A permanent magnet levitation device for a permanent magnet levitation transportation system

Abstract

The present invention belongs to the technical field of rail transit, and particularly relates to a permanent magnet levitation device for a permanent magnet levitation transportation system, which includes a track beam, a suspension frame, a vehicle body, a driving mechanism, a braking mechanism, a track vibration damping mechanism, and a frame vibration damping mechanism. The cross-section of the track beam is in the shape of an "I". The track beam is fixedly connected with a first permanent magnet, and the suspension frame is provided with a second permanent magnet that matches the first permanent magnet. The first permanent magnet and the second permanent magnet are magnetically connected and have mutually repulsive magnetic poles. The vehicle body is fixedly connected to the suspension frame. The driving mechanism is arranged between the track beam and the suspension frame. The track beam is fixedly provided with a flange. The braking mechanism is fixedly connected to the suspension frame. The track vibration damping mechanism is arranged between the track beam and the suspension frame. The frame vibration damping mechanism is arranged between the suspension frame and the driving mechanism. The beneficial effects of the present invention are: increasing the smoothness of train operation and reducing potential safety hazards.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and particularly to a permanent magnet levitation device for a permanent magnet levitation transportation system. Background Art

[0002] Permanent magnet levitation means that a permanent magnet repels with a track (made of an electromagnetic track or a magnetically conductive material) and can be suspended and run at the midline of the slot. Its advantages lie in energy conservation. Electromagnetic guidance can achieve zero-friction operation, and the mechanical energy is close to zero-friction. The key to a permanent magnet levitation transportation system lies in permanent magnet levitation. By using the repulsive force between the permanent magnet groups on the track slab and the vehicle-mounted permanent magnet levitation groups, the overall suspension of the vehicle suspension frame is realized. With the continuous progress of technology, permanent magnet levitation trains, as a new type of transportation tool, have been widely studied and developed. Compared with traditional trains, permanent magnet levitation trains have higher speeds, lower noise, and less energy consumption.

[0003] Meanwhile, the stable optimization of the maglev system has always been the key to research, which is related to the riding comfort, safety, and maintenance cost of the train. Currently, during the turning process of a permanent magnet levitation train, due to factors such as the centrifugal force and the lateral deflection force decomposed by the magnetic repulsive force on the suspension frame, the lateral offset of the vehicle body is likely to occur, and the drive system becomes unstable, thereby causing wear of the track on the train and affecting the stability of the train structure, bringing certain potential safety hazards to the subsequent operation of the permanent magnet levitation train. Summary of the Invention

[0004] The present invention aims at the problems existing above, and specifically designs a permanent magnet levitation device for a permanent magnet levitation transportation system to increase the running stability of the train and reduce potential safety hazards.

[0005] To achieve the above object, the present invention provides a permanent magnet levitation device for a permanent magnet levitation transportation system, including a track beam, a suspension frame, a vehicle body, a driving mechanism, a braking mechanism, a track vibration damping mechanism, and a frame body vibration damping mechanism. The cross-section of the track beam is in an I shape. The track beam is fixedly connected with a first permanent magnet. The suspension frame is provided with a second permanent magnet matching the first permanent magnet. The first permanent magnet and the second permanent magnet are magnetically connected and the magnetic poles repel each other. The vehicle body is fixedly connected to the suspension frame. The driving mechanism is arranged between the track beam and the suspension frame. The track beam is fixedly provided with a flange. The braking mechanism is fixedly connected to the suspension frame. The track vibration damping mechanism is arranged between the track beam and the suspension frame. The frame body vibration damping mechanism is arranged between the suspension frame and the driving mechanism.

[0006] By adopting the above technical solution, the repulsive force between the second permanent magnet and the first permanent magnet on the track beam is utilized to achieve the overall suspension of the suspension frame, avoiding mechanical contact and eliminating friction. Under the stable operation state of the vehicle, zero-power suspension of the train can be realized, the operation energy consumption can be minimized to the greatest extent, and the service life of the train system can be prolonged; the driving mechanism generates thrust to make the vehicle move forward through the interaction between the electric field and the magnetic field, and controls the start and stop of the vehicle by controlling the current and the magnetic field; the braking mechanism on the suspension frame cooperates with the flange on the track beam, and uses the mechanical friction generated by the contact to accelerate the braking process to ensure that the vehicle stops in time; the track damping mechanism is used to reduce or even eliminate the vibration and noise generated by the track beam and the suspension frame during the train operation, reduce the wear of parts caused by vibration and impact, play a role in protecting the equipment and the environment, prolong the service life of the equipment, make the train operation more stable, improve the stability and reliability of the train at high speed, reduce the harm of vibration or noise to the human body, and ensure the comfort of operation; the frame damping mechanism adopts a flexible connection method to avoid the vibration generated during the movement of the suspension frame from being transmitted to the driving mechanism, reduce the mechanical loss caused by vibration or impact, ensure the normal operation of the driving mechanism, and stably output the driving force.

