RU2782548C1 - Superconducting magnetolevitational transport system - Google Patents

Abstract

FIELD: magnetic levitation vehicles.

SUBSTANCE: invention relates to the field of vehicles using magnetic levitation. The superconducting maglev transport system comprises a vehicle with a cabin equipped with several magnetic levitation elements made of bulk elements of high-temperature superconductors located in at least one cryostat to maintain the temperature below the transition point of the magnetic levitation element to the superconducting state. The system contains a linear guide path, including several lines of permanent magnets located opposite the superconducting elements of magnetic levitation in a vehicle with a gap, and zones of the beginning of movement and the end of movement. The movement start and end zones are located at different heights with the cruising movement zone, and the cruising movement zone is located lower with less potential energy than the movement start and end zones. The cruising movement zone contains at least one control section, on which the linear guide path is made flexible, as well as a system of actuators for changing the height of the track on the control section, a sensor system for measuring the position of the vehicle and the instantaneous value of its speed, an automatic control system to ensure synchronous changing the height of the track on the control section when a vehicle enters it to speed up or slow down the movement.

EFFECT: speed of transportation of passengers and goods is increased, as well as energy consumption on long-distance and local transport networks is reduced.

2 cl, 5 dwg

Description

The invention relates to the field of vehicles using magnetic levitation.

Known from [Sotelo, G. G., De Oliveira, R. A. H., Costa, F. S., Dias, D. H. N., De Andrade, R., & Stephan, R. M. (2014). A full scale superconducting magnetic levitation (MagLev) vehicle operational line. IEEE Transactions on Applied Superconductivity, 25(3), 1-5.] a superconducting magnetic levitation transport system, comprising: a vehicle equipped with a transport cabin containing a transported load, equipped with one or more magnetic levitation elements, made mainly of volumetric elements from high-temperature superconductors located in one or more cryostats to maintain the temperature below the transition point of the element to the superconducting state, as well as a linear guide path that includes one or more lines of permanent magnets located opposite the superconducting magnetic levitation elements in the vehicle with a gap that is determined during the initial cooldown cryostats with superconducting elements before the start of movement, and ensures both the stability of the vertical levitation of the vehicle in a loaded or empty state, and lateral stability during movement, as well as e zones of the beginning of movement and the end of movement of the linear guide way, and the linear guide way and the vehicle are equipped with a linear induction motor for accelerating and decelerating the vehicle, as well as a power supply and a control system to ensure the safe movement of the vehicle on schedule.

However, this system is characterized by a high energy consumption, which is used not only to operate the cooling system to maintain the temperature of the superconducting elements below the transition point, but also to accelerate and decelerate the vehicle.

The closest analogue of the claimed invention is a magnetic levitation transport system known from US patent 6418857. The system includes: a vehicle equipped with a transport cabin containing the transported cargo, equipped with one or more magnetic levitation elements made mainly of bulk elements of high-temperature superconductors located in one or more cryostats to maintain the temperature below the transition point of the element to the superconducting state, as well as a linear guide path that includes one or more lines of permanent magnets located opposite the superconducting magnetic levitation elements in the vehicle with a gap that is determined during the initial cooldown of cryostats with superconducting elements before the start of the movement and ensures both the stability of the vertical levitation of the vehicle in a loaded or empty state, and the lateral stability of the ri movement, and also containing the zones of the beginning of movement and the end of the movement of the linear guide track, and the zones of the beginning of the movement and the end of the movement are located at different heights with the cruising movement zone, and the cruising movement zone is located lower (with less potential energy) than the start and end zones movement, to achieve high speed with low friction of the maglev vehicle, and the zone of the end of the movement is located with less potential energy (lower) than the zone of the beginning of the movement to compensate for energy losses that accumulate during the movement of the vehicle and are not compensated during the movement in other ways, such as a linear motor.

However, the system has insufficient reliability of movement at low speed in the presence of significant losses from resistance to movement and losses that depend on random factors, for example, different payload masses.

The technical problem of the claimed invention is the creation of a transport system of high quality and manufacturability, reliability, economy, comfort and performance in general.

The technical result of the claimed invention is to increase the speed of transportation of passengers and goods, as well as to reduce energy costs in long-distance and local transport networks.

The claimed technical result is achieved due to the fact that in the well-known superconducting magnetic levitation transport system, which includes: a vehicle equipped with a transport cabin containing a transported load, equipped with one or more magnetic levitation elements made mainly of bulk elements of high-temperature superconductors located in one or more cryostats to maintain the temperature below the transition point of the element to the superconducting state, as well as a linear guide path that includes one or more lines of permanent magnets located opposite the superconducting magnetic levitation elements in the vehicle with a gap that is determined during the initial cooldown of cryostats with superconducting elements before the start of the movement and ensures both the stability of the vertical levitation of the vehicle in a loaded or empty state, and the lateral stability of the vehicle. and movement, as well as containing zones of the beginning of movement and the end of movement, and the zones of the beginning of movement and the end of movement are located at different heights with the zone of cruising movement, and the cruising movement zone is located lower (with less potential energy) than the zones of the beginning and end of movement, for achievement of high speed with low friction of a maglev vehicle, wherein the cruising zone contains one or more control sections, on which the linear guide path is made flexible, as well as an actuator system for changing the path height on the control sections, a sensor system for measuring position and instantaneous value vehicle speed, an automatic control system to ensure a synchronous change in the height of the track on the control section when a vehicle enters it to accelerate or slow down the movement in order to maintain a given speed mode, in particular to compensate for energy losses rgy while moving.

