Magnetic levitation device and magnetic levitation vehicle

Abstract

The invention discloses a magnetic levitation device and a magnetic levitation vehicle, and relates to the technical field of rail transit, the magnetic levitation device comprises a levitation frame and a supporting frame, the levitation frame comprises a supporting arm, and a levitation electromagnet is fixedly arranged at the free end of the supporting arm; in the height direction of the track beam, the suspension electromagnet is opposite to a stator assembly arranged at the bottom of the track beam; the supporting frame is fixedly arranged on the suspension frame, and a balance electromagnet is fixedly arranged on the supporting frame; in the height direction of the track beam, the balance electromagnet is opposite to a suspension track arranged at the top of the track beam; in the height direction of the track beam, the electromagnetic force between the balance electromagnet and the suspension track and the electromagnetic force between the suspension electromagnet and the stator assembly are opposite in direction, a bidirectional synergistic balance force system is constructed, and the balance force system is formed in three directions of damping increase, separation control and redundancy compensation. The problems of disturbance amplification and out-of-control suspension caused by negative feedback characteristics are solved, and the operation reliability of the magnetic suspension device is improved.

Description

Technical Field

[0001] This invention relates to the field of rail transportation, and in particular to a maglev device and a maglev vehicle. Background Technology

[0002] Maglev vehicles typically have a levitation electromagnet installed at the bottom, with a ferromagnetic track laid directly below it. By passing a controlled excitation current through the levitation electromagnet, a closed main magnetic flux is generated. This magnetic flux passes through the air gap between the levitation electromagnet and the track, forming a strong magnetic field in the air gap. This causes the levitation electromagnet and the ferromagnetic track to generate an electromagnetic force that attracts each other. By adjusting the current, the magnitude of the electromagnetic force is adjusted to achieve a dynamic balance between the electromagnetic force and the vehicle's gravity, thus enabling the vehicle to levitate stably.

[0003] Currently, most conventional maglev systems, in pursuit of structural simplicity and initial cost control, typically install only a single electromagnet at each levitation point. However, the electromagnetic force is inversely proportional to the square of the air gap. This means that a slight reduction in the air gap leads to a sharp increase in the electromagnetic force, while a slight increase in the air gap causes a rapid decrease in the electromagnetic force. This nonlinear negative feedback relationship keeps the entire levitation system in a state of unbalanced dynamic equilibrium. Any minor disturbance from track irregularities, external wind disturbances, load changes, or sensor noise can be easily amplified due to its negative feedback characteristics, leading to levitation loss of control and compromising the reliability of the maglev system. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a magnetic levitation device and a magnetic levitation vehicle, which adds a support frame to the suspension frame and sets a balancing electromagnet on the support frame, so that the electromagnet of the balancing electromagnet is opposite to that of the suspension electromagnet, thereby solving the problem of disturbance amplification and suspension runaway caused by negative feedback characteristics, and improving the operational reliability of the magnetic levitation device.

[0005] To achieve the above objectives, the present invention provides a magnetic levitation device, comprising:

[0006] The suspension frame includes a support arm, and a suspension electromagnet is fixed at the free end of the support arm; along the height direction of the track beam, the suspension electromagnet is opposite to the stator assembly provided at the bottom of the track beam.

[0007] A support frame is fixed to the suspension frame, and a balancing electromagnet is fixed to the support frame; along the height direction of the track beam, the balancing electromagnet is opposite to the suspension track set at the top of the track beam;

[0008] Along the height of the track beam, the electromagnetic force between the balancing electromagnet and the levitation track is opposite to the electromagnetic force between the levitation electromagnet and the stator assembly.

[0009] In some embodiments, the support frame is fixed with support rollers, and the support rollers are staggered from the balancing electromagnets along the width direction of the track beam;

[0010] When the suspension frame is in a suspended state, the support rollers do not contact the track surface of the track beam;

[0011] When the suspension frame is in the lowered position, the support rollers are in contact with the track surface of the track beam.

[0012] In some embodiments, the support frame includes two frame bodies distributed along the length of the track beam, the two frame bodies being fixedly connected to two crossbeams of the suspension frame respectively; each frame body includes:

[0013] The upper connecting plate is fixedly connected to the crossbeam;

[0014] The lower connecting plate is parallel to the upper connecting plate and is fixedly connected to the balancing electromagnet and the support roller respectively.

[0015] A side support plate is fixed between the upper connecting plate and the lower connecting plate; a reinforcing plate is fixed on the outer side of the side support plate, and the two ends of the reinforcing plate abut against the upper connecting plate and the lower connecting plate respectively.

[0016] The upper connecting plate, lower connecting plate, and side support plate are all equipped with weight reduction holes.

[0017] In some embodiments, the balancing electromagnet includes a plurality of balancing magnetic poles and a first magnetic yoke and a second magnetic yoke that are parallel to each other; along the length of the track beam, all the balancing magnetic poles are arranged in sequence and fixed between the first magnetic yoke and the second magnetic yoke.

[0018] In some embodiments, the lower connecting plate is fixedly provided with a magnet mounting base, which is fixedly connected to the first magnetic yoke and the second magnetic yoke respectively; the side of the magnet mounting base away from the lower connecting plate is provided with a U-shaped clearance groove, which is used to avoid the balance magnetic pole.

[0019] In some embodiments, each balancing magnetic pole is provided with a magnetic pole fixing hole that extends through the width direction of the track beam, the first magnetic yoke is provided with a first mounting hole, and the second magnetic yoke is provided with a second mounting hole.

[0020] The balancing electromagnet also includes a pole fastening bolt and a pole fastening nut. The pole fastening bolt passes through the first mounting hole, the pole fixing hole and the second mounting hole in sequence. The pole fastening nut is installed at the tail end of the pole fastening bolt and is used to fix the balancing pole between the first yoke and the second yoke in conjunction with the head of the pole fastening bolt.

[0021] In some embodiments, the suspension frame includes two crossbeams arranged parallel to each other along the length of the track beam, and the crossbeams are single beam structures.

[0022] In some embodiments, the cross-section of the beam is rectangular, the beam includes four side edges, each side edge is formed with an edge reinforcing frame, and the inner side of the beam is provided with two intersecting inner reinforcing plates, each inner reinforcing plate being fixed between two diagonally arranged edge reinforcing frames.

[0023] In some embodiments, the suspension frame further includes at least one longitudinal beam, all of which are fixed between two transverse beams; the cross-section of each longitudinal beam is a hollow structure.

[0024] The ends of the longitudinal beam and the transverse beam are fixedly connected by end adapters. One end of the end adapter is inserted into the inner cavity of the longitudinal beam and the other end is fixedly connected to the transverse beam. The two sides of the end adapter are respectively provided with arc transition surfaces. The width of the end adapter gradually increases in the direction close to the transverse beam.

[0025] In some embodiments, a beam connector is fixed between two adjacent longitudinal beams;

[0026] The beam connector includes an intermediate connector and two transition connectors fixed on both sides of the intermediate connector. The transition connectors connect the intermediate connector to the longitudinal beam. The width of the transition connectors gradually increases in the direction closer to the longitudinal beam.

[0027] The transition connector has a hollow structure and includes two transition connector plates that are fixed to both sides of the intermediate connector.

[0028] In some embodiments, a support arm is fixed at the bottom of each end of the crossbeam, and end slopes are formed at both ends of the crossbeam. Side slopes are formed on the outer side of the support arm, and the end slopes and side slopes are coplanar.

[0029] In some embodiments, a magnetic support arm is provided at the end of the support arm away from the crossbeam, and a magnetic mounting hole is provided on the levitation electromagnet; the magnetic support arm is inserted into the magnetic mounting hole and is fixedly connected to the magnetic mounting hole.

[0030] In some embodiments, the support arm includes an inner bending plate, an outer bending plate, and a plurality of support arm reinforcing plates fixed between the inner bending plate and the outer bending plate; an inner support plate is fixed between two adjacent support arm reinforcing plates, and the inner support plate is vertically fixed between the inner bending plate and the outer bending plate; the inner support plate is provided with a wire hole or a weight reduction hole.

[0031] In some embodiments, the inner bending plate has a C-shaped structure, including a clearance plane parallel to the outer side of the track beam and an upper inclined surface and a lower inclined surface that bend and abut against the two ends of the clearance plane, respectively.

[0032] In some embodiments, a relative position sensor is fixedly provided inside the back box of the levitation electromagnet; an end mounting seat is detachably provided at the end of the back box of the levitation electromagnet, and the end mounting seat is provided with an adjustable absolute position sensor, with the absolute position sensor and the relative position sensor maintaining a set distance.

[0033] In some embodiments, the end mount includes:

[0034] A fixed bracket is fixed to the end of the back box of the levitation electromagnet;

[0035] An adjusting support is fixedly provided with an absolute position sensor. The adjusting support can be slidably mounted on the fixed support and is used to adjust the longitudinal distance between the absolute position sensor and the relative position sensor along the longitudinal direction of the track beam.

[0036] A locking assembly is located between the fixed bracket and the adjusting bracket, and is used to fix the adjusting bracket to the fixed bracket when the absolute position sensor and the relative position sensor maintain a set longitudinal distance.

[0037] In some embodiments, the end mount includes:

[0038] The mounting support is located on the adjusting support, and at least one vertical shim is provided between the mounting support and the adjusting support for adjusting the vertical distance between the absolute position sensor and the relative position sensor along the vertical direction of the track beam.

[0039] The present invention also provides a maglev vehicle, including the above-described maglev device.

[0040] In some embodiments, the vehicle body and a secondary suspension assembly are also included, the secondary suspension assembly being connected between the vehicle body and the maglev vehicle.

[0041] In some embodiments, a linear motor is also included, which includes a stator assembly disposed on the track beam and a mover assembly disposed on the vehicle body, wherein the bracket of the mover assembly is integrally connected to the underframe of the vehicle body.

[0042] In some embodiments, the vehicle body is specifically a carbon fiber vehicle body.

[0043] For maglev vehicles, the levitation electromagnets and stator components generate an upward vertical electromagnetic force, which can be balanced with the vehicle's weight along the height of the track beam. However, in some lightweight structures, the vehicle's weight is relatively light, making it impossible to completely balance the upward vertical electromagnetic force generated by the levitation electromagnets. Simply increasing the vehicle's weight by adding counterweights would result in an increase in overall weight, contradicting the lightweight design of the entire vehicle.

[0044] To resolve the aforementioned contradictions, this invention optimizes and improves the structure of the levitation device. Specifically, a support frame is added to the levitation frame, and a balancing electromagnet is mounted on the support frame. Along the height direction of the track beam, the balancing electromagnet and the levitation track at the top of the track beam are arranged vertically opposite each other, ensuring that when energized, the balancing electromagnet and the levitation track interact to generate a vertically downward electromagnetic force. Simultaneously, a levitation electromagnet is installed on the support arm of the levitation frame. Along the height direction of the track beam, the levitation electromagnet and the stator assembly at the bottom of the track beam are also arranged vertically opposite each other, ensuring that when energized, the levitation electromagnet and the stator assembly interact to generate a vertically upward electromagnetic force.

[0045] Most importantly, the electromagnetic force generated between the balancing electromagnet and the levitation track is exactly opposite in direction to the electromagnetic force generated between the levitation electromagnet and the stator assembly. This invention achieves force balance in the height direction of the track beam by adjusting the working state of the balancing electromagnet so that the vertically downward electromagnetic force it generates simulates the effect of the vehicle's own weight in a traditional structure.

[0046] This invention introduces a balancing electromagnet to replace physical counterweights with electromagnetic force compensation, constructing a bidirectional synergistic balanced force system to achieve multiple technical effects. First, the invention utilizes a balancing electromagnet to apply an adjustable downward electromagnetic force at the top of the track beam, which, together with the upward levitation force generated by the bottom levitation electromagnet, forms a pair of opposing bidirectional force systems, equivalent to introducing active damping in the vertical direction. When track irregularities, sudden load changes, or external wind disturbances cause vertical deviations, the electromagnetic force is controlled to actively suppress the disturbances, increasing the equivalent damping and effectively attenuating vibration trends. This prevents minor disturbances from being rapidly amplified by negative feedback in a single-direction levitation force system, fundamentally curbing the risk of levitation runaway. Second, by eliminating the guide electromagnet on the support arm, the invention physically separates the generation of levitation force from its guiding function, allowing the levitation electromagnet to be dedicated solely to vertical levitation, no longer affected by lateral loads. This functional decoupling ensures the independence of vertical control, reduces the complexity caused by multi-variable coupling, enables faster identification of vertical disturbances, and effectively improves reliability. Thirdly, the balancing electromagnet in this invention is not only used to simulate gravity to achieve static balance, but also serves as a redundant actuator for dynamic compensation. When encountering large-scale disturbances such as drastic load changes or sudden strong winds, the levitation electromagnet and the balancing electromagnet are mobilized to perform rapid compensation in a coordinated pull-push mode, enhancing the ability to resist high-intensity disturbances and avoiding instability caused by single-point force output, thereby ensuring the reliability of operation.

