Pavement structure capable of generating magnetic levitation force and vehicle

Abstract

The present invention relates to the field of pavement engineering. Disclosed are a pavement structure capable of generating a magnetic levitation force and a vehicle. The pavement structure capable of generating the magnetic levitation force comprises a surface layer and a metal conductor plate; the metal conductor plate is embedded in the middle of the surface layer of a driving lane in the road extension direction; the upper surface of the metal conductor plate is flush with the upper surface of the surface layer; and the metal conductor plate is configured to generate an upward magnetic levitation force for a vehicle that is driving on the metal conductor plate and is provided with an on-board permanent magnet array on a chassis. The present invention aims to use the generated magnetic levitation force to reduce the contact pressure between the vehicle and the pavement, so as to decrease the driving resistance of the vehicle, thereby reducing the energy consumption in the driving process of the vehicle, and increasing the driving velocity of the vehicle.

Description

Road surface structure and vehicle capable of generating magnetic levitation force

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application with application number 202311181394.0 filed with the Patent Office of China on September 13, 2023, entitled "A road surface structure and automobile capable of generating magnetic levitation force", the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The invention belongs to the field of pavement engineering, and in particular relates to a pavement structure and a car capable of generating magnetic levitation force. Background Art

[0004] With the development of society and economy, the importance of the transportation industry has become increasingly prominent. However, it is also accompanied by severe practical difficulties, mainly manifested in the human expectation of higher travel speeds, the high energy consumption of the transportation industry, environmental pollution, and travel safety. Therefore, it is necessary to explore more solutions to make people's travel more convenient, safer, and more enjoyable. In the future, transportation will also continue to upgrade from focusing on scale to focusing on efficiency and quality, showing a development trend of intelligence, integration, green low-carbon, and sustainable development. Against this background, the application and promotion of magnetic levitation technology has been favored by the public.

[0005] Magnetic levitation technology uses magnetism to overcome gravity and levitate objects. It can be used as a new type of transportation, offering significant advantages in speed, safety, reliability, energy efficiency, and environmental friendliness, and has garnered widespread attention in the rail transit sector. The maglev system was first proposed by Smith in the United States in 1907 [SMITH F S. Transportation system: US Patent 859,018 [P]. 1907-7-2.]. Since then, countries such as China, Japan, Germany, South Korea, France, the United Kingdom, Russia, Italy, and Canada have conducted extensive basic and applied research in the field. Magnetic levitation rail transit systems can be categorized by their suspension principle into four categories: permanent magnetic levitation, electromagnetic levitation, electric levitation, and superconducting pinning levitation. Permanent magnetic levitation utilizes the repulsive or attractive forces between the vehicle's permanent magnets and the track's permanent magnets to achieve levitation, offering the advantage of high carrying capacity. Electromagnetic levitation primarily relies on the attractive force between electromagnets and the ferromagnetic track to achieve levitation. This system is relatively unstable and requires a precise active control system to maintain a uniform air gap between the vehicle and the track. Electric levitation utilizes the relative motion between superconducting magnets or hybrid permanent-magnetic magnets and the track to generate induced currents within the track. This induced current interacts with the source magnetic field to generate repulsive forces, achieving levitation. This system offers excellent stability, ease of control, and a high safety factor. Superconducting pinned levitation utilizes permanent magnets as the track and high-temperature superconductors placed on the vehicle, leveraging the flux pinning effect to levitate, suspend, and propel the train along the permanent magnetic track. This system has no inherent magnetic drag in the direction of travel, making it more suitable for high-speed operation. The technologies for these four types of maglev rail transit systems are gradually maturing. Permanent magnetic levitation and electromagnetic levitation have already achieved commercial operation, electric levitation has entered the quasi-commercial operation stage, and superconducting pinned levitation is still in the experimental verification stage.

