CN120816916B - A self-powered magnetorheological vibration reduction system and method for lateral and vertical coupled vibrations of high-speed conventional maglev trains - Google Patents

Abstract

The invention discloses a self-powered magnetorheological vibration reduction system and a self-powered magnetorheological vibration reduction method suitable for transverse and vertical coupling vibration of a high-speed constant-permeability floating train, and relates to the field of magnetic levitation, wherein the system comprises a levitation electromagnet and a guide electromagnet; the device comprises a suspension surface collector coil, a guide surface collector coil, an energy management system, an acceleration detection system, a control system, a transverse magneto-rheological damper and a vertical magneto-rheological damper, wherein the suspension surface collector coil and the guide surface collector coil are used for inducing magnetic field changes and generating induced electromotive force, the energy management system is used for rectifying, boosting and stabilizing the induced electromotive force and storing electric energy, the acceleration detection system is used for detecting transverse and vertical vibration acceleration of a vehicle body, the control system is used for outputting control current according to a vibration signal, and the transverse magneto-rheological damper and the vertical magneto-rheological damper are used for outputting variable damping force according to the control current and restraining transverse vibration of the vehicle body. The invention realizes effective inhibition and energy recovery of transverse vertical vibration without relying on current frequency division treatment, thereby solving the decoupling control problem caused by active control noise in a constant magnetic levitation system.

Description

Self-powered magnetorheological vibration reduction system and method suitable for transverse and vertical coupling vibration of high-speed constant-permeability floating train

Technical Field

The invention relates to the technical field of magnetic levitation, in particular to a self-powered magnetorheological vibration reduction system and method suitable for transverse and vertical coupling vibration of a high-speed constant-permeability levitation train.

Background

The high-speed magnetic levitation traffic system is taken as a high point of a new generation land traffic technology, and becomes an important component of traffic by the outstanding advantages of high speed, low noise, large climbing capacity, green environmental protection and the like, and represents the development direction of future track traffic. However, as operating speeds move from 430 km per hour to 600 km and even higher targets, the system dynamics environment becomes increasingly complex, deriving a serious set of technical challenges. Among them, the transverse and vertical coupling vibration problem faced by the train running at high speed is especially prominent. The vibration is mainly caused by the amplification of the track irregularity excitation effect, the salient time lag characteristic of an electromagnetic system, the exponential increase of the pneumatic load and the multisource random interference coupling, and is particularly characterized in that the suspension air gap generates nonlinear dynamic fluctuation and the variation of the guide gap is aggravated, so that the risk of instability of a suspension and guide control system is obviously increased, and the riding comfort is also seriously deteriorated.

In order to solve the vibration problem of the high-speed magnetic levitation train, the prior art mainly optimizes parameters of an electromagnetic levitation and guiding system and upgrades a control algorithm to enhance the anti-interference capability and stability of the electromagnetic levitation and guiding system, and introduces a passive or active suspension (vibration reduction) system between the train body and a levitation frame to isolate and attenuate vibration transmitted to the train body.

The traditional passive vibration damping technology, such as a hydraulic damper and a rubber element, has a simple and reliable structure, but has fixed damping parameters, cannot be adaptively adjusted according to actual operation conditions and vibration states, and has limited vibration damping effect. More critical is that they dissipate valuable vibration mechanical energy in the form of frictional heat, contrary to the green energy-saving traffic development concept, while magneto-rheological shock absorbers (MRD) technology realize continuous, reversible and rapid adjustment of damping force through their field-induced rheological effect, show great potential in the field of semi-active shock absorption, but generally rely on external power sources to supply power to their exciting coils and control units in traditional applications, thus not only increasing the complexity and wiring difficulty of the system, but also causing additional energy consumption and failing to fundamentally solve the problem of energy waste.

Accordingly, there is a need for an improvement over the deficiencies in the prior art to address the above-described issues.

Disclosure of Invention

The invention overcomes the defects of the prior art and provides a self-powered magnetorheological vibration reduction system and a self-powered magnetorheological vibration reduction method suitable for transverse and vertical coupling vibration of a high-speed constant-permeability floating train.

In order to achieve the purpose, the invention adopts the technical scheme that in the first aspect, the invention provides a self-powered magnetorheological vibration reduction system suitable for transverse and vertical coupling vibration of a high-speed constant magnetic levitation train, which comprises the following components:

the suspension electromagnet and the guide electromagnet are respectively used for realizing suspension and guide of the train;

The suspension surface current collecting coil and the guide surface current collecting coil are respectively arranged between the suspension electromagnet and the suspension rail and between the guide electromagnet and the guide rail and are used for inducing magnetic field change and generating induced electromotive force;

the energy management system is connected with the suspension surface collecting coil and the guide surface collecting coil and is used for rectifying, boosting and stabilizing the induced electromotive force and storing electric energy;

The acceleration detection system is used for detecting the transverse and vertical vibration acceleration of the vehicle body;

The control system is connected with the acceleration detection system and the energy management system and is used for outputting control current according to the vibration signal;

The transverse magnetorheological damper and the vertical magnetorheological damper are respectively connected with the control system and used for outputting variable damping force according to control current and inhibiting transverse and vertical vibration of the vehicle body;

The suspension surface collector coil and the guide surface collector coil are respectively and independently connected to the energy management system, so that independent collection and processing of transverse and vertical vibration energy are realized.

