WO2020020168A1 - 一种高速列车涡流制动用超导磁体 - Google Patents

一种高速列车涡流制动用超导磁体 Download PDF

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Publication number
WO2020020168A1
WO2020020168A1 PCT/CN2019/097318 CN2019097318W WO2020020168A1 WO 2020020168 A1 WO2020020168 A1 WO 2020020168A1 CN 2019097318 W CN2019097318 W CN 2019097318W WO 2020020168 A1 WO2020020168 A1 WO 2020020168A1
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Prior art keywords
superconducting
superconducting magnet
eddy current
speed train
vertical
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PCT/CN2019/097318
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English (en)
French (fr)
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宋云涛
方超
卫靖
戴文华
杜双松
郑金星
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中国科学院合肥物质科学研究院
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Publication of WO2020020168A1 publication Critical patent/WO2020020168A1/zh
Priority to US17/030,314 priority Critical patent/US11189410B2/en

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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F6/00—Superconducting magnets; Superconducting coils
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/28—Eddy-current braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/748—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on electro-magnetic brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H7/00—Brakes with braking members co-operating with the track
    • B61H7/02—Scotch blocks, skids, or like track-engaging shoes
    • B61H7/04—Scotch blocks, skids, or like track-engaging shoes attached to railway vehicles
    • B61H7/06—Skids
    • B61H7/08—Skids electromagnetically operated
    • B61H7/083—Skids electromagnetically operated working with eddy currents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D63/00—Brakes not otherwise provided for; Brakes combining more than one of the types of groups F16D49/00 - F16D61/00
    • F16D63/008—Brakes acting on a linearly moving member
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F6/00—Superconducting magnets; Superconducting coils
    • H01F6/04—Cooling
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F6/00—Superconducting magnets; Superconducting coils
    • H01F6/06—Coils, e.g. winding, insulating, terminating or casing arrangements therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/18—Electric or magnetic
    • F16D2121/20—Electric or magnetic using electromagnets
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F27/00—Details of transformers or inductances, in general
    • H01F27/40—Structural association with built-in electric component, e.g. fuse
    • H01F27/402—Association of measuring or protective means
    • H01F2027/406—Temperature sensor or protection

Definitions

  • the invention belongs to the technical field of high-speed train braking, and particularly relates to a superconducting magnet technology for eddy current braking of a high-speed train.
  • the braking methods of high-speed trains mainly include brake pad braking, disc braking, and electric braking.
  • the above brakes are all sticky brakes, and their active effect is affected by the sticking performance between the wheels and rails, that is, the wheel-rail friction coefficient, and the mechanical friction pressure of the brake discs, brake pads and other components is large and the losses are serious.
  • the wheel-rail friction coefficient is mainly affected by the following factors: 1. Rail surface conditions, harsh natural conditions such as snow, snow, frost, and fallen trees will greatly reduce the wheel-rail friction coefficient; 2. Train speed, wheel The rail friction coefficient decreases rapidly with the increase of the train speed.
  • the eddy current braking is separated from the wheel-rail adhesion relationship, and combined with the existing wheel-rail adhesion braking force, it can greatly increase the braking force of the train, and it will become the best solution to the current higher-speed train braking problem.
  • Current high-speed train eddy current braking can be divided into permanent magnet eddy current braking and electromagnetic eddy current braking according to the excitation method.
  • the advantages of permanent magnet eddy current braking are that it requires no external power supply, is light in weight, has small heat load, and low operating costs, but has disadvantages such as the braking force is not adjustable and it is magnetic in non-working state.
  • the electromagnetic eddy current braking uses conventional magnets, that is, iron core winding windings.
  • the advantages such as large braking force can be adjusted by adjusting the exciting current to adjust the braking force. Therefore, electromagnetic eddy current braking is the future of high-speed train eddy current braking technology.
  • the main development direction but there are still disadvantages such as large electrical power consumption, high coil temperature, and the size of the braking force is limited by weight and volume.
  • the superconducting eddy current brake using superconducting magnet technology can further reduce the weight and volume, increase the magnetic flux density, and reduce its energy loss based on the advantages of conventional electromagnet eddy current braking.
  • high-speed trains are in a high-speed operating environment.