[0006] Magnetic levitation technology offers superior high-speed and environmental performance, offering unparalleled advantages when applied to transportation systems. While research and application in rail transit systems is relatively mature, direct application to road transportation systems is relatively limited. At the end of the last century, Nissan designed the world's first magnetic levitation concept car, the Motivity 400-C. This concept car utilized the principle of permanent magnet electric levitation for both suspension and propulsion, with the designers installing 400-C magnetic levitation engines in the wheels. Since then, research on magnetic levitation for road transportation systems has largely stagnated until 2011, when Volkswagen launched its "Volkswagen Self-Build" project in China, resulting in the "Yo-Yo" levitation car. Subsequently, Gray Design of Sweden, Renault, Audi, and Southwest Jiaotong University in China have respectively proposed the Maglev Racer, a magnetic levitation supercar design, the "Float," a magnetic levitation concept car, the RSQ concept car, and a permanent magnet electric levitation car model. These studies and applications of magnetic levitation technology in road transportation systems have primarily focused on vehicles, with little attention paid to the roads themselves. Therefore, there is an urgent need for a pavement structure and its paving technology that can generate magnetic levitation force to provide forward-looking guidance for the research of road infrastructure for future transportation.

[0007] Summary of the Invention

[0008] In response to the problems existing in the prior art, the present invention provides a road surface structure and a car that can generate magnetic levitation force. The purpose is to use the generated magnetic levitation force to reduce the contact pressure between the car and the road surface, thereby reducing the driving resistance of the car, and further reducing the energy consumption during the car's driving process, and is conducive to increasing the car's driving speed.

[0009] In order to solve the above technical problems, the present invention is implemented through the following technical solutions:

[0010] According to a first aspect of the present invention, there is provided a pavement structure capable of generating magnetic levitation force, comprising:

[0011] surface layer;

[0012] A metal conductor plate is embedded in the middle of the surface layer of the lane along the extension direction of the road. The metal conductor plate is used to generate an upward magnetic levitation force for a car traveling above it and having a vehicle-mounted permanent magnet array installed on its chassis.

[0013] In a possible implementation of the first aspect, the upper surface of the metal conductor plate is flush with the upper surface of the surface layer, and the width of the metal conductor plate is smaller than the inner width of the vehicle wheel track;

[0014] The maglev pavement structure also includes:

[0015] The curbstones are arranged on both sides of the carriageway, and the distance between the two sides of the metal conductor plate and the inner sides of the curbstones on the corresponding sides is 600mm to 700mm.

[0016] In a possible implementation of the first aspect, a width of the metal conductor plate is 300 mm to 400 mm smaller than an inner width of the vehicle wheel track.

[0017] In a possible implementation manner of the first aspect, the thickness of the metal conductor plate is 60 mm to 90 mm.

[0018] In a possible implementation of the first aspect, the magnetic levitation pavement structure further includes:

[0019] subbase, which is laid on the roadbed;

[0020] A base layer is laid on the subbase layer, and the surface layer is laid on the base layer.

[0021] In a possible implementation of the first aspect, the base layer is a plastic fabricated base layer;

[0022] The surface layer includes a heat-resistant layer laid on the base layer, a load-bearing layer laid on the heat-resistant layer, and an asphalt wear layer laid on the load-bearing layer. The metal conductor plate is embedded in the asphalt wear layer, and the thickness of the asphalt wear layer is the same as the thickness of the metal conductor plate.

[0023] In a possible implementation manner of the first aspect, the subbase is a graded crushed stone subbase.

[0024] In a possible implementation manner of the first aspect, laser scanners are arranged at both ends of the metal conductor plate.

[0025] In a possible implementation manner of the first aspect, the metal conductor plate is an aluminum plate or an aluminum alloy plate.

[0026] According to a second aspect of the present invention, there is provided an automobile comprising a chassis, wherein a vehicle-mounted permanent magnet array is installed on the chassis near the inner side of the wheel, wherein the vehicle-mounted permanent magnet array is used to cooperate with the metal conductor plate in the road surface structure capable of generating magnetic levitation force, and the metal conductor plate is used to generate an upward magnetic levitation force for the automobile traveling above it.