In a preferred embodiment of the invention, the energy management system comprises a rectifying module, a boosting and stabilizing module and an energy storage module, wherein the input end of the rectifying module is connected with the suspension surface collecting coil and the guide surface collecting coil, the output end of the rectifying module is connected with the energy storage module through the boosting and stabilizing module, and the energy storage module is connected with the control system, the transverse magnetorheological damper and the vertical magnetorheological damper.

In a preferred embodiment of the invention, the energy storage module comprises a super capacitor and a lithium battery, and is connected with a bus through a bidirectional DC/DC converter, wherein the super capacitor is used for responding to transient power demand, and the bidirectional DC/DC converter is used for regulating terminal voltage of the super capacitor.

In a preferred embodiment of the present invention, the transverse magnetorheological damper and the vertical magnetorheological damper are respectively installed between the vehicle body and the suspension frame, and are used for independently restraining transverse vibration and vertical vibration.

In a preferred embodiment of the present invention, the control system includes a signal processing unit and a current driving unit, which are configured to calculate an ideal damping force according to a signal of the acceleration detection system and output a corresponding exciting current to the transverse magnetorheological damper and the vertical magnetorheological damper.

In a preferred embodiment of the present invention, the suspension surface collector coil and the guide surface collector coil are flat rectangular coil structures, and are made of solid thick copper wires or multiple strands of parallel wound wires.

In a second aspect, the invention provides a magnetorheological damping method of a self-powered magnetorheological damping system suitable for transverse and vertical coupled vibration of a high-speed constant-permeability floating train, comprising the following steps of:

S1, respectively inducing magnetic field changes in transverse vibration and vertical vibration through a suspension surface current collecting coil and a guide surface current collecting coil to generate induced electromotive force;

s2, rectifying, boosting and stabilizing the induced electromotive force through an energy management system, storing electric energy, and independently supplying the electric energy to a transverse magneto-rheological damper, a vertical magneto-rheological damper and a control system;

S3, detecting the transverse and vertical vibration acceleration of the vehicle body in real time through an acceleration detection system, calculating an ideal damping force according to a vibration acceleration signal by a control system, and outputting a corresponding control current;

s4, the transverse magnetorheological damper and the vertical magnetorheological damper respectively output variable damping force according to control current, so that independent inhibition of transverse and vertical vibration is realized.

In a preferred embodiment of the present invention, in the step S2, the electric energy processing of the energy management system includes rectifying the alternating current by a single-phase full-wave rectifying circuit, smoothing the alternating current by a filtering circuit, and regulating the voltage to a set value by a Boost chopper Boost voltage stabilizing module.

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

In a preferred embodiment of the present invention, the energy harvesting and control processes of the transverse and vertical vibrations are independent of each other, for achieving electromagnetic decoupling of mechanical vibrations.

The invention solves the defects existing in the background technology, and has the following beneficial effects:

(1) The invention provides a self-powered magnetorheological vibration reduction system and a method suitable for transverse and vertical coupling vibration of a high-speed constant-permeability magnetic levitation train, which are used for independently inducing magnetic flux changes caused by transverse and vertical vibration through separating a levitation surface current collecting coil and a guide surface current collecting coil, independently processing the magnetic flux changes through an energy management system, independently controlling a transverse/vertical magnetorheological damper by combining a control system, the device can realize the separation regulation and control of the transverse and vertical vibration, further eliminate the mutual interference of transverse and vertical vibration signals, and realize the physical decoupling of vibration energy in an acquisition link, thereby improving the response precision of a vibration reduction system to complex coupled vibration, and ensuring that the high-speed maglev train can maintain stable suspension postures and running smoothness under different speed and track working conditions.

(2) According to the invention, the magnetic energy changes between the self-levitation electromagnet and the levitation rail of the high-speed constant-permeability levitation train and between the guiding electromagnet and the guiding rail are utilized, the levitation surface current collecting coil and the guiding surface current collecting coil are correspondingly arranged at the concentrated position of magnetic force lines so as to recover vibration energy, two parallel closed-loop paths from energy collection to energy utilization can be constructed through independent energy management channels, and the closed-loop paths are respectively supplied to the transverse/vertical magnetorheological damper, so that the independent recovery and utilization of the vibration energy are realized, meanwhile, the inherent working magnetic field of the levitation train is directly utilized, an independent magnetic field source is not required to be additionally arranged, the system structure is simplified, the efficient recovery and utilization of the vibration energy are realized, the dependence of the system on external energy sources is reduced, the decoupling performance of transverse and vertical control is ensured from the energy distribution layer, and the reliability and the efficiency of the system are enhanced.