  • a superconducting magnet for eddy current braking of high-speed trains is required to satisfy the parameters of energy consumption, volume and weight that are smaller than those of conventional electromagnet eddy current brakes at the current stage, and to meet the special working environment when high-speed trains are running. These are very necessary for the future development of this field.
  • the invention proposes a superconducting magnet for eddy current braking of a high-speed train, so that it can not only meet the needs of high-speed trains for weight reduction, energy saving and emission reduction, but also adapt to the special working environment of high-speed trains at high speeds.
  • a superconducting magnet for eddy current braking of a high-speed train which is characterized in that it includes a superconducting container.
  • the superconducting container includes a coil box, a cold screen and a dewar nested in order from the inside to the outside.
  • the coil box is filled with Liquid helium, the coil box is provided with liquid helium inlet and outlet; the coil box is provided with a superconducting coil immersed in liquid helium; the coil box is provided with a coil terminal inlet and outlet; the cold screen is a high vacuum environment,
  • the outer wall of the cold screen is densely covered with liquid nitrogen circulation pipes.
  • the cold screen is provided with liquid nitrogen inlets and outlets corresponding to the liquid nitrogen circulation pipes.
  • transverse tie rods each include a transverse tie rod thermal insulation block, a transverse spring, a transverse tie rod external insulation block and a transverse force transmission rod.
  • the transverse tie rod internal insulation blocks are respectively fixed on the side walls of the coil box, and the transverse force transmission rods are respectively The fixed sets are set in the corresponding inner tubes.
  • the outer ends of the lateral force transmission rods extend out of the corresponding inner tubes and are fixed to the ends of the corresponding outer tubes.
  • the inner ends of the transverse power transmission rods are respectively connected with the corresponding lateral rod outer insulation blocks. It is fixedly connected, and a transverse spring is arranged between the inner and outer heat insulation blocks of the transverse tie rod.
  • a vertical rod is mounted on the upper part of the superconducting container, and the vertical rod includes a vertical rod inner insulation block, a vertical spring, a vertical rod outer insulation block, and a vertical force transmission rod; a groove is provided on the top of the coil box, and a vertical The heat insulation block inside the pull rod is fixed at the bottom of the groove.
  • the vertical force transmission rod is set longitudinally and fixed on the top of the cold screen. The top of the vertical force transmission rod passes through the cold screen and is fixed on the Dewar. The bottom end of the vertical power transmission rod is perpendicular to the vertical
  • the outer insulation block of the pull rod is fixedly connected, and a vertical spring is provided between the inner and outer insulation blocks of the vertical pull rod.
  • the superconducting coil is fixed inside the coil box through a limiting block.
  • a level gauge and a temperature sensor are installed in the coil box.
  • the superconducting container is fixed to the bottom of the bogie of the high-speed train through a support structure, and there is a certain air gap between the superconducting container and the top surface of the guide rail below the bogie.
  • the height of the liquid surface of the liquid helium exceeds the height of the superconducting coil by at least 0.5 times.
  • the shape of the superconducting coil is a track type.
  • the invention is fixed to the bottom of the bogie of a high-speed train through a support structure, and there is a certain air gap between the top surface of the guide rail below the bogie; the superconducting magnet is excited by a power source only when the brake works; The superconducting magnet is always at a low temperature during superconducting operation.
  • the superconducting magnet is provided with a liquid level detection sensor to detect the liquid level of the refrigerant in real time.
  • the superconducting magnet can adapt to the vibration caused by high-speed trains through its elastic rods. Impact on the superconducting magnet; the rod of the superconducting magnet is designed with a thermal insulation structure to effectively reduce the loss of refrigerant due to heat conduction.
  • the magnet is an immersed superconducting magnet, and the height of the refrigerant liquid level, that is, the height of the immersion container, exceeds the height of the coil by at least 0.5 times.
  • the superconducting magnet is hung on the bogie side member on the corresponding side.
  • the tie rods of the superconducting magnets are all designed with a spring structure to adapt to the impact of the train vibration on the superconducting magnets, and at the same time, the tie rods are designed with a thermal insulation block to reduce refrigerant loss.
  • the superconducting magnet of the invention reduces the energy consumption at work, and increases the magnetic flux density and braking force under the same volume and weight.