[0027] In a possible implementation of the second aspect, an electromagnetic coil is arranged around each of the vehicle-mounted permanent magnet arrays, the electromagnetic coil is connected to a power supply, the power supply is connected to a vehicle-mounted controller, and the vehicle-mounted controller is used to control the switching of the power supply according to whether the vehicle braking system applies braking.

[0028] According to a third aspect of the present invention, a paving process for a road surface structure capable of generating magnetic levitation force is provided, comprising:

[0029] Installing the metal conductor plate in the middle of the carriageway along the extension direction of the road;

[0030] The surface layer is laid on both sides of the metal conductor plate so that the upper surface of the surface layer is flush with the upper surface of the metal conductor plate.

[0031] Compared with the prior art, the present invention has at least the following beneficial effects:

[0032] The present invention provides a pavement structure capable of generating magnetic levitation force. A car equipped with a vehicle-mounted permanent magnet array on its chassis travels on the pavement. The vehicle-mounted permanent magnet array moves in mid-air above a metal conductor plate as the car moves, generating relative motion between the vehicle-mounted permanent magnet array and the metal conductor plate. The time-varying magnetic field on the surface of the metal conductor plate generates an eddy current field within the conductor. The eddy current field forms an eddy current magnetic field in the opposite direction of the magnetic field of the vehicle-mounted permanent magnet array. The eddy current magnetic field interacts with the source magnetic field to generate a repulsive force, providing a vertical upward levitation force for the car. This can reduce the contact pressure between the car and the road surface, thereby achieving the purpose of reducing the resistance of the vehicle during driving and reducing fuel consumption. This not only saves oil consumption in the road transportation industry, but also reduces carbon emissions, contributing to the realization of the "dual carbon" strategic goal. The pavement can reduce the contact pressure between the car and the road surface, thereby reducing the vehicle's driving resistance. The vehicle can reach a higher driving speed under the original traction force, meeting people's demand for faster travel speeds. When the pavement is applied to the road field, its high-speed and fast mode can make people's travel faster and more convenient.

[0033] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the technical solutions in the specific embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the specific embodiments. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0035] FIG1 is a schematic diagram of the overall structure of a pavement structure capable of generating magnetic levitation force according to an embodiment of the present invention;

[0036] FIG2 is a cross-sectional schematic diagram of a pavement structure capable of generating magnetic levitation force according to an embodiment of the present invention;

[0037] FIG3 is a schematic diagram of a pavement structure capable of generating magnetic levitation force according to an embodiment of the present invention;

[0038] FIG4 shows the magnetic field direction of the vehicle-mounted permanent magnet array according to an embodiment of the present invention.

[0039] In the figure: 1-roadbed; 2-subbase; 3-base layer; 4-surface layer; 400-thermal barrier layer; 401-load-bearing layer; 402-asphalt wearing layer; 5-metal conductor plate; 6-curbstone; 7-vehicle-mounted permanent magnet array; 8-road edge line; 9-laser scanner; 10-automatic sensing device. DETAILED DESCRIPTION

[0040] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of them. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0041] As shown in Figures 1, 2 and 3, an embodiment of the present invention provides a pavement structure capable of generating magnetic levitation force, comprising a surface layer 4 and a metal conductor plate 5. The metal conductor plate 5 is embedded in the surface layer 4 of the driving lane along the extension direction of the road. Specifically, the metal conductor plate 5 is embedded in the middle position of the surface layer 4 of the driving lane along the extension direction of the road. The metal conductor plate 5 is used to generate an upward magnetic levitation force for a car traveling above it and having a vehicle-mounted permanent magnet array 7 installed on its chassis.

