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

Abstract

The application provides a suspension and guidance integrated wheel-rail-electric suspension system and a guide plate design method, and relates to high-speed rail transit. A vehicle body slides on a rail of a sleeper through rollers at the bottom. The height of the edge part of the roller is lower than the height of the rail, which helps to limit and guide the vehicle body during operation. The through holes arranged in a linear direction on the guide plate are parallel to the permanent magnet array at the bottom of the vehicle body. The magnetic field generated by the permanent magnet array interacts with the guide plate to generate electromagnetic force, which provides suspension and guidance force for the vehicle body.

Description

Technical Field

[0001] This invention relates to the field of high-speed rail transit technology, and more specifically, to an integrated wheel-rail-electric suspension system and guide plate design method. Background Technology

[0002] Current wheel-rail transit systems rely on mechanical contact between steel wheels and rails, depending on the wheel-rail adhesion effect to transmit traction. The adhesion coefficient decreases exponentially with increasing speed (μ = 0.1 + 6 / (v + 20)), resulting in traction efficiency of less than 20% above 400 km / h. Furthermore, existing lines are constrained by early design standards (e.g., curve radius < 800m, gradient < 30‰), leading to significant underutilization. In contrast, magnetic levitation technology overcomes speed limitations through non-contact levitation, but mainstream solutions have significant drawbacks: Electromagnetic levitation (EMS) relies on actively controlled electromagnets to attract the track, requiring independent electromagnetic mechanisms for guidance, resulting in high energy consumption and structural redundancy; while permanent magnet electric levitation (PMLE) has recently adopted Halbach permanent magnet arrays and aluminum-based conductor plates, improving levitation efficiency by 30% compared to superconducting solutions, its lateral stability is severely insufficient—when the centerline deviation of the permanent magnet exceeds ±5mm, it only generates a weak restoring force of about 50N / m, easily inducing 2-5Hz lateral resonance at track joints or switch areas, requiring speed limits below 80km / h for curves with a radius of 500m. Existing hybrid systems (such as the South Korean EMU-260) attempt to combine wheel-rail and maglev in parallel, but mode switching results in a 5-8 second guidance vacuum period, and the system weight increases by 22% and energy consumption by 15%, making it difficult to be compatible with existing lines. In summary, traditional wheel-rail systems are constrained by adhesion limits and passive guidance, maglev faces technical limitations due to high guidance energy consumption and poor stability, while hybrid solutions are hampered by mechanical complexity and economic barriers. There is an urgent need 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 this invention is to provide an integrated wheel-rail-electric suspension system with levitation guidance and a method for calculating the guide plate, thereby improving the aforementioned problems. To achieve the above objective, the technical solution adopted by this invention is as follows:

[0004] In a first aspect, this application provides an integrated wheel-rail-electric suspension system with levitation guidance, comprising:

[0005] Vehicle body;

[0006] Railway sleeper, wherein the sleeper has guide rails;

[0007] A roller is disposed at the bottom of the car body and slidably disposed on the sleeper. The roller has an edge portion, the bottom height of which is lower than the height of the guide rail.

[0008] A guide plate having at least one through hole arranged in 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 an integrated wheel-rail-electric suspension system is proposed, including:

[0010] Force analysis was performed on the vehicle body and guide plate respectively to obtain the levitation force model and the magnetic drag model;

[0011] Acquire motor parameters, permanent magnet array spacing, and initial guide plate information, wherein the initial guide plate information includes the size parameters of the oblong hole;

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

[0013] Calculate the range of electromagnetic forces required when the vehicle body is subjected to forces within the threshold range during curve crossing;

[0014] Substituting the permanent magnet array spacing and initial guide plate information into the magnetoresistive model, the actual electromagnetic force is obtained.

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

[0016] If the actual electromagnetic force is not within the required electromagnetic force range, modify and update the initial guide plate information, and recalculate the actual electromagnetic force until the actual electromagnetic force is within the required electromagnetic force range, thus obtaining the guide plate design information.

[0017] The beneficial effects of this invention are as follows:

[0018] This invention utilizes rollers at the bottom of the vehicle body that slide on guide rails along sleepers. The bottom edge of the rollers is lower than the height of the guide rails, which helps to limit and guide the vehicle body during operation. Through holes arranged linearly on the guide plate are parallel to the permanent magnet array at the bottom of the vehicle body. The magnetic field generated by the permanent magnet array interacts with the guide plate, producing electromagnetic force that provides levitation and guidance for the vehicle body.