(3) According to the invention, the excitation current of the magnetorheological damper is regulated in real time by adopting the control system based on the feedback of the acceleration sensor, so that the self-adaptive capacity of the vibration damping system can be endowed, the damping force can be continuously adapted to complex variable vibration working conditions caused by different running speeds and track conditions, the working condition adaptability of the vibration damping system is further improved, the effective working frequency range of the vibration damping system can be widened, and the optimal damping force can be provided for vehicles under different working conditions, thereby remarkably improving the riding comfort and the structural safety of the train.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments described in the present invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art;

FIG. 1 is a schematic diagram of the structural principle of a self-powered magnetorheological vibration damping system in accordance with a preferred embodiment of the present invention;

FIG. 2 is a block diagram of the energy transfer process of the preferred embodiment of the present invention;

In the figure, 1, a vehicle body, 2, a suspension electromagnet, 3, a guide electromagnet, 4, a suspension surface current collecting coil, 5, a guide surface current collecting coil, 6, a suspension rail, 7, a guide rail, 8, a transverse magneto-rheological damper and 9, a vertical magneto-rheological damper.

Detailed Description

The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways than those described herein, and therefore the scope of the present invention is not limited to the specific embodiments disclosed below.

Summary of the application:

In the prior art, as disclosed in Chinese patent publication No. CN118934890A, an electromagnetic induction type self-powered self-sensing vibration reduction system of a superconducting electromagnetic levitation vehicle is disclosed, wherein the system senses a composite current signal generated when the vehicle vibrates through a single electromagnetic damping coil, and utilizes a frequency division circuit of a preset LC resonance branch to separate the mixed current into a transverse magnetorheological damper and a vertical magnetorheological damper according to frequency, thereby realizing directional distribution and transverse decoupling control of vibration energy.

The superconducting magnetic levitation system forms a strong magnetic field by utilizing the zero resistance characteristic of superconducting materials at low temperature, the magnetic field environment is stable, continuous power supply is not needed, the levitation height is large, the induced current components are relatively pure, the frequency characteristics are obvious, a physical basis is provided for frequency division decoupling, and the normal magnetic levitation system generates a dynamic controllable magnetic field by continuously powering on an electromagnet made of conventional conductive materials so as to realize levitation, the levitation gap is small, and the current is required to be actively controlled to maintain stability.

The applicant finds that the decoupling strategy based on current frequency division has structural application obstacle in a constant magnetic levitation system, because a constant magnetic levitation electromagnet needs to continuously be introduced with active adjusting current to dynamically maintain a levitation gap, the control current introduces high-frequency electromagnetic noise, and forms a mixed signal which is seriously overlapped in frequency spectrum and cannot be separated after being mixed with vibration induction current, so that a frequency division circuit cannot accurately identify and separate real vibration frequency components, and meanwhile, the constant magnetic levitation system lacks a static background magnetic field of a superconducting system, the magnetic field of the constant magnetic levitation system completely depends on electric energy to actively generate and dynamically change along with the gap, has strong direction randomness and insufficient stability, can not provide stable and separable fundamental wave and harmonic wave components like the superconducting system, and leads to failure of a passive frequency division method based on LC resonance.

Aiming at the problems, the invention provides a self-powered magnetorheological vibration reduction system and a self-powered magnetorheological vibration reduction method suitable for transverse and vertical coupling vibration of a high-speed constant-magnetic-conduction floating train, which are used for independently inducing magnetic flux changes caused by transverse and vertical vibration through a separated suspension surface and a guide surface current collecting coil, realizing acquisition decoupling of vibration energy from a physical source head, and realizing effective inhibition and energy recovery of transverse and vertical vibration without depending on current frequency division treatment by combining an independent-controlled magnetorheological damper and an independent-controlled energy management circuit, thereby solving the decoupling control problem caused by active control noise in the constant-magnetic-conduction floating system.

As shown in figure 1, the self-powered magnetorheological vibration damping system suitable for transverse and vertical coupling vibration of a high-speed constant-permeability floating train comprises a floating electromagnet 2, a guide electromagnet 3, a floating surface collector coil 4, a guide surface collector coil 5, an energy management system, an acceleration detection system, a control system, a transverse magnetorheological damper 8 and a vertical magnetorheological damper 9.

The levitation electromagnet 2 and the guide electromagnet 3 are basic components for realizing non-contact levitation and guide of a normal magnetic levitation train, wherein the levitation electromagnet 2 is arranged at the bottom of the train and generates electromagnetic attraction with a levitation rail 6 below the levitation electromagnet so as to provide a supporting force required by vertical levitation of the train, and the guide electromagnet 3 is arranged at the side of the train and generates electromagnetic attraction with a lateral guide rail 7 so as to provide a restraining force required by transverse guidance of the train and ensure that the train runs along a preset track.