  • the superconducting magnet structure design can adapt to the vibration of the train at high speed and the inertial impact caused by braking.
  • FIG. 1 is an external structural diagram of a superconducting magnet for an eddy current brake according to the present invention
  • FIG. 2 is an internal structure diagram of a superconducting magnet for an eddy current brake according to the present invention
  • Fig. 3 is a longitudinal sectional view of a superconducting magnet for an eddy current brake according to the present invention
  • Vertical outer insulation blocks 54 Vertical force transmission rods 6: Coil terminal entrances and exits 61: Coils Terminal inlet; 62: coil terminal outlet; 7: limit block; 8, liquid level gauge; 9, temperature sensor; 10, liquid nitrogen circulation pipeline; 11, inner tube; 12, outer tube; 13, groove.
  • the superconducting magnet for superconducting eddy current braking of a high-speed train mainly includes a superconducting coil 1, a superconducting coil container 2, a refrigerant inlet and outlet 3, a lateral tie rod 4, and a vertical tie rod 5. , Coil terminal inlet and outlet 6, limit block 7, liquid level gauge 8, temperature sensor 9.
  • the external connection mechanism can fix the superconducting magnet to the bottom of the bogie of the high-speed train through Dewar 23, and there is a certain air gap between the superconducting magnet and the top surface of the guide rail below the bogie; the superconducting magnet can generate electricity with the high-speed train track after excitation.
  • the eddy current effect generates a braking force opposite to the running direction of the train to achieve braking on high-speed trains; the superconducting magnet can adapt to the impact of the train vibration on the superconducting magnet through the pull rod of the superconducting magnet.
  • the superconducting magnet is an immersed superconducting magnet.
  • the superconducting magnet container includes three parts, which are a coil box 21, a cold head 22, and a dewar 23 from the inside to the outside.
  • the coil box 21 is filled with liquid helium.
  • the superconducting coil 1 is directly immersed in liquid helium, so that the superconducting coil 1 is at a liquid helium temperature during braking and non-braking operations.
  • the superconducting magnet is equipped with a low-temperature refrigeration system in addition to the existing refrigerant to supplement the refrigerant loss caused by AC loss during braking operation and heat radiation and heat conduction during non-braking operation.
  • the coil box 21 is provided with a liquid helium inlet 311 and a liquid helium outlet 312 for connecting liquid helium supplementary components of an external refrigeration system.
  • the cold head 22 is provided with a liquid nitrogen inlet 321 and a liquid nitrogen outlet 322 for connecting liquid nitrogen supplementary components of an external refrigeration system.
  • the superconducting coil 1 is made of NbTi superconducting wire and impregnated and cured by vacuum pressure.
  • the coil box 21 is a non-magnetic material such as stainless steel or aluminum
  • the cold heading 22 is a copper material
  • the dewar 23 is a non-magnetic material such as stainless steel or aluminum.
  • the inside of the cold heading 22 is a high-vacuum environment, and the outer wall of the cold heading 22 is provided with dense liquid nitrogen circulation pipes 10 so as to achieve heat insulation for the external environment and the superconducting magnet.
  • the coil tie rod structure includes a transverse tie rod 4 and a vertical tie rod 5.
  • the transverse tie rod 4 is used to relieve the impact force of the superconducting magnet due to inertia due to inertia in the transverse direction, that is, the train running direction, when the train is braking and running. Alleviates the impact force on the superconducting magnet caused by inertia in the vertical direction during train braking and running.
  • the transverse tie rod 4 mainly includes a transverse tie rod thermal insulation block 41, a transverse spring 42, a transverse tie rod thermal insulation block 43, a transverse force transmission rod 44, and the transverse tie rod thermal insulation block 41 is respectively fixed on both sides of the coil box 21.
  • the lateral force transmitting rods 44 are fixedly fitted in the corresponding inner tubes 11 respectively.
  • the outer ends of the lateral force transmitting rods 44 extend out of the corresponding inner tubes 11 and are fixed to the ends of the corresponding outer tubes 12.
  • the inner ends of the rods 44 are respectively fixedly connected to the corresponding outer insulation blocks 43 of the transverse pull rods, and transverse springs 42 are provided between the inner and outer heat insulation blocks of the transverse pull rods.