[0019] The system's forward direction is often the position with the lowest energy across the entire plane. The core of the automatic centering track structure of the wheel-rail-permanent magnet electric levitation integrated maglev system is to set two rows of equally sized oblong holes on the conductor plates on both sides, providing guidance force to the system by artificially constructing a "low-potential line". At low speeds, the levitation force of the electric levitation is insufficient to support the vehicle body, and the force of the guide rails and rollers assists in support and guidance. At high speeds, the vehicle body is fully levitated and guided only by electromagnetic guidance force. When the centerline of the permanent magnet coincides with the centerlines of the two conductor plates, the system operates at the local point of lowest potential energy, at which point the system does not generate lateral force. When the system is affected by external forces or the direction of the track changes, and the centerline of the permanent magnet array no longer coincides with the centerline of the track, the continuous and equally spaced through holes on both sides of the conductor plate create a high-potential energy point for the system. At this time, the permanent magnet generates a lateral force, directed from the permanent magnet array towards the centerline of the guide rail, reducing the deviation distance between the permanent magnet array and the conductor plate, thus achieving automatic centering of the system.

[0020] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing embodiments of the invention. The structures particularly pointed out in the invention are implemented and obtained. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

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

[0023] Figure 2 This is a side view structural diagram of the present invention;

[0024] Figure 3 This is a schematic diagram of the planar structure of the guide plate;

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

[0026] The markings in the diagram are: 1. Car body, 2. Sleeper, 201. Guide rail, 3. Roller, 301. Edge, 4. Guide plate, 401. Through hole, 5. Permanent magnet array, 501. Horizontal permanent magnet, 502. Longitudinal permanent magnet, 6. Motor stator, 7. Motor rotor, 701. Limiting groove, 101. Guide groove, 8. Adjustment frame, 9. Linear telescopic assembly. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0028] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this invention, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0029] Example 1:

[0030] like Figures 1-3 As shown, this embodiment provides a levitation-guided integrated wheel-rail-electric levitation system, including: a vehicle body 1, a guide rail 201 on the sleeper 2, a roller 3 disposed at the bottom of the vehicle body 1, the roller 3 being slidably disposed 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, a guide plate 4 having at least one through hole 401 arranged in a linear direction, and at least one permanent magnet array 5 disposed at the bottom of the vehicle body 1, 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 rollers 3 at its bottom. The bottom height of the 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 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 to generate electromagnetic force, providing levitation and guiding force for the car body 1.

[0032] The system's forward direction is often the position with the lowest energy across the entire plane. The core of the automatic centering track structure of the wheel-rail-permanent magnet levitation integrated maglev system is to set two rows of identical through holes 401 on both sides of the conductor plates, providing guidance force to the system by artificially constructing a "low-potential line". At low speeds, the levitation force is insufficient to support the vehicle body 1, and the force of the guide rail 201 and rollers 3 assists in support and guidance. At high speeds, the vehicle body 1 is completely levitated and guided only by electromagnetic guidance force. When the centerline of the permanent magnet coincides with the centerline of the two side conductor plates, the system operates at the local point of lowest potential energy, at which point the system does not generate lateral force. When the system is affected by external forces or the direction of the track changes, and the centerline of the permanent magnet array no longer coincides with the centerline of the track, the continuous and equally spaced through holes 401 create high potential energy points on both sides of the conductor plates. At this time, the permanent magnet generates a lateral force, directed from the permanent magnet array 5 towards the centerline of the guide rail 201, reducing the deviation distance between the permanent magnet array 5 and the conductor plates, thereby 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 on 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 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 to change the magnetic field distribution. The magnet distribution directions of the transverse permanent magnet 501 and the longitudinal permanent magnet 502 are different. 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 and longitudinal permanent magnets 501 and 502 ensure that the permanent magnet array 5 cuts more fully with the guide plate 4 when the vehicle body 1 is in a curved state. An even number of permanent magnet arrays 5 are evenly distributed on the bottom 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 its interaction with the guide plate 4, it generates a more stable levitation force and guiding force, ensuring the stability of the vehicle body 1 at high speed. The through-hole 401 and the Halbach arrangement of the permanent magnet arrays 5 significantly improve the guiding stability of the magnetic levitation system.

[0035] Furthermore, it also includes a motor stator 6, which is disposed at the bottom of the car body 1, and a motor rotor 7 is disposed on the sleeper 2. The motor rotor 7 and the motor stator 6 are distributed parallel to each other along the direction of movement of the car body 1.