[0042] It should be noted that the vehicle chassis equipped with the on-board permanent magnet array 7 is manufactured or modified to suit the road surface structure of this embodiment. For example, four on-board linear Halbach permanent magnet arrays are installed on the chassis near the inside of the vehicle's four wheels. Common permanent magnet materials include neodymium iron boron, samarium cobalt, alnico, and ferrite. To achieve a better magnetic levitation effect, this embodiment combines multiple single on-board permanent magnets into a linear Halbach on-board permanent magnet array. This allows the magnetic field intensity on one side of the on-board permanent magnet array to increase while the magnetic fields on the other side cancel each other out to almost zero. Specifically, the side with the increased magnetic field intensity faces the road surface that generates the magnetic levitation force, while the side with the canceled magnetic fields faces the bottom of the vehicle. This increases the magnetic field intensity of the suspension air gap while reducing the radiation of the magnetic field to passengers. Currently, commonly used Halbach linear arrays are mainly available in two formats: 4-module and 8-module. This embodiment uses a 4-module format. The magnetic field direction of the on-board permanent magnet array is shown in Figure 4. The magnetic field direction of the first on-board permanent magnet array is in the positive direction of the z-axis, and the magnetic field direction of the subsequent permanent magnets changes in a clockwise direction of 90 degrees. Polyurethane glue is applied to the sides of the permanent magnets, and the five permanent magnets are bonded into a permanent magnet array. After the four on-board permanent magnet arrays are completed, two-component epoxy resin glue is applied to the side where the magnetic field is weakened, and they are respectively fixed to the vehicle floor near the inside of the vehicle tire. When the car is driving on a road surface that can generate magnetic levitation force, the car chassis is suspended above the metal conductor plate. The movement of the car drives the on-board permanent magnet array and the metal conductor plate to move relative to each other, at this time, the magnetic levitation function of the magnetic levitation road can be brought into play.

[0043] Specifically, as the vehicle moves along the metal conductor plate 5, the four onboard permanent magnet arrays mounted on the vehicle chassis move relative to the metal conductor plate 5. This induces currents in the metal conductor plate 5, which then interact with the source magnetic field of the onboard permanent magnet arrays to generate a levitation force. This levitation force reduces the contact pressure between the vehicle and the road surface, lowering the vehicle's driving resistance and thus reducing energy consumption and increasing vehicle speed.

[0044] In some embodiments, as shown in FIG2 , the upper surface of the metal conductor plate 5 is flush with the upper surface of the surface layer 4, and the width of the metal conductor plate 5 is less than the inner width of the vehicle wheel track. The magnetic levitation pavement structure also includes curbstones 6, which are located on both sides of the roadway. The distance between the two sides of the metal conductor plate 5 and the inner side of the corresponding curbstone 6 is 600 mm to 700 mm.

[0045] The pavement structure designed in this embodiment is a single lane, and the metal conductor plate 5 is set in the middle of the road surface. Curbstones 6 are set on both sides of the single lane to ensure that the car tires basically do not drive on the metal conductor plate 5, thereby avoiding damage to the metal conductor plate 5 due to changing lanes during driving or long-term squeezing of the metal conductor plate 5 by the car tires.

[0046] Preferably, the width of the metal conductor plate 5 is 300 mm to 400 mm smaller than the inner width of the vehicle wheel track, to ensure that the vehicle tire will not press on the metal conductor plate 5 and cause damage to the metal conductor plate when driving on the road.

[0047] Preferably, the thickness of the metal conductor plate 5 is 60 mm to 90 mm. The different permanent magnet materials selected for the vehicle-mounted permanent magnet array and the different running speeds of the car will produce different skin effect depths of the permanent magnet array. The metal conductor plate in this thickness range ensures that the thickness of the metal conductor plate is greater than the maximum skin effect depth of the permanent magnet array, thereby ensuring that the magnetic levitation force generated by the vehicle-mounted permanent magnet array is sufficient.