[0007] Further, the track beam is fixedly connected with a limit block. The first permanent magnet includes a first transverse permanent magnet and a first longitudinal permanent magnet. The first transverse permanent magnet is horizontally arranged and fixedly connected with the track beam; the first longitudinal permanent magnet is vertically arranged and fixedly connected with the track beam.

[0008] Preferably, the suspension frame is provided with a limit groove matching the limit block. The second permanent magnet includes a second transverse permanent magnet and a second longitudinal permanent magnet. The second transverse permanent magnet is horizontally arranged and fixedly arranged in the limit groove; the second longitudinal permanent magnet is vertically arranged and fixedly arranged in the limit groove.

[0009] By adopting the above technical solution, longitudinal magnetic repulsion and transverse magnetic repulsion are designed, and multi-dimensional cooperation is used to limit the suspension range of the suspension frame, so that the suspension frame and the track beam do not generate mechanical contact, reduce mechanical friction, overcome the problems of lack of hard constraints and uncontrollable suspension force of the permanent magnet, effectively avoid derailment of the suspension frame, and ensure the safety of train operation; the setting of the limit groove increases the limit and movement guidance in the structure, effectively avoids the vehicle from deviating and rolling over, reduces potential safety hazards, and improves the train operation quality.

[0010] Further, both the first permanent magnet and the second permanent magnet include multiple groups of permanent magnet units. The number of permanent magnet units is odd, and adjacent permanent magnet units are provided with matching locking arcs.

[0011] Preferably, the magnetization directions of the assembled permanent magnet units are arranged in a Halbach array. The first transverse permanent magnet and the second transverse permanent magnet match each other, and their magnetization directions are mirror-symmetrically arranged; the first longitudinal permanent magnet and the second longitudinal permanent magnet match each other, and their magnetization directions are mirror-symmetrically arranged.

[0012] With the above technical solution, an odd number of permanent magnet units ensure the stable structure of the first permanent magnet and the second permanent magnet and opposite magnetic poles on both sides; the design of the locking arc effectively alleviates the instantaneous attenuation of the magnetic flux at the connection boundary of the permanent magnet units compared with the common regular cube, reduces the AC loss of the permanent magnetic material, weakens the operating impedance and vibration, and increases the smoothness of the train operation. In addition, the locking arc improves the connection strength between adjacent permanent magnet units and ensures the structural stability; the Halbach array is a special magnet structure that enhances the field strength in a unit direction by arranging special permanent magnet units, thereby obtaining an ideal unilateral magnetic field; the mirror-symmetric arrangement of the magnetization directions aims to generate a magnetic field interaction between the suspension frame and the track beam to obtain a suspension force, and multiple groups of permanent magnet units cooperate to complete the suspension support.

[0013] Furthermore, the driving mechanism is a linear motor, including a stator and a mover. The stator is fixedly connected to the track beam, the mover is flexibly connected to the suspension frame, and the stator and the mover are electromagnetically coupled.

[0014] Preferably, the frame vibration damping mechanism is an elastic coupling provided with threaded through holes. Opposite positioning pins are fixedly connected to the suspension frame and the mover, and the two ends of the elastic coupling are respectively detachably connected to the positioning pins.

[0015] With the above technical solution, the linear motor simplifies the structure of the traditional rotary motor, eliminates the intermediate transmission parts, realizes zero transmission, improves the dynamic response speed of the closed-loop control system, eliminates the errors caused by the intermediate links, quickly and accurately controls the start and stop of the train, and greatly shortens the acceleration and deceleration processes; the elastic coupling is easy to manufacture, disassemble and assemble, and has a low cost. It is used for the connection between the positioning pins on the same axis, transmits a stable connection load, accurately transmits the actions and powers of the mover to the suspension frame, and uses the elastic elements therein to buffer and absorb vibration and compensate for the axis offset, serving as a safety shock absorber between the suspension frame and the mover.

