Suspension and guide integrated wheel track-electric suspension system and guide plate design method

Abstract

The invention provides a suspension and guide integrated wheel rail-electric suspension system and a guide plate design method, and relates to high-speed rail traffic. A vehicle body slides on a guide rail of a sleeper through rollers at the bottom, and the bottom of the edge of each roller is lower than the guide rail; in this way, certain limiting and guiding effects can be achieved on the vehicle body in the running process. The through holes distributed in the linear direction in the guide plate and the permanent magnet array at the bottom of the vehicle body are distributed in parallel, a magnetic field generated by the permanent magnet array interacts with the guide plate, electromagnetic force is generated, and suspension and guide force is provided for the vehicle body.

Description

Technical Field

[0001] The present invention relates to the technical field of high-speed rail transportation, and in particular to a suspension-guided integrated wheel-rail-electric suspension system and a guide plate design method. Background Art

[0002] The current wheel-rail transportation system, centered around the mechanical contact between steel wheels and rails, relies on the wheel-rail adhesion effect to transmit traction. This adhesion coefficient decays exponentially with increasing speed (μ = 0.1 + 6 / (v + 20)). This results in traction efficiency falling below 20% above 400 km / h. Existing lines are also constrained by earlier design standards (e.g., curve radius < 800m, slope < 30‰), leaving them largely unused. In contrast, magnetic levitation technology overcomes speed limitations through contactless suspension, but mainstream solutions have significant drawbacks. Electromagnetic suspension (EMS) relies on actively controlled electromagnets to attract the track, requiring independent electromagnetic mechanisms for guidance, resulting in high energy consumption and redundant structures. Recently, permanent magnet electric suspension (EMS) has been developed using Halbach permanent magnet arrays and aluminum-based conductor plates, achieving 30% higher levitation efficiency than superconducting solutions. However, its lateral stability is severely limited: when the permanent magnet centerline deflection exceeds ±5mm, it generates only a weak restoring force of approximately 50N / m. This can easily induce 2-5Hz lateral resonances at track joints or switches, requiring a speed limit of less than 80km / h on curves with a radius of 500m. Existing hybrid systems (such as South Korea's EMU-260) attempt to combine wheel-rail and maglev systems in parallel, but these systems experience a 5-8 second guidance vacuum period during mode switching, and the system weight increases by 22% and energy consumption by 15%, making it difficult to integrate with existing lines. In summary, traditional wheel-rail systems are constrained by adhesion limits and passive guidance, while maglev systems face technological barriers such as high guidance energy consumption and poor stability. Hybrid solutions face mechanical complexity and economic barriers, urgently needing to overcome the core bottlenecks of stable guidance across the entire speed range and seamless compatibility between high and low speeds. Summary of the Invention

[0003] The purpose of the present invention is to provide a suspension-guided integrated wheel-rail-electric suspension system and a guide plate calculation method to improve the above-mentioned problems. To achieve the above-mentioned purpose, the technical solutions adopted by the present invention are as follows:

[0004] In a first aspect, the present application provides a suspension-guided integrated wheel-rail-electric suspension system, comprising:

[0005] vehicle body;

[0006] A sleeper having a guide rail;

[0007] A roller, the roller being arranged at the bottom of the vehicle body, the roller being slidably arranged on the sleeper, the roller having an edge portion, the bottom height of the edge portion being lower than the height of the guide rail;

[0008] The guide plate has at least one through hole arranged along a linear direction.

[0009] Secondly, in order to design a guide plate that meets the actual electromagnetic force requirements, a guide plate design method for a suspension-guided integrated wheel-rail-electric suspension system is proposed, including:

[0010] The force analysis of the vehicle body and guide plate is carried out respectively to obtain the suspension force model and magnetic resistance model;

[0011] Obtaining motor parameters, permanent magnet array spacing, and initial guide plate information, wherein the initial guide plate information includes size parameters of the waist-shaped hole;

[0012] Input the motor parameters into the suspension force model to calculate the threshold range of the force applied to the vehicle body when passing through a curve;

[0013] Calculate the electromagnetic force range required when the vehicle body is subjected to force within the threshold range when passing through a curve;

[0014] Substitute the permanent magnet array spacing and initial guide plate information into the magnetic resistance model to obtain the actual electromagnetic force;

[0015] Compare whether the actual electromagnetic force is within the required electromagnetic force range;

[0016] If the actual electromagnetic force is not within the required electromagnetic force range, the initial guide plate information is modified and updated, and the actual electromagnetic force is recalculated until the actual electromagnetic force is within the required electromagnetic force range, thereby obtaining the guide plate design information.