[0048] In some embodiments, as shown in Figures 1, 2 and 3, the magnetic levitation pavement structure also includes a subbase layer 2 laid on the roadbed 1 and a base layer 3 laid on the subbase layer 2, and a surface layer 4 is laid on the base layer 3.

[0049] Preferably, the subbase layer 2 is a graded crushed stone subbase, and the base layer 3 is a plastic prefabricated base layer. The surface layer 4 includes a heat-resistant layer 400 laid on the base layer 3, a load-bearing layer 401 laid on the heat-resistant layer 400, and an asphalt wearing layer 402 laid on the load-bearing layer 401. The metal conductor plate 5 is embedded in the asphalt wearing layer 402, and the thickness of the asphalt wearing layer 402 is the same as that of the metal conductor plate 5. More preferably, the load-bearing layer 401 is a steel plate.

[0050] The use of a graded crushed stone subbase combined with a plastic prefabricated base replaces the semi-rigid base found in traditional asphalt pavement structures, reducing reflective cracking and addressing drainage issues. The prefabricated plastic base utilizes prefabricated construction, reducing construction costs and time. The plastic prefabricated base is made from plastic waste, enabling waste recycling. Plastic replaces semi-rigid materials such as cement-stabilized crushed stone, reducing raw material costs and contributing to the achievement of the "dual carbon" strategic goals. When the plastic prefabricated base reaches the end of its service life, its raw materials can be recycled, crushed, processed, and recompacted, saving significant resources. The load-bearing layer is made of steel plate. Laying a heat barrier layer on the plastic prefabricated base prevents heat transfer from the welding of the load-bearing steel plate and the construction of the asphalt wearing course to the prefabricated base, preventing deformation due to overheating and ensuring its stability and durability. The load-bearing steel plate enhances the overall structural strength of the pavement, ensures the smoothness of the asphalt pavement, and reduces construction time through assembly. This embodiment innovatively combines plastic, heat-resistant layer, steel plate, and metal conductor plate, and applies them to the field of road engineering to form a road surface structure that can generate magnetic levitation force. It not only meets the magnetic levitation function requirements of the road surface, but also meets the basic functional requirements of smooth road surface, comfortable driving, and easy maintenance.

[0051] For example, the plastic prefabricated base layer is unitized. Each prefabricated base layer unit is 15 meters long and 400-500 mm thick, and adopts an internal hollow structure while ensuring sufficient strength and stability. Multiple prefabricated base layer units can be assembled and constructed. After prefabrication in the factory, they can be directly assembled on site, saving construction time and improving construction efficiency. Road ancillary facilities such as drainage pipes and cables can be placed in the internal hollow structure of the plastic prefabricated base layer, increasing the effective utilization rate within the road area, improving the traditional phenomenon of placing road ancillary facilities in the pavement base layer in a messy manner, and avoiding the problem of interfering with road ancillary facilities due to excavation of the base layer for their maintenance.

[0052] Preferably, as shown in FIG2 , a long strip laser scanner 9 is installed on the ground at the starting and ending positions of the metal conductor plate 5. It should be noted that, in order to adapt to this road surface structure, an automatic sensing device 10 is installed at the front end of the vehicle chassis. A recessed space is provided above the vehicle chassis where the onboard permanent magnetic array is fixed. The volume of the recessed space is the same as that of the onboard permanent magnetic array. Four onboard permanent magnetic arrays are fixed to the vehicle chassis with the recessed space, and the automatic sensing device 10 is connected to the onboard permanent magnetic array. When the vehicle travels to the dedicated lane on the road surface that can generate magnetic levitation force, the automatic sensing device 10 at the front end of the vehicle chassis senses the laser scanner 9 at the starting position of the lane. At this time, the onboard permanent magnetic array automatically extends downward from the recessed position and is firmly fixed to the entire vehicle chassis. When the vehicle exits the dedicated lane on the road surface that can generate magnetic levitation force, the automatic sensing device 10 at the front end of the vehicle chassis senses the laser scanner 9 at the end position of the lane. At this time, the onboard permanent magnetic array automatically retracts upward into the recessed space. Due to the congestion of urban roads and the changeable routes, it is easy to cause the inconvenience of installing the magnetic levitation road surface device, and the car is easy to press the metal conductor plate during driving, causing damage to the magnetic levitation road surface device. Therefore, the road surface that can generate magnetic levitation force in this embodiment adopts a dedicated lane and is mainly used on highways.