[0016] Furthermore, the track vibration damping mechanism includes a damping spring shock absorber, a 90° elbow, a wheel axle and a guide wheel. One end of the damping spring shock absorber is fixedly connected to the track beam, and the other end is fixedly connected to the wheel axle through the 90° elbow. The guide wheel is rotatably connected to the wheel axle.

[0017] Adopting the above technical solution, the damping spring shock absorber has a wide load range, a low natural frequency, good vibration isolation effect, and is structurally compact, with a small overall dimension, convenient installation and replacement, a long working life, strong adaptability to the working environment. It is installed between the track beam and the suspension frame to isolate vibration, reduce noise, insulate impact and wear, and improve the smoothness of train operation. In addition, by utilizing the rotation of the guide wheel based on the axle, the horizontal guidance of the suspension frame is increased, effectively realizing the efficient and smooth movement of the suspension frame, while reducing the sliding wear of the suspension frame.

[0018] Furthermore, the braking mechanism includes a first braking arm, a second braking arm, a hydraulic cylinder, brake pads, and a connecting member. The first braking arm and the second braking arm are respectively hinged to the connecting member, and both ends of the hydraulic cylinder are respectively hinged to the first braking arm and the second braking arm. There are multiple groups of brake pads, which are respectively detachably connected to the clamping ends of the first braking arm and the second braking arm, and the flange is located at the clamping ends of the brake pads.

[0019] Preferably, the brake pads are made of copper-based powder metallurgy material.

[0020] Adopting the above technical solution, the hydraulic cylinder is used to provide thrust to push the second braking arm to rotate and complete the clamping action. The first braking arm cooperates with the second braking arm to clamp the flange on the track beam to generate a braking effect. The link structure of the braking mechanism is light and compact, and the principle is simple and easy to operate. The copper-based powder metallurgy material takes copper powder as the main body and adds a small amount of other metal elements, making it a material with excellent properties such as high strength, high wear resistance, high thermal conductivity, and high electrical conductivity. It prolongs the replacement cycle and service life of the brake pads, and by utilizing the organic combination of the friction coefficient and hardness, while ensuring the design requirements of the friction coefficient of the brake pads, it reduces the wear on the track beam and is suitable for the high-strength and high-wear working environment of the braking mechanism.

[0021] In summary, the present invention has the following advantages and beneficial technical effects:

[0022] 1. The present invention is provided with a track vibration damping mechanism. The damping spring shock absorber is used to reduce or even eliminate the vibration and noise generated by the track beam and the suspension frame during train operation, reduce the wear of components caused by vibration and impact, play a role in protecting the equipment and the environment, extend the service life of the equipment, and at the same time make the train operation more stable, improve the stability and reliability of the train during high-speed operation, reduce the harm of vibration or noise to the human body, and ensure the comfort of operation. Among them, the guide wheel can rotate based on the axle, increasing the horizontal guidance of the suspension frame, realizing the efficient and smooth movement of the suspension frame, while reducing the sliding wear of the suspension frame; the frame body vibration damping mechanism is used for the flexible connection of the same-axis positioning pins, avoiding the vibration transmitted to the drive mechanism during the movement of the suspension frame, reducing the mechanical loss caused by vibration or impact, ensuring the normal operation of the drive mechanism, stably outputting the driving force, and realizing safe shock absorption.

[0023] 2. The present invention utilizes the repulsive force between the second permanent magnet and the first permanent magnet on the track beam to achieve the overall zero-power suspension of the suspension frame, avoiding mechanical contact, eliminating friction, minimizing the operating energy consumption to the greatest extent, and prolonging the service life of the train system; the multi-dimensional cooperation of the longitudinal magnetic repulsion and the transverse magnetic repulsion limits the movement range of the suspension frame, overcomes the problems of lack of hard constraints and uncontrollable suspension force of the permanent magnet, effectively avoids derailment of the suspension frame, and ensures the running safety of the train; the setting of the limit groove increases the structural limit and movement guidance, effectively avoids vehicle offset and rollover, reduces potential safety hazards, and improves the running quality of the train.