In the future, the proposed technical solution is explained in connection with the figures.

In FIG. 1 shows a diagram of a superconducting transport system according to the closest analogue.

In FIG. 2 schematically shows a control section of a linear magnetic track (left view) for cases of increase or decrease in the potential energy of the vehicle, that is, acceleration or deceleration.

In FIG. 3 schematically shows the control linear section of the magnetic trace (section).

In FIG. 4 shows a block diagram of a control system for controlling the speed of a vehicle.

In FIG. 5 shows a photograph of the experimental layout of the superconducting transport line according to Example 1.

In figures 1-4, positions 1-18 indicate:

1 - vehicle;

2 - maglev track;

3 - transport pipe;

4 - zone of the beginning of movement;

5 - elevator;

6 - zone of the end of the movement;

7 - branching;

8 - linear guide way;

9 - rulers of permanent magnets;

10 - steel strip;

11 - rubber band;

12 - actuator;

13 - base;

14 - electronic unit;

15 - sensors;

16 - three elements from HTSC Y-Ba-Cu-O;

17 - track;

18 - three lines of permanent magnets Nd-Fe-B brand N42.

New in the proposed technical solution, in comparison with the known one, is that the linear cruising section contains one or many control sections on which the potential energy of a vehicle moving on it can be controlled by raising or lowering the level of the track, depending on the requirements of the speed regime. In particular, an increase in the potential energy of the vehicle leads to an increase in speed and compensation for all types of losses when the vehicle moves along the linear cruising section. Compared with the prototype, in which the change in the potential energy of the vehicle is carried out only in the final zone of movement, in the proposed technical solution, it is possible to control deviations in the high-speed mode in much wider aisles. Thus, it is possible not only to expand the radius of movement, but also to use the atmospheric environment. That is, a vacuum or rarefied atmospheric environment, which greatly increases the cost and complexity of the design, and reduces its reliability, is not necessary for a maglev track with gravitational acceleration and deceleration of the vehicle according to the proposed technical solution compared to the prototype.

Let us consider in more detail the principle of operation of a superconducting maglev transport system based on high-temperature superconductors (see, [1. Mattos, L. S., Rodriguez, E., Costa, F., Sotelo, G. G., De Andrade, R., & Stephan, R. M. (2016 ) MagLev-Cobra operational tests, IEEE Transactions on applied superconductivity, 26(3), 1-4.] and the diagram in Fig. 1) and the gravitational principle of acceleration and deceleration. The superconducting maglev transport system according to the prototype includes a vehicle 1 in the form of a capsule or cabin, which can be located as propulsion parts: elements of a high-temperature superconductor (HTSC) of the second kind in cryostats with refrigerators to maintain the HTSC in a superconducting state, means of maintaining a favorable climate inside the cabin, energy sources. The linear guide path 8 consists of several lines of permanent magnets 9 located in the lower part of the transport pipe 3. Its purpose is not limited to maintaining a vacuum, as required by the closest analogue. In order to reduce the risks of traffic safety, the transport pipe should also be used in the slowest systems designed, for example, for intracity and intra-object transport lines. Because if ferromagnetic objects (such as keys or tools) are accidentally placed on the linear guide path, movement may be delayed.

The start zone 4 and the elevator 5 in the end zone 6 are raised to a height h above the cruising section of the path of length d, which is located between them for acceleration and deceleration in the most economical way - using gravitational forces. It should be noted that if, with the traditional method of acceleration / deceleration, using a linear electric motor, both acceleration and deceleration require energy consumption, then with the gravitational method of acceleration / deceleration, on the contrary, there is a complete energy recovery (without taking into account aerodynamic and other losses). That is, the potential energy stored in the zone of the beginning of the movement is converted with a very high efficiency into kinetic energy in the cruising section. Then it is also almost completely transformed into potential, in the zone of completion of movement.

Consider the device of the control section according to the proposed technical solution and the entire traffic control system as a whole (see Fig. 2). If losses were completely absent, then there would be no need to control the speed of movement. The speed over the entire length of the cruising section would be equal to:

It should be noted that the dependence of speed on altitude is proportional to the square root of altitude. And an increase in h within reasonable limits does not lead to the achievement of high speeds, for example, inaccessible to aviation. To obtain, for example, the speed V=330 m/s (speed of sound), you must set h=5000 m. This value of the height difference, apparently, is beyond the technological capabilities of the construction of underground and above-ground structures.