[0053] More preferably, an electromagnetic coil with a designed number of turns, shape, current and frequency can be wound around each vehicle-mounted permanent magnet array. The size and arrangement of the coil need to be adapted to the size and arrangement of the vehicle-mounted permanent magnet array to ensure that the current loop of the wound electromagnetic coil can completely cover the entire permanent magnet array; a suitable power supply is equipped on the vehicle to power the electromagnetic coil, and the power supply is connected to the vehicle-mounted controller. The vehicle-mounted controller is used to control the switching of the power supply according to whether the vehicle braking system is braking. When the onboard controller receives a braking signal from the vehicle's braking system, it turns on the power supply and applies an external current around the onboard permanent magnet array through the electromagnetic coil. This generates an alternating magnetic field with a sufficiently high frequency and amplitude to offset the magnetic field below the onboard permanent magnet array while preventing interaction with the metal conductor plate. As the magnetic field of the onboard permanent magnet array weakens, its interaction with the metal conductor plate decreases, reducing the upward magnetic levitation force, increasing the contact pressure between the vehicle and the road surface, and weakening the magnetic levitation function of the road surface. When the onboard controller receives a braking end signal from the vehicle's braking system, it turns off the power supply and current to the electromagnetic coil. The alternating magnetic field in the electromagnetic coil disappears, and the magnetic field of the onboard permanent magnet array is restored. The generated magnetic levitation force reduces the contact pressure between the vehicle and the road surface, and the magnetic levitation function of the road surface returns to normal. This design ensures the reliability of braking when the vehicle is traveling on the magnetic levitation lane.

[0054] Of course, a power switch can also be placed at the driver's seat to control whether the power is on or off. When the car reaches a curve in the maglev lane, the driver presses the current control switch, applying an external current through the electromagnetic coil around the vehicle's permanent magnet array. The electromagnetic coil then generates an alternating magnetic field with a sufficiently high frequency and amplitude to offset the magnetic field below the vehicle's permanent magnet array while not interacting with the metal conductor plate. As the magnetic field of the vehicle's permanent magnet array weakens, its interaction with the metal conductor plate is weakened, resulting in a decrease in the upward magnetic levitation force, an increase in the contact pressure between the car and the road surface, and a weakening of the road surface's magnetic levitation function. When the car exits the curve in the maglev lane, the driver presses the current control switch to turn off the current to the electromagnetic coil. The alternating magnetic field in the electromagnetic coil disappears, and the magnetic field of the vehicle's permanent magnet array is restored. The generated magnetic levitation force reduces the contact pressure between the car and the road surface, and the road surface's magnetic levitation function returns to normal. This design ensures that the car can pass safely and smoothly around the curve in the maglev lane.

[0055] In one embodiment, a pavement structure capable of generating magnetic levitation force comprises a roadbed with a graded crushed stone subbase layer laid on the roadbed; a plastic prefabricated base layer laid on the graded crushed stone subbase layer, and the two are bonded with a thermosetting epoxy asphalt adhesive; a rock wool board heat-insulating layer is laid on the plastic prefabricated base layer, and the two are bonded with a thermosetting epoxy asphalt adhesive; a load-bearing layer is laid on the rock wool board heat-insulating layer, an anti-rust layer is coated on the upper and lower surfaces of the load-bearing layer, and the rock wool board heat-insulating layer and the load-bearing layer are bonded with a thermosetting epoxy asphalt adhesive; a metal conductor plate is laid on the load-bearing layer, and the two are connected by welding; an asphalt wear layer is laid on both sides of the metal conductor plate, and the two are bonded with a thermosetting epoxy asphalt adhesive; curbstones are provided on both sides of the asphalt wear layer; and long strip laser scanners are provided on the ground at the starting and ending positions of the metal conductor plate.