  • the vertical tie rod 5 mainly includes a vertical tie rod thermal insulation block 51, a vertical spring 52, a vertical tie rod external insulation block 53 and a vertical force transmission rod 54; the coil box 21 is provided with a groove 13 on the top, and the vertical tie rod thermal insulation block 43 is fixed. At the bottom of the groove 13, the material of the tie rod structure is metal, glass fiber or carbon fiber composite material.
  • the lateral spring 42 is used to reduce the impact on the superconducting magnet container 2 including the coil box 21, the cold head 22 and the Dewar 23 during the braking and running of the train, and the heat insulation block is used to reduce the heat leakage to the coil box 21 caused by the tie rod. .
  • the coil box 21 and the cold heading 22 are fixed to the Dewar 23 through the pull rods 4 and 5, among which the Dewar 23, the cold heading 22 and the power transmission rods 44 and 54 of the pull rods 4 and 5 are connected by welding or mechanically, etc. It is fixed in other ways.
  • the coil box 21 and the inner insulation blocks 41 and 51 of the tie rods 4 and 5 are fixed by other means such as mechanical connection or glue bonding.
  • the superconducting coil 1 is fixed inside the coil box 21 through a limiting block 7.
  • the required magnetic field strength can be obtained within 1 s after the superconducting magnet is energized, and no long-term excitation process is required.
  • a level gauge 8 and a temperature sensor 9 are used inside the superconducting magnet, that is, in the coil box 21, to monitor the operating temperature of the superconducting magnet. During the operation of the magnet, attention can be paid to the information of the liquid level gauge 8 and the temperature sensor 9 to prevent the excessive temperature of the magnet and the excessively low refrigerant liquid level from causing the quench.