[0036] In this embodiment, the motor stator 6 is located at the bottom of the car body 1, and the motor rotor 7 is located on the sleeper 2, and they are distributed parallel to each other along the direction of movement of the car body 1. When the motor is energized, an electromagnetic force is generated between the motor stator 6 and the rotor, which propels the car body 1 to move on the sleeper 2, providing power for the maglev system and enabling the train to run. The motor stator 6 is fastened to the sleeper 2 with fasteners, and a segmented power supply method is adopted to realize the modular construction of the motor segments. The motor mover is a permanent magnet, which is installed at the bottom of the car body 1 by a fixing device and aligned with the axis of the motor stator 6.

[0037] Furthermore, the top of the motor rotor 7 has a limiting groove 701, 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 uses the excitation coil of a three-phase permanent magnet linear synchronous motor. The limiting slot 701 at the top of the motor rotor 7 provides a relatively closed and stable mounting position for the motor stator 6. The motor stator 6 is located within the limiting slot 701, reducing interference from external factors. The motor stator 6 uses permanent magnets, which interact with the motor rotor 7 to generate electromagnetic force, driving the vehicle body 1 to move. The presence of the limiting slot 701 ensures the positional stability of the motor stator 6 during operation, thereby ensuring the normal operation of the motor and the stable operation of the maglev system. The limiting slot 701 improves the stability and reliability of the motor, reducing the risk of motor failure caused by external factors. The permanent magnets in the motor stator 6 help improve the motor's efficiency and power output.

[0039] Furthermore, there is at least one guide rail 201, and the guide rails 201 are symmetrically distributed along the centerline 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 according to actual needs to meet different load-bearing capacities and space requirements. The symmetrical distribution of the guide rails 201 ensures that the vehicle body 1 experiences uniform force during operation, improving operational stability and balance. The flexibility in the number and distribution of the guide rails 201 allows the maglev system to adapt to various application scenarios and terrain conditions. The symmetrical distribution along the centerline of the vehicle body 1 ensures the balance of the vehicle body 1, reducing swaying and tilting during operation.

[0041] Furthermore, there is an even number of rollers 3, and the rollers 3 are evenly distributed along the center line of the vehicle body 1 at the bottom of both sides 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 on both sides of the bottom. During the operation of the vehicle body 1, the rollers 3 jointly bear the weight of the vehicle body 1 and roll on the guide rail 201. The evenly distributed rollers 3 enable the weight of the vehicle body 1 to be evenly transferred to the guide rail 201, reducing the possibility of excessive local pressure and ensuring the stability and smoothness of operation.

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

[0044] In this embodiment, the adjusting frame 8 is movable on the vehicle body 1, and the motor stator 6 is mounted on the adjusting frame 8. The direction of movement of the adjusting frame 8 is perpendicular to the direction of movement of the frame. By moving the adjusting 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 adapt to different operating conditions and maintenance requirements. The setting of the adjusting frame 8 improves the adjustability and adaptability of the maglev system, and can 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 disposed 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, the guide groove 101 on the vehicle body 1 provides a sliding track for the adjustment frame 8. One end of the adjustment frame 8 is slidably disposed within the guide groove 101, ensuring the accuracy and stability of its movement. One end of the linear telescopic component 9 is hinged to the vehicle body 1, and the other end is hinged to the adjustment frame 8. By extending and retracting the linear telescopic component 9, the adjustment frame 8 is pushed to slide within the guide groove 101, thereby achieving precise control over the position of the adjustment frame 8, and thus adjusting the position of the motor stator 6 to optimize the magnetic field distribution. The cooperation between the guide groove 101 and the linear telescopic component 9 enables control over the position of the adjustment frame 8, improving the operational stability and adaptability of the maglev system under complex operating conditions.

[0047] Furthermore, there are an even number of 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 components 9 are evenly distributed on both sides of the adjusting frame 8 along the conveying direction of the vehicle body 1. When the position of the adjusting frame 8 needs to be adjusted, these linear telescopic components 9 work together, synchronously extending and retracting to push the adjusting frame 8 to slide within the guide groove 101, achieving uniform and precise adjustment of the position of the adjusting frame 8. This ensures accurate adjustment of the position of the motor stator 6, optimizes the magnetic field distribution, and ensures stable operation of the maglev system. The evenly distributed linear telescopic components 9 improve the uniformity and accuracy of the position adjustment of the adjusting frame 8. The collaboratively working linear telescopic components 9 enhance the response capability and stability of the maglev system under complex operating conditions.