In this embodiment, during the high-speed running of the train, the train body 1 inevitably generates transverse and vertical vibrations due to track irregularity, dynamic response of the electromagnetic system, pneumatic load fluctuation, and various random disturbances, and the vibrations cause dynamic changes in the levitation gap between the levitation electromagnet 2 and the levitation rail 6 and the guidance gap between the guidance electromagnet 3 and the guidance rail 7.

Further, in order to efficiently use vibration energy, a levitation surface collector coil 4 for inducing a change in magnetic field intensity or magnetic flux caused by transverse vibration of the train is installed in a levitation gap between the levitation electromagnet 2 and the levitation rail 6, thereby generating induced electromotive force according to faraday's law of electromagnetic induction;

Similarly, the guide surface collecting coil 5 is arranged in a guide gap between the guide electromagnet 3 and the guide rail 7 and is used for inducing the magnetic field change caused by the vertical vibration of the train and generating corresponding induced electromotive force, and the suspension surface collecting coil 4 and the guide surface collecting coil 5 are respectively and independently connected to an energy management system, so that the mode of independently collecting and processing the transverse and vertical vibration energy in physical space is a key step for realizing the decoupling of the transverse and vertical vibration.

It should be noted that, the magnetic flux changes caused by the transverse and vertical vibrations are independently induced by the suspension surface collector coil 4 and the guide surface collector coil 5, after the energy collected by the two is independently processed by the energy management system, the independent control of the transverse/vertical magnetorheological damper 9 by combining the control system can realize the separation regulation and control of the transverse and vertical vibrations, further eliminate the mutual interference of transverse and vertical vibration signals, realize the physical decoupling of the vibration energy in the collection link, compared with the prior art that the signal separation is carried out by relying on single coil induction and circuit frequency division, the separation failure problem caused by the mixing of high-frequency noise and vibration signals which are led by the active control current of the normal guide system can be avoided, the purity of the signal source is ensured, thereby improving the response precision of the vibration reduction system to complex coupling vibrations, and enabling the high-speed maglev train to maintain stable suspension posture and running smoothness under different speeds and track working conditions.

As a preferred embodiment, the suspension surface collector coil 4 and the guide surface collector coil 5 are both in flat rectangular coil structures so as to maximize the effective area of the coil in a limited gap and optimize the coupling efficiency of the coil and a main magnetic field, the conductor material of the coil is preferably solid thick copper wires or multi-strand parallel wound litz wires, the litz wires can remarkably reduce the alternating current resistance loss caused by skin effect and proximity effect in the vibration frequency range of a train, further improve the energy collection efficiency, and ensure that the coil can induce enough electromotive force and provide considerable electric energy output even under the vibration working condition of low amplitude and low frequency by optimizing the number of turns and wire diameter of the design coil.

In the present embodiment, the energy management system is used for realizing self-power supply, the input ends of the energy management system are respectively and independently connected with the output ends of the levitation surface collector coil 4 and the guide surface collector coil 5, and ensure independent processing paths of transverse and vertical vibration energy.

The energy management system comprises a rectifying module, a boosting and stabilizing module and an energy storage module, wherein the input end of the rectifying module is respectively and independently connected with a suspension surface collector coil 4 and a guide surface collector coil 5, the output end of the rectifying module is connected with the energy storage module through the boosting and stabilizing module, and the energy storage module is connected with a control system, a transverse magnetorheological damper 8 and a vertical magnetorheological damper 9.

Further, the electric energy treatment process of the energy management system specifically comprises the following steps that firstly, alternating-current induced electromotive force is output by the induction coil, so that the alternating-current induced electromotive force needs to be converted into direct current through the rectification module, a synchronous single-phase full-wave rectification circuit based on high-performance MOSFET is preferably adopted in the embodiment, compared with the traditional diode rectification, the synchronous rectification is achieved through the fact that the diode is replaced by the MOSFET with low on-resistance, rectification loss and voltage drop can be reduced to the greatest extent, and efficiency advantages are more obvious particularly in low-voltage and high-current output scenes.

And secondly, the rectified pulsating direct current is subjected to smoothing treatment through a filter circuit consisting of a filter capacitor array with high capacity and low Equivalent Series Resistance (ESR), and the filter capacitor array can effectively reduce voltage ripple to obtain a relatively flat direct current voltage and provide stable input for a subsequent boosting and voltage stabilizing module.

And the smoothed direct-current voltage is regulated by a Boost chopper Boost voltage stabilizing module with a Maximum Power Point Tracking (MPPT) function to stabilize the voltage to a preset direct-current bus voltage value, such as 12 volts, wherein the MPPT function is crucial, the input impedance of the Boost chopper is dynamically regulated by monitoring the output voltage and current of an energy acquisition coil in real time, so that a rectifying side always works at a maximum power output point, electric energy is extracted from vibration to the maximum extent, and finally, the generated electric energy is stored in an energy storage module.