  • the material of the superconducting coil is a high-temperature superconducting wire, a block or a strip, and other parameters are the same as those of the first embodiment.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Containers, Films, And Cooling For Superconductive Devices (AREA)

Abstract

本发明提出一种高速列车涡流制动用超导磁体。所述高速列车涡流制动用超导磁体通过连接机构固定于高速列车转向架底部，与转向架下方的导轨顶面之间设有气隙；所述超导磁体励磁后可与高速列车导轨产生电涡流效应，产生与列车行驶方向相反的制动力，以实现对高速列车的制动；所述超导磁体设有液位检测传感器以实时检测制冷剂液面位置；所述超导磁体通过其弹性拉杆可适应列车高速运行时振动带来的对超导磁体的冲击。本发明高速列车涡流制动用超导磁体的在列车高速运行环境下具有良好的适应性。

Description

一种高速列车涡流制动用超导磁体 技术领域
本发明属于高速列车制动技术领域，尤其涉及高速列车涡流制动用超导磁体技术。
背景技术
目前，高速列车的制动方式主要有闸片制动、盘形制动、电制动等。以上制动均属于粘着制动，其主动效果受轮轨之间粘着性能即轮轨摩擦系数的影响，且制动盘、闸片等部件的机械摩擦压力大，损耗严重。对于既定的列车及运行线路而言，轮轨摩擦系数主要受以下因素影响：一、轨面条件，雨雪冰霜及树木落叶等恶劣自然条件将大大降低轮轨摩擦系数；二、列车速度，轮轨摩擦系数随列车速度的提高而迅速下降，实际运营经验表明，当列车速度＞300km/h时轮轨摩擦系数急剧下降，列车滑行现象严重。且当面对长下坡的线路时，仅依靠粘着制动方式进行制动，部件寿命周期也随之大大下降。
涡流制动脱离了轮轨粘着关系，与既有的轮轨粘着制动力组合使用，可大大增加列车制动力，将成为解决当前更高速度列车制动问题的最佳方案。当前的高速列车涡流制动，根据励磁方式，可分为永磁涡流制动、电磁涡流制动。永磁涡流制动的优点如无需外部供电，质量轻，热负荷小，运行成本低，但缺点如制动力不可调，非工作状态有磁性。现阶段电磁涡流制动均采用常规磁体即铁芯缠绕绕组，优点如较大的制动力，可调节励磁电流调节制动力即可调节性，因此电磁涡流制动为高速列车涡流制动技术未来的主要发展方向，但仍存在缺点如消耗较大的电功率，线圈温度高，制动力的大小受重量体积限制。采用超导磁体技术的超导涡流制动器，可在实现常规电磁铁涡流制动优势的基础上，进一步减小重量与体积，增加磁通量密度，还可以 减少其能量损耗。但高速列车处于高速运行环境，在其高速运行时，特别是制动时会由于惯性对超导磁体带来惯性冲击，对磁体本身的结构提出了特殊要求。因此，设计出一种高速列车涡流制动用超导磁体既要满足能耗、体积和重量小于现阶段常规电磁铁涡流制动器的参数，又可满足在高速列车运行时的特殊工作环境。这些对于本领域的未来发展来说是非常有必要的。
发明内容
本发明提出一种高速列车涡流制动用超导磁体，使得其既能迎合高速列车轻量化和节能减排的需求，又能适应高速列车高速运行下的特殊工作环境。
为达到上述目的，本发明采用的技术方案为：
一种高速列车涡流制动用超导磁体，其特征在于：包括有超导容器，超导容器包括有自内而外依次嵌套的线圈盒、冷屏和杜瓦，线圈盒内注满有液氦，线圈盒上设有液氦进、出口；线圈盒内设有浸泡在液氦中的超导线圈，线圈盒上设有线圈终端进、出口；所述冷屏内为高真空环境，冷屏外壁密布有液氮流通管道，冷屏上设有与液氮流通管道对应的液氮进、出口。
进一步地，所述超导容器的两侧分别设有与冷屏一体的内管和与杜瓦一体的外管，外管均套在对应的内管外；超导容器的两侧分别安装有横向拉杆，横向拉杆均包括有横向拉杆内绝热块、横向弹簧、横向拉杆外绝热块和横向传力杆，横向拉杆内绝热块分别固定在线圈盒的两侧侧壁上，横向传力杆分别固定套装在对应的内管中，横向传力杆的外端均伸出对应的内管外并固定在对应外管的端部，横向传力杆的内端分别与对应的横向拉杆外绝热块固定连接，横向拉杆内、外绝热块之间设有横向弹簧。