[0024] 3. The odd design of the number of permanent magnet units ensures the stable structure of the composed first permanent magnet and second permanent magnet and opposite magnetic poles on both sides; compared with the regular cube-shaped permanent magnet units, the design of the locking arc effectively alleviates the instantaneous attenuation problem of the magnetic flux at the connection boundary of the permanent magnet units, reduces the AC loss of the permanent magnet material, weakens the operating impedance and vibration, and increases the running smoothness of the train. In addition, the locking arc improves the connection strength between adjacent permanent magnet units and ensures the structural stability; the Halbach array uses the arrangement of special permanent magnet units to enhance the magnetic field strength in the unit direction, thereby obtaining an ideal unilateral magnetic field; the magnetization direction is mirror-set to generate magnetic field interaction between the suspension frame and the track beam to obtain the suspension force, and multiple groups of permanent magnet units cooperate to complete the suspension support.

[0025] 4. The driving mechanism generates thrust to make the vehicle move forward through the interaction between the electric field and the magnetic field, and controls the start and stop of the vehicle by controlling the current and the magnetic field; the linear motor simplifies the structure of the traditional rotary motor, cancels the intermediate transmission parts, realizes zero transmission, improves the dynamic response speed of the closed-loop control system, eliminates the errors caused by the intermediate links, and quickly and accurately controls the start and stop of the train, greatly shortening the acceleration and deceleration processes.

[0026] 5. The braking mechanism on the suspension frame cooperates with the flange on the track beam, and uses the mechanical friction generated by the contact to accelerate the braking process to ensure that the vehicle stops in time. The connecting rod structure of the braking mechanism is light and compact, and the principle is simple and easy to operate; the copper-based powder metallurgy material has excellent properties such as high strength, high wear resistance, high thermal conductivity, and high electrical conductivity, prolongs the replacement cycle and service life of the brake pads, and combines the friction coefficient and hardness organically to ensure the design requirements of the friction coefficient of the brake pads while reducing the wear of the track beam, and is suitable for the high-strength and high-wear working environment of the braking mechanism. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The above and / or additional aspects and advantages of the present invention will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, wherein:

[0028] Figure 1 is the use state diagram of the present invention;

[0029] Figure 2 is a schematic structural view of the present invention;

[0030] Figure 3 is a magnetic pole distribution diagram of the magnet in the present invention;

[0031] Figure 4 is a schematic structural view of the permanent magnet unit in the present invention;

[0032] Figure 5 is a schematic structural view of the frame vibration damping mechanism in the present invention;

[0033] Figure 6 is a partial sectional view schematic of the braking mechanism in the present invention.

[0034] The reference numerals in the drawings are as follows:

[0035] 1, track beam; 11, first transverse permanent magnet; 12, first longitudinal permanent magnet; 13, flange; 14, limit block;

[0036] 2, suspension frame; 21, second transverse permanent magnet; 22, second longitudinal permanent magnet; 23, limit groove; 3, vehicle body;

[0037] 4, drive mechanism; 41, stator; 42, rotor;

[0038] 5, braking mechanism; 51, first braking arm; 52, second braking arm; 53, hydraulic cylinder; 54, brake pad; 55, connecting piece;

[0039] 6, track vibration damping mechanism; 61, damping spring shock absorber; 62, 90° elbow; 63, axle; 64, guide wheel;

[0040] 7, frame vibration damping mechanism; 8, locking arc; 9, positioning pin. Specific embodiments

[0041] To make the purpose, technical solutions and advantages of the implementation of the present invention clearer, the technical solutions in the embodiments of the present invention will be described in more detail below with reference to the accompanying drawings in the embodiments of the present invention. In the drawings, the same or similar reference numerals from beginning to end represent the same or similar elements or elements with the same or similar functions; the described embodiments are some but not all of the embodiments of the present invention; the embodiments described below with reference to the drawings and directional terms are all exemplary and are intended to explain the present invention and should not be construed as limiting the present invention; based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention. The embodiments of the present invention will be described in detail below with reference to the drawings:

[0042] The following is combined with the attached Figures 1-6The present invention will be further described in detail:

[0043] As shown in Figures 1-2 the figure, this embodiment discloses a permanent magnet levitation device for a permanent magnet levitation transportation system, which includes a track beam 1, a suspension frame 2, a vehicle body 3, a driving mechanism 4, a braking mechanism 5, a track damping mechanism 6 and a frame damping mechanism 7. The track beam 1 includes an upper cross plate, a lower cross plate and an intermediate plate, and its cross section is in the shape of an "I". On both sides of the intermediate plate of the track beam 1, first permanent magnets are fixedly connected. The suspension frame 2 is fixedly connected with second permanent magnets that match the first permanent magnets. The first permanent magnets and the second permanent magnets are magnetically coupled, and they are in a state of magnetic pole repulsion. The vehicle body 3 is fixedly connected with the suspension frame 2 through high-strength fastening bolts. The driving mechanism 4 is arranged between the upper cross plate of the track beam 1 and the suspension frame 2. A flange 13 is fixedly provided on the lower cross plate of the track beam 1, and the track beam 1 and the flange 13 are of an integrally formed structure. The braking mechanism 5 is fixedly connected to the suspension frame 2, and the flange 13 is close to the braking end of the braking mechanism 5. There are multiple groups of track damping mechanisms 6, which are symmetrically arranged between the track beam 1 and the suspension frame 2. There are multiple groups of frame damping mechanisms 7, which are symmetrically arranged between the suspension frame 2 and the driving mechanism 4; Multiple groups of vertical limit blocks 14 are symmetrically and fixedly provided on the upper cross plate of the track beam 1, and multiple groups of horizontal limit blocks 14 are symmetrically and fixedly provided on the intermediate plate. The track beam 1 and the limit blocks 14 are of an integrally formed structure. The first permanent magnets include first transverse permanent magnets 11 and first longitudinal permanent magnets 12. The first transverse permanent magnets 11 are horizontally arranged and are symmetrically glued on both sides of the horizontal limit blocks 14. The first longitudinal permanent magnets 12 are vertically arranged and are symmetrically glued on both sides of the vertical limit blocks 14; The suspension frame 2 is provided with limit grooves 23 that match the limit blocks 14. The second permanent magnets include second transverse permanent magnets 21 and second longitudinal permanent magnets 22. The second transverse permanent magnets 21 are horizontally arranged and are symmetrically glued in the limit grooves 23 that match the horizontal limit blocks 14. The second longitudinal permanent magnets 22 are vertically arranged and are symmetrically glued in the limit grooves 23 that match the vertical limit blocks 14.

[0044] As shown in Figures 3-4 the figure, the first permanent magnets and the second permanent magnets are long magnetic strips composed of multiple permanent magnet units assembled. The number of permanent magnet units is odd, and adjacent permanent magnet units are provided with mutually matching fan-shaped locking arcs 8; The magnetization directions of the assembled permanent magnet units are arranged in a Halbach array. The first transverse permanent magnets 11 and the second transverse permanent magnets 21 are in a state of magnetic pole repulsion, and their magnetization directions are mirror images. The first longitudinal permanent magnets 12 and the second longitudinal permanent magnets 22 are in a state of magnetic pole repulsion, and their magnetization directions are mirror images.

[0045] As shown in Figure 2 the figure, the driving mechanism 4 is a linear motor, which includes a stator 41 and a mover 42 that are electromagnetically coupled. The stator 41 is sequentially laid and fixed above the upper cross plate of the middle part of the track beam 1, and the mover 42 is flexibly connected to the suspension frame 2.

[0046] As Figure 5 shown, the frame vibration damping mechanism 7 is an elastic pin coupling with threaded through holes. Multiple groups of positioning pins 9 are respectively arranged on the end faces of the suspension frame 2 adjacent to the mover 42. The suspension frame 2 and the positioning pins 9 are integrally formed structures. The two ends of the elastic coupling are threadedly connected to a pair of opposite positioning pins 9.

[0047] As Figure 2 shown, the track vibration damping mechanism 6 includes a damping spring shock absorber 61, a 90° elbow 62, an axle 63 and a guide wheel 64. The base of the damping spring shock absorber 61 is fixedly connected to the flank of the upper cross plate of the track beam 1 through high-strength fastening bolts. One end of the 90° elbow 62 is sleeved with the damping spring shock absorber 61, and the other end is sleeved with the axle 63. The guide rubber wheel is rotatably connected to the axle 63 through a bearing.

[0048] As Figure 6 shown, the braking mechanism 5 includes a first brake arm 51, a second brake arm 52, a hydraulic cylinder 53, brake pads 54 and a connecting piece 55. The connecting piece 55 is arranged horizontally. The first brake arm 51 and the second brake arm 52 are respectively hinged to the connecting piece 55 through hinge shafts. The cylinder body of the hydraulic cylinder 53 is hinged to the first brake arm 51 through a hinge shaft, and the piston part is hinged to the second brake arm 52. There are two groups of brake pads 54, which are respectively fixed to the clamping end faces of the first brake arm 51 and the second brake arm 52 through fastening screws, and the flange 13 is located in the clamping opening of the two groups of brake pads 54; the brake pads 54 are made of copper-based powder metallurgy material.