As a preferred embodiment, the energy storage module adopts a composite energy storage structure, and specifically comprises a super capacitor and a lithium battery, wherein the two energy storage devices are connected to a main power bus through a bidirectional DC/DC converter.

The super capacitor is specially used for responding to transient power requirements and high-frequency charge and discharge working conditions in the system due to extremely high power density and rapid charge and discharge capacity, such as transient high current requirements generated by a magneto-rheological damper when damping force is rapidly regulated, and the bidirectional DC/DC converter is used for accurately regulating terminal voltage and charge and discharge current of the super capacitor so as to realize cooperative work and energy optimization distribution between the super capacitor and a lithium battery.

The super capacitor can feed back energy to the lithium battery when the power demand of the system is low or the system has surplus energy, the super capacitor discharges rapidly to supplement energy when the power demand is increased instantaneously, the lithium battery is used for providing stable continuous power supply capacity and high energy density storage, the whole vibration reduction system can still obtain reliable power supply under the long-time running or low vibration working condition of a train, and the composite energy storage strategy of the vibration reduction system takes the power response speed and the energy storage capacity into consideration, so that the power supply robustness of the system is obviously improved.

In this embodiment, the acceleration detection system is disposed on the train body 1, and is used for detecting the transverse and vertical vibration acceleration signals borne by the train body 1 in real time.

The acceleration detection system is composed of a high-precision triaxial micro-electromechanical system (MEMS) acceleration sensor array, and can accurately capture dynamic responses of the vehicle body 1 in different degrees of freedom, and the acquired acceleration signals are key inputs for vibration state evaluation and damping force calculation of the control system.

In the embodiment, the input end of the control system is connected with the output end of the acceleration detection system to receive real-time vibration acceleration signals, the power supply end of the control system is connected with the output end of the energy management system to realize self-powered operation, and the control system outputs control current for adjusting damping force according to the received vibration acceleration signals.

The control system comprises a signal processing unit and a current driving unit, wherein the signal processing unit firstly receives and processes an original vibration acceleration signal output by the acceleration detection system, the original vibration acceleration signal comprises filtering, denoising, digitalization and necessary signal fusion and state estimation of the signal, then the signal processing unit calculates a target damping force required in the current vibration state based on a preset control algorithm, and the current driving unit outputs corresponding exciting current to the transverse magneto-rheological damper 8 and the vertical magneto-rheological damper 9 according to the target damping force calculated by the signal processing unit so as to realize real-time accurate regulation and control of the damping force.

Preferably, the control algorithm adopts a robust self-adaptive PID control algorithm based on the Skyhook principle, and the Skyhook control strategy aims to simulate an ideal damping state that the vehicle body 1 is suspended at a virtual sky reference point, and the damping force generated by the control damper is opposite to the absolute speed direction of the vehicle body 1 relative to the sky, so that the vibration of the vehicle body 1 is effectively restrained.

Furthermore, the adaptive PID control algorithm of the embodiment is enhanced on the basis, input parameters of the adaptive PID control algorithm comprise the acceleration of the vehicle body 1 and the acceleration of the suspension frame (or speed and displacement information obtained through integration), PID (proportion, integration and differentiation) parameters can be dynamically adjusted by the algorithm through real-time monitoring of the parameters so as to adapt to complex vibration working conditions such as different running speeds, track irregularity, aerodynamic load change and the like, and the adaptive capability of the adaptive PID control algorithm enables a damping system to continuously optimize the output of damping force so as to minimize the acceleration of the vehicle body 1 as a main target and ensure the stability of a suspension clearance, so that the stability, riding comfort and running safety of a train are remarkably improved.

In the present embodiment, the transverse magnetorheological damper 8 and the vertical magnetorheological damper 9 are used for outputting variable damping force according to control current and are respectively installed between the train body 1 and the suspension frame, the transverse magnetorheological damper 8 is arranged along the transverse axis direction of the train body 1 and used for outputting variable transverse damping force according to the received control current so as to inhibit transverse vibration of the train body 1, and the vertical magnetorheological damper 9 is arranged along the vertical axis direction of the train body 1 and used for outputting variable vertical damping force according to the received control current so as to inhibit vertical vibration of the train body 1.

The magnetorheological damper is characterized in that magnetorheological fluid is filled in the magnetorheological damper, the rheological property of the magnetorheological fluid can be changed rapidly and continuously under the action of an external magnetic field, when the exciting coil receives exciting current sent by the control system, a magnetic field is generated, and the magnetic field acts on the magnetorheological fluid to change the yield stress of the magnetorheological fluid, so that the damping force can be regulated accurately and steplessly.