进一步地，所述超导容器的上部安装有垂直拉杆，垂直拉杆包括有垂直 拉杆内绝热块、垂直弹簧、垂直拉杆外绝热块和垂直传力杆；所述线圈盒顶部设有凹槽，垂直拉杆内绝热块固定在凹槽底部，垂直传力杆纵向设置并固定套装在冷屏顶部，垂直传力杆顶部穿过冷屏后并固定在杜瓦上，垂直传力杆的底端与垂直拉杆外绝热块固定连接，垂直拉杆内、外绝热块之间设有垂直弹簧。
进一步地，所述超导线圈通过限位块固定在线圈盒内部。
进一步地，所述线圈盒内安装有液位计和温度传感器。
进一步地，所述超导容器通过支撑结构固定于高速列车转向架底部，与转向架下方的导轨顶面之间具有一定的气隙。
进一步地，所述液氦的液面高度超过超导线圈至少0.5倍高度。
进一步地，所述超导线圈形状为跑道型。
进一步地，所述超导容器的上部分布有四个垂直拉杆。
本发明通过支撑结构固定于高速列车转向架底部，与转向架下方的导轨顶面之间具有一定的气隙；所述超导磁体仅在制动工作时通过电源励磁；所述超导磁体在非制动时一直处于超导工作低温；所述超导磁体设有液位检测传感器以实时检测制冷剂液面位置；所述超导磁体通过其弹性拉杆可适应列车高速运行时振动带来的对超导磁体的冲击；所述超导磁体的拉杆设计有绝热结构可有效降低由于热传导引起的制冷剂损耗。
作为优选，所述磁体为浸泡式超导磁体，制冷剂液面高度即浸泡容器高度超过线圈至少0.5倍高度。
作为优选，所述超导磁体抱紧在对应侧的转向架纵梁上。
作为优选，所述超导磁体的拉杆均设计有弹簧结构以适应列车振动带来 对超导磁体的冲击，同时拉杆设计有绝热块以降低制冷剂损耗。
本发明具有这样的优点：
1、与现阶段高速列车涡流制动技术的常规电磁铁相比，该发明的超导磁体减少了工作时的能耗，在相同的体积和重量下增加了磁通量密度和制动力。
2、超导磁体结构设计可适应列车在高速运行时的振动和制动时带来的惯性冲击。
附图说明
图1为本发明涡流制动器用超导磁体外部结构图
图2为本发明涡流制动器用超导磁体的内部结构图
图3为本发明涡流制动器用超导磁体的纵向剖面图
以上图中：1、超导线圈；2、超导线圈容器；21、线圈盒；22、冷屛；23、杜瓦；3、制冷剂进出口；31、液氦进出口；311、液氦进口；312、液氦出口；32、液氮进出口；321、液氮进口；322、液氮出口；4、横向拉杆；41：横向拉杆内绝热块；42横向弹簧；43、横向外绝热块；44、横向传力杆；5、垂直拉杆；51、垂直拉杆内绝热块；52、垂直弹簧；53、垂直外绝热块；54：垂直传力杆；6：线圈终端进出口；61：线圈终端进口；62：线圈终端出口；7：限位块；8、液位计；9、温度传感器；10、液氮流通管道；11、内管；12、外管；13、凹槽。
具体实施方式
具体实施方式一：如图1所示，所述高速列车超导涡流制动用超导磁体主要包括超导线圈1、超导线圈容器2、制冷剂进出口3、横向拉杆4和垂 直拉杆5、线圈终端进出口6、限位块7、液位计8、温度传感器9。外部连接机构可通过杜瓦23将超导磁体固定于高速列车转向架底部，与转向架下方的导轨顶面之间具有一定的气隙；所述超导磁体励磁后可与高速列车轨道产生电涡流效应，产生与列车行驶方向相反的制动力，以达到对高速列车的制动；所述超导磁体通过其拉杆可适应高速列车运行时列车振动带来对超导磁体的冲击。
具体地，所述超导磁体属于浸泡式超导磁体，超导磁体容器包括三部分，由内向外分别为线圈盒21、冷屛22、杜瓦23，所述线圈盒21内注满液氦，超导线圈1直接浸泡于液氦中，使得超导线圈1在制动工作和非制动工作均处于液氦温度。
需要说明的是，超导磁体除去本身已有的制冷剂还配有低温制冷系统，以补充超导磁体在制动工作时交流损耗和非制动工作时热辐射、热传导等造成的制冷剂损耗。其中线圈盒21设有1个液氦进口311和1个液氦出口312，用于连接外部制冷系统的液氦补充部件。冷屛22设置有一个液氮进口321和一个液氮出口322，用于连接外部制冷系统的液氮补充部件。
需要说明的是，超导线圈1是由NbTi超导线绕制并经过真空压力浸渍绝缘固化而成。所述线圈盒21为不锈钢或铝等非磁性材料，所述冷屛22为铜材料，所述杜瓦23为不锈钢或铝等非磁性材料。
需要说明的是，所述冷屛22内为高真空环境，所述冷屛22外壁布有密集的液氮流通管道10，从而实现对外部环境和超导磁体进行隔热。
具体地，线圈拉杆结构包括横向拉杆4与垂直拉杆5，横向拉杆4用以缓解列车制动和运行时在横向即列车运行方向由于惯性带来对超导磁体的冲击力，垂直拉杆5用以缓解列车制动和运行时在垂直方向由于惯性带来对超导磁体的冲击力。