[0017] The beneficial effects of the present invention are:

[0018] The present invention uses rollers at the bottom of the car body to slide on the guide rails of the sleepers. The bottom edge of the roller is lower than the height of the guide rail, which helps to limit and guide the car body during operation. The through holes arranged in a linear direction on the guide plate are arranged parallel to the permanent magnet array at the bottom of the car body. The magnetic field generated by the permanent magnet array interacts with the guide plate, generating electromagnetic force, providing suspension and guidance for the car body.

[0019] The system's forward direction often corresponds to the lowest energy position in the entire planar direction. The core of the self-centering track structure of the wheel-rail-permanent magnet electric suspension hybrid maglev system is the provision of two rows of equally sized waist-shaped holes on the conductive plates on either side. This artificially creates a "low-potential path" for the system, providing guidance. At low speeds, the electric suspension's levitation force is insufficient to support the vehicle, so the forces of the guide rails and rollers provide additional support and guidance. At high speeds, the vehicle is fully suspended, guided solely by electromagnetic guidance. When the centerline of the permanent magnets coincides with the centerlines of the conductive plates on either side, the system operates at its local potential energy minimum, generating no lateral forces. If the system is affected by external forces or the track's direction changes, causing the centerline of the permanent magnet array to no longer coincide with the track's centerline, the continuously evenly spaced through-holes create high-potential energy points on either side of the conductive plates. The permanent magnets then generate lateral forces directed from the permanent magnet array toward the centerline of the guide rail, reducing the misalignment between the permanent magnet array and the conductive plates and enabling self-centering of the system.

[0020] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or understood by practicing the embodiments of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0022] Figure 1 This is a schematic diagram of the shaft side structure of the present invention;

[0023] Figure 2 It is a schematic diagram of the side view structure of the present invention;

[0024] Figure 3 Schematic diagram of the guide plate plane structure;

[0025] Figure 4 Schematic diagram of the guide plate design method framework.

[0026] Markings in the figure: 1. Car body, 2. Sleeper, 201. Guide rail, 3. Roller, 301. Edge, 4. Guide plate, 401. Through hole, 5. Permanent magnet array, 501. Transverse permanent magnet, 502. Longitudinal permanent magnet, 6. Motor stator, 7. Motor rotor, 701. Limiting slot, 101. Guide slot, 8. Adjusting frame, 9. Linear telescopic assembly. DETAILED DESCRIPTION

[0027] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. The components of the embodiments of the present invention generally described and shown in the drawings herein can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0028] It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings. At the same time, in the description of the present invention, the terms "first", "second", etc. are used only to distinguish the description and should not be understood as indicating or implying relative importance.

[0029] Example 1:

[0030] like Figure 1-Figure 3 As shown, this embodiment provides a suspended and guided integrated wheel-rail-electric suspension system, comprising: a car body 1, a guide rail 201 provided on the sleeper 2, the roller 3 arranged at the bottom of the car body 1, the roller 3 slidingly arranged on the sleeper 2, the roller 3 having an edge portion 301, the bottom height of the edge portion 301 being lower than the height of the guide rail 201, the guide plate 4 having at least one through hole 401 arranged in a linear direction, and at least one permanent magnet array 5, the permanent magnet array 5 being arranged at the bottom of the car body 1, and the permanent magnet array 5 being distributed parallel to the through hole 401.

[0031] In this embodiment, the car body 1 slides on the guide rail 201 of the sleeper 2 via the roller 3 at its bottom. The bottom edge 301 of the roller 3 is lower than the height of the guide rail 201, which helps to limit and guide the car body 1 during operation. The through holes 401 arranged linearly on the guide plate 4 are arranged parallel to the permanent magnet array 5 at the bottom of the car body 1. The magnetic field generated by the permanent magnet array 5 interacts with the guide plate 4, generating an electromagnetic force that provides suspension and guidance for the car body 1.

