平板式永磁电动悬浮系统设计与实验研究

doi:10.19595/j.cnki.1000-6753.tces.222325

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摘要

本文提出一种以汽车为载体的平板式永磁电动悬浮系统,并从结构设计、等效实验、原理样机测试三方面对电磁特性开展研究。首先阐述了系统的结构及原理,依托自主研制的最高时速600 km的动轨实验台,分析了在固定参数下的电磁力特性和垂向自稳定能力,并验证有限元模型的准确性。其次对悬浮磁体、导向磁体、导体板进行计算分析。最后改装汽车,加装间隙调节机构、简易悬浮架、车载磁体及测试系统,并搭建长50 m的铜制导体板轨道,开展原理样机测试。整车约为1500 kg,最高实验速度为70 km/h,最大悬浮间隙约为35 mm。实验结果验证了导向磁体的有效性,展现出平板式永磁电动悬浮系统较强的载重能力。

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	石洪富
	邓自刚
	柯志昊
	向雨晴
	张卫华

关键词 ：永磁电动悬浮, 等效实验, 原理样机, 高速实验台, 导向磁体

Abstract：

A new flat-type permanent magnet electromagnetic suspension system (PM EDS) integrated with a car is proposed, and the proof-of-principle prototype along with a 50-m long test track made of copper is developed. First, a new topology structure covering the levitation magnets, guidance magnets, suspension frame, and gap adjustment mechanism is introduced. Therein, the car provides various initial speeds using its engine and run-up wheels during the take-off process, which can alleviate the excessive cost consumed by the linear motor. The levitation magnets play a role in overcoming the vehicle's weight, and the guidance magnets are adopted to improve the lateral stability. Additionally, the PM EDS system is experimentally treated under the fixed parameters via the high-speed test rig with a diameter of 2500 mm and the maximum design speed 600 km/h. Though the equivalent experiment, the levitation, guidance and drag forces under various speeds increasing gradually from 0 to 260 km/h are tested. The vertical vibration is simulated using reciprocation motions and the vertical self-stability ability of the PM EDS system is confirmed. The simulated results reveal that the levitation force has everything to do with the levitation gap, and its necessary to design the reasonable levitation gap according to the load demand for the excessive or too small levitation gap can trigger or exacerbate the vertical instability. Afterwards, the entire system is designed and studied by the three-dimensional finite element analysis (FEA), and its correctness is verified by the measurement results under the identical parameters. Based on the levitation-weight-ratio (LWR) and the levitation-drag-ratio (LDR), the detailed parameters of the levitation magnets and the conductive plate are determined. Especially, with increasing the conductive plate's thickness, the levitation force increases first and then decreases, and finally converges to a stationary value. The saturation thickness is approximately identical to the skin depth depending on the speed. The levitation force increases first and then remains a stable value with the conductive plate's width, and the maximum is increased by 39% with respect to the one corresponding to the conductive plate's initial width equal with that of the magnets. In addition, the sample suspension frame is fabricated to connect the onboard magnets and the car, and accommodate the test devices. The gap adjustment mechanism is fabricated to replace the previous shock absorber for ease of adjusting the installation height of magnets. The certain screw pitch of 6 mm contributes to the accurate adjustment of the gap, that is, every time the screw rotates once, the height increases or decreases by 6 mm. An integrated test system is built. Four HD cameras are attached evenly on the suspension frame corner to monitor the car's wheels. Also, four laser displacement sensors are positioned in the vicinity of the wheels respectively to test the variable levitation gap. The nine-axis sensor installed at the center of the vehicle body records the three-axis accelerations and deflection angles timely. Finally, the line test is implemented in two phases. Only the levitation magnets are used to verify the weak guidance ability during the first one. In the last one, both guidance and levitation magnets are adopted to improve the lateral stability, and the levitation gaps, accelerations and deflection angles are analyzed from 40 km/h to 70 km/h. The entire vehicle weighs 1.5 t and is freely suspended in air over 35 mm. The significant weak guidance ability of the PM EDS system is confirmed and trough the guidance magnets, the maximum deflection angle is limited to within 10°. Therefore, the guidance magnets are proved to be effective. The levitation force is agreement with the simulated results under v=70 km/h and gap=35 mm.

Key words： Permanent magnet electrodynamic suspension equivalent experiment proof-of-principle prototype high-speed experiment rig guidance magnets

收稿日期: 2022-12-13

PACS:

TM154.2

基金资助:

四川省科技厅项目（22CXTD0070）和江苏省交通运输厅科技项目（2021YO2）资助

通讯作者: 邓自刚, 男,1982年生,研究员, 博士生导师,研究方向为磁悬浮技术及应用。E-mail: deng@swjtu.cn

作者简介: 石洪富, 男, 1993年生,博士研究生, 研究方向为电动悬浮及直线驱动.E-mail: 18223169363@163.com

引用本文:

石洪富, 邓自刚, 柯志昊, 向雨晴, 张卫华. 平板式永磁电动悬浮系统设计与实验研究[J]. 电工技术学报, 0, (): 9005-5. Shi Hongfu, Deng Zigang, Ke Zhihao, Xiang Yuqing, Zhang Weihua. Design and Test of the Flat-type Permanent Magnet Electromagnetic Suspension System. Transactions of China Electrotechnical Society, 0, (): 9005-5.

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