[0047] In summary, this invention does not simply add a counterweight, but rather provides a way to construct a bidirectional, cooperative balancing force system. By increasing damping, separating control, and compensating for redundancy, it solves the problems of disturbance amplification and levitation runaway caused by negative feedback characteristics, thereby improving the operational reliability of the maglev device. Attached Figure Description

[0048] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0049] Figure 1 This is an isometric view of a magnetic levitation device provided in a specific embodiment of the present invention;

[0050] Figure 2 This is a schematic cross-sectional view of the magnetic levitation device and track beam assembled according to a specific embodiment of the present invention;

[0051] Figure 3 for Figure 1 Schematic diagram of the cross-section of the central beam;

[0052] Figure 4 for Figure 1 Assembly diagram of the central support frame, balancing electromagnet, and support rollers;

[0053] Figure 5 for Figure 1 A partial enlarged view of the middle mounting base;

[0054] Figure 6 for Figure 1 A schematic diagram of the middle mounting bracket.

[0055] The attached figures are labeled as follows:

[0056] 1. Suspension frame, 2. Suspension electromagnet, 3. Track beam, 4. Stator assembly, 5. Support frame, 6. Balancing electromagnet, 7. Suspension track, 8. Support rollers, and 9. End mounting base;

[0057] Support arm 11, crossbeam 12, longitudinal beam 13, end adapter 14, and beam connector 15;

[0058] Side slope 111, magnetic support arm 112, inner bending plate 113, outer bending plate 114, support arm reinforcing plate 115 and inner support plate 116;

[0059] Avoidance plane 1131, upper inclined plane 1132 and lower inclined plane 1133;

[0060] Edge reinforcing frame 121, inner reinforcing plate 122 and end bevel 123;

[0061] Arc transition surface 141;

[0062] Upper connecting plate 51, lower connecting plate 52, side support plate 53 and reinforcing plate 54;

[0063] Magnet mounting base 511;

[0064] Balance magnetic pole 61, first magnetic yoke 62, second magnetic yoke 63 and magnetic pole fastening nut 64;

[0065] Fixed bracket 91, adjusting support 92 and mounting support 93. Detailed Implementation

[0066] 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 embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0067] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0068] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. The terms "first," "second," etc., are used to distinguish different objects, not to describe a particular order or hierarchy.

[0069] In the description of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0070] The maglev system of existing maglev vehicles mainly consists of two parts: a suspension frame at the bottom of the vehicle body and a track beam on the track. Suspension electromagnets are installed on the suspension frame, while stator assemblies are installed on the track beam. When the maglev vehicle is running, electromagnetic interaction occurs between the suspension electromagnets and the stator assembly, generating an upward electromagnetic force. This electromagnetic force balances the weight of the vehicle body in the vertical direction, allowing the vehicle to overcome gravity and stably levitate above the track, maintaining a constant suspension gap with the track surface. By adjusting the current of the suspension electromagnets through closed-loop control, the suspension gap remains stable during the operation of the maglev vehicle, ensuring smooth travel along the track.

[0071] In pursuit of higher operating efficiency and lower energy consumption, maglev vehicles are developing towards lightweight designs, widely adopting new composite materials, hollow extruded aluminum alloy profiles, or integrated truss structures to reduce vehicle weight. While lightweight design has significant advantages in reducing track beam load, lowering traction energy consumption, and improving acceleration performance, it may also lead to a relatively light vehicle weight, making it impossible to fully balance the vertically upward electromagnetic force generated by the levitation electromagnets.

[0072] If the electromagnetic force exceeds the weight of the vehicle, relying solely on magnetic control will cause the vehicle to be excessively pulled towards the track, making stable levitation impossible. The most common approach to address this force imbalance is to add counterweights, artificially increasing the overall weight to rebalance the electromagnetic force. However, this additional weight contradicts the initial goal of lightweight design. Therefore, the lightweight design of maglev vehicles faces the challenge of balancing vehicle weight with electromagnetic force.

[0073] In view of the above problems, the present invention discloses a magnetic levitation device, as shown in the attached figure. Figure 1 and 2 As shown, it includes a suspension frame 1 and a support frame 5.

[0074] The suspension frame 1 of a maglev vehicle serves as the mechanical skeleton connecting the vehicle body and the track. The choice of materials and structural configuration fundamentally determine the mechanical performance and operational efficiency of the maglev vehicle. The suspension frame 1 is a major component of the unsprung mass of the maglev vehicle, and its weight directly affects the inertial forces that the maglev device needs to balance and the moment of inertia that the drive device needs to overcome.

[0075] In terms of material selection, the suspension frame 1 is preferably made of high-strength, lightweight alloy materials (such as aluminum alloy or titanium alloy), such as high-strength aluminum alloy or titanium alloy, which have excellent corrosion resistance and good fatigue characteristics, ensuring that the suspension frame 1 can maintain structural integrity and long-term reliability when subjected to long-term track excitation loads. By reducing the weight of the suspension frame 1 through material selection, the overall weight of the maglev vehicle can be effectively reduced. This not only helps the whole vehicle meet the lightweight design requirements, but also reduces energy consumption and improves operating efficiency.

[0076] In terms of structural design, the suspension frame 1 is specifically provided with four support arms 11. These four support arms 11 are fixedly set at the four top corners of the suspension frame 1 body to form a stable force transmission frame. The load from the vehicle body and the reaction force from the electromagnet are evenly distributed and transmitted through this force transmission frame, minimizing bending and torque concentration inside the structure, and ensuring that the suspension frame 1 is subjected to balanced forces and has controllable deformation.

[0077] The four support arms 11 are independently arranged, forming four independent points that complement each other and improve the maintainability and availability of the maglev device. They also interact with the track coils to effectively resist roll. In addition, the four support arms 11 are distributed at the four apex corners, allowing the electromagnetic force to be applied from the outermost edge under the vehicle, providing the optimal lever arm and facilitating the efficient generation of restoring torque for stabilizing the vehicle's attitude.

[0078] Meanwhile, the four corner layouts leave ample space in the central area of ​​the suspension frame 11 for arranging linear motors, braking devices, cable conduits, and various sensors, achieving efficient utilization of the under-vehicle space.

[0079] The suspension frame 1 uses lightweight materials and is designed with a symmetrical layout of four corner support arms. It not only achieves significant weight reduction by optimizing materials and reducing energy consumption from the source, but also constructs an efficient load-bearing platform through mechanical layout, laying a solid foundation for the efficient operation of maglev vehicles.

[0080] As attached Figure 1 and 2 As shown, the suspension frame 1 includes a support arm 11, and a levitation electromagnet 2 is fixedly mounted on the free end of the support arm 11. It should be noted that the free end of the support arm 11 refers to the end of the support arm 11 closest to the track, that is, the levitation electromagnet 2 is placed at the forefront of the support arm 11. This layout can minimize the distance of magnetic circuit transmission. The shortening of the magnetic circuit means the reduction of magnetic resistance. Under the same excitation current, lower magnetic resistance can effectively enhance the magnetic flux density of the suspension gap. This not only allows the required levitation force to be generated with a smaller current or a more compact electromagnet, achieving energy saving and weight reduction, but more importantly, it significantly reduces eddy current loss and hysteresis loss in the magnetic circuit, thereby improving the transmission effect of levitation force, enhancing the stability and response speed of the suspension system, and ensuring that the maglev vehicle can maintain an extremely stable levitation height even when running at high speed or encountering uneven tracks.

[0081] The levitation electromagnet 2 is integrated into the free end of the support arm 11, forming a fully functional independent module. When the levitation electromagnet 2 needs to be inspected or replaced, maintenance personnel do not need to disassemble the entire suspension frame 1. They only need to disconnect the standardized electrical connectors, coolant quick-connect connectors, and loosen the bolt fasteners to remove the independent module from the support arm 11. This greatly simplifies the maintenance process of the suspension frame 1, significantly reduces the downtime of the maglev vehicle due to malfunctions, greatly improves maintainability, and effectively shortens the repair time.

[0082] Furthermore, from a structural perspective, the free end of the support arm 11 is rigidly connected to the levitation electromagnet 2, allowing the levitation force to be transmitted to the suspension frame 1 and the vehicle body via the most direct path. This avoids force dispersion and transmission lag, improving not only local stiffness but also enhancing the stability of the suspension frame 1 under dynamic electromagnetic force impacts. Even in the event of complete failure, the rigid connection ensures that the levitation electromagnet 2 will not detach from the support arm 11, preventing the accessories mounted on the support arm 11 from contacting the track, thus improving the parking safety of the maglev vehicle.

[0083] As attached Figure 1 and 2 As shown, along the height of the track beam 3, the levitation electromagnet 2 is positioned opposite the stator assembly 4 located at the bottom of the track beam 3, with their working surfaces parallel to each other and maintaining a constant levitation gap. In this configuration, when the levitation electromagnet 2 is energized, the generated magnetic field lines pass perpendicularly through the levitation gap and interact with the stator assembly 4. This direct alignment ensures that the electromagnetic force of the levitation electromagnet 2 is always perpendicular to the track plane of the track beam 3. By adjusting the excitation current of the levitation electromagnet 2 in real time, the magnitude of the electromagnetic force is continuously controlled, achieving dynamic balance with the vehicle weight, thus achieving high-precision stable levitation.

[0084] Furthermore, from an electromagnetic performance perspective, the direct alignment of the levitation electromagnet 2 and the stator assembly 4 creates the shortest magnetic circuit path. This shorter path means lower magnetic reluctance, requiring less excitation current to generate the same levitation force, thus directly reducing energy consumption and improving overall electromagnetic efficiency. Simultaneously, lower inductance and resistance result in a faster electrical time constant, allowing the coil current of the levitation electromagnet 2 to change synchronously at extremely high rates. This effectively suppresses instantaneous disturbances caused by track irregularities, air turbulence, or the vehicle's own movement, ensuring stable levitation height. This lays the foundation for high-speed active control and directly impacts levitation stability and ride comfort.

[0085] Stator assembly 4 is the primary part of the linear motor, containing the iron core and three-phase windings. If there is a height difference or angular deviation in the working planes of adjacent stator assemblies 4, it will directly cause a sudden change in the working air gap of the linear motor, leading to electromagnetic force pulsation and even a fall. To solve this problem, stator assemblies 4 are directly fixed to the mounting surface at the bottom of the track beam 3 using high-strength bolts, ensuring that the working planes of all stator assemblies 4 remain coplanar. This eliminates disturbance sources caused by installation errors, avoids magnetic reluctance fluctuations due to non-coplanarity, ensures continuous and stable traction of the maglev vehicle, and improves the ride comfort of the maglev vehicle.

[0086] The coplanar design of the stator assembly 4 and the track beam 3 ensures that the secondary components of the linear motor maintain a consistent coupling state throughout the entire line, minimizing additional losses caused by magnetic asymmetry and increased leakage flux. This keeps the power factor, conversion efficiency, and thrust generated per unit current of the linear motor at optimal levels, which directly affects the acceleration, maximum speed, and climbing performance of the maglev vehicle. It also reduces the operating energy consumption of the traction system and improves the economic efficiency of operation.

[0087] The stator assembly 4 is bolted to the track beam 3, providing high mechanical connection rigidity and fatigue resistance. This ensures that it can reliably withstand the continuous electromagnetic force, mechanical vibration, and thermal stress cycles caused by changes in ambient temperature generated when the vehicle passes at high speed, preventing displacement or deformation of the stator assembly 4. Simultaneously, the high-precision coplanar installation allows for efficient track maintenance, reducing the maintenance costs of the maglev vehicle.