[0049] The working principle of a permanent magnet levitation device for a permanent magnet levitation transportation system according to the present invention is as follows:

[0050] 1. The device includes a track beam 1, a suspension frame 2, a vehicle body 3, a driving mechanism 4, a braking mechanism 5, a track damping mechanism 6 and a frame damping mechanism 7. The track beam 1 includes an upper cross plate, a lower cross plate and an intermediate plate, and its cross section is in the shape of an I. On both sides of the intermediate plate of the track beam 1, first permanent magnets are fixedly connected. The suspension frame 2 is fixedly connected with second permanent magnets that match the first permanent magnets. The first permanent magnets and the second permanent magnets are magnetically coupled, and they are in a state of magnetic pole repulsion. The vehicle body 3 is fixedly connected with the suspension frame 2 through high-strength fastening bolts. The driving mechanism 4 is arranged between the upper cross plate of the track beam 1 and the suspension frame 2. A flange 13 is fixedly provided on the lower cross plate of the track beam 1, and the track beam 1 and the flange 13 are of an integrally formed structure. The braking mechanism 5 is fixedly connected with the suspension frame 2, and the flange 13 is close to the braking end of the braking mechanism 5. There are multiple groups of track damping mechanisms 6, which are symmetrically arranged between the track beam 1 and the suspension frame 2. There are multiple groups of frame damping mechanisms 7, which are symmetrically arranged between the suspension frame 2 and the driving mechanism 4. The first permanent magnets and the second permanent magnets generate magnetic repulsive forces, which are manifested as the suspension of the suspension frame 2 above the track beam 1. The driving mechanism 4 drags the vehicle body 3 to move forward and stop. The braking mechanism 5 accelerates to complete the braking process of the vehicle body 3. The track damping mechanism 6 ensures the non-contact state of the suspension of the suspension frame 2 on the track beam 1, and uses its own flexible damping structure to isolate the contact wear between the two. The frame damping mechanism 7 can buffer the vibration impact of the driving mechanism 4 on the suspension frame 2 during operation, and multiple damping mechanisms achieve impact protection for the suspension frame 2.

[0051] 2. Multiple groups of vertical limit blocks 14 are symmetrically and fixedly provided on the upper cross plate of the track beam 1, and multiple groups of horizontal limit blocks 14 are symmetrically and fixedly provided on the intermediate plate. The track beam 1 and the limit blocks 14 are of an integrally formed structure. The first permanent magnets include first horizontal permanent magnets 11 and first vertical permanent magnets 12. The first horizontal permanent magnets 11 are horizontally arranged and symmetrically glued on both sides of the horizontal limit blocks 14. The first vertical permanent magnets 12 are vertically arranged and symmetrically glued on both sides of the vertical limit blocks 14. The horizontal limit blocks 14 and the vertical limit blocks 14 cooperate to limit the moving range of the suspension frame 2, realize the reinforcement of the operating states of the suspension frame 2 and the track beam 1, and limit the excessive deviation of the suspension frame 2.

[0052] 3. The suspension frame 2 is provided with limit grooves 23 that match the limit blocks 14. The second permanent magnets include second horizontal permanent magnets 21 and second vertical permanent magnets 22. The second horizontal permanent magnets 21 are horizontally arranged and symmetrically glued in the limit grooves 23 that match the horizontal limit blocks 14. The second vertical permanent magnets 22 are vertically arranged and symmetrically glued in the limit grooves 23 that match the vertical limit blocks 14. The second horizontal permanent magnets 21 cooperate with the first horizontal permanent magnets 11 to realize the horizontal suspension support of the track beam 1 for the suspension frame 2. The second vertical permanent magnets 22 cooperate with the first vertical permanent magnets 12 to realize the horizontal guiding and vertical limiting of the track beam 1 for the suspension frame 2.

[0053] 4. The first permanent magnet and the second permanent magnet are long magnetic strips composed of multiple permanent magnet units assembled together. The number of permanent magnet units is odd, and adjacent permanent magnet units are provided with mutually matching sector-shaped locking arcs 8. A set of mutually matching locking arcs 8 locks the assembled state of adjacent permanent magnet units, restricts the lateral deformation and disconnection of the permanent magnet structure, and realizes the self-locking of the permanent magnet units by the locking arcs 8.