[0049] Example 2:

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

[0051] Step 100: Perform force analysis on the vehicle body and guide plate respectively to obtain the levitation force model and magnetic drag model;

[0052] Step 200: Obtain motor parameters, permanent magnet array spacing, and initial guide plate information, wherein the initial guide plate information includes the size parameters of the oblong hole;

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

[0054] Step 400: Calculate the range of electromagnetic forces required when the vehicle body is under stress during a curve.

[0055] Step 500: Substitute the permanent magnet array spacing and initial guide plate information into the magnetoresistive 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 and recalculate the actual electromagnetic force until the actual electromagnetic force is within the required electromagnetic force range, and obtain the guide plate design information.

[0058] In this embodiment, by performing force analysis on the guide plate and the vehicle body separately, a levitation force model is established based on all driving forces acting on the vehicle body. Based on the waist-shaped hole structure on the guide plate and the relative motion between the permanent magnet and the guide plate, a magnetic reluctance model is established based on the electromagnetic field acting on the guide plate.

[0059] Since the vehicle's driving force is primarily provided by the electric motor, the threshold range of forces acting on the vehicle during curve maneuvers can be calculated based on the motor parameters and the levitation force model. During operation, the vehicle is in force equilibrium; therefore, the required electromagnetic force range for curve maneuvers can be calculated based on this threshold range.

[0060] The electromagnetic force acting on the vehicle body is influenced by the spacing of the permanent magnet array and the initial guide plate information. Based on the electromagnetic resistance model, the actual electromagnetic force acting on the vehicle body can be calculated. Finally, by comparing the actual electromagnetic force with the required range, it can be determined whether the actual electromagnetic force is sufficient for the normal movement of the vehicle body, and ultimately, it can be confirmed whether the initial guide plate information meets the requirements.

[0061] The guide plate designed according to this 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] To more accurately calculate the actual electromagnetic force, the permanent magnet array spacing and initial guide plate information are further substituted into the reluctance model to obtain the actual electromagnetic force, including:

[0063] Step 510: Based on the stratification theory, divide the guide plate surface into an air domain and a guide plate domain;

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

[0065] Step 530: Substitute the permanent magnet array spacing and initial guide plate information into the three-dimensional spatial 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 surface of the guide plate.

[0066] Step 540: Integrate the magnetic induction intensity on the surface of the guide plate using Maxwell's 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 area of ​​the waist-shaped aperture, and the guide plate domain is within the solid area of ​​the guide plate. Then, based on Maxwell's equations and combined with the geometry and material properties of the magnetic levitation system, an equation describing the magnetic vector potential is established. Maxwell's equations are the fundamental equations of electromagnetism, which can accurately describe the properties and variation laws of electromagnetic fields. By establishing the magnetic vector potential equation, complex electromagnetic problems can be transformed into mathematical problems, facilitating the calculation of actual electromagnetic forces. If the actual electromagnetic force does not meet the requirements, the size of the waist-shaped aperture can be changed to recalculate the actual electromagnetic force, ultimately determining the size of the waist-shaped aperture and the spacing of the permanent magnet array.

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

[0069] The guide plate of the magnetic levitation system is divided into an air domain and a 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 of the air domain. Let i be the magnetic reluctance of the plate region, i = x, y, z be the x, y, z vector directions respectively, μ0 be the free permeability, and v be the magnetic reluctance of the plate region. x Let v be the velocity vector in the x-direction. y Let v be the velocity vector in the y-direction. z Let σ be the velocity vector in the z-direction, σ be the conductivity, Ⅰ represent the air domain, and Ⅱ represent the plate domain.

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

[0074]

[0075] i = x, y, z

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

[0077] The magnetic vector potential equation is discretized using the finite difference method, dividing the continuous solution domain into a finite number of grid points. By solving the equation at these grid points, the numerical solution of the magnetic vector potential within the oblong-shaped conductor plate is obtained. The finite difference method is a numerical computation method that can effectively handle problems with complex shapes and boundary conditions.

[0078] Using Maxwell's stress tensor method and the numerical solution of the magnetic vector potential obtained earlier, the electromagnetic force acting on the magnetic levitation system can be calculated. Maxwell's stress tensor method is an effective method for calculating electromagnetic force from the perspective of electromagnetic fields. Through further derivation and calculation of the magnetic vector potential, the magnitude and direction of the electromagnetic force can be obtained.

[0079] The magnetic induction intensity within the oblong-shaped conductor plate is obtained by calculating the curl of the magnetic vector potential.