[0088] As attached Figure 1 and 2 As shown, the support frame 5 is fixed to the suspension frame 1, and the support frame 5 is fixed with a balancing electromagnet 6, so that the balancing electromagnet 6 is fixed to the suspension frame 1 through the support frame 5. Through the integrated design of the support frame 5, the balancing electromagnet 6 is deeply integrated into the suspension frame 1 in terms of physical space and force transmission path.

[0089] As a mechanically optimized structural component, the support frame 5 can transmit the electromagnetic force generated by the balancing electromagnet 6 to the suspension frame 1 through the most efficient path. This short-path force transmission method minimizes the structural deformation environment and potential energy dissipation links between the point of force generation and the final point of application, ensuring that the current change can be converted into the actual resultant force on the suspension frame 1 more quickly, reducing force transmission lag and structural deformation, and improving the response speed of the suspension system.

[0090] From a dynamic perspective, the support frame 5 can enhance the overall structure of the suspension frame 1 to a certain extent. When the suspension system is in response to dynamic conditions such as track irregularities, crosswind disturbances, or vehicle acceleration and deceleration, the deeply integrated balancing electromagnet 6, through a stable connection, can act in unison with the suspension electromagnet 2 and other structural layouts. This allows the entire suspension frame 1 to act as a rigid mechanical structure to cope with external excitations, rather than multiple independent components producing uncoordinated or even conflicting responses. This response avoids internal stress and instability caused by local component lag or abnormality, thereby improving the overall reliability and operational stability of the suspension device under complex dynamic conditions.

[0091] As attached Figure 1 and 2 As shown, along the height of the track beam 3, the balancing electromagnet 6 and the suspension track 7 at the top of the track beam 3 are arranged vertically opposite each other to ensure that when energized, the balancing electromagnet 6 and the suspension track 7 interact to generate a vertically downward electromagnetic force. Simultaneously, the suspension electromagnet 2 and the stator assembly 4 at the bottom of the track beam 3 are also arranged vertically opposite each other. When the suspension electromagnet 2 is energized, the electromagnetic forces of the suspension electromagnet 2 and the stator assembly 4 interact to generate a vertically upward electromagnetic force, which is used to balance the weight of the vehicle body, prevent the maglev vehicle from derailing from the track, and ensure stable suspension gap.

[0092] By independently adjusting the currents of the balancing electromagnet 6 and the levitation electromagnet 2, the net vertical force and pitching moment on the vehicle body are dynamically changed. For example, when the vehicle body tends to tilt forward due to uneven passenger distribution or when passing through a slope, the downward force is increased to generate a restoring moment to correct the pitch, enabling active control of the vehicle body's longitudinal and vertical directions. Furthermore, when facing side gaps, lateral unevenness of the track, or passing through curves, by coordinating the distribution of the upper and lower electromagnetic forces, instability such as roll and swaying of the vehicle body is more effectively suppressed, improving driving stability.

[0093] Most importantly, in the structure of traditional maglev vehicles, the vehicle's own weight is a constant downward force, balanced upward by the attractive force generated by the levitation electromagnet to maintain a stable levitation gap between the vehicle and the track. However, this invention faces two main electromagnetic forces in the vertical direction. First, an upward electromagnetic force is generated between the levitation electromagnet 2 and the stator assembly 4 to maintain vehicle levitation; second, a downward electromagnetic force is generated between the balancing electromagnet 6 and the levitation track 7. These two electromagnetic forces are in opposite directions. This invention precisely controls the current of the balancing electromagnet 6, flexibly adjusting its downward electromagnetic force to simulate the vehicle's own weight in a traditional maglev vehicle, thereby achieving force balance in the height direction of the track beam 3.

[0094] This invention introduces a balancing electromagnet 6 to construct a bidirectional synergistic balancing force system, using electromagnetic force compensation to replace physical counterweights, thereby achieving the following multiple technical effects.

[0095] First, this invention utilizes a balancing electromagnet 6 to apply an adjustable downward electromagnetic force to the top of the track beam 3, which, together with the upward levitation force generated by the bottom levitation electromagnet 2, forms a pair of bidirectional force systems in opposite directions. This is equivalent to introducing active damping in the vertical direction. When the track is uneven, the load changes abruptly, or external wind disturbances cause vertical deviation, the electromagnetic force is controlled to actively suppress the disturbance, increase the equivalent damping, effectively attenuate the vibration trend, and prevent small disturbances from being rapidly amplified by negative feedback in a single-direction levitation force system. This fundamentally curbs the risk of levitation runaway and achieves vertical dynamic balance.

[0096] Secondly, by eliminating the guide electromagnet on the support arm 11, the present invention physically separates the generation of levitation force from the guiding function, allowing the levitation electromagnet 2 to be dedicated to vertical levitation and no longer subject to lateral load interference. Through functional decoupling, the independence of vertical control is ensured, reducing the complexity caused by multivariable coupling, enabling faster identification of vertical disturbances, and effectively improving reliability.

[0097] Thirdly, the balancing electromagnet 6 in this invention is not only used to simulate gravity to achieve static balance, but also serves as a redundant actuator for dynamic compensation. When encountering large-scale disturbances such as drastic load changes or sudden strong winds, the levitation electromagnet 2 and the balancing electromagnet 6 are mobilized to perform rapid compensation in a pull-push cooperative mode, enhancing the ability to resist high-intensity disturbances and avoiding instability caused by single-point force output, thereby ensuring the reliability of operation.

[0098] In summary, this invention does not simply add a counterweight, but rather provides a way to construct a bidirectional, cooperative balancing force system. By increasing damping, separating control, and compensating for redundancy, it solves the problems of disturbance amplification and levitation runaway caused by negative feedback characteristics, thereby improving the operational reliability of the maglev device.

[0099] In addition to the aforementioned technical effects, the present invention also brings the following important improvements in structural design and dynamic performance.

[0100] Firstly, the present invention provides complete force compensation in the vertical direction by balancing electromagnet 6, eliminating the need for additional guide electromagnets. This not only reduces the weight of the vehicle body and the lateral dimension of the suspension frame 1, making the overall structure more compact, but also reduces the lateral dimension of the cross-section of the suspension frame 1 by eliminating the guide electromagnets, making the overall structure even more compact.

[0101] Secondly, in lightweight structures without the balancing electromagnet 6, the coupling between the single upward levitation force and the limited vehicle weight is weak, resulting in insufficient vertical stiffness and susceptibility to low-frequency vibrations due to external excitations. This invention addresses this by arranging two sets of electromagnets in opposite directions at the top and bottom of the track beam 3, creating an electromagnetic force clamping zone at both ends. This arrangement enhances the vertical constraint between the suspension frame 1 and the track beam 3, thereby improving the equivalent stiffness and natural frequency of the entire suspension system. This strengthens its resistance to random track excitations and aerodynamic disturbances, effectively suppressing vertical and pitching vibrations of the vehicle body, and ensuring smoothness and ride comfort during high-speed operation.

[0102] As a preferred embodiment, as shown in the appendix Figure 1 , 2 As shown in Figure 4, in order to achieve reliable physical support for the suspension frame 1 under conditions such as low-speed operation, emergency landing, or static parking, the support frame 5 of the present invention is fixedly provided with support rollers 8.

[0103] When the suspension frame 1 is in a suspended state, a small gap is maintained between the support roller 8 and the track surface of the track beam 3, and the support roller 8 is completely disengaged from the track, thereby avoiding frictional resistance, operating noise and component wear caused by mechanical contact. This not only directly improves operating efficiency and reduces energy consumption, but also reduces maintenance needs and operating costs caused by wear.

[0104] When encountering a sudden power outage, a serious control failure, or external interference, the electromagnetic levitation force is unexpectedly lost or becomes insufficient. The suspension frame 1 is in a falling state. The support roller 8 and the track surface of the track beam 3 are transformed into rolling contact between the support roller 8 and the track through the impact of the fall. This reliably transfers the vehicle load to the track beam 3, effectively preventing the suspension frame 1 from having a rigid collision with the track, achieving a smooth stop of the vehicle, and thus improving the safety of the maglev device.

[0105] When the vehicle is scheduled to stop, decelerate at a fixed point, or brake in an emergency, the levitation force is adjusted to make the support roller 8 contact the track surface. The adhesion force of the roller is adjusted to generate a controllable friction braking force, which complements the traditional electromagnetic braking. Especially in high-speed emergency braking scenarios that require huge energy consumption, it can effectively shorten the braking distance and improve the reliability of deceleration control.

[0106] In a preferred embodiment, each end of the support frame 5 is provided with a set of support rollers 8, thus forming a stable multi-point support component, effectively distributing the load and preventing the vehicle body from tilting or experiencing localized overload. Specifically, each of the two frame bodies of the support frame 5 is independently provided with a set of support rollers 8, thereby forming two clearly defined support points in the transverse direction of the vehicle body, ensuring the stability of the vehicle body in the roll direction. Each set of support rollers 8 includes at least one roller distributed along the length of the track beam 3, better adapting to minor unevenness on the top surface of the track beam, providing a smoother transition and a more uniform load distribution, while enhancing longitudinal anti-overturning capability.

[0107] Each support roller 8 is securely bolted to the lower connecting plate 52 of the support frame 5, enabling the support roller 8 to withstand dynamic impact loads and allowing for precise installation position adjustments. This ensures good contact between all rollers and the top surface of the track beam 3, facilitating later maintenance and replacement, and avoiding the need for individual roller disassembly when rollers wear out. Through the rigid transition component of the lower connecting plate 52, the concentrated load from the vehicle body is evenly distributed to the wheel support via the bolted connection surface, and then transmitted to the track beam via the rollers. This minimizes stress concentration and effectively improves the fatigue life of the support frame 5.

[0108] In addition, a set of support frames 5 are symmetrically provided at both ends of the crossbeam 12, so that the support rollers 8 are symmetrically distributed on both sides of the suspension frame 1. By symmetrically arranging the support rollers 8, a stable support plane is constructed. When the vehicle body and suspension frame 1 need to bear the weight in the non-suspended state, the weight is evenly transferred to the support frames 5 on the left and right sides through the crossbeam 12, and is shared by the support rollers 8 on both sides, effectively avoiding problems such as vehicle body tilting or local concentration caused by the offset of the support points.

[0109] When the maglev vehicle is stationary or traversing curves at low speed, the symmetrically arranged support points provide strong lateral restraint to the vehicle body, effectively preventing rollover or lateral slippage. Even when minor unevenness occurs on one side of the track surface, the symmetrical support structure can maintain the basic stability of the vehicle's posture through dynamic automatic adjustment of the load on the rollers on both sides. Furthermore, the symmetrical layout of the support rollers 8 ensures that the load is evenly distributed across the load-bearing structures such as the suspension frame 1, crossbeam 12, support frame 5, and track beam 3, reducing stress concentration and fatigue stress amplitude at critical connection points. This not only improves the structural reliability and service life of the maglev device but also indirectly allows for more optimized lightweight designs of related components, achieving a balance between weight reduction and reinforcement. Moreover, the symmetrical support rollers 8 ensure a smooth transition when the vehicle body smoothly leaves or contacts the track surface, avoiding sudden tilting or instantaneous impact caused by initial force on one side. This greatly improves ride comfort and operational safety during transitions, while also reducing transient impacts on the mechanical structure of the suspension frame, reducing maintenance requirements, and simultaneously enhancing the long-term stability of the vehicle.

[0110] The support roller 8 is preferably a rubber roller. When the suspension frame 1 falls due to a malfunction or during active braking, causing the support roller 8 to contact the track surface, traditional rigid rollers would generate a momentary peak impact due to rigid collision with the track surface. However, the rubber roller, with its good elasticity, can effectively absorb and attenuate the impact energy, transforming the violent mechanical impact into relatively gentle elastic deformation. This reduces the peak impact load at the moment of contact, mitigates the negative impact on the suspension frame 1, track beam 3, and onboard equipment, effectively protects precision components, and reduces the resulting vibration, improving comfort and safety under fault conditions. Furthermore, as infrastructure, repeated high impacts on the track beam 3 can accelerate surface wear or induce micro-cracks in the concrete. The buffering effect of the rubber roller effectively extends the service life of the track beam 3.

