A method to enhance the curve negotiation performance of HTS Maglev

High temperature superconducting (HTS) Maglev has attracted more and more attention due to its special self-stable characteristic, and much work has been done to achieve its actual application, but the research about the curve negotiation is not systematic and comprehensive. In this paper, we focused on the change of the lateral displacements of the Maglev vehicle when going through curves under different velocities, and studied the change of the electromagnetic forces through experimental methods. Experimental results show that setting an appropriate initial eccentric distance (ED), which is the distance between the center of the bulk unit and the center of the permanent magnet guideway (PMG), when cooling the bulks is favorable for the Maglev system’s curve negotiation. This work will provide some available suggestions for improving the curve negotiation performance of the HTS Maglev system.

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The Relationship between Temperature and Levitation Stiffness of YBCO Bulk for Maglev Vehicle

Applied Mechanics and Materials ◽

10.4028/www.scientific.net/amm.236-237.1270 ◽

2012 ◽

Vol 236-237 ◽

pp. 1270-1274

Author(s):

Hua Jing ◽

Ming Jiang ◽

Su Yu Wang

Keyword(s):

High Temperature ◽

Magnetic Levitation ◽

Permanent Magnet Guideway ◽

Ybco Bulk ◽

Maglev System ◽

Maglev Vehicle ◽

Levitation Performance ◽

Hts Maglev ◽

Lower Temperature ◽

The Relationship

In order to make the levitation performance of the high temperature superconducting (HTS) magnetic levitation (Maglev) vehicle more stable and safer, in this paper, using a cryogenic measurement system, we measured the levitation forces of YBCO bulk above halbach-type permanent magnet guideway (Halbach PMG) in the temperature range from 77 K to 60 K, then in the condition of deep cryogenic, the levitation forces of YBCO bulk at different field cooling heights (FCHs) were also measured, according to which the levitation stiffness were calculated. The results show that the levitation stiffness of HTS/PMG Maglev system is better at lower temperature. Moreover, when the temperature of YBCO bulk decreases from 77 K to 73 K, the levitation stiffness largely increases in any FCHs. However, after the temperature of the bulk decreases to 73 K, the rate of the levitation stiffness increased gradually reduces. The results are helpful to HTS Maglev vehicle application.

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Influence of the Vertical Inclination of Permanent Magnet Guideway on Levitation Characteristics of Hts Maglev System

Journal of Superconductivity and Novel Magnetism ◽

10.1007/s10948-010-1084-2 ◽

2010 ◽

Vol 24 (5) ◽

pp. 1677-1681

Author(s):

S. T. Pan ◽

S. Y. Wang ◽

D. H. Jiang ◽

J. S. Wang

Keyword(s):

Permanent Magnet ◽

Permanent Magnet Guideway ◽

Maglev System ◽

Hts Maglev

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Improvement on Curve Negotiation Performance of Suspended Monorail Vehicle Considering Flexible Guideway

International Journal of Structural Stability and Dynamics ◽

10.1142/s0219455420500571 ◽

2020 ◽

Vol 20 (05) ◽

pp. 2050057

Author(s):

Qinglie He ◽

Chengbiao Cai ◽

Shengyang Zhu ◽

Kaiyun Wang ◽

Yongzhi Jiang ◽

...

Keyword(s):

Interaction Model ◽

Dynamic Responses ◽

Secondary Development ◽

Design Parameters ◽

Lateral Vibration ◽

Vibration Level ◽

Radial Stiffness ◽

Negotiation Performance ◽

Lateral Displacements ◽

Curve Negotiation

This work presents the investigation and improvement on curve negotiation performance of suspended monorail vehicle considering a flexible guideway. First, a spatial train–guideway interaction model of suspended monorail system (SMS) is established based on the secondary development of ANSYS software. Then, the dynamic analysis of the train over the flexible curved guideway is conducted, and the curve negotiation performance of the vehicle and the guideway vibration feature are revealed. Subsequently, several crucial design parameters that significantly influence the curve negotiation performance of the vehicle are found, and their influences on the train–guideway dynamic responses are systematically investigated. Finally, by comprehensively considering the dynamic indexes of the vehicle–guideway system, the optimal ranges of these crucial design parameters are obtained. Results show that decreasing the radial stiffness of guiding tyre can effectively reduce the lateral vibration levels of vehicle and guideway, but it would increase the lateral displacements of the bogie and hanging beam; and the radial stiffness is finally suggested to be around 1[Formula: see text]kN/mm by comprehensively considering all dynamic indexes. Increasing the initial compression displacement of guiding tyre can well limit the lateral displacements of the bogie and the hanging beam, thus enhancing the train running safety; however, it would intensify the vehicle-guideway lateral vibration level; especially, the optimal initial compression displacement of guiding tyre is related to its radial stiffness characteristics. To ensure a good curve negotiation performance of vehicle and guideway vibration level, the stiffness of the anti-roll torsion bar and the initial gradient angle of the installed trapezoid four-link suspended device are suggested to be 1.0[Formula: see text]MNm/rad and 65–[Formula: see text], respectively.

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