[0056] In one embodiment, a paving process for a road surface structure capable of generating magnetic levitation force includes the following steps:

[0057] Step 1: Level and compact the roadbed

[0058] Use a scraper to level the roadbed on site, then use a smooth wheel roller to compact the roadbed to ensure that the roadbed compaction meets the requirements of the "Highway Roadbed Design Specifications". After the roadbed is leveled and compacted, clean the upper surface of the roadbed.

[0059] Step 2: Lay graded gravel subbase on the upper surface of the roadbed

[0060] 1) Material preparation

[0061] Prepare graded crushed stone in accordance with the "Highway Pavement Base Construction Specifications." The maximum particle size, particle composition, and plasticity index must meet the specifications. The graded crushed stone should be composed of crushed stone in sizes of 37.5-19mm, 19-9.5mm, and 9.5-4.75mm, as well as stone chips under 4.75mm.

[0062] 2) Mix ratio design

[0063] Select the mix ratio of 20-30mm crushed stone: 10-20mm crushed stone: 5-10mm crushed stone: stone powder = 19:27:22:32, and determine the maximum dry density of the mixture to be 2.28g / cm 3 , the optimal moisture content is 5%.

[0064] 3) Aggregate mixing

[0065] The quantity of gravel of different specifications is calculated according to the length of the construction section and the mix ratio, and they are piled separately and then mixed in proportion using a loader.

[0066] 4) Paving graded gravel

[0067] The graded gravel is constructed in two layers. The mixed graded gravel is transported to the construction section by dump truck according to the measurement, initially leveled by bulldozer, leveled by grader, and moistened by watering truck.

[0068] 5) Rolling

[0069] The first pass is static compaction with a YZ18 vibratory roller, followed by a light vibration pass with a YZ18 vibratory roller. Two passes are then performed with a YZ18 and a YZ20 vibratory roller, each followed by two passes with an 18-21t three-wheel roller, to achieve the required density without noticeable wheel marks. The uniformity of the moisture content must be strictly controlled, ensuring it is 1%-2% higher than the optimum moisture content during rolling.

[0070] Step 3: Sprinkle adhesive on the surface of the graded gravel base

[0071] 1) Prepare adhesive

[0072] A thermosetting epoxy asphalt binder is used, including component A and component B. Component A consists of epoxy resin, toughening agent, accelerator and diluent, and component B consists of asphalt, flexible curing agent, accelerator, compatibilizer and diluent.

[0073] 2) Spreading adhesive

[0074] The entire road surface is divided into a unit structure of 15m each, and the prepared adhesive is evenly spread on the upper surface of the 15m unit graded gravel subbase to ensure that the pores on the upper surface of the graded gravel subbase are covered by the adhesive.

[0075] Step 4: Lay the plastic prefabricated base on the graded gravel base

[0076] 1) Production of plastic prefabricated base

[0077] The waste plastics are recycled, transported to the factory, crushed and reprocessed, and processed into prefabricated base units with internal hollow structures with a length of 15m and a thickness of 400-500mm.

[0078] 2) Assembly of plastic prefabricated base

[0079] The prefabricated prefabricated base units are transported to the construction site and placed on the graded crushed stone subbase with adhesive using a crane. Once the prefabricated base unit and the graded crushed stone subbase are bonded and fixed, the next prefabricated base unit is lifted by the crane and placed adjacent to the previous one. After bonding and fixing, the gap between the two prefabricated base units is filled with a two-component modified epoxy resin caulking adhesive. The assembly step should be performed before the adhesive in step 3 is completely cured.