[0054] 5. The magnetization directions of the assembled permanent magnet units are arranged in a Halbach array. The first transverse permanent magnet 11 and the second transverse permanent magnet 21 have mutually repulsive magnetic poles, and their magnetization directions are mirror-symmetrically arranged. The first longitudinal permanent magnet 12 and the second longitudinal permanent magnet 22 have mutually repulsive magnetic poles, and their magnetization directions are mirror-symmetrically arranged. The permanent magnet units with different magnetization directions are arranged according to a certain rule, which can converge the magnetic field lines on one side of the entire magnet and weaken the magnetic field lines on the other side, forming an ideal unilateral magnetic field. The magnetization directions of a pair of magnets are mutually mirror-symmetric, and the sides with larger field strength are close to each other, realizing the stable mutual repulsion between the track beam 1 and the suspension frame 2.

[0055] 6. The driving mechanism 4 is a linear motor, which includes a stator 41 and a mover 42 that are electromagnetically coupled. The stator 41 is sequentially laid and fixed above the upper cross plate of the track beam 1, and the mover 42 is flexibly connected to the suspension frame 2. When the primary winding in the stator 41 is powered on, according to the magnetic effect of the current, the energized coil will generate a magnetic field. This magnetic field and the magnetic field generated by the permanent magnet of the mover 42 will synthesize a traveling wave magnetic field in the air gap. And according to Lenz's law, the mover 42 will induce an electromotive force and generate a current under the cutting of the traveling wave magnetic field. This current interacts with the traveling wave magnetic field to generate an electromagnetic thrust, thereby driving the mover 42 to move linearly relative to the stator 41 along the direction of the traveling wave magnetic field, realizing the driving of the linear motor.

[0056] 7. The frame vibration damping mechanism 7 is an elastic pin coupling. Multiple threaded through holes are provided in the protrusions on both sides. The end faces of the suspension frame 2 adjacent to the mover 42 are respectively provided with multiple positioning pins 9. The suspension frame 2 and the positioning pins 9 are integrally formed structures. The positioning pins 9 on the suspension frame 2 and the mover 42 respectively extend into the protrusion holes on both sides of the elastic pin coupling. Fasteners are used to pass through the threaded through holes to complete the connection between the suspension frame 2 and the positioning pins 9. The elastic elements in the elastic pin coupling have buffer and shock absorption performance and a certain shaft offset compensation ability, realizing the elastic shock absorption of the frame vibration damping mechanism 7.

[0057] 8. The track vibration damping mechanism 6 includes a damping spring shock absorber 61, a 90° elbow 62, an axle 63 and a guide wheel 64. The base of the damping spring shock absorber 61 is fixedly connected to the flank of the upper cross plate of the track beam 1 through high-strength fastening bolts. One end of the 90° elbow 62 is sleeved with the damping spring shock absorber 61, and the other end is sleeved with the axle 63. The guide rubber wheel is rotatably connected to the axle 63 through a bearing. When the vehicle body 3 needs to turn, the suspension frame 2 deviates relative to the track beam 1. At this time, one side of the suspension frame 2 continuously approaches and finally contacts the guide wheel 64. The guide wheel 64 rotates on its own axis based on the axle 63. Multiple groups of guide wheels 64 cooperate to achieve the guiding of the suspension frame 2. In addition, the spring steel in the damping spring shock absorber 61 is compressed under force, isolating the impact vibration and friction between the suspension frame 2 and the track beam 1, and realizing the buffering and shock absorption of the track vibration damping mechanism 6.

[0058] 9. The braking mechanism 5 includes a first brake arm 51, a second brake arm 52, a hydraulic cylinder 53, brake pads 54 and a connecting piece 55. The connecting piece 55 is arranged horizontally. The first brake arm 51 and the second brake arm 52 are respectively hinged to the connecting piece 55 through hinge shafts. The cylinder body of the hydraulic cylinder 53 is hinged to the first brake arm 51 through a hinge shaft, and the piston part is hinged to the second brake arm 52. There are two groups of brake pads 54, which are respectively fixed to the clamping end faces of the first brake arm 51 and the second brake arm 52 through fastening screws, and the flange 13 is located in the clamping opening of the two groups of brake pads 54. During the process of the permanent magnet train stopping and decelerating due to inertial sliding, the hydraulic cylinder 53 is started. The piston part extends out of the cylinder body and drives the second brake arm 52 to rotate towards the direction close to the first brake arm 51. Finally, the two sides of the brake pads 54 come into contact with the flange 13, and braking is achieved by using friction.