Of much greater interest is the search for new principles of ultra-economical and comfortable solutions for intracity and intra-object transport. At low speeds V (up to 50 km/h) and h (up to 10 m), the compensation of aerodynamic friction forces, which can be significant at atmospheric pressure, is of great importance. The proposed technical solution is aimed at developing for this technologically advanced and simple device - a control section for increasing energy (and, if necessary, reducing it). It consists of a section of a linear guide path, the profile of which can be changed due to the fact that the line of permanent magnets 9 is made elastic in a section slightly longer than the length of the vehicle cabin 1. The ability to change the profile is achieved by using instead of the steel strip 10 rubber band 11 as a base on which the permanent magnets are attached.

Let us consider what the entire control system of a control area or a plurality of control areas consists of and how it is put into action. The system includes actuators 12 firmly fixed on the base 13, which, at the command of the electronic unit 14, raise a (lower b) vertically the level of the magnetic tape, in a section longer than the length of the cab, at the moment when the cab passes over this section. Lifting height, lifting moment and lifting duration are set by the electronic unit 14 based on the analysis of the readings of the sensors 15, which measure the instantaneous speed and the exact position of the cab. The height change must be made when the car is on a linear section of the control area. The return of the section height to its original position can be carried out after the car leaves the control section of the line. The height to which the control section rises (falls) is determined by the share of energy that was lost, for example, if the initial height of the movement start zone is h = 5 m, and the loss is 1%, then the height of the rise should be 5 cm.

The traffic control system must include sensors for the exact position of the cabin and accurate measurement of speed. Optical sensors meet such requirements. The optical sensor makes it possible to determine the moment of approach of the vehicle and the speed of its movement at this moment by interrupting the optical beam.

Several control sections located one after the other on the cruising section of the line will allow for automatic correction of the cabin speed with high accuracy.

The technical effect of the application of the proposed solution may be that the transport system will be less energy-consuming, have an almost unlimited range, a high level of comfort in the absence of vibration and noise.

Example 1. As a specific example of the implementation of the proposed technical solution, consider an experimental model (see Fig. 5), which includes a vehicle model in the form of a thin-walled foam cryostat, in which three elements 16 of Y-Ba-Cu-O HTS with dimensions approximately 40×40×15 mm. Track 17 is made of mild steel strip 6000×50×5 mm. On the strip, on its upper side, there are three lines of 18 permanent magnets Nd-Fe-B brand N42. The launch is carried out after the preliminary cooling of the HTSC cryostat at a certain height above the magnet lines. The optimal height is approximately 8 mm. Increasing the cooling height causes some increase in the levitation force, but leads to a decrease in the lateral stabilization forces. The start and stop zones are located at an adjustable height, for example 50 cm above the lower (cruising) section. After cooling down the cryostat with liquid nitrogen, until it boils away, the cryostat is released, begins to levitate, and then can perform periodic oscillations with a slight damping. The speed is approximately equal to V=3 m/sec at the bottom of the track. The oscillations stop after the nitrogen boils off and the superconductivity is lost. To demonstrate the gravitational principle of acceleration/deceleration, the lowest section of the track is taken as the control one; synchronously with the movement of the cryostat, its level rises by 3–5 mm, which is sufficient to fully compensate for the attenuation of oscillations.

Example 2. Let's consider a variant of a transport line for intra-object transportation of passengers and/or goods, for example, luggage at a railway station, h=1 m, V=4.5 m/sec. The track is composed of two lines of three lines of permanent magnets with dimensions of 20×20×20 mm. The transport cabin contains four cryostats with six elements of high-temperature superconductors, as in example 1. The carrying capacity of such a cabin, confirmed by experiment, is 160 kg. To control the height of the control sections, a set of actuators can be used, which are used as hydraulic or pneumatic lifts.

Claims (2)

1. Superconducting magnetic levitation transport system containing a vehicle with a cabin equipped with one or more magnetic levitation elements made of bulk elements of high-temperature superconductors located in at least one cryostat to maintain the temperature below the transition point of the magnetic levitation element to the superconducting state, and also a linear guide path that includes one or more lines of permanent magnets located opposite the superconducting magnetic levitation elements in the vehicle with a gap that is determined during the initial cooldown of cryostats with superconducting elements before the start of movement and ensures both the stability of the vertical levitation of the vehicle in a loaded or empty state , and lateral stability during movement, as well as containing zones of the beginning of movement and the end of movement, while the zones of the beginning of movement and the end of movement are located are located at different heights with a cruising zone, and the cruising zone is located lower with less potential energy than the zones of the beginning and end of the movement, characterized in that the cruising zone contains at least one control section, on which the linear guide path is made flexible, as well as a system of actuators for changing the height of the track on the control section, a system of sensors for measuring the position of the vehicle and the instantaneous value of its speed, an automatic control system for ensuring a synchronous change in the height of the track on the control section when a vehicle enters it to accelerate or slow down the movement. 2. The superconducting magnetic levitation transport system according to claim 1, characterized in that the control section of the path is made of lines of permanent magnets located on an elastic band with the ability to bend and stretch, providing an increase or decrease in potential energy using actuators, synchronously with the entry of a vehicle onto it funds.

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