[0111] This invention integrates the three functions of support, braking and guidance into the support roller 8, replacing the traditional independent emergency landing brake, effectively simplifying the mechanical structure of the suspension frame 1, reducing the complexity of the magnetic levitation device, and reducing the weight in the non-suspended state, which is conducive to achieving lightweighting.

[0112] As attached Figure 4 As shown, along the width direction of the track beam 3, the supporting rollers 8 and the balancing electromagnets 6 are staggered, and the physical space avoidance effectively distributes the load from the vehicle body to different areas of the cross section of the track beam 3, thereby optimizing the force distribution of the track beam 3.

[0113] Specifically, when the balancing electromagnet 6 is working, it generates a vertically downward distributed electromagnetic force. All of this electromagnetic force acts on the top surface of the track beam, forming a relatively uniform pressure field. Meanwhile, the supporting rollers 8 form discrete point contact concentrated forces at specific locations. By laterally staggering their arrangement, excessive mechanical and electromagnetic stresses are avoided from being superimposed in the same local area, preventing local overload or stress concentration in the track beam 3. This improves the stress state of the track beam 3, extends its fatigue life, and enhances the reliability and safety of the maglev device.

[0114] Furthermore, the staggered distribution of the support rollers 8 and the balancing electromagnets 6 along the width of the track beam 3 fundamentally prevents the generation of alternating stress peaks in the most dangerous local areas. When the track beam 3 is subjected to periodic electromagnetic forces and accidental impact loads, it can effectively disperse and mitigate stress concentration, thereby reducing the stress amplitude of the track beam 3. This not only significantly improves the fatigue resistance of the track beam 3 and extends its fatigue life, but also reduces the frequency and cost of subsequent maintenance.

[0115] In this invention, the spatial separation allows the support roller 8 and the balancing electromagnet 6 to remain physically independent, facilitating their installation, inspection, and maintenance. When the support roller 8 needs to be repaired or replaced, it has virtually no impact on the electromagnet, thus reducing operational difficulty. At the same time, within the limited width of the track beam 3, the staggered arrangement can efficiently utilize the lateral space, allowing the larger balancing electromagnet 6 and the support roller 8 to be arranged side by side rather than stacked vertically. This helps control the overall height of the suspension frame 1, achieving both tight functional integration and compact and lightweight design requirements.

[0116] As a preferred embodiment, as shown in the appendix Figure 1 , 2 As shown in Figure 4, the support frame 5 includes two frame bodies distributed along the length of the track beam 3. The two frame bodies are spatially independent and are respectively fixedly connected to the two crossbeams 12 of the suspension frame 1, thereby forming a stable support foundation at the bottom of the suspension frame 1.

[0117] With the separate design of two independent frame bodies, the support points are effectively distributed. This layout allows the load to be distributed and absorbed over a longer section along the length of the track beam 3, rather than being concentrated on a single cross section. This layout enhances the suspension frame 1's resistance to longitudinal bending and torsion, and can effectively suppress deformation and maintain geometric stability, especially when the train passes through a slope or is subjected to uneven loads.

[0118] The support frame 5 is directly fixed to the two crossbeams 12, meaning that the support frame 5 is no longer a suspension or additional component, but is deeply integrated into the main load-bearing structure of the suspension frame 1. In emergency landing conditions, the huge impact load can be transferred almost without loss from the support rollers 8 and the support frame 5 into the structural frame of the suspension frame 1, and is borne by the entire suspension frame 1. This avoids unpredictable stress concentration at local connections, which not only effectively suppresses the harmful vibrations that may be generated by the suspension frame 1 when running at high speed, but also provides stronger anti-roll stiffness support when the vehicle passes through curves, which is conducive to improving the running stability and ride comfort of the maglev vehicle.

[0119] The vertical loads from the vehicle body and suspension frame 1 are diverted to two independent support points through the two crossbeams 12, which optimizes the force flow path of the overall structure, makes the stress distribution more uniform, effectively avoids stress concentration, extends the fatigue life of the connection between the crossbeams 12 and the frame body, and enhances the reliability of the suspension frame 1 under long-term alternating loads.

[0120] When the vehicle traverses curves, encounters crosswinds, uneven tracks, or uneven load distribution within the vehicle, slight torsional deformation occurs between the car body and the suspension frame 1. The design of two independent frame bodies allows for slight relative displacement or stress differences between the two support points within a controllable range, thus accommodating torsional deformation rather than rigidly constraining it. This reduces the additional stress generated within the structure due to forced constraints, enhancing the adaptability and stability of the maglev device in complex operating conditions.

[0121] In summary, by designing the support frame 5 as two independent frame bodies that are respectively fixed to the crossbeam 12, the present invention not only constructs a structurally stable support foundation, but also achieves effective load distribution and efficient transmission, while enhancing the structure's adaptability to torsional deformation, and improving the overall maintainability and operational reliability of the structure.

[0122] As attached Figure 4 As shown, the frame body adopts a three-layer plate-type box structure. Each frame body includes an upper connecting plate 51, a lower connecting plate 52, and a side support plate 53. The three are not simply stacked, but are connected by welding to form a rigid closed structure, jointly constructing a reliable integrated frame. Specifically, the upper connecting plate 51 is fixedly connected to the crossbeam 12, the lower connecting plate 52 is parallel to the upper connecting plate 51, and the lower connecting plate 52 is fixedly connected to the balancing electromagnet 6 and the support roller 8 respectively; the side support plate 53 is fixedly connected between the upper connecting plate 51 and the lower connecting plate 52, providing strong vertical shear stiffness and lateral stability, directly transferring the load borne by the upper connecting plate 51 to the lower connecting plate 52.

[0123] The complex load from the crossbeam 12 is received by the upper connecting plate 51, vertically transmitted through the side support plate 53, and finally introduced to the lower connecting plate 52. This ensures the continuity of the load transmission path and makes the load distribution reasonable during the transmission process, thereby reducing the risk of force flow deviation and stress concentration caused by local deformation or sudden stiffness changes, and effectively ensuring the stability and reliability of the overall structure.

[0124] The support structure, consisting of the upper connecting plate 51, the lower connecting plate 52, and the side support plate 53, improves the overall rigidity of the frame body under complex loads. This ensures that the balancing electromagnet 6 mounted on the lower connecting plate 52 and the support roller 8 maintain precise relative positions, preventing structural deformation from affecting the contact relationship between the support roller 8 and the track, thereby improving operational stability. Furthermore, the space between the upper connecting plate 51 and the lower connecting plate 52 provides a protected routing channel for cables, lines, and conduits, keeping internal wiring neat and orderly. This not only avoids the risk of damage caused by exposed wiring and improves electrical reliability but also makes fault diagnosis and component replacement more convenient. The built-in conduit channel design concentrates all interfaces connected to the under-mounted equipment in an easily accessible area inside the frame body or on the side. When fault diagnosis, line testing, or component replacement is required, maintenance personnel can operate systematically without having to trace scattered wiring harnesses in the cluttered space under the vehicle. The lower connecting plate 52, as an integrated installation platform, also allows the balancing electromagnet 6 to be disassembled and reassembled as a modular unit, significantly improving the efficiency of maintenance operations.

[0125] As attached Figure 4 As shown, a reinforcing plate 54 is fixed on the outer side of the side support plate 53. The two ends of the reinforcing plate 54 abut against the upper connecting plate 51 and the lower connecting plate 52 respectively, making the reinforcing plate 54 a rigid support connecting the upper connecting plate 51 and the lower connecting plate 52. This increases the moment of inertia of the side support plate 53 in the direction of force, improves the local stiffness and bending resistance of the side support plate 53, and ensures the structural stability of the overall frame.

[0126] Specifically, the side support plate 53 has a rectangular cross-section, consisting of four side plates welded together end to end to form a closed box-shaped section. This closed box-shaped section has excellent torsional stiffness and bending efficiency. When the frame body is subjected to torsional moment, the closed section transmits the torque through efficient shear flow, greatly suppressing torsional deformation and providing a continuous and efficient path for load transfer. Through the closed and reinforced box-shaped side support plate, the load from the upper connecting plate 51 can be transferred to the lower connecting plate 52 with minimal deformation, ensuring that the relative positional relationship between the balancing electromagnet 6 and the support roller 8 installed on the lower connecting plate 52 remains stable under dynamic conditions, maintaining a stable suspension air gap and ensuring the smoothness and safety of high-speed operation.

[0127] The side support plate 53 has four protruding ridges, each of which is fixed with a set of reinforcing plates 54. Each set of reinforcing plates 54 includes two vertically arranged right-angled trapezoidal plates, increasing the contact area between the two ends of the reinforcing plate 54 and the upper connecting plate 51 and the lower connecting plate 52, respectively. This not only increases the connection stiffness between the reinforcing plate 54 and the frame body, but also prevents fatigue cracking at the connection under repeated loads. The two sets of vertically arranged right-angled trapezoidal plates form a rib reinforcement structure on both sides of the protruding ridges, which not only effectively resists the bending deformation of the side support plate 53 in the vertical plane, but also improves the bending resistance of the side support plate 53, thereby increasing the stability and reliability of the structure under complex stress conditions.

[0128] As attached Figure 4 As shown, the upper connecting plate 51, lower connecting plate 52, and side support plate 53 are all equipped with weight-reducing holes to reduce redundant material in non-stressed areas, effectively reducing the overall weight of the frame body and the unsprung mass of the maglev device, thereby reducing operating energy consumption. At the same time, the regularly distributed weight-reducing holes structurally form channel windows, providing pre-defined routing paths for power cables, sensor harnesses, braking lines, or cooling medium pipes. This ensures neat and orderly internal wiring, avoiding secondary cutting or drilling at critical stress points due to wiring requirements later on. This fundamentally protects the integrity and mechanical properties of the main structure, effectively improving the reliability and ease of maintenance of the support frame 5.

[0129] As a preferred embodiment, as shown in the appendix Figure 4 As shown, the balanced electromagnet 6 includes several balanced magnetic poles 61 and a first magnetic yoke 62 and a second magnetic yoke 63 that are parallel to each other, forming a stable closed magnetic circuit.

[0130] Specifically, the parallel first magnetic yoke 62 and second magnetic yoke 63 serve as parallel magnetic guiding components. Functionally, the first magnetic yoke 62 and second magnetic yoke 63 act as the main channels for magnetic field lines, providing a low-resistance and high-efficiency return path for the magnetic field. This design and layout allows the magnetic flux generated by the balancing magnetic pole 61 to flow smoothly through the working air gap into the track, then return through the track structure, and be efficiently collected by the first magnetic yoke 62 and second magnetic yoke 63, ultimately forming a complete closed magnetic loop together with the balancing magnetic pole 61. This closed magnetic circuit design greatly restricts the diffusion range of the magnetic field, concentrating most of the magnetic flux within the pre-set loop, reducing magnetic flux leakage into the surrounding space. This not only reduces electromagnetic interference to nearby electrical equipment but also concentrates the limited excitation magnetomotive force to generate an effective working magnetic field, thereby significantly improving the utilization rate of magnetic energy. Under the same current excitation, a stronger vertically downward electromagnetic force can be generated, achieving higher energy-efficient power output and thus reducing the overall vehicle's operating power consumption.

[0131] At the structural level, a parallel arrangement of two magnetic yokes is adopted to construct a rigid frame mechanical structure. The two parallel magnetic yokes, together with the connected balancing magnetic poles 61, form a stable box shape, which not only undertakes the task of magnetic conduction but also serves as a load-bearing skeleton, greatly enhancing the overall rigidity and deformation resistance of the balancing electromagnet. When the train passes through curves or when there are lateral irregularities in the track, the load acting on the balancing electromagnet 6 may be uneven. The rigid frame formed by the two magnetic yokes redistributes the local load, preventing excessive deformation of a single balancing magnetic pole 61 or local area due to excessive force, and ensuring the uniformity and reliability of electromagnetic force output under complex working conditions.

[0132] The widths of both the first yoke 62 and the second yoke 63 in the vertical direction are set to be equal to the thickness of the balancing magnetic pole 61 in the vertical direction. This vertically equal-width design aligns the parallel magnetic pole 61 with the two yokes in the vertical direction, forming a regular rectangular cross-sectional profile. This vertically equal-width design ensures a smooth transition of magnetic lines of force from the balancing magnetic pole 61 into the two yokes, avoiding local magnetic saturation and increased magnetic resistance caused by abrupt changes in cross-section. It guarantees that the magnetic flux can be evenly distributed to both yokes, allowing the two yokes to bear the magnetic conduction task in a balanced manner, achieving optimal load distribution within the magnetic circuit.

