266 Ë 8 New progress of HTS Maglev vehicle
Fig. 8.5:Dynamic stiffness at different FCHs
of the HTS Maglev vehicle model.Fig. 8.6:Damping coeflcient at different FCHs
of the HTS Maglev vehicle model.The relationship between the damping coefficient and the FCH in Fig. 8.6 appears
to be more complicated than that of stiffness. The damping coefficient curves are
irregular and concavo-convex. It should be noted that there are two big peaks at the 30-
and 50-mm FCH, whose damping coefficients are 55.24 and 50.15 Ns/m, respectively.
At the same time, the maximum 55.24 Ns/m occurs at the 30-mm FCH. As an important
dynamic parameter, the damping coefficient seems to be correlated to many factors at
a particular FCH.
These experimental results show that the FCH is an important factor which
plays an important role among the dynamic characteristics of the HTS Maglev vehicle
model. The stiffness and damping coefficient of the vehicle model can be adjusted
by changing the FCH. It is a fact that the damping coefficient is one of the most
effective methods to suppress the resonant amplitude. For the running vehicle model,
the bigger the damping coefficient is, the better the anti-vibration ability and stability
are. Therefore, considering the stiffness and damping coefficient curves together, the
optimal FCH is 30 mm to obtain the best dynamic performance, and the corresponding
stiffness and damping coefficient are 2048 N/m and 55.24 Ns/m.
As for the dynamic movement, the HTS Maglev vehicle acts like a “plane” flying
over the PMG because the magnetic field gradient is almost zero along the forward
direction. The degree of freedom is obvious in the forward direction. Although the