[0059] 10. The brake pads 54 are made of copper-based powder metallurgy materials, with characteristics such as high strength and high wear resistance, which helps the friction braking of the brake pads 54.

[0060] Finally, it should be pointed out that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than limiting it. Although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A permanent magnetic suspension device for a permanent magnetic suspension transportation system, characterized in that: The invention comprises a track beam, a suspension frame, a vehicle body, a driving mechanism, a braking mechanism, a track vibration reduction mechanism and a frame vibration reduction mechanism, wherein the cross section of the track beam is in an I-shape, the track beam is fixedly connected with a first permanent magnet, the suspension frame is provided with a second permanent magnet matching the first permanent magnet, the first permanent magnet is magnetically connected with the second permanent magnet, and the magnetic poles repel each other, the vehicle body is fixedly connected with the suspension frame, the driving mechanism is arranged between the track beam and the suspension frame, the track beam is fixedly provided with a flange, the braking mechanism is fixedly connected with the suspension frame, the track vibration reduction mechanism is arranged between the track beam and the suspension frame, and the frame vibration reduction mechanism is arranged between the suspension frame and the driving mechanism; The first permanent magnet and the second permanent magnet each include a plurality of groups of permanent magnet units, the number of the permanent magnet units is an odd number, and adjacent permanent magnet units are provided with matching locking arcs; The driving mechanism is a linear motor, comprising a stator and a mover, wherein the stator is fixedly connected to the track beam, the mover is flexibly connected to the suspension frame, and the stator and the mover are electromagnetically coupled; The frame vibration reduction mechanism is an elastic coupling with a threaded through hole, the suspension frame and the mover are fixedly connected with relative positioning pins, and the two ends of the elastic coupling are detachably connected with the positioning pins.

2. The permanent magnetic suspension device for a permanent magnetic suspension transportation system according to claim 1, characterized in that: The track beam is fixedly connected to the limit block, and the first permanent magnet includes a first transverse permanent magnet and a first longitudinal permanent magnet. The first transverse permanent magnet is horizontally arranged and fixedly connected to the track beam; the first longitudinal permanent magnet is vertically arranged and fixedly connected to the track beam.

3. The permanent magnetic suspension device for a permanent magnetic suspension transportation system according to claim 2, characterized in that: The suspension frame is provided with a limiting groove matching the limiting block, and the second permanent magnet includes a second transverse permanent magnet and a second longitudinal permanent magnet, the second transverse permanent magnet is horizontally arranged and fixedly arranged in the limiting groove; the second longitudinal permanent magnet is vertically arranged and fixedly arranged in the limiting groove.

4. The permanent magnetic suspension device for a permanent magnetic suspension transportation system according to claim 3, characterized in that: The magnetization directions of the assembled permanent magnet units are arranged in a Halbach array, the first transverse permanent magnet and the second transverse permanent magnet match each other, and the magnetization directions are mirrored; the first longitudinal permanent magnet and the second longitudinal permanent magnet match each other, and the magnetization directions are mirrored.

5. The permanent magnetic suspension device for a permanent magnetic suspension transportation system according to claim 4, characterized in that: The track vibration reduction mechanism includes a damping spring damper, a 90° elbow, a wheel axle and a guide wheel. One end of the damping spring damper is fixedly connected to the track beam, and the other end is fixedly connected to the wheel axle through the 90° elbow. The guide wheel is rotatably connected to the wheel axle.

6. The permanent magnetic suspension device for a permanent magnetic suspension transportation system according to claim 5, characterized in that: The braking mechanism includes a first brake arm, a second brake arm, a hydraulic cylinder, a brake pad and a connecting piece. The first brake arm and the second brake arm are respectively hinged to the connecting piece. The first brake arm and the second brake arm are respectively hinged at both ends of the hydraulic cylinder. The brake pad is provided with multiple groups, which are respectively detachably connected to the clamping ends of the first brake arm and the second brake arm, and the flange is located at the clamping end of the brake pad.

7. The permanent magnetic suspension device for a permanent magnetic suspension transportation system according to claim 6, characterized in that: The brake piece is made of copper-based powder metallurgy material.

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