[0032] The system's forward direction often corresponds to the lowest energy position along the entire plane. The core of the automatic centering track structure of the wheel-rail-permanent magnetic levitation system is the provision of two rows of equally sized through-holes 401 on the two conductive plates. This artificially creates a "low-potential path" for the system, providing guidance for the system. At low speeds, the suspension force is insufficient to support the vehicle body 1, and the forces of the guide rails 201 and rollers 3 provide additional support and guidance. At high speeds, the vehicle body 1 is fully suspended, guided solely by electromagnetic guidance. When the centerline of the permanent magnets coincides with the centerlines of the two conductive plates, the system operates at its local potential energy minimum, generating no lateral force. When the system is affected by external forces or the track's direction changes, causing the centerline of the permanent magnet array to no longer coincide with the track's centerline, the continuously and evenly spaced through-holes 401 create high-potential energy points on either side of the conductive plates. The permanent magnets then generate lateral forces directed from the permanent magnet array 5 toward the centerline of the guide rail 201, reducing the offset between the permanent magnet array 5 and the conductive plates and achieving automatic centering of the system.

[0033] Furthermore, the through hole 401 is waist-shaped, the permanent magnet array 5 has an even number, and the permanent magnet array 5 is evenly distributed at the bottom of both sides of the vehicle body 1. The permanent magnet array 5 includes a transverse permanent magnet 501 and a longitudinal permanent magnet 502. The transverse permanent magnet 501 is located between the two longitudinal permanent magnets 502 along the axial direction of the guide rail 201.

[0034] In this embodiment, the design of the through-hole 401 helps change the magnetic field distribution. The transverse permanent magnet 501 and the longitudinal permanent magnet 502 have different magnet distribution directions. The transverse permanent magnet 501 is parallel to the cross-section of the vehicle body 1, while the longitudinal permanent magnet 502 is perpendicular to the cross-section of the vehicle body 1. The transverse permanent magnet 501 and the longitudinal permanent magnet 502 ensure that the permanent magnet array 5 and the guide plate 4 are more fully intersected when the vehicle body 1 is traversing a curve. An even number of permanent magnet arrays 5 are evenly distributed on the bottom of both sides of the vehicle body 1. The transverse permanent magnet 501 is located between the two longitudinal permanent magnets 502 along the axial direction of the guide rail 201. Through interaction with the guide plate 4, a more stable suspension force and guiding force are generated, ensuring the stability of the vehicle body 1 during high-speed operation. The through-hole 401 and the Halbach arrangement of the permanent magnet array 5 significantly improve the guiding stability of the magnetic levitation system.

[0035] Furthermore, it also includes a motor stator 6, which is arranged at the bottom of the vehicle body 1, and a motor rotor 7 is arranged on the sleeper 2, and the motor rotor 7 and the motor stator 6 are distributed in parallel along the moving direction of the vehicle body 1.

[0036] In this embodiment, the motor stator 6 is mounted on the bottom of the car body 1, and the motor rotor 7 is mounted on the sleeper 2, parallel to the direction of motion of the car body 1. When the motor is energized, an electromagnetic force is generated between the stator 6 and the rotor, propelling the car body 1 on the sleeper 2, powering the maglev system and enabling the train's operation. The motor stator 6 is secured to the sleeper 2 with fasteners, and a segmented power supply system is employed, enabling modular, segmented motor construction. The motor rotor is a permanent magnet, mounted to the bottom of the car body 1 by a fixture and aligned with the axis of the motor stator 6.

[0037] Furthermore, a limiting groove 701 is provided on the top of the motor rotor 7 , and the motor stator 6 is located in the limiting groove 701 . The motor stator 6 is a permanent magnet.

[0038] In this embodiment, the motor rotor 7 adopts the excitation coil of a three-phase current permanent magnet linear synchronous motor. The limiting groove 701 on the top of the motor rotor 7 provides a relatively closed and stable installation position for the motor stator 6. The motor stator 6 is located in the limiting groove 701, which can reduce the interference of external factors. The motor stator 6 adopts a permanent magnet, which interacts with the motor rotor 7 to generate electromagnetic force to drive the vehicle body 1 to move. The existence of the limiting groove 701 ensures the position stability of the motor stator 6 during operation, thereby ensuring the normal operation of the motor and the stable operation of the magnetic levitation system. The limiting groove 701 improves the stability and reliability of the motor and reduces the risk of motor failure due to external factors. Permanent magnets as motor stators 6 help to improve the efficiency and power output of the motor.