[0133] Meanwhile, the components of the balancing electromagnet 6 adopt a vertically equal-width design, and combined with the manufacturing process of the yoke using a laminated iron core, the heat generated in the internal coil area can be more effectively transferred to the two yokes via the balancing magnetic poles 61. The two yokes have a vertical cross-sectional area equal to that of the balancing magnetic poles 61, meaning that their heat dissipation capacity matches the output of the balancing magnetic poles 61 as a heat source. This helps to establish a balanced temperature field, prevent local overheating, and improve the working stability of the balancing electromagnet 6.

[0134] The longitudinal lengths of the first yoke 62 and the second yoke 63 are set to be less than the sum of the longitudinal lengths of all the balancing magnetic poles 61, and the two yokes do not completely cover the ends of all the balancing magnetic poles 61 in the longitudinal direction. That is, the balancing magnetic poles 61 adopt a longitudinally recessed design. This layout helps to concentrate the magnetic field more in the working area of ​​the balancing magnetic poles 61 facing the levitation track, effectively reducing the leakage of magnetic flux from the ends of the balancing magnetic poles 61 to the edges of the external space, thereby increasing the magnetic flux density of the working air gap and enhancing the generation efficiency of electromagnetic force. In addition, the longitudinal recess also directly reduces the amount of material used in the yoke. While ensuring the magnetic conductivity of the magnetic circuit, shortening the length of the yoke helps to reduce the overall weight of the balancing electromagnet and facilitates lightweight design.

[0135] This invention optimizes the pole arrangement of the balancing electromagnet 6. Specifically, along the length of the track beam 3, all the balancing magnetic poles 61 are arranged continuously in a parallel manner. These balancing magnetic poles 61 are not installed independently, but are firmly fixed between the first magnetic yoke 62 and the second magnetic yoke 63, so that all magnetic poles share the same pair of parallel main magnetic yokes and together form a distributed magnetic force generating unit extending longitudinally.

[0136] Traditional discrete magnetic pole arrangements generate several concentrated high-density magnetic flux regions and corresponding point forces at the top of the track beam 3. However, in this invention, the balancing magnetic poles 61 are arranged closely along the length of the track beam 3, which is equivalent to constructing a continuous electromagnetic action region at the top of the track beam 3. This generates a vertically downward balancing electromagnetic force 6, which is no longer a concentrated force at several discrete points, but a more uniformly distributed surface pressure. This not only reduces the magnetic flux density and mechanical stress of the track beam 3, but also makes the adjustment of the vehicle body attitude more continuous and effectively suppresses local deformation.

[0137] The uniformly distributed electromagnetic surface pressure disperses the load over a larger area on the top surface of track beam 3. This not only reduces the peak magnetic flux density in local areas of track beam 3, mitigating the risk of local saturation and eddy current losses in ferromagnetic materials, but also significantly reduces local mechanical compressive stress on the surface of track beam 3, preventing stress concentration. This effectively inhibits the initiation and propagation of microcracks in the concrete of track beam 3, thus extending its fatigue life and maintenance cycle. Furthermore, the continuous electromagnetic effect makes the conditions for vehicle height and pitch attitude highly continuous and smooth. Through independent or group adjustments, the excitation current of different magnetic poles in different sections achieves a continuously varying electromagnetic force distribution curve in the longitudinal direction. This allows the vehicle to adapt more smoothly to changes in track gradient and more effectively suppress pitch vibrations caused by aerodynamics or internal disturbances, improving ride comfort during high-speed operation.

[0138] All balancing magnetic poles 61 are fixed between two parallel magnetic yokes, forming a robust sandwich beam structure with excellent longitudinal stiffness and bending resistance. When the vehicle accelerates or brakes, the longitudinal inertial force is transmitted to the balancing electromagnet 6 through the suspension frame 1, enabling the balancing electromagnet 6 to better withstand and transmit the longitudinal force from the vehicle body, distributing it along the entire longitudinal length of the balancing electromagnet 6, and guiding it to the support frame through the magnetic yokes on both sides, avoiding stress concentration that could impact the connection points of the suspension frame 1.

[0139] When faced with uneven passenger distribution and resulting in eccentric loading, the sandwich beam structure can automatically redistribute the load from the heavier-loaded magnetic poles to the lighter-loaded magnetic poles and yokes through its own deformation. This reduces the torsional deformation burden on the suspension frame 1 structure to adapt to eccentric loading, allowing the entire system to maintain extremely high structural reliability and stability even under complex uneven loads. Furthermore, when the vehicle is running at high speed or passing through track joints, the sandwich beam structure can effectively suppress the longitudinal bending vibration of the balancing electromagnet 6 itself, ensuring the longitudinal consistency of the air gap between the magnetic pole working surface and the track, providing a solid mechanical foundation for continuous electromagnetic force output.

[0140] This invention integrates multiple balanced electromagnets 6 longitudinally into a unified magnetic yoke to form a distributed layout, thus merging electromagnetic function with mechanical structure. This not only constructs a uniformly distributed electromagnetic pressure surface in space, improving the stability of the magnetic field, but also, with the help of the sandwich beam structure, can actively share and dissipate the mechanical load during operation, thereby enhancing the overall structural rigidity and operational reliability.

[0141] As a preferred embodiment, as shown in the appendix Figure 4 As shown, the lower connecting plate 52 is fixedly provided with a magnet mounting base 511, which is fixedly connected to the first magnetic yoke 62 and the second magnetic yoke 63 respectively. This ensures the connection rigidity and positional accuracy between the two magnetic yokes and the lower connecting plate 52, prevents the stability of the air gap between the balancing electromagnet 6 and the track beam 3 from being affected by loose connections, and ensures the reliability of the electromagnetic force output. When the balancing electromagnet 6 is working, it generates a huge concentrated electromagnetic force. Without the magnet mounting base 511, this electromagnetic force would be transmitted through the direct contact area between the magnetic yoke and the lower connecting plate 52, causing the lower connecting plate 52 to bear high compressive and shear stress locally, which could easily lead to local plastic deformation and fatigue cracks. As a load distribution plate, the magnet mounting base 511 usually has a large bottom area and internal stiffening structure, which can transmit the concentrated force from the magnetic yoke to the lower connecting plate 52. The uniform transmission of force effectively avoids stress concentration in the weak areas of the lower connecting plate 52, improves the fatigue life of the critical connection area, and prevents connection failure caused by long-term thin loads.

[0142] The magnet mounting base 511, through force transition, prevents the enormous electromagnetic force from directly impacting the lower connecting plate 52. It buffers and protects the structure of the lower connecting plate 52, enabling it to bear and transmit a uniform load rather than experiencing concentrated stress from impact. Simultaneously, a uniform force flow is introduced through the lower connecting plate 52 to the side support plate 53 and the upper connecting plate 51, resulting in a more even stress distribution across the entire frame and improving the structural reliability of the support frame 5.

[0143] An elastic pad is provided between the magnet mounting base 511 and the frame body, which provides a rigid connection while filtering and attenuating the high-frequency vibration transmitted from the track to the balancing electromagnet 6, or suppressing the vibration generated by the excitation of the balancing electromagnet itself to be transmitted to the support frame 5. This helps to protect the internal coil of the balancing electromagnet and its insulation reliability, and reduces vibration interference to the vehicle-mounted precision equipment.

[0144] In summary, the design of the magnet mounting base 511 transforms the concentrated electromagnetic force into a uniform load and stably guides it into the magnetic yoke, fundamentally ensuring the operational reliability of the balancing electromagnet.

[0145] As attached Figure 4 As shown, the magnet mounting base 511 has a U-shaped clearance groove on the side away from the lower connecting plate 52 to avoid the balance magnetic pole 61. This provides the balance magnetic pole 61 with the necessary space for movement and installation, allowing it to precisely extend into and approach the track surface of the track beam 3 without interfering with the magnet mounting base 511, thus forming a stable working air gap. The presence of the U-shaped clearance groove creates a controlled air gap around the balance magnetic pole 61, effectively guiding magnetic lines of force from the pole to concentrate through the working air gap between the pole and the track beam 3, forming a closed magnetic circuit instead of leaking to the side. This helps to focus magnetic field energy, reduce unnecessary magnetic leakage, thereby improving the energy efficiency ratio of the electromagnet and reducing the risk of adverse effects such as eddy current heating on the lower connecting plate 52, thus improving the operational reliability of the entire device.

[0146] As a preferred embodiment, as shown in the appendix Figure 4 As shown, each balancing magnetic pole 61 has a magnetic pole fixing hole extending through the width direction of the track beam 3, the first magnetic yoke 62 has a first mounting hole, and the second magnetic yoke 63 has a second mounting hole. The balancing electromagnet 6 also includes a magnetic pole fastening bolt and a magnetic pole fastening nut 64 for reliable connection of the three. Specifically, the magnetic pole fastening bolt passes through the first mounting hole, the magnetic pole fixing hole, and the second mounting hole in sequence, and the magnetic pole fastening nut 64 is installed at the tail end of the magnetic pole fastening bolt to cooperate with the head of the magnetic pole fastening bolt to form a clamping force, fixing the balancing magnetic pole 61 between the first magnetic yoke 62 and the second magnetic yoke 63.

[0147] The present invention adopts a through bolt connection to form a reliable rigid connection between the balance magnetic pole 61, the first magnetic yoke 62 and the second magnetic yoke 63, ensuring that the position and height of the balance magnetic pole 61 relative to the two magnetic yokes and the track beam 3 are consistent, providing a reliable mechanical basis for forming a stable working air gap between the balance magnetic pole 61 and the track surface.

[0148] The magnetic pole fastening bolts and magnetic pole fastening nuts 64 work together to provide a strong clamping force, so that the two end faces of the balance magnetic pole 61 and the mounting surfaces of the two magnetic yokes form a tight physical fit, reducing the contact air gap caused by the assembly gap, effectively reducing the magnetic resistance on the transmission path of the magnetic pole and the magnetic yoke, ensuring that the magnetic lines of force can pass through the connection interface efficiently, thereby improving the conduction efficiency and magnetic field strength of the entire magnetic circuit.

[0149] This invention employs a through-fastening design, combining the balancing magnetic pole 61 with the two magnetic yokes into a structurally stable integrated module. This enhances the structural stability of the balancing electromagnet 6 under complex working conditions such as vibration, impact, or temperature cycling, effectively preventing relative displacement or fretting wear caused by loose connections, and ensuring the long-term reliability of the magnetic circuit.

[0150] This invention precisely adjusts the clamping force on the connecting surface by controlling the tightening torque of the bolts to adapt to different working conditions or compensate for material wear. When a component needs to be replaced or maintained, only the corresponding bolt needs to be removed without damaging the overall structure, thereby improving the maintainability and service life of the balancing electromagnet 6.

[0151] It can be seen that the through bolt connection of the present invention not only realizes a stable mechanical connection and efficient magnetic flux transmission between magnetic circuits, but also improves the overall performance of the balance electromagnet 6 from multiple dimensions such as structural stability and ease of maintenance.

[0152] As a preferred embodiment, as shown in the appendix Figure 1 As shown, the suspension frame 1 includes two crossbeams 12 arranged parallel to each other along the length of the track beam 3. Both crossbeams 12 adopt an integrally formed single beam structure, replacing the traditional double crossbeams 12, directly reducing the number of components by half, reducing the weight of the suspension frame 1, and providing key support for realizing the lightweight design of the maglev device.

[0153] In terms of mechanical performance, the single beam structure has continuity and a more complete force transmission path, avoiding the local stiffness loss caused by bolts or welding in traditional connection structures. This allows the crossbeam 12 to exhibit higher overall bending and torsional stiffness when subjected to complex alternating loads from the vehicle body, the balancing electromagnet 6, and the suspension electromagnet 2, thereby effectively improving the load-bearing capacity and operational stability of the suspension frame 1.

[0154] In terms of reliability, the single-beam structure fundamentally eliminates the risk of fatigue failure that occurs at traditional connection points, making the fatigue life of the crossbeam 12 superior to that of bolted connection structures. This enhances the reliability of the suspension frame 1 under long-term high dynamic load cycles, thereby reducing the maintenance cost of the suspension frame 1.