需要说明的是，横向拉杆4主要包括横向拉杆内绝热块41、横向弹簧42、横向拉杆外绝热块43、横向传力杆44，横向拉杆内绝热块41分别固定在线圈盒21的两侧侧壁上，横向传力杆44分别固定套装在对应的内管11中，横向传力杆44的外端均伸出对应的内管11外并固定在对应外管12的端部，横向传力杆44的内端分别与对应的横向拉杆外绝热块43固定连接，横向拉杆内、外绝热块之间设有横向弹簧42。垂直拉杆5主要包括垂直拉杆内绝热块51、垂直弹簧52、垂直拉杆外绝热块53和垂直传力杆54；所述线圈盒21顶部均设有凹槽13，垂直拉杆内绝热块43均固定在凹槽13底部，其中拉杆结构材料为金属、玻璃纤维或碳纤维复合材料。横向弹簧42用于减缓列车制动和运行时对超导磁体容器2包括线圈盒21、冷屛22和杜瓦23的冲击，绝热块用于降低由于拉杆带来的对线圈盒21的漏热。
需要说明的是，线圈盒21与冷屛22通过拉杆4、5固定于杜瓦23上，其中杜瓦23、冷屛22与拉杆4、5的传力杆44、54通过焊接或机械连接等其他方式固定，线圈盒21与拉杆4、5的内绝热块41、51通过机械连接或胶接等其他方式固定。
具体地，超导线圈1通过限位块7固定在线圈盒21内部。
具体地，通过励磁电源，超导磁体通电后1s内便可获得所需要的磁场强度，无需长时间的励磁过程。
具体地，超导磁体内部即线圈盒21内有液位计8与温度传感器9用来监控超导磁体的运行温度情况。磁体工作过程中可通过关注液位计8与温度传感器9信息，防止磁体工作温度过高、制冷剂液面过低导致失超的发生。
具体实施方式二：本实施方式与具体实施方式一不同的是：超导线圈的材料为高温超导线材、块材或带材等，其他参数与具体实施方式一相同。
以上实施方式仅是对本发明所作的进一步详细说明，不能认定本发明的具体实施方式只限于这些说明，在不脱离本发明构思的前提下，简单推衍派生出来的系列方法，都应视为属于本发明的权利保护范围。

Claims (9)

  1. 一种高速列车涡流制动用超导磁体，其特征在于：包括有超导容器，超导容器包括有自内而外依次嵌套的线圈盒、冷屏和杜瓦，线圈盒内注满有液氦，线圈盒上设有液氦进、出口；线圈盒内设有浸泡在液氦中的超导线圈，线圈盒上设有线圈终端进、出口；所述冷屏内为高真空环境，冷屏外壁密布有液氮流通管道，冷屏上设有与液氮流通管道对应的液氮进、出口。
  2. 根据权利要求1所述的一种高速列车涡流制动用超导磁体，其特征在于：所述超导容器的两侧分别设有与冷屏一体的内管和与杜瓦一体的外管，外管均套在对应的内管外；超导容器的两侧分别安装有横向拉杆，横向拉杆均包括有横向拉杆内绝热块、横向弹簧、横向拉杆外绝热块和横向传力杆，横向拉杆内绝热块分别固定在线圈盒的两侧侧壁上，横向传力杆分别固定套装在对应的内管中，横向传力杆的外端均伸出对应的内管外并固定在对应外管的端部，横向传力杆的内端分别与对应的横向拉杆外绝热块固定连接，横向拉杆内、外绝热块之间设有横向弹簧。
  3. 根据权利要求1或2所述的一种高速列车涡流制动用超导磁体，其特征在于：所述超导容器的上部安装有垂直拉杆，垂直拉杆包括有垂直拉杆内绝热块、垂直弹簧、垂直拉杆外绝热块和垂直传力杆；所述线圈盒顶部设有凹槽，垂直拉杆内绝热块固定在凹槽底部，垂直传力杆纵向设置并固定套装在冷屏顶部，垂直传力杆顶部穿过冷屏后并固定在杜瓦上，垂直传力杆的底端与垂直拉杆外绝热块固定连接，垂直拉杆内、外绝热块之间设有垂直弹簧。
  4. 根据权利要求1所述的一种高速列车涡流制动用超导磁体，其特征在于：所述超导线圈通过限位块固定在线圈盒内部。
  5. 根据权利要求1所述的一种高速列车涡流制动用超导磁体，其特征在 于：所述线圈盒内安装有液位计和温度传感器。
  6. 根据权利要求1所述的一种高速列车涡流制动用超导磁体，其特征在于：所述超导容器通过支撑结构固定于高速列车转向架底部，与转向架下方的导轨顶面之间具有一定的气隙。
  7. 根据权利要求1所述的一种高速列车涡流制动用超导磁体，其特征在于：所述液氦的液面高度超过超导线圈至少0.5倍高度。
  8. 根据权利要求1所述的一种高速列车涡流制动用超导磁体，其特征在于：所述超导线圈形状为跑道型。
  9. 根据权利要求3所述的一种高速列车涡流制动用超导磁体，其特征在于：所述超导容器的上部分布有四个垂直拉杆。
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