[0039] Furthermore, there is at least one guide rail 201 , and the guide rails 201 are symmetrically distributed along the center line of the vehicle body 1 .

[0040] In this embodiment, the guide rails 201 are symmetrically distributed along the centerline of the vehicle body 1, providing stable support and guidance for the vehicle body 1. Different numbers of guide rails 201 can be selected based on actual needs to meet different load capacities and space requirements. The symmetrical distribution of the guide rails 201 ensures that the vehicle body 1 is evenly stressed during operation, improving operational stability and balance. The flexibility in the number and distribution of the guide rails 201 enables the maglev system to adapt to a variety of application scenarios and terrain conditions. The symmetrical distribution along the centerline of the vehicle body 1 ensures the balance of the vehicle body 1 and reduces shaking and tilting during operation.

[0041] Furthermore, there are an even number of rollers 3 , and the rollers 3 are evenly distributed at the bottom of both sides of the vehicle body 1 along the center line of the vehicle body 1 .

[0042] In this embodiment, an even number of rollers 3 are evenly distributed along the centerline of the vehicle body 1 at the bottom of both sides. During operation, the rollers 3 share the weight of the vehicle body 1 and roll on the guide rails 201. The even distribution of rollers 3 allows the weight of the vehicle body 1 to be evenly transferred to the guide rails 201, reducing localized excessive pressure and ensuring stable and smooth operation.

[0043] Furthermore, it includes an adjustment frame 8 , which is movably arranged on the vehicle body 1 , and the motor stator 6 is arranged on the adjustment frame 8 , and the moving direction of the adjustment frame 8 is perpendicular to the moving direction of the vehicle body 1 .

[0044] In this embodiment, an adjustment frame 8 is movable on the vehicle body 1, and the motor stator 6 is mounted on the adjustment frame 8. The adjustment frame 8 moves perpendicular to the direction of motion of the vehicle body. By moving the adjustment frame 8, the position of the motor stator 6 relative to the motor rotor 7 can be changed, thereby adjusting the distribution and magnitude of the electromagnetic force to suit different operating conditions and maintenance requirements. The provision of the adjustment frame 8 improves the adjustability and adaptability of the magnetic levitation system, enabling it to better meet different operating conditions and maintenance requirements.

[0045] Furthermore, the vehicle body 1 also has a guide groove 101, and one end of the adjustment frame 8 is slidably set in the guide groove 101; it also includes at least one linear telescopic component 9, one end of the linear telescopic component 9 is hinged to the vehicle body 1, and the other end of the linear telescopic component 9 is hinged to the adjustment frame 8.

[0046] In this embodiment, a guide slot 101 on the vehicle body 1 provides a sliding track for the adjustment frame 8. One end of the adjustment frame 8 slides within the guide slot 101, ensuring accurate and stable movement. A linear telescopic assembly 9 is hinged to the vehicle body 1 at one end and to the adjustment frame 8 at the other. The linear telescopic assembly 9 extends and retracts, pushing the adjustment frame 8 to slide within the guide slot 101, thereby precisely controlling the position of the adjustment frame 8 and, in turn, adjusting the position of the motor stator 6 to optimize the magnetic field distribution. The coordination of the guide slot 101 and the linear telescopic assembly 9 enables precise position control of the adjustment frame 8, improving the operational stability and adaptability of the magnetic levitation system under complex operating conditions.

[0047] Furthermore, there are an even number of the linear telescopic components 9 , which are evenly distributed on both sides of the adjustment frame 8 along the conveying direction of the vehicle body 1 .

[0048] In this embodiment, an even number of linear telescopic assemblies 9 are evenly distributed on both sides of the adjustment frame 8 along the conveying direction of the vehicle body 1. When the position of the adjustment frame 8 needs to be adjusted, these linear telescopic assemblies 9 work together, synchronously expanding and contracting to push the adjustment frame 8 to slide within the guide groove 101, achieving uniform and precise adjustment of the adjustment frame 8. This ensures accurate adjustment of the motor stator 6 position, optimizes the magnetic field distribution, and ensures stable operation of the maglev system. The even distribution of linear telescopic assemblies 9 improves the uniformity and accuracy of the position adjustment of the adjustment frame 8. The coordinated operation of the linear telescopic assemblies 9 enhances the responsiveness and stability of the maglev system under complex operating conditions.