As shown in fig. 2, the invention provides a magnetorheological damping method suitable for a self-powered magnetorheological damping system for transverse and vertical coupled vibration of a high-speed constant-permeability floating train, which comprises the following steps:

s1, respectively inducing magnetic field changes in transverse vibration and vertical vibration through a suspension surface current collecting coil 4 and a guide surface current collecting coil 5 to generate induced electromotive force;

S2, respectively and independently inputting the transverse/vertical induced electromotive force into an energy management system, so that the transverse and vertical energy acquisition paths are completely separated on an electrical level, signal crosstalk and energy aliasing are avoided, the energy management system rectifies, boosts and stabilizes the two paths of independent induced electromotive force, and the converted electric energy is stored in an independent energy storage module;

Specifically, the electric energy treatment process comprises the steps of firstly, utilizing a synchronous single-phase full-wave rectification circuit to efficiently convert alternating current output by an induction coil into direct current, enabling the rectification efficiency to reach more than 97% under rated load, then smoothing the pulsating direct current through a filter array formed by low ESR capacitors to ensure that the peak value of ripple voltage is lower than 0.5% required by the system, then stably raising the direct current voltage to the direct current bus voltage of 12V by a Boost chopper Boost voltage stabilizing module with MPPT function, enabling the MPPT efficiency to reach more than 90% under typical vibration working conditions to ensure maximum energy extraction, and finally storing the generated electric energy in a composite energy storage module formed by a super capacitor and a lithium battery, wherein the super capacitor rapidly responds to high-frequency power requirements through a bidirectional DC/DC converter, and the lithium battery provides long-term stable power supply;

S3, detecting the transverse and vertical vibration acceleration of the vehicle body 1 in real time through an acceleration detection system, acquiring detected signals by a high-precision sensor at a sampling frequency not lower than 200Hz, preprocessing through analog-digital conversion, digital filtering and the like, ensuring data quality, receiving acceleration signals by a control system, calculating ideal transverse and vertical damping forces matched with the current vibration state based on a preset self-adaptive control algorithm, and outputting corresponding transverse and vertical excitation control currents;

The control system is based on the vibration state detected in real time, combines the target damping force which is calculated by the dynamic characteristics of the vehicle and can optimally restrain the current vibration in the self-powered magnetorheological damping system of the transverse and vertical coupling vibration of the high-speed constant-permeability magnetic levitation train, is used for providing control basis for the dynamic adjustment of the transverse magnetorheological damper 8 or the vertical magnetorheological damper 9, and after the acceleration detection system captures the transverse vertical vibration signals between the train body 1 and the suspension frame, the control system analyzes the intensity and the characteristics of the vibration through a built-in algorithm, comprehensively considers the vibration restraining effect and the system energy consumption, and determines a theoretical optimal damping force value, namely ideal damping force;

The control system adopts a robust self-adaptive PID control algorithm in the step, combines the advantages of Skyhook control strategies, dynamically adjusts PID parameters to adapt to vibration working conditions with different frequencies and amplitudes by monitoring the relative speed and the acceleration of the vehicle body 1 and the suspension frame in real time, and has the core that under wide running conditions, the system can always provide optimal damping force through online parameter estimation and adjustment, for example, an objective function is set to minimize the vehicle body 1RMS acceleration, and meanwhile, the fluctuation range of a suspension gap is strictly limited to prevent touch;

S4, the transverse magneto-rheological damper 8 and the vertical magneto-rheological damper 9 independently adjust the yield stress of the internal magneto-rheological fluid according to the received transverse excitation control current and the received vertical excitation control current respectively;

the adjusting process is extremely short in response time and is usually completed in a few milliseconds, so that the damping force can be changed rapidly and continuously, the damper outputs variable transverse damping force and vertical damping force respectively through precisely controlling the yield stress of the magnetorheological fluid, precise and independent suppression of transverse vibration and vertical vibration of the train body 1 is realized, and the magnetorheological damper can provide a damping force adjusting range of up to 4000N in a full damping force range and is excellent in linearity and repeatability.

The energy collection, processing and control processes of the transverse and vertical vibration are independently operated in the whole system, which means that each vibration direction is provided with an independent collecting coil, an independent energy management branch, an independent acceleration sensor signal processing channel and an independent magnetorheological damper control channel, and the physical and electrical decoupling is thoroughly realized on an electromechanical level, so that the interference of high-frequency electromagnetic noise introduced by the active control current of the traditional normal magnetic levitation train on vibration reduction signals is fundamentally avoided, and the problems of electromagnetic decoupling and accurate inhibition of transverse and vertical mechanical coupling vibration are solved.

In order to further clarify the technical advantages of the present invention, a detailed description will be given below with reference to one embodiment.

Example 1 detailed parameter design and implementation Using suspension System vertical vibration as an example

In the embodiment, the vertical vibration of the high-speed constant-magnetic-flux levitation train levitation system is taken as a specific application scene, and the parameter design, implementation manner and working process of key components in the self-powered magnetorheological vibration reduction system are elaborated.