[0155] As can be seen, the present invention adopts a double parallel single beam structure, which improves the mechanical stiffness and structural reliability of the suspension frame 1 while achieving lightweighting, thereby increasing the service life of the maglev device.

[0156] As a preferred embodiment, as shown in the appendix Figure 3 As shown, the cross-section of the beam 12 is rectangular, and the outer contour of the beam 12 includes four side edges. To improve structural performance, a reinforcing frame 121 is integrally formed on each side edge through a casting process, extending continuously along the length of the track beam 3 to form four rigid reinforcing ribs that run through the entire length. This effectively improves the material concentration and structural continuity of the edge area of ​​the beam 12's cross-section, thereby enhancing the compressive strength of the edge area of ​​the beam 12 when subjected to bending loads.

[0157] Furthermore, the four edge-reinforcing frames 121 form a stable spatial frame, ensuring that the cross-sectional shape of the beam 12 remains highly intact and does not undergo significant deformation under complex stress conditions. By effectively suppressing cross-sectional deformation, stress redistribution and secondary stress problems caused by it are avoided, thereby effectively protecting components such as the support frame 5 connected to the beam 12 and maintaining the stability of the overall structure.

[0158] Furthermore, the continuously extending edge-reinforcing frame 121 provides reliable longitudinal support for the thin-walled side plate of the beam 12, improves the local stability of the edge region, ensures that the beam 12 can maintain the integrity of the cross-sectional shape under complex stress conditions, and thus improves the fatigue life and structural reliability of the beam 12.

[0159] Based on this, as shown in the appendix Figure 3 As shown, the inner side of the crossbeam 12 is also provided with two intersecting inner reinforcing plates 122, each inner reinforcing plate 122 being fixed between two diagonally arranged edge reinforcing frames 121. Structurally, the two intersecting inner reinforcing plates 122 arranged in an "X" or "V" shape divide the internal space of the crossbeam 12 into several triangular regions, thereby constructing a stable cross-support structure inside the crossbeam 12.

[0160] The multiple triangular regions formed on the inner side of the crossbeam 12 can quickly disperse and transfer any concentrated load acting on a certain position of the crossbeam 12 to the entire cross section of the crossbeam 12 through oblique tension and compression, avoiding the problem of excessive local stress caused by the load being transferred solely through the bending of the side plates of the crossbeam 12. When the crossbeam 12 is locally subjected to a concentrated load from the levitation electromagnet 2 or the balancing electromagnet 6, it can quickly disperse and transfer the load to the entire cross section and adjacent support points, reducing local stress concentration and improving the fatigue life and structural reliability of the structure.

[0161] Considering that the thin-walled web of a box girder is prone to local buckling under compression or shear, leading to a decrease in load-bearing capacity and the initiation of fatigue cracks, the cross arrangement of the inner reinforcing plates 122 in this invention provides strong in-plane support for the thin-walled plate, dividing it into multiple small-sized plates, increasing the critical shear buckling stress of the web. Even under higher loads, the beam 12 still maintains an elastic working state, controlling the stress within a lower range, thereby significantly improving the fatigue life and structural reliability of the beam 12.

[0162] As attached Figure 3 As shown, in this invention, the crossbeam 12 adopts a combined design of edge-reinforced frame 121 and inner cross-reinforced plate 54 to form a highly efficient space truss structure. This structure is highly optimized in terms of material distribution, which can improve the overall stiffness and structural stability of the crossbeam 12 under complex loads with minimal weight. It effectively suppresses the risk of local buckling or instability of the thin-walled side plates of the crossbeam 12 under high pressure stress, ensuring that the crossbeam 12 can maintain a strong load-bearing capacity under extreme working conditions. This invention optimizes the crossbeam 12 from a simple rectangular cross section into a lightweight load-bearing component, which not only improves the bending and torsional stiffness and local stability of the crossbeam 12, but also enhances the load diffusion efficiency and fatigue resistance of the structure by optimizing the internal force transmission path. While achieving structural lightweighting, it ensures the strength, stiffness and reliability of the suspension frame 1 under complex dynamic working conditions.

[0163] As a preferred embodiment, as shown in the appendix Figure 1 and 2 As shown, the suspension frame 1 also includes at least one longitudinal beam 13. All longitudinal beams 13 are parallel to each other and are evenly distributed along the width direction of the track beam 3. All longitudinal beams 13 are fixed between two cross beams 12, and together with the cross beams 12, they form a stable mesh load-bearing frame, which effectively suppresses the local buckling of thin-walled members under compressive loads. The natural frequency of the structure is adjusted by reasonable cross-sectional design to avoid external excitation frequencies, thereby reducing the risk of resonance and improving the structural stability and fatigue resistance of the suspension frame 1 under long-term alternating loads.

[0164] As attached Figure 1 As shown, the longitudinal beam 13 and the transverse beam 12 are rigidly connected to form a cross-supported grid structure, which enhances the bending stiffness of the suspension frame 1 in the horizontal plane. When running at high speed or passing through curves, the longitudinal force and centrifugal force generated by the vehicle body can be efficiently diffused through the mesh support frame, effectively suppressing the deformation and vibration of the suspension frame 1, and providing a stable and reliable working platform for the upper vehicle body.

[0165] As a direct connecting component between the crossbeams 12, the longitudinal beam 13 redistributes and transmits the concentrated load from the vehicle body between the two crossbeams 12, avoiding excessive load concentration at a certain point on the crossbeam 12, thereby making the stress distribution more uniform, optimizing the stress state of the crossbeam 12, and thus improving the fatigue life of the suspension frame 1.

[0166] Each longitudinal beam 13 has a hollow cross-section. By removing material from non-critical load-bearing areas, a specific cross-sectional shape is formed. While ensuring the integrity of the main load-bearing path, unnecessary materials are minimized to achieve the goal of lightweighting. This helps reduce the overall weight of the suspension frame 1 and improves dynamic performance through weight reduction. At the same time, the reasonable hollow shape increases the bending stiffness of the cross-section while reducing weight, thus achieving synergistic optimization of lightweighting and stiffness.

[0167] As attached Figure 1 As shown, the ends of the longitudinal beam 13 and the cross beam 12 are fixedly connected via end adapters 14. Specifically, one end of the end adapter 14 is inserted into the inner cavity of the longitudinal beam 13 and is fastened to the longitudinal beam 13 by riveting; the other end is fixedly connected to the cross beam 12. The embedded connection design between the longitudinal beam 13 and the end adapter 14 effectively constrains the end adapter 14 and the longitudinal beam 13 in multiple directions, increasing the contact area and load-bearing cross section of the connection area. This allows the axial force borne by the longitudinal beam 13 to be continuously transmitted to the cross beam 12 through the end adapter 14, reducing stress concentration at the connection and thus improving the fatigue strength of the suspension frame 1.

[0168] As attached Figure 1 As shown, the end adapter 14 has arc transition surfaces 141 on both sides. When the end adapter 14 is subjected to complex loads transmitted from the longitudinal beam 13 and the transverse beam 12, the arc transition surfaces 141 provide a smooth transmission path for internal stress, avoiding abrupt changes in the force flow lines, thereby reducing the peak stress concentration and significantly reducing the risk of fatigue cracks initiating at the joint under cyclic loading. This not only improves the fatigue strength of the connection joint under long-term vibration, impact, and other dynamic conditions, but also enhances the structural reliability. Under the maximum static load, the smooth transition allows for a more uniform distribution of stress on the cross section of the end adapter 14, preventing local stress from reaching the material yield limit prematurely, thus achieving a higher ultimate bearing capacity with the same material usage. In addition, the continuous stiffness transition also enhances the stiffness coordination of the joint area, making its response under dynamic loads more stable and reducing abnormal vibrations caused by sudden changes in local stiffness.

[0169] As attached Figure 1As shown, the width of the end adapter 14 gradually increases in the direction near the crossbeam 12. This gradual change in cross-section provides a gradually increasing bearing area for the diffused force flow, guiding stress to diffuse smoothly from the concentrated inlet to the entire end face connected to the crossbeam 12. This ensures that the cross-sectional area of ​​the end adapter 14 adapts to the changing trend of the transmitted force flow intensity, effectively avoiding stress concentration caused by abrupt changes in cross-section. This achieves a continuous transition of stress from the connection point of the longitudinal beam 13 to the connection point of the crossbeam 12, keeping the stress level within a reasonable range and improving the safety margin of the node. Furthermore, the gradual change in width of the end adapter 14 is based on the result of topology optimization with equal strength. It provides sufficient material to bear the load in high-stress areas and avoids redundant material accumulation in low-stress areas. By allocating material as needed, it achieves weight optimization while ensuring or even improving structural strength, directly serving the goal of lightweighting the overall structure. It also improves the stability of the suspension frame 1 under dynamic conditions by increasing the structural stiffness of the overall frame.

[0170] As a preferred embodiment, as shown in the appendix Figure 1 As shown, beam connectors 15 are fixed between adjacent longitudinal beams 13, which can more effectively distribute the load among the longitudinal beams 13, avoiding overload of a single beam due to local stress concentration, thereby improving the load distribution uniformity of the suspension frame 1. At the same time, beam connectors 15 effectively coordinate and suppress the independent vibration modes of each longitudinal beam 13, significantly reducing the risk of local resonance and improving operational stability. In addition, beam connectors 15 provide reliable elastic support for the longitudinal beams 13, increasing the critical load for lateral buckling of the longitudinal beams 13 and preventing the suspension frame 1 from becoming unstable and failing under high pressure stress. By constraining the relative displacement between the longitudinal beams 13, beam connectors 15 can effectively prevent the accumulation of structural deformation caused by long-term fatigue loads, improve the gauge accuracy of the track beam 3, extend the service life of the suspension frame 1, and reduce maintenance costs.

[0171] As attached Figure 1 As shown, the beam connector 15 includes an intermediate connector and two transition connectors fixed on both sides of the intermediate connector. The transition connectors connect the intermediate connector and the longitudinal beam 13. The intermediate connector is used to initially distribute the load, while the transition connectors are used to further smoothly diffuse the load, transferring it to the longitudinal beam 13 in an optimal stress state, thereby improving the load transfer efficiency of the connection node and reducing the peak stress in the connection area. By gradually increasing the connection area with the longitudinal beam 13, the transition connectors achieve a balanced and gradual change in stress distribution, making the stress distribution at the node more uniform. This significantly reduces the risk of fatigue hotspots under alternating loads, thereby extending the fatigue life of the suspension frame 1 and improving its reliability. Along the direction closer to the longitudinal beam 13, the width of the transition connectors gradually increases, effectively constraining the relative displacement between the longitudinal beams 13 and improving the overall stiffness of the suspension frame 1.

[0172] As attached Figure 1 As shown, the transition connector is a hollow structure, comprising two transition connector plates respectively fixed to both sides of the intermediate connector. By removing non-load-bearing materials, a lightweight design is achieved by reducing weight while ensuring the cross-sectional area required for load transmission. The dual-plate independent layout of the transition connector creates two force transmission paths, allowing the load to originate from the intermediate connector and be independently transmitted through the two transition connector plates. This ensures that each transition connector plate is under primarily compressive stress, thereby enhancing the load-bearing capacity of the suspension frame 1.

[0173] As a preferred embodiment, as shown in the appendix Figure 1 As shown, each end of the crossbeam 12 has a support arm 11 fixed at its bottom. The ends of the crossbeam 12 have end slopes 123, and the outer sides of the support arms 11 have side slopes 111. The end slopes 123 and side slopes 111 are coplanar, which not only ensures a smooth geometric transition between the crossbeam 12 and the support arms 11, eliminating stress concentration at the connection root of the support arms 11 caused by geometric abrupt changes, thus extending the service life of the suspension frame 1, but also achieves a high-rigidity connection, effectively enhancing the bending stiffness of the suspension frame 1 and improving the structural stability of the maglev device. Furthermore, the coplanar fit between the slopes of the crossbeam 12 and the support arms 11 provides self-positioning and self-calibration characteristics, simplifying the high-precision assembly process, reducing reliance on assembly tooling, and minimizing human error during assembly. This ensures the positional accuracy of the support arms 11 relative to the crossbeam 12 and guarantees the consistency of the installation posture of the two levitation electromagnets 2, effectively improving the product quality of the suspension frame 1.