[0049] Example 2:

[0050] like Figure 4 As shown in the figure, in order to design a guide plate that meets the actual electromagnetic force requirements, a guide plate design method for a suspension-guided integrated wheel-rail-electric suspension system is proposed, including:

[0051] Step 100: Perform force analysis on the vehicle body and the guide plate to obtain a suspension force model and a magnetic resistance model;

[0052] Step 200: Acquire motor parameters, permanent magnet array spacing, and initial guide plate information, wherein the initial guide plate information includes size parameters of waist-shaped holes;

[0053] Step 300: Inputting motor parameters into the suspension force model to calculate the threshold range of force applied to the vehicle body when passing through a curve;

[0054] Step 400: Calculating the electromagnetic force range required for the vehicle body to be subjected to a force threshold range when negotiating a curve;

[0055] Step 500: Substituting the permanent magnet array spacing and initial guide plate information into the magnetic resistance model to obtain the actual electromagnetic force;

[0056] Step 600: Determine whether the actual electromagnetic force is within the required electromagnetic force range;

[0057] Step 700: If the actual electromagnetic force is not within the required electromagnetic force range, modify and update the initial guide plate information to recalculate the actual electromagnetic force until the actual electromagnetic force is within the required electromagnetic force range, thereby obtaining the guide plate design information.

[0058] In this embodiment, by analyzing the forces acting on the guide plate and the vehicle body, a suspension force model is established based on all the driving forces acting on the vehicle body. Based on the waist-shaped hole structure on the guide plate and the relative movement of the permanent magnet and the guide plate, a magnetic resistance model is established based on the electromagnetic field acting on the guide plate.

[0059] Because the driving force of the vehicle body is mainly provided by the motor, the threshold range of the force applied to the vehicle body when passing through a curve can be calculated based on the motor parameters and the suspension force model. During operation, the force applied to the vehicle body is balanced. Based on the threshold range of the force applied to the vehicle body when passing through a curve, the electromagnetic force range required by the vehicle body when passing through a curve can be calculated.

[0060] The electromagnetic force on the vehicle body is affected by the permanent magnet array spacing and the initial guide plate information. The actual electromagnetic force on the vehicle body can be calculated based on the electromagnetic resistance model. Finally, by comparing the actual electromagnetic force with the required electromagnetic force range, it can be determined whether the actual electromagnetic force can meet the normal movement of the vehicle body and finally confirm whether the initial guide plate information meets the requirements.

[0061] The guide plate designed according to the method can meet the force requirements of the vehicle when passing through a curve, and improve the stability of the vehicle when passing through a curve.

[0062] In order to more accurately calculate the actual electromagnetic force, the permanent magnet array spacing and initial guide plate information are further substituted into the magnetic resistance model to obtain the actual electromagnetic force, including:

[0063] Step 510: Divide the surface of the guide plate into an air domain and a guide plate domain according to the layering theory;

[0064] Step 520: establishing three-dimensional magnetic vector potential equations for the air domain and the guide plate domain based on Maxwell's equations;

[0065] Step 530: Substituting the permanent magnet array spacing and the initial guide plate information into the three-dimensional magnetic vector potential equations of the air domain and the guide plate domain according to the finite difference numerical calculation method to obtain the magnetic induction intensity on the guide plate surface;

[0066] Step 540: Integrate the magnetic induction intensity on the surface of the guide plate according to the Maxwell stress tensor method to obtain the actual electromagnetic force;

[0067] In this embodiment, based on the layered theory, the guide plate of the magnetic levitation system is divided into an air domain and a guide plate domain. The air domain is within the waist-shaped hole, and the guide plate domain is the actual area of the guide plate. Then, based on Maxwell's equations, combined with the geometric structure and material properties of the magnetic levitation system, an equation describing the magnetic vector potential is established. Maxwell's equations are a fundamental set of equations in electromagnetism, which can accurately describe the properties and changing patterns of electromagnetic fields. By establishing the magnetic vector potential equation, complex electromagnetic problems can be transformed into mathematical problems, making it easier to calculate the actual electromagnetic force. If the actual electromagnetic force does not meet the requirements, the actual electromagnetic force can be recalculated by changing the size of the waist-shaped hole, ultimately determining the size of the waist-shaped hole and the spacing of the permanent magnet array.