The size of the suspension electromagnet 2 and the corresponding collector coil is 250mm multiplied by 300 mm, the nominal air gap g _o of the system during stable suspension is approximately equal to 10mm, the magnetic induction intensity B _o approximately equal to 1T at the center of the collector coil under the air gap, the vibration frequency domain f and the amplitude A _z of the suspension frame are 5 Hz/+/-5 mm, the mass of the vehicle body 1 is 20 tons, and the vehicle body 1 is supported by four air springs, wherein the rigidity k of each air spring is approximately equal to 1.9 multiplied by 10 ⁵ N/m.

It should be noted that, the collector coil is the key of energy recovery, the induced electromotive force is calculated based on the magnetic gap modulation principle, each turn of voltage is estimated by magnetic gap modulation, the vibration causes the change of air gap g (t), and then the magnetic field strength is caused, the calculation formula is:, Representing vibration induced air gap variation, approximating (Ignoring magnetic saturation), there are, near the small signal:;

Induced electromotive force: the vertical vibration displacement z (t) is equivalent to ;

Peak value of induced electromotive forceMean value of induced electromotive force;

Wherein B (z) represents the relationship of the air gap magnetic field to the vertical gap/air gap; representing a small amount of change in magnetic induction caused by a small change in air gap; representing a small variation of the suspension air gap; Is the speed of vibration;

substitution into the present embodiment: coil area a=0.25×0.30=0.075 m ²,B_o=1 T,g_o =0.01 m, MT/m, f=5 hz, a _z =0.005 m. Calculating 2pi fA _z = 0.15708, the induced electromotive force peak: v, mean value of induced electromotive force V/turn。

It should be noted that if the amplitude is below 5mm, the linear scaling is possible, if the small gap end may approach saturation (B (z) > 1.6-2T), the linear scaling is possibleTaking 60-80T/m for conservation.

Furthermore, in order to ensure that the system can still be effectively started under the working condition of low amplitude, the number of turns N of the coil needs to be reasonably determined, and the no-load average direct-current voltage after single-phase full-wave rectification is about(Synchronous rectification approximation) it is desirable to operate at half amplitude (e.g., a _z =2.5 mm → for exampleV/turn), the voltage is more than or equal to 6-8V after rectification, so that the voltage is convenient to boost, the number of turns N is about 16-22, and the voltage is about 12V when the width of the coil is 5mm and N=16.

In this embodiment, n=16 turns are selected, the collector coil single turn Zhou Changyao L _turn is approximately 1.1 m, the total length l=n is approximately 1.1=17.6 m, a solid copper wire with a cross-sectional area of 1.31 mm ² (about AWG16 specification) is adopted for winding, accordingly, the total resistance of the collector coil is approximately r=0.226 Ω, the collector system is matched with load P _max≈V_rms ²/(4R), the number of turns n=16, the total voltage V _rms is approximately 0.833 is approximately 16=13.33V after considering the number of turns, after rectification +dc/DC, the total voltage is approximately 140W, and theoretically recoverable power is enough to drive a plurality of magnetorheological dampers.

It will be appreciated that the above calculations are based on a linear model and ignore magnetic saturation, and if the magnetic field may approach saturation (e.g., B (z) > 1.6T) at the small gap end, a conservative design may be adopted, and thatThe value is properly reduced to 60-80T/m so as to ensure the reliability of the system design.

Specifically, when the train runs, the suspension frame generates vertical vibration, so that a suspension air gap is changed within the range of +/-5 & lt mm & gt on the basis of 10 mm, the change is induced by a suspension surface collecting coil, an alternating current electromotive force with the frequency of 5Hz and the amplitude of which is in direct proportion to the vibration speed is generated, after the electric energy is collected, the vertical magnetorheological damper 9 is powered by an energy management system, meanwhile, the vertical vibration acceleration is detected by an acceleration sensor, and a control system calculates and outputs optimal control current to the damper in real time according to the signal, and adjusts the damping force of the damper, so that the vertical vibration of the vehicle body 1 is effectively restrained.

Through specific parameter design and theoretical calculation, the system provided by the invention can recover considerable energy from vibration under the typical low-frequency and large-amplitude vertical vibration working condition of a high-speed maglev train, is sufficient for supporting the operation of a magnetorheological damper and a control system thereof, realizes real self-energy supply, and simultaneously, shows the capability of the system for still stably working under the condition of partial load (half amplitude), and ensures the robustness and practicability of the system.

From the foregoing description it will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.

Furthermore, it should be understood that although the present disclosure describes embodiments, not every embodiment is provided with a separate embodiment, and that this description is provided for clarity only, and that the disclosure is not limited to the embodiments described in detail below, and that the embodiments described in the examples may be combined as appropriate to form other embodiments that will be apparent to those skilled in the art.

