber through the first one-way valve 45, the cylinder body 41 moves downward with the walking part, and the walking part and the cylinder body 41 will not Drive the piston 42, the piston rod 43 and the vehicle to move downward or the piston 42, the piston rod 43 and the vehicle to move downward slowly, so as to achieve the purpose of buffering.

The buffer mechanism 40 utilizes the hydraulic medium to flow between the upper chamber and the lower chamber under the control of the first one-way valve 45 and the second one-way valve 46, so that the cylinder body 41 and the piston rod 43 form a relative movement, and then Realize the buffering of the vehicle. Compared with the shock absorbing method of the shock absorbing spring, this hydraulic shock absorbing method has the characteristics of soft cushioning. More importantly, there is no defect of elastic failure, and it can overcome the impact of the shock absorbing spring on vertical upward movement The defect of poor vehicle cushioning effect.

The conduction condition of the above-mentioned second check valve 46 can be interpreted as: when the vehicle is running smoothly, the second check valve 46 must remain disconnected, only in this way can the hydraulic medium in the lower chamber support the vehicle, and when When the walking part moves upwards suddenly, the piston 42 squeezes the lower chamber. At this time, the pressure of the hydraulic medium in the lower chamber is higher than the pressure when the vehicle is running smoothly. The conduction condition of the second check valve 46 is set at an elevated A certain pressure value will make the walking part move upward to a certain extent, and the second one-way valve 46 will be conducted.

It can be seen from the above explanation that the closer the conduction condition set by the second one-way valve 46 is to the pressure of the hydraulic medium in the lower chamber when the vehicle is running smoothly, the better the buffering effect of the buffering mechanism 40 will be.

In order to further improve the damping effect of the buffer mechanism 40, in a preferred embodiment of the present utility model, an upper shock absorbing spring 47 and a lower shock absorbing spring 44 are respectively arranged in the upper chamber and the lower chamber, so that the buffer mechanism 40 utilizes Two shock absorption methods, hydraulic and mechanical, greatly improve the shock absorption effect of the vehicle.

In addition, the utility model also discloses a maglev train, which includes a vehicle frame 50 and the above-mentioned high-temperature superconducting maglev system arranged between the vehicle frame 50 and the track 10 .

The above embodiments are only exemplary embodiments of the utility model, and are not intended to limit the utility model, and the protection scope of the utility model is defined by the claims. Those skilled in the art can make various modifications or equivalent replacements to the utility model within the spirit and protection scope of the utility model, and such modifications or equivalent replacements should also be deemed to fall within the protection scope of the utility model.

Claims (5)

1. a kind of high temperature superconducting magnetic suspension system, it is characterised in that including：

Magnetic suspension mechanism, it includes the track being made up of permanent magnet, the low-temperature (low temperature) vessel being arranged on above the track and setting In the low-temperature (low temperature) vessel by multiple superconducting blocks along the track width direction arrangement form superconducting block layer；Wherein：

The c-axis of the superconducting block of the leading overlying regions of the vertical component in the magnetic field of track are vertically arranged, the level in the magnetic field of track The c-axis of the superconducting block of the leading overlying regions of component are horizontally disposed with；

Buffer gear, it is arranged between vehicle frame and the low-temperature (low temperature) vessel to slow down motion of the vehicle frame in vertical direction.

2. high temperature superconducting magnetic suspension system as claimed in claim 1, it is characterised in that the track be unimodal magnetic field structure or In the multimodal magnetic field structure of width arrangement.

3. high temperature superconducting magnetic suspension system as claimed in claim 1, it is characterised in that the buffer gear includes being fixed on institute The cylinder body on low-temperature (low temperature) vessel top is stated, is arranged in the chamber of the cylinder body and by the chamber respectively into upper chamber and lower chambers Piston and upper end are fixed on the vehicle frame, and the piston rod that the cylinder body is connected with the piston is stretched into lower end；Wherein：

Entrance and exit is equiped with the piston and corresponds to connected with the upper chamber and the lower chambers first unidirectional respectively Valve and entrance and exit correspond to the second check valve connected with the lower chambers and the upper chamber respectively.

4. high temperature superconducting magnetic suspension system as claimed in claim 3, it is characterised in that the upper chamber and the bottom chamber It is respectively arranged with damping spring and lower damping spring.

5. a kind of magnetic suspension train, including vehicle frame, it is characterised in that also including be arranged between the vehicle frame and track as power Profit requires high temperature superconducting magnetic suspension system described in 1 to 4 any one.