[0174] As a preferred embodiment, as shown in the appendix Figure 1 and 2 As shown, a magnetic support arm 112 is provided at the end of the support arm 11 away from the crossbeam 12, and a magnet mounting hole is provided for the levitation electromagnet 2. The magnetic support arm 112 is inserted into the magnet mounting hole and fixedly connected to the magnet mounting hole, so that the support arm 11 and the levitation electromagnet 2 are rigidly connected. This not only allows the levitation force transmitted by the support arm 11 to be directly introduced into the levitation electromagnet 2, eliminating the energy loss caused by the transmission through multiple intermediate connectors, but also eliminates the relative displacement and micro-vibration between the support arm 11 and the levitation electromagnet 2 caused by the flexible connection through the rigid connection, thereby enhancing the structural rigidity of the suspension frame 1 and helping to improve the overall vehicle's suspension stability and ride comfort.

[0175] In addition, the support arm 11 and the suspension electromagnet 2 are connected by a compact plug-in connection. Compared with the suspension connection in the traditional suspension connection where the elastic element reserves space for deformation, the structural volume of the connection part is reduced, making the layout of the suspension frame 1 more compact. This not only helps to reduce the air resistance of the whole vehicle, but also provides conditions for the lightweighting of the suspension frame 1.

[0176] As a preferred embodiment, as shown in the appendix Figure 1 and 2 As shown, the support arm 11 has a sandwich structure, including an inner bending plate 113, an outer bending plate 114, and several support arm reinforcing plates 115 fixed between the inner bending plate 113 and the outer bending plate 114, which effectively reduces the weight of the support arm 11 while improving the bending stiffness and load-bearing strength of the support arm 11.

[0177] When the support arm 11 is subjected to bending load, the inner bending plate 113 and the outer bending plate 114 bear tensile and compressive stresses, while the support arm reinforcing plate 115 located in the middle not only maintains a stable distance between the inner bending plate 113 and the outer bending plate 114 to resist shear deformation, but also effectively prevents the two bending plates from buckling locally, so that the load-bearing material can be distributed in the high stress area, away from the neutral axis of the section, and obtain the maximum moment of inertia of the section with the least material consumption.

[0178] The support arm reinforcing plate 115, as the core material of the sandwich structure, is welded and fixed between the inner bending plate 113 and the outer bending plate 114, forming a stable structure with a specific curvature and contour. It provides continuous lateral support for the two bending plates, greatly improving the local stability of the support arm 11, and providing better fatigue resistance under long-term alternating loads, thus extending the service life of the support arm 11.

[0179] The sandwich structure itself has better damping characteristics than a single homogeneous material, enabling the support arm 11 to effectively filter and attenuate high-frequency vibrations transmitted from the track to the vehicle body while transmitting loads, which helps improve the ride comfort of the vehicle. Even if a small amount of core material is accidentally damaged, the load is redistributed through the surrounding structure, avoiding instantaneous interruption of the load transmission path or sudden loss of structural function, thus providing additional safety redundancy for the support arm 11 and enhancing its reliability.

[0180] The support arm reinforcing plate 115 regularly divides the inner bent plate 113 and the outer bent plate 114, enhancing the local stability of the thin plate under compression and preventing buckling and wrinkling under complex stress, thereby ensuring the integrity and reliability of the structure under ultimate load. Furthermore, the sandwich structure forms a closed cavity, serving as a routing channel to provide a protected path for the power supply, cooling, and signal cables of the levitation electromagnet 2, and also providing installation space for additional equipment, achieving a unity of structural load-bearing and functional integration. Under impact or vibration, the multiple internal support arm reinforcing plates 115 can also provide a certain damping effect on high-frequency vibrations, helping to improve local dynamic characteristics.

[0181] To further enhance performance, see attached Figure 1 and 2As shown, an inner support plate 116 is vertically fixed between two adjacent support arm reinforcing plates 115. The introduction of the inner support plate 116 makes the entire support arm 11 a beam structure primarily designed for bending resistance, providing continuous support points for the inner bent plate 113 and the outer bent plate 114, effectively shortening the span between the two plates, thereby suppressing local bending deformation. The inner support plate 116 can effectively transfer the shear force between the inner bent plate 113 and the outer bent plate 114, and resist cross-sectional deformation caused by torque, thereby improving the shear stiffness and torsional stiffness of the entire support arm 11 section, and thus improving the overall structural integrity. Adjacent support arm reinforcing plates 115 form closed compartments, and the inner support plate 116 acts as an internal partition, preventing the compartment wall panels from becoming unstable and bulging under pressure, thereby ensuring the stability of the sandwich structure under complex stress.

[0182] Regarding stress distribution, the inner support plate 116 provides effective internal support for the inner bending plate 113 and the outer bending plate 114, reducing the bending stress caused by the local cantilever effect and making the stress distribution more uniform. Simultaneously, the inner support plate 116 alters the deformation pattern between adjacent support arm reinforcing plates 115, reducing stress concentration at the connection root of the support arm reinforcing plates 115, thereby extending the fatigue life of the support arm 11 under long-term alternating loads. In terms of structural stability, the inner support plate 116 and the support arm reinforcing plates 115 together form an internal support grid, ensuring that the support arm 11 does not experience structural instability and failure when subjected to ultimate loads, thus maintaining stable load-bearing performance. This not only enhances structural safety but also extends the overall service life of the support arm 11.

[0183] As attached Figure 1 and 2 As shown, the inner support plate 116 is provided with wiring holes or weight-reduction holes. The wiring holes integrate the wiring function with the load-bearing structure, avoiding the need for additional wiring channels on the outside of the support arm 11, improving the utilization efficiency of the internal space of the support arm 11, and protecting the cables within the support arm 11 itself. The weight-reduction holes reduce the weight of the support arm 11 by removing redundant material, contributing to achieving lightweight requirements.

[0184] As a preferred embodiment, as shown in the appendix Figure 1 and 2 As shown, the inner bending plate 113 has a C-shaped structure, forming a compact wrapping relationship with the protruding contour of the track beam 3. Within a limited space, this allows the structural components of the suspension frame 1 to be as close as possible to the track beam 3, effectively shortening the magnetic circuit and reducing magnetic resistance, thus providing favorable physical conditions for improving electromagnetic efficiency. Furthermore, the C-shaped structure of the inner bending plate 113, together with the outer bending plate 114, forms a closed section with higher stiffness, thereby enhancing the structural stiffness of the suspension frame 1.

[0185] Specifically, as shown in the appendix Figure 1 and 2 As shown, the inner bending plate 113 includes a clearance plane 1131 that is parallel to and opposite to the outer side of the track beam 3, and an upper inclined surface 1132 and a lower inclined surface 1133 that are bent and abutted against the two ends of the clearance plane 1131, respectively.

[0186] During the operation of a maglev vehicle, if it encounters abnormal conditions such as emergency braking or strong crosswinds, the suspension frame 1 may experience vertical displacement exceeding the normal range relative to the track beam 3. The traditional right-angle edge design is prone to mechanical interference with the protruding structure of the track beam 3. In this invention, the introduction of the upper inclined surface 1132 and the lower inclined surface 1133 provides a buffer space for the gradual transition between the suspension frame 1 and the track beam 3.

[0187] When the suspension frame 1 undergoes vertical upward displacement, it may directly impact the right-angled edge of the upper protrusion of the track beam 3. This is replaced by the upper inclined surface 1132, which provides a smooth transition structure. Even if relative displacement occurs, the contact begins from the top of the inclined surface, and as the displacement increases, the contact point slides along the inclined surface, avoiding rigid collisions. Meanwhile, the lower inclined surface 1133 protects against downward displacement, preventing interference with the lower structure of the track beam 3 and improving the safety and reliability of the suspension frame 1 under extreme dynamic conditions.

[0188] In addition, the upper inclined surface 1132 and the lower inclined surface 1133 serve as aerodynamic guide vanes, transforming the original right-angle abrupt transition into a continuous airflow turning surface, effectively suppressing airflow separation, reducing energy dissipation caused by vortices, and also helping to reduce noise from the vehicle undercarriage structure, thereby improving ride comfort.

[0189] To enhance the versatility and rapid adaptability of the levitation electromagnet 2, the main structural differences between different models were fully considered during the design phase. Specifically, there are significant differences in key installation dimensions between the different models: for example, the TMD type electromagnet has the longest longitudinal length, and its end is usually used as the mounting reference for the sensor; while the TMA type electromagnet's end length is more than 150mm shorter than the TMD type. If the sensor mounting points designed for the TMD type are directly used, the TMA type will be unable to be installed due to insufficient dimensions.

[0190] Based on this, the present invention adds an end mounting base 9 to flexibly adapt to different types of levitation electromagnets.

[0191] Here, TMD in TMD-type electromagnet refers to Thrust Magnetic Latching DC, which is a type of electromagnet that uses DC power to drive, has bidirectional push-pull motion capability, and has magnetic holding (bistable) function. Its core feature is that when the coil is energized, the armature inside can move linearly in two directions along the axis. Specifically, when one end of the electromagnet's coil is energized, the generated electromagnetic force attracts the armature to the center of the coil, completing the "pull-in" action. When the other end of the coil (or another coil) is energized, the generated electromagnetic force pushes the armature out of the center of the coil, completing the "pull-out" action. Thus, one electromagnet can control two linear movements in opposite directions.

[0192] In TMA-type electromagnets, TMA stands for Thrust Magnetic Latching AC, which translates to push-pull-hold-alternating current type. A TMA-type electromagnet is an electromagnet driven by alternating current, capable of both push-pull and pull movements, and equipped with magnetic holding (bistable) functionality. Its core feature is that when the coil is energized, the internal armature can move linearly in two directions along its axis: when one end of the coil is energized, the generated electromagnetic force attracts the armature towards the center of the coil, completing the "pull-in" action; when the other end of the coil (or another coil) is energized, the generated electromagnetic force pushes the armature out of the coil center, completing the "pull-out" action. This allows a single electromagnet to control two opposite linear movements.

[0193] As a preferred embodiment, as shown in the appendix Figure 1 , 5 As shown in Figure 6, a relative position sensor is fixedly installed inside the back box of the levitation electromagnet 2 to detect the dynamic displacement of the magnetic poles in real time. Simultaneously, an end mounting base 9 is detachably provided at the end of the back box, on which an adjustable absolute position sensor is mounted, maintaining a set distance from the relative position sensor. This design allows for easy replacement of the levitation electromagnet 2 model by simply adjusting the position of the end mounting base 9 to change the mounting reference of the relative position sensor, without altering the crossbeam 12, the support arm 11, or their connecting structures. This enables rapid switching and adaptation of electromagnets of various lengths without changing the main structure.

[0194] This invention standardizes the connection interface between the support arm 11 and the crossbeam 12, and reserves an installation interface compatible with levitation electromagnets 2 of different lengths, so that the levitation electromagnet 2 and the support arm 11 can be replaced as a whole, improving the flexibility and ease of maintenance of the maglev device, while ensuring the continuity and accuracy of the sensors, and enhancing the adaptability and reliability of the entire maglev device.

[0195] As a preferred embodiment, as shown in the appendix Figure 5 and6 As shown, the end mounting base 9 includes a fixed bracket 91, an adjusting support 92, and a locking assembly. The fixed bracket 91 is fixed to the end of the back box of the levitation electromagnet 2, ensuring a stable connection with the levitation electromagnet 2. The adjusting support 92 is fixed with an absolute position sensor and is slidably mounted on the fixed bracket. It is used to adjust the longitudinal distance between the absolute position sensor and the relative position sensor along the longitudinal direction of the track beam 3. The locking assembly is located between the fixed bracket 91 and the adjusting bracket. When the absolute position sensor and the relative position sensor maintain a set longitudinal distance, the locking assembly fixes the adjusting support 92 to the fixed bracket 91. Through rigid locking, it ensures that the relative position between the absolute position sensor and the relative position sensor remains unchanged, effectively eliminating the risk of displacement caused by continuous vibration and impact loads during vehicle operation, ensuring the long-term stability of the spatial relationship between the two sensors, and thus maintaining an accurate measurement reference throughout the entire operation. The locking assembly effectively eliminates the risk of displacement caused by vibration or long-term stress, ensuring the long-term stability of the two sensors.