[0080] 3) Rolling of plastic prefabricated base

[0081] After all prefabricated base units are assembled, use a smooth wheel roller to roll the prefabricated base 3-5 times.

[0082] Step 5: Install road ancillary facilities in the plastic prefabricated base

[0083] Drainage pipes, gas pipelines, traffic facility cables and other traffic ancillary facilities are installed in sequence in the internal hollow structure of the plastic prefabricated base. Various facilities are fixed with expansion bolts, and finally the remaining space in the plastic base is filled with epoxy resin caulking glue.

[0084] Step 6: Apply adhesive on the surface of the plastic prefabricated base

[0085] 1) Prepare adhesive

[0086] A thermosetting epoxy asphalt binder is used, including component A and component B. Component A consists of epoxy resin, toughening agent, accelerator and diluent, and component B consists of asphalt, flexible curing agent, accelerator, compatibilizer and diluent.

[0087] 2) Arrange adhesive

[0088] Divide the entire road surface into a unit structure of 10m each, and evenly apply the prepared adhesive on the upper surface of the 10m unit prefabricated base with a glue brush to ensure that the thickness of the adhesive layer on the prefabricated base is 2-3mm.

[0089] Step 7: Lay the heat-resistant layer on the plastic prefabricated base

[0090] 1) Prefabricated rock wool board thermal insulation layer

[0091] In the factory, the thermal insulation layer of the rock wool board is divided into units for processing according to the design drawings. The length of the thermal insulation layer of each rock wool board is 10m and the thickness is 6-10mm.

[0092] 2) Installation of rock wool board thermal insulation layer

[0093] Transport the prefabricated rock wool board thermal insulation layer to the construction site. Use a crane to lift the rock wool board thermal insulation layer unit and place it on the plastic prefabricated base layer with adhesive. After the rock wool board thermal insulation layer unit and the plastic prefabricated base layer are bonded and fixed, place the next rock wool board thermal insulation layer unit adjacent to the previous one. After bonding and fixing, fill the gap between the two rock wool board thermal insulation layer units with a two-component modified epoxy resin caulking adhesive. This assembly step should be performed before the adhesive in step 6 is completely cured.

[0094] Step 8: Apply adhesive on the upper surface of the heat-resistant layer

[0095] 1) Prepare adhesive

[0096] A thermosetting epoxy asphalt binder is used, including component A and component B. Component A consists of epoxy resin, toughening agent, accelerator and diluent, and component B consists of asphalt, flexible curing agent, accelerator, compatibilizer and diluent.

[0097] 2) Arrange adhesive

[0098] Divide the entire road surface into a unit structure of 15m each, and evenly apply the prepared adhesive on the upper surface of the 15m unit thermal insulation layer with a glue brush to ensure that the thickness of the adhesive layer on the thermal insulation layer is 2-3mm.

[0099] Step 9: Apply rust removal layer on the upper and lower surfaces of the load-bearing layer

[0100] 1) Prefabricated steel plate

[0101] In the factory, the load-bearing steel plate layer is divided into units for processing and prefabrication according to the design drawings. The length of each steel plate is 15m and the thickness is 50-80mm.

[0102] 2) Apply epoxy micaceous iron intermediate paint

[0103] Clean the surface of the prefabricated load-bearing steel plate unit, and use a paint brush to evenly apply the epoxy micaceous iron intermediate paint on the upper and lower surfaces of the load-bearing steel plate unit, ensuring that the thickness of the epoxy micaceous iron intermediate paint layer is 1-2mm.

[0104] Step 10: Lay the load-bearing layer on the heat-insulating layer

[0105] Transport the anti-rust paint-coated load-bearing steel plate unit to the construction site. Use a crane to lift the load-bearing steel plate unit onto the heat-insulating layer with adhesive. Once the load-bearing steