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Dynamic Research on the Influence of Air Spring Mounted Position of HTS Maglev Vehicle Bogie
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A new type of walking mechanism for middle- and low-speed maglev vehicle, including a single anti-roll beam placed at the middle of each suspension frame, a big air spring placed at the middle of each longitudinal beam of each suspension module, and a forced steering mechanism canceled, was proposed to improve the comprehensive competitiveness of the middle- and low-speed maglev vehicle in the field of urban rail transit. The dynamic characteristics of a new-type maglev vehicle were investigated by dynamics simulation analysis. The following conclusions are drawn based on the obtained results: the new-type maglev vehicle meets the operational requirements at the running speed of 160 km/h on the straight line and at the running speed of 30 km/h on the curved track of radius 75 m.
A pinning-type superconducting magnetic levitation guide with bulk high-Tc superconductors was studied for use as a goods transportation system, an energy storage system, etc. A superconducting magnetic levitation running test apparatus with a circular track of ca. 38 m length, 12 m diameter, which comprises the magnetic rail constituted by Nd-B-Fe rare-earth permanent magnets and steel plates, was manufactured to examine loss and high-speed performance of the magnetic levitation guide. Running tests were conducted in air. These tests clarify that a vehicle supported by a superconducting magnetic levitation guide runs stably at speeds greater than 42 km/h above the circular track.
SupraTrans is an innovative transportation concept based on the principle of superconductive magnetic levitation. The aim of the project is to create a fully working prototype, which proves its ability for passenger transport by explicit consideration of the compatibility between systems for propulsion, safety, positioning, power supply, transport logistics and the levitation system itself. The SupraTrans technology uses the flux pinning in high temperature superconductors (HTS) to stabilize the lateral and vertical position of the vehicle on the magnetic track. This self-stabilizing system is the main advantage of the superconductive levitation in comparison to all other levitation systems, which need electronic control and power to keep a constant distance between the train and the track.
High-temperature superconducting (HTS) maglev system, based on the magnetic flux pinning characteristic of non-ideal type II superconductors, can realize self-stable above permanent magnets. HTS maglev possesses the advantages of low-energy consumption, simple mechanical structure and environment-friendly, which make it an ideal high-speed transportation mode. When an HTS maglev vehicle crosses a ramp, the levitation height will fluctuate due to the rapid change of the track curve, which may affect the safety and stability of the system. In this paper, first, a levitation force model was obtained based on experimental data. Based on this model, a dynamic model of the HTS maglev vehicle-bridge coupled system was established. The dynamic response of the maglev train was simulated and analyzed when it operated through track grade change points under different track slopes, vertical curve radii and speeds. The influence of these parameters on the stability of the system was investigated, and the optimized design parameters for the vehicle and the track slope are proposed as well. This study provides references for the future engineering development of HTS maglev transportation.
In this paper, we built a high-temperature supercon-ducting (HTS) maglev vehicle-bridge coupled system model by Universal Mechanism (UM) software, and analyzed the vertical dynamics. The UM model is composed of two parts, the train subsystem involved three vehicles, and the flexible bridge with simple-supports. In the UM modeling system, the expression of levitation force and the parameters related to the maglev vehicle-bridge were indispensable. The levitation force of maglev vehicle was described by an exponential analytical expression simplified by the experimental results of four YBCO bulks above a Hal-bach permanent magnetic guideway. The parameters related to the maglev vehicle-bridge are based on experimental prototype. Based on the UM model, the vertical dynamic was simulated and analyzed with different bridge spans under different operating velocities. This subject is a basic study for understanding the unique dynamic characteristic of the HTS maglev vehicle-bridge system. The simulation results provided reference for the further design of the HTS maglev vehicle-bridge coupled system in different speed ranges. Index Terms-HTS maglev, vehicle-bridge coupled model, levitation force, dynamical response, Universal Mechanism.
Based on the large general multi-body dynamics simulation and analysis platform Universal Mechanism( UM) ，a professional computer program UM Maglev is developed for the coupling vibration simulation of maglev train-track beam． The maglev train is set as multi-rigid-body model，the stiffness and damping of springs and dampers are regarded as linear or nonlinear force elements． The track is described either as 3D Timoshenko beams，or the model analysis results are imported from external finite element analysis software． The horizontal and vertical section curves，super elevation and surface random irregularities can added to the track． The control system of suspension and guidance is simulated by PID model． The Park rigid stabilization method is used to solve the differential-algebraic equations of the multi-body dynamic system． By UM Maglev，the curve passing performance，running stability and riding comfort of maglev train can be examined，the parameters of the suspension and guidance air gap of the maglev control system can be optimized，and the vibration responses of maglev track beam under the effect of dynamic maglev force can be analyzed．
High-temperature superconducting (HTS) magnetic levitation (maglev), with the advantages of low-energy consumption, simple mechanical structure and environment-friendly, has the potential to become a high-speed transportation. In rail track lines, the track random irregularity is ineluctable due to the defects of per-manent magnets in production and construction, which will further affect the operation stationarity. In practical operation, the vibration is usually vertical-lateral coupled because of the lateral excitations from the track irregularity and the guideway deformation. In this paper, an HTS maglev vehicle-bridge coupled model considering vertical-lateral coupling effect is built based on the Universal Mechanism (UM) software. To study the dynamical response of the maglev system, a track irregularity spectrum was built based on our group's existing guideway. Different speeds and spans were adopted in this model. The Sperling index is used to evaluate the system stationarity performance under different working conditions. The results show that HTS maglev can run very safely and smoothly on existing guideway and more flexible bridges. This study suggests the limitation of the running speed and the designs of bridges in HTS maglev under track random irregularity, as well as provides references for the engineering.
A 45-m-long high-temperature superconducting (HTS) Maglev ring test line, named “Super-Maglev,” has been successfully developed in Chengdu, China, in February 2013, 12 years after the birth of the first man-loading HTS Maglev test vehicle. The Maglev vehicle (2.2 m in length, 1.1 m in width) is designed for one passenger with a levitation height of 10–20 mm; the permanent-magnet guideway (PMG) (45 m in length, 0.77 m of track gauge) is a racetrack shape with a curve radius of 6 m; the driving is accomplished by a linear induction motor with a maximum running speed of 50 km/h. The linear motor is composed of four submotors installed at one straight section in the middle of the double PMGs, and the total length is 3 m. This second-generation HTS Maglev vehicle system is highlighted by the cost-performance and the wireless multiparameter onboard monitoring function. The current same-level load capability has been achieved over a small-section low-cost PMG whose cross-sectional area is only 3000 mm
2
. On the vehicle, parameters of levitation weight, levitation height, running speed, acceleration, lateral offset, online position, and total running distance of the vehicle are real-time monitored and displayed on the onboard tablet computer. The system component and test data are reported in detail in this paper.
Magnetic levitation properties of MPMC-YBaCuO in three-dimensional geometries of practical interests were investigated experimentally. Especially, it was confirmed that the vertical and horizontal magnetic forces are strongly dependent on grain structure, cracks and applied magnetic field configuration. Furthermore, a three-dimensional computer code based on the current vector potential (T) method was upgraded. The dependence of critical current density (Jc) on applied magnetic field can be taken into account. Magnetic force behavior in several configurations was numerically analyzed by using this code and the results were compared with the experimental ones. It is concluded that the discrepancy between the experimental and numerical results is mainly due to material imperfections such as grain boundary, cracks and deterioration of Jc of large MPMG-YBaCuO samples.
This paper describes the construction and main components of a full-scale superconducting magnetic levitation vehicle. The prototype, comprising four 1.5 m long wagons, will travel a short test line of 200 meters, connecting two buildings inside the campus of the Federal University of Rio de Janeiro. The efforts to implement this technology started thirteen years ago with a small-scale prototype in an attempt to prove the concept. The second step was the construction of a functional prototype that could levitate more than one Ton. The actual stage of this project is the construction of an operational prototype mentioned above, designed to transport up to 24 passengers. This work has been reported in several previous editions of the ASC conference. New details about the elevated test line, the permanent magnetic (Nd-Fe-B) guideways, the cryostats with YBCO high critical temperature superconductors, the energy conditioning, the linear induction motor and its regenerative braking, as well as the automatic supply system of liquid nitrogen will be presented in the proposed paper. Tests with this operational prototype demonstrate the technology feasibility.
ATZ Company has constructed about 130 HTS magnet systems using high-Tc bulk magnets. A key feature in scaling-up is the fabrication of YBCO melts textured multi-seeded large bulks with three to eight seeds. Except of levitation, magnetization, trapped field and hysteresis, we review system engineering parameters of HTS magnetic linear and rotational bearings like compactness, cryogenics, power density, efficiency and robust construction. We examine mobile compact YBCO bulk magnet platforms cooled with LN2 and Stirling cryo-cooler for demonstrator use. Compact cryostats for Maglev train operation contain 24 pieces of 3-seed bulks and can levitate 2500–3000 N at 10 mm above a permanent magnet (PM) track. The effective magnetic distance of the thermally insulated bulks is 2 mm only; the stored 2.5 l LN2 allows more than 24 h operation without refilling. 34 HTS Maglev vacuum cryostats are manufactured tested and operate in Germany, China and Brazil. The magnetic levitation load to weight ratio is more than 15, and by group assembling the HTS cryostats under vehicles up to 5 t total loads levitated above a magnetic track is achieved.
A full scale superconducting magnetic levitation (MagLev) vehicle operational line
- G G Sotelo
- GG Sotelo
Research of the key technology for levitation frame assembly of high speed Maglev vehicles. Locomotive Rolling Stock Technol
- Y X Sun
Vehicle-guideway coupling vibration comparative analysis for maglev vehicles while standing still
- K R Wang