Claims (8)

1. A magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system suitable for lateral-vertical coupled vibration of a high-speed conventional maglev train, characterized in that it comprises: Suspension electromagnets and guide electromagnets are used to achieve levitation and guidance of trains, respectively. The levitation surface current collector coil and the guide surface current collector coil are respectively installed between the levitation electromagnet and the levitation rail and between the guide electromagnet and the guide rail, for sensing changes in the magnetic field and generating induced electromotive force; An energy management system, connected to the suspended surface current collector coil and the guide surface current collector coil, is used to rectify, boost, and stabilize the induced electromotive force, and store electrical energy. An acceleration detection system is used to detect the lateral and vertical vibration acceleration of the vehicle body. A control system, connected to the acceleration detection system and the energy management system, is used to output a control current based on the vibration signal; The transverse magnetorheological damper and the vertical magnetorheological damper are respectively connected to the control system and are used to output variable damping force according to the control current to suppress the transverse and vertical vibration of the vehicle body. The suspended surface current collector coil and the guide surface current collector coil are independently connected to the energy management system to realize independent acquisition and processing of transverse and vertical vibration energy. The magnetorheological vibration reduction method includes the following steps: S1. The magnetic field changes in the transverse and vertical vibrations are independently sensed by the current collector coils on the suspended surface and the current collector coils on the guide surface, respectively, to generate an induced electromotive force; S2. The induced electromotive force is input into the energy management system for independent rectification, boosting and stabilization, and energy storage. The energy management system rectifies, boosts and stabilizes the induced electromotive force in the lateral and vertical directions through independent processing paths, and stores the generated energy in the energy storage module. The energy is independently supplied to the lateral magnetorheological damper, the vertical magnetorheological damper and the control system. The energy management system's power processing includes: a) efficiently converting the AC power output from the induction coil into DC power using a synchronous single-phase full-wave rectifier circuit; b) smoothing the DC power through a filter array composed of low-ESR capacitors; c) using a Boost chopper boost regulator module with MPPT function to stably boost the DC voltage to a 12V DC bus voltage; and d) storing the generated power in a composite energy storage module composed of supercapacitors and lithium batteries. S3. The lateral and vertical vibration acceleration of the vehicle body is detected in real time by the acceleration detection system. After analog-to-digital conversion and digital filtering preprocessing, the control system calculates the ideal lateral and vertical damping forces based on the processed vibration acceleration signals using an adaptive control algorithm, and outputs the corresponding lateral and vertical excitation control currents. S4. The transverse magnetorheological damper and the vertical magnetorheological damper independently adjust the yield stress of their internal magnetorheological fluid according to the received transverse and vertical excitation control currents, and output variable transverse damping force and vertical damping force to achieve independent suppression of transverse and vertical vibrations. 2. The magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system for lateral and vertical coupled vibration of a high-speed conventional maglev train according to claim 1, characterized in that: the energy management system includes a rectifier module, a boost and voltage stabilization module, and an energy storage module; the input end of the rectifier module is connected to the levitation surface current collector coil and the guide surface current collector coil, and the output end is connected to the energy storage module via the boost and voltage stabilization module; the energy storage module is connected to the control system, the lateral magnetorheological damper, and the vertical magnetorheological damper. 3. The magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system for lateral and vertical coupled vibration of a high-speed conventional maglev train according to claim 2, characterized in that: the energy storage module includes a supercapacitor and a lithium battery, and is connected to the bus via a bidirectional DC/DC converter; the supercapacitor is used to respond to transient power demands, and the bidirectional DC/DC converter is used to adjust the terminal voltage of the supercapacitor. 4. The magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system for lateral and vertical coupled vibration of a high-speed conventional maglev train according to claim 1, characterized in that: the lateral magnetorheological damper and the vertical magnetorheological damper are respectively installed between the car body and the suspension frame to independently suppress lateral and vertical vibration. 5. A magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system for lateral and vertical coupled vibration of a high-speed conventional maglev train according to claim 1, characterized in that: the control system includes a signal processing unit and a current driving unit, used to calculate the ideal damping force according to the signal of the acceleration detection system and output the corresponding excitation current to the lateral magnetorheological damper and the vertical magnetorheological damper. 6. The magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system for lateral and vertical coupled vibration of a high-speed conventional maglev train according to claim 1, characterized in that: the levitation surface current collector coil and the guide surface current collector coil are flat rectangular coil structures, made of solid thick copper wire or multi-strand parallel-wound wire. 7. The magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system for lateral and vertical coupled vibration of a high-speed conventional maglev train according to claim 1, characterized in that: in step S3, the control system uses a PID control algorithm based on the acceleration signal to calculate the target excitation current. 8. The magnetorheological vibration reduction method for a self-powered magnetorheological vibration reduction system for lateral and vertical coupled vibration of a high-speed conventional maglev train according to claim 1, characterized in that: the energy harvesting and control processes of the lateral and vertical vibrations are independent of each other, which is used to achieve electromagnetic decoupling of mechanical vibration.