[0068] The calculation process of the actual electromagnetic force is as follows:

[0069] The guide plate of the magnetic levitation system is divided into the air domain and the guide plate domain. The magnetic vector potential equation of the air domain is:

[0070]

[0071] i=x,y,z

[0072] In the above formula: represents the magnetic drag force in the air domain, is the magnetic resistance of the guide plate domain, i=x,y,z are the x, y, z vector directions respectively, μ0 is the vacuum permeability, v x is the velocity vector in the x direction, v y is the velocity vector in the y direction, v z is the velocity vector in the z direction, σ is the conductivity, I represents the air domain, and II represents the guide plate domain.

[0073] The magnetic vector potential equation of the guide plate domain is:

[0074]

[0075] i=x,y,z

[0076] In the above formula: is the magnetic vector potential in the region below the conductor plate, represents the magnetic vector potential in the x=∞,y,z plane guide domain, represents the magnetic vector potential in the x,y=∞,z plane guide domain, Represents the magnetic vector potential in the plane guide plate domain of x, y, z = ∞, i = x, y, z are the x, y, z vector directions respectively, II represents the guide plate domain, and III represents the air domain where the guide plate generates a reflected magnetic field.

[0077] The finite difference method is used to discretize the magnetic vector potential equation, dividing the continuous solution region into a finite number of grid points. By solving the equation at these grid points, a numerical solution for the magnetic vector potential inside a conducting plate with a waist-shaped hole is obtained. The finite difference method is a numerical calculation method that can effectively handle problems with complex shapes and boundary conditions.

[0078] Using the previously calculated numerical solution of the magnetic vector potential, the Maxwell stress tensor method is used to calculate the electromagnetic force acting on the magnetic levitation system. This method is an effective way to calculate electromagnetic force from the perspective of the electromagnetic field. By further derivation and calculation of the magnetic vector potential, the magnitude and direction of the electromagnetic force can be determined.

[0079] The magnetic induction intensity in the waist-shaped hole conductor plate is obtained by calculating the curl of the magnetic vector potential:

[0080]

[0081] The longitudinal magnetic resistance is further obtained:

[0082]

[0083] In the above formula: F d is the magnetic resistance, B is the magnetic induction intensity, represents the internal magnetic induction intensity of the guide plate domain in the x-axis direction, Represents the magnetic induction intensity in the guide plate domain in the y-axis direction, i=x,y,z are the x, y, z vector directions respectively, T is the guide plate surface: T1 is the upper surface of the guide plate, T2 is the lower surface of the guide plate, μ0 is the vacuum magnetic permeability, and II represents the guide plate domain.

[0084] The actual electromagnetic force is:

[0085]

[0086] In the above formula: F l is the actual electromagnetic force, B is the magnetic induction intensity, represents the magnetic induction intensity in the conductor plate in the y-axis direction, represents the magnetic induction intensity in the conductor plate in the x-axis direction, Represents the magnetic induction intensity in the conductor plate in the z-axis direction, i=x,y,z are the x, y, z vector directions respectively, T is the surface of the guide plate: T1 is the upper surface of the guide plate, T2 is the lower surface of the guide plate, μ0 is the vacuum magnetic permeability, Re is the complex real part, and II represents the guide plate domain.

[0087] The actual electromagnetic force obtained is checked to see if it meets the required electromagnetic force range, and whether the initial information of the guide plate meets the design requirements is determined. If it does not meet the design requirements, the waist hole size and spacing are changed and recalculated until the actual electromagnetic force meets the required electromagnetic force range requirements. For example, if the actual electromagnetic force is greater than the required electromagnetic force range, the waist hole size can be increased; otherwise, the waist hole size can be reduced.

[0088] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

[0089] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A suspension-guided integrated wheel-rail-electric suspension system, characterized in that: include: Vehicle body (1); A rail sleeper (2), wherein the rail sleeper (2) has a guide rail (201); A roller (3), the roller (3) being arranged at the bottom of the vehicle body (1), the roller (3) being slidably arranged on the rail sleeper (2), the roller (3) having an edge portion (301), the bottom height of the edge portion (301) being lower than the height of the guide rail; A guide plate (4), wherein the guide plate (4) has at least one through hole (401) arranged along a linear direction; At least one permanent magnet array (5), the permanent magnet array (5) being arranged at the bottom of the vehicle body (1), and the permanent magnet array (5) being distributed in parallel with the through hole (401).

2. The suspension-guided integrated wheel-rail-electric suspension system according to claim 1, characterized in that: The through hole (401) is waist-shaped, the permanent magnet array (5) has an even number, and the permanent magnet array (5) is evenly distributed at the bottom of both sides of the vehicle body (1). The permanent magnet array (5) includes a transverse permanent magnet (501) and a longitudinal permanent magnet (502), and the transverse permanent magnet (501) is located between the two longitudinal permanent magnets (502) along the axial direction of the guide rail (201).

3. The suspension-guided integrated wheel-rail-electric suspension system according to claim 1, characterized in that: It also includes a motor stator (6), which is arranged at the bottom of the vehicle body (1), and a motor rotor (7) which is arranged on the sleeper (2), and the motor rotor (7) and the motor stator (6) are distributed in parallel along the moving direction of the vehicle body (1).

4. The suspension-guided integrated wheel-rail-electric suspension system according to claim 3 is characterized in that: The top of the motor rotor (7) is provided with a limiting groove (701), the motor stator (6) is located in the limiting groove (701), and the motor stator (6) is a permanent magnet.

5. The suspension-guided integrated wheel-rail-electric suspension system according to claim 1, characterized in that: There is at least one guide rail (201), which is symmetrically distributed along the center line of the vehicle body (1). There are an even number of rollers (3), which are evenly distributed along the center line of the vehicle body (1) at the bottom of both sides of the vehicle body (1).

6. The suspension-guided integrated wheel-rail-electric suspension system according to claim 4, characterized in that: It also includes an adjustment frame (8), which is movably arranged on the vehicle body (1), and the motor stator (6) is arranged on the adjustment frame (8). The movement direction of the adjustment frame (8) is perpendicular to the movement direction of the vehicle body (1).

7. The suspension-guided integrated wheel-rail-electric suspension system according to claim 6, characterized in that: The vehicle body (1) is further provided with a guide groove (101), and one end of the adjustment frame (8) is slidably arranged in the guide groove (101).

8. The suspension-guided integrated wheel-rail-electric suspension system according to claim 7, characterized in that: The invention also comprises at least one linear telescopic assembly (9), one end of the linear telescopic assembly (9) being hinged to the vehicle body (1), and the other end of the linear telescopic assembly (9) being hinged to the adjustment frame (8), and an even number of the linear telescopic assemblies (9) being evenly distributed on both sides of the adjustment frame (8) along the conveying direction of the vehicle body (1).

9. A guide plate design method for a suspension-guided integrated wheel-rail-electric suspension system, characterized in that: include: The force analysis of the vehicle body and guide plate is carried out respectively to obtain the suspension force model and magnetic resistance model; Obtaining motor parameters, permanent magnet array spacing, and initial guide plate information, wherein the initial guide plate information includes size parameters of the waist-shaped hole; Input the motor parameters into the suspension force model to calculate the threshold range of the force applied to the vehicle body when passing through a curve; Calculate the electromagnetic force range required when the vehicle body is subjected to force within the threshold range when passing through a curve; Substitute the permanent magnet array spacing and initial guide plate information into the magnetic resistance model to obtain the actual electromagnetic force; It is determined whether the actual electromagnetic force is within the required electromagnetic force range. If the actual electromagnetic force is not within the required electromagnetic force range, the initial guide plate information is modified and updated, and the actual electromagnetic force is recalculated until the actual electromagnetic force is within the required electromagnetic force range, thereby obtaining the guide plate design information.

10. The guide plate design method of the suspension guide integrated wheel-rail-electric suspension system according to claim 9, characterized in that: Substituting the permanent magnet array spacing and initial guide plate information into the magnetic drag model, the actual electromagnetic force is obtained, including: According to the layering theory, the surface of the guide plate is divided into the air domain and the guide plate domain; Based on Maxwell's equations, the three-dimensional magnetic vector potential equations of the air domain and the guide plate domain are established respectively; According to the finite difference numerical calculation method, the permanent magnet array spacing and the initial guide plate information are substituted into the three-dimensional magnetic vector potential equations in the air domain and the guide plate domain to obtain the magnetic induction intensity on the guide plate surface. The actual electromagnetic force is obtained by integrating the magnetic induction intensity on the guide plate surface according to the Maxwell stress tensor method.

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