[0080]

[0081] Further, the longitudinal magnetic resistance is obtained:

[0082]

[0083] In the above formula: F d Where B is the magnetic resistance and B is the magnetic flux density. The internal magnetic induction intensity of the guide plate domain in the x-axis direction is represented by... Ⅱ represents the magnetic induction intensity within the guide plate domain along the y-axis direction, where i = x, y, z are the vector directions of x, y, and z, 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 permeability of free space, and Ⅱ represents the guide plate domain.

[0084] The actual electromagnetic force is:

[0085]

[0086] In the above formula: F l B is the actual electromagnetic force, and B is the magnetic flux density. This represents the magnetic flux density within the conductor plate along the y-axis. This represents the magnetic flux density within the conductor plate along the x-axis. The magnetic flux density within the conductor plate along the z-axis is represented by i = x, y, z, which are the vector directions of x, y, and z, respectively. T is the surface of the conductor plate: T1 is the upper surface of the conductor plate, T2 is the lower surface of the conductor plate, μ0 is the permeability of free space, Re is the real part of the complex number, and Ⅱ represents the conductor plate domain.

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

[0088] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included 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 variations or substitutions that can be easily conceived by those 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 determined by the scope of the claims.

Claims

1. A levitation-guided integrated wheel-rail-electric levitation system, characterized in that, include: Vehicle body (1); The sleeper (2) has a guide rail (201); Roller (3), the roller (3) is disposed at the bottom of the car body (1), the roller (3) is slidably disposed on the sleeper (2), the roller (3) has an edge portion (301), the bottom height of the edge portion (301) is lower than the height of the guide rail; The guide plate (4) has at least one through hole (401) arranged continuously and equally along a linear direction; At least one permanent magnet array (5) is disposed at the bottom of the vehicle body (1), the permanent magnet array (5) is distributed parallel to the through hole (401), and the through hole (401) is waist-shaped; When the system is affected by external forces or the direction of the track changes, the center line of the permanent magnet array (5) no longer coincides with the center line of the guide rail (201). Because the continuous and equally spaced through holes (401) build high potential energy points of the system on both sides of the guide plate (4), the permanent magnet generates a lateral force, the direction of which is from the permanent magnet array (5) to the center line of the guide rail (201), which reduces the deviation distance between the permanent magnet array (5) and the guide plate (4) and thus realizes the automatic centering of the system. The design method for guide plate (4) is as follows: Force analysis was performed on the vehicle body and guide plate respectively to obtain the levitation force model and the magnetic drag model; Acquire motor parameters, permanent magnet array spacing, and initial guide plate information, wherein the initial guide plate information includes the size parameters of the oblong hole; Input the motor parameters into the suspension force model to calculate the threshold range of force on the vehicle body when passing through a curve. Calculate the range of electromagnetic forces required when the vehicle body is subjected to forces within the threshold range during curve crossing; Substituting the permanent magnet array spacing and initial guide plate information into the magnetoresistive model, the actual electromagnetic force is obtained. Determine 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, modify and update the size and spacing of the waist-shaped hole, and recalculate the actual electromagnetic force until the actual electromagnetic force is within the required electromagnetic force range, thus obtaining the guide plate design information.

2. The integrated wheel-rail-electric suspension system according to claim 1, characterized in that: There are an even number of permanent magnet arrays (5), which are evenly distributed on the bottom of both sides of the vehicle body (1). The permanent magnet arrays (5) include transverse permanent magnets (501) and longitudinal permanent magnets (502). The transverse permanent magnets (501) are located between the two longitudinal permanent magnets (502) along the axial direction of the guide rail (201).

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

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

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

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

8. The integrated wheel-rail-electric suspension system according to claim 7, characterized in that: It also includes at least one linear telescopic component (9), one end of which is hinged to the vehicle body (1) and the other end of which is hinged to the adjustment frame (8). There are an even number of 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).

9. The integrated wheel-rail-electric suspension system according to claim 1, characterized in that, Substituting the permanent magnet array spacing and initial guide plate information into the magnetoresistance model yields the actual electromagnetic force, including: According to the stratification theory, the surface of the guide plate is divided into an air domain and a guide plate domain; Three-dimensional spatial magnetic vector potential equations for the air domain and the guide plate domain are established based on Maxwell's equations, respectively. The magnetic flux density on the surface of the guide plate is obtained by substituting the permanent magnet array spacing and initial guide plate information into the solution of the three-dimensional spatial magnetic vector potential equations in the air domain and the guide plate domain using the finite difference numerical calculation method. The actual electromagnetic force is obtained by integrating the magnetic induction intensity on the surface of the guide plate using Maxwell's stress tensor method.

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