[0196] As a preferred embodiment, as shown in the appendix Figure 5 and 6 As shown, the end mounting base 9 includes a mounting support 93, which is located on the adjusting support 92. At least one vertical shim is provided between the mounting support 93 and the adjusting support 92 for adjusting the vertical distance between the absolute position sensor and the relative position sensor along the vertical direction of the track beam 3. This invention precisely changes the vertical height of the mounting support 93 relative to the adjusting support 92 by adding, removing, or replacing vertical shims of different thicknesses, thereby adjusting the vertical distance between the relative position sensors along the height direction of the track beam 3. This directly achieves precise adjustment of the vertical distance between the absolute position sensor and the relative position sensor along the height direction of the track beam 3. The thickness of each vertical shim is a standard value, facilitating later maintenance. After adjustment, the rigid support structure formed between the vertical shim and the mounting support 93 effectively resists vertical vibration and long-term loads, ensuring that the vertical relative position is firmly fixed after locking, thus providing a stable vertical reference for suspension and guidance, thereby improving operational reliability.

[0197] The present invention also provides a maglev vehicle, including the above-mentioned maglev device, which has the same beneficial effects.

[0198] In some preferred embodiments, the maglev vehicle also includes a car body and a secondary suspension assembly. The secondary suspension assembly connects the car body and the maglev vehicle, acting as a damping element to effectively filter and attenuate aerodynamic vibrations generated by irregularities in the track, preventing these vibrations from being directly transmitted to the car body and ensuring passenger stability and comfort. When the vehicle traverses curves or accelerates / decelerates, the secondary suspension assembly allows for limited relative displacement between the car body and the running gear, avoiding motion interference and excessive stress concentration caused by rigid connections. Through its own stiffness and damping characteristics, it effectively suppresses harmful vibrations of the car body, improving the vehicle's operational stability at high speeds.

[0199] In some preferred embodiments, the maglev vehicle also includes a linear motor, which comprises a stator assembly 4 mounted on the track beam 3 and a mover assembly mounted on the vehicle body. The bracket of the mover assembly is integrally connected to the underframe of the vehicle body, eliminating the mechanical interface between the mover bracket and the underframe of the vehicle body in traditional structures, thereby avoiding relative displacement. The electromagnetic thrust generated by the linear motor during operation is directly transmitted to the vehicle body through the bracket, effectively suppressing structural deformation caused by the electromagnetic thrust, ensuring the stability and uniformity of the air gap between the mover assembly and the stator assembly 4, ensuring constant output of the linear motor, and reducing additional wear and maintenance requirements caused by vibration.

[0200] As some preferred embodiments, the vehicle body is specifically a carbon fiber body. While meeting stringent requirements for structural strength and stiffness, this effectively reduces the weight of the vehicle body, promoting a lightweight design for the entire vehicle. This lightweight design allows for a smaller number of functions to drive the maglev vehicle to the target speed during levitation or traction, or achieves better acceleration performance and higher operating speeds with the same energy consumption. Simultaneously, carbon fiber itself possesses high damping properties, effectively absorbing and attenuating high-frequency vibrations and noise generated during vehicle operation, reducing elastic deformation of the vehicle body during operation, providing a smooth riding environment for passengers, and improving overall vehicle comfort.

[0201] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0202] This article uses specific examples to illustrate the scope and implementation of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core idea of ​​the present invention. It should be noted that those skilled in the art can make several improvements and modifications to the present invention without departing from its scope, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

1. A magnetic levitation device, characterized by, The application relates to a levitation frame (1) comprising a supporting arm (11), a levitation electromagnet (2) being fixedly arranged at the free end of the supporting arm (11), a stator assembly (4) being arranged at the bottom of a track beam (3) and being opposite to the levitation electromagnet (2) along the height direction of the track beam (3), a supporting frame (5) being fixedly arranged on the levitation frame (1) and comprising a balance electromagnet (6), a levitation track (7) being arranged at the top of the track beam (3) and being opposite to the balance electromagnet (6) along the height direction of the track beam (3), the electromagnetic force between the balance electromagnet (6) and the levitation track (7) being opposite to the electromagnetic force between the levitation electromagnet (2) and the stator assembly (4) along the height direction of the track beam (3), the supporting frame (5) being fixedly arranged with supporting rollers (8) which are distributed in the width direction of the track beam (3) and are staggered with the balance electromagnet (6), the supporting rollers (8) not being in contact with the track surface of the track beam (3) when the levitation frame (1) is in a levitation state, and the supporting rollers (8) being in contact with the track surface of the track beam (3) when the levitation frame (1) is in a landing state, the supporting frame (5) comprising two frame bodies which are arranged along the length direction of the track beam (3) and are fixedly connected with two cross beams (12) of the levitation frame (1), each of the frame bodies comprising an upper connecting plate (51) which is fixedly connected with the cross beam (12), a lower connecting plate (52) which is parallel to the upper connecting plate (51) and is fixedly connected with the balance electromagnet (6) and the supporting rollers (8), respectively, and a side supporting plate (53) which is fixedly connected between the upper connecting plate (51) and the lower connecting plate (52), the outer side of the side supporting plate (53) being fixedly arranged with a reinforcing plate (54) which is in contact with the upper connecting plate (51) and the lower connecting plate (52) at two ends, respectively, and the upper connecting plate (51), the lower connecting plate (52) and the side supporting plate (53) are all provided with weight-reducing holes, the balance electromagnet (6) comprising a plurality of balance magnetic poles (61) and first and second magnetic yokes (62 and 63) which are parallel to each other, all the balance magnetic poles (61) being arranged in sequence and fixedly arranged between the first and second magnetic yokes (62 and 63) along the length direction of the track beam (3), the lower connecting plate (52) being fixedly arranged with a magnet mounting base (511) which is fixedly connected with the first and second magnetic yokes (62 and 63), respectively, and the magnet mounting base (511) being provided with a U-shaped avoiding groove at the side away from the lower connecting plate (52) and being used for avoiding the balance magnetic poles (61). ​ ​ ​ 2. The magnetic levitation device of claim 1, wherein, ​ ​ ​ 3. The magnetic levitation device of claim 2, wherein, ​ ​ ​ ​ ​ 4. The magnetic levitation device of claim 3, wherein, ​ 5. The magnetic levitation device of claim 4, wherein, ​ 6. The magnetic levitation device of claim 5, wherein, Each of the balance magnetic poles (61) is provided with a magnetic pole fixing hole penetrating through the width direction of the track beam (3), the first magnetic yoke (62) is provided with a first mounting hole, and the second magnetic yoke (63) is provided with a second mounting hole; The balance electromagnet (6) further comprises a magnetic pole fastening bolt and a magnetic pole fastening nut (64), the magnetic pole fastening bolt sequentially penetrates through the first mounting hole, the magnetic pole fixing hole and the second mounting hole, and the magnetic pole fastening nut (64) is arranged at the tail end of the magnetic pole fastening bolt, so as to fix the balance magnetic pole (61) between the first magnetic yoke (62) and the second magnetic yoke (63) by cooperating with the head of the magnetic pole fastening bolt.

7. The magnetic levitation device according to any one of claims 1 to 6, characterized in that The suspension frame (1) comprises two cross beams (12) arranged in parallel along the length direction of the track beam (3), and the cross beam (12) is a single-beam structure.

8. The magnetic levitation device of claim 7, wherein, The cross section of the cross beam (12) is rectangular, the cross beam (12) comprises four side edges, each of the side edges is formed with an edge reinforcing frame (121), and the inner side of the cross beam (12) is provided with two mutually intersecting inner side reinforcing plates (122), and each of the inner side reinforcing plates (122) is fixedly connected between two diagonally arranged edge reinforcing frames (121).

9. The magnetic levitation device of claim 8, wherein, The suspension frame (1) further comprises at least one longitudinal beam (13), and all the longitudinal beams (13) are fixedly arranged between the two cross beams (12); the cross section of each longitudinal beam (13) is a hollow structure; The end of the longitudinal beam (13) is fixedly connected with the cross beam (12) through an end adapter (14), one end of the end adapter (14) is arranged in the inner cavity of the longitudinal beam (13), and the other end is fixedly connected with the cross beam (12); the two sides of the end adapter (14) are respectively provided with arc transition surfaces (141); in the direction close to the cross beam (12), the width of the end adapter (14) gradually increases.

10. The magnetic levitation device of claim 9, wherein, Beam body connectors (15) are fixedly arranged between the two adjacent longitudinal beams (13). The beam body connector (15) comprises an intermediate connector and two transition connectors fixedly arranged on the two sides of the intermediate connector, and the transition connector is connected between the intermediate connector and the longitudinal beam (13); in the direction close to the longitudinal beam (13), the width of the transition connector gradually increases; The transition connector is a hollow structure, comprising two transition connecting plates fixedly connected with the two sides of the intermediate connector.

11. The magnetic levitation device of claim 7, wherein, The two ends of the cross beam (12) are respectively provided with a supporting arm (11), the two ends of the cross beam (12) are respectively formed with end inclined surfaces (123), the outer side of the supporting arm (11) is formed with a side inclined surface (111), and the end inclined surface (123) and the side inclined surface (111) are coplanar.

12. The magnetic levitation device of claim 11, wherein, The end of the supporting arm (11) away from the cross beam (12) is provided with a magnet supporting arm (112), and the suspension electromagnet (2) is provided with a magnet mounting hole; the magnet supporting arm (112) is arranged in the magnet mounting hole and is fixedly connected with the magnet mounting hole.

13. The magnetic levitation device of claim 12, wherein, The supporting arm (11) comprises an inner side bent plate (113), an outer side bent plate (114) and a plurality of supporting arm reinforcing plates (115) fixed between the inner side bent plate (113) and the outer side bent plate (114); an inner side supporting plate (116) is fixed between two adjacent supporting arm reinforcing plates (115), and the inner side supporting plate (116) is vertically fixed between the inner side bent plate (113) and the outer side bent plate (114); the inner side supporting plate (116) is provided with a threading hole or a weight-reducing hole.

14. The magnetic levitation device of claim 13, wherein, The inner side bent plate (113) is in a C-shaped structure, comprising an avoiding plane (1131) parallel to the outer side of the track beam (3) and an upper inclined plane (1132) and a lower inclined plane (1133) respectively bent against both ends of the avoiding plane (1131).

15. The magnetic levitation device according to any one of claims 1 to 6, characterized by A relative position sensor is fixed in the inner side of the back box of the suspension electromagnet (2); an end mounting seat (9) is detachably arranged at the end of the back box of the suspension electromagnet (2), the end mounting seat (9) is provided with an absolute position sensor with adjustable position, and the absolute position sensor and the relative position sensor are kept at a set interval.

16. The magnetic levitation device of claim 15, wherein, The end mounting seat (9) comprises: A fixed support (91) is fixed to the end of the back box of the suspension electromagnet (2); An adjusting support (92) is fixed with the absolute position sensor, and the adjusting support (92) is slidably arranged in the fixed support for adjusting the longitudinal distance between the absolute position sensor and the relative position sensor along the longitudinal direction of the track beam (3); A locking assembly is arranged between the fixed support (91) and the adjusting support (92) for fixing the adjusting support (92) to the fixed support (91) when the absolute position sensor and the relative position sensor keep a set longitudinal distance.

17. The magnetic levitation device of claim 16, wherein, The end mounting seat (9) comprises: An installation support (93) is arranged in the adjusting support (92), and at least one vertical spacer is arranged between the installation support (93) and the adjusting support (92) for adjusting the vertical distance between the absolute position sensor and the relative position sensor along the vertical direction of the track beam (3).

18. A maglev vehicle, characterized by The magnetic levitation device comprises the magnetic levitation device according to any one of claims 1 to 17.

19. The maglev vehicle of claim 18, wherein, The vehicle body and a secondary suspension assembly are further included, and the secondary suspension assembly is connected between the vehicle body and the magnetic levitation vehicle.

20. The maglev vehicle of claim 19, wherein, The linear motor comprises a stator assembly (4) arranged on the track beam (3) and a mover assembly arranged on the vehicle body, and a bracket of the mover assembly is integrally connected with a chassis of the vehicle body.

21. The maglev vehicle of claim 19, wherein, The vehicle body is specifically a carbon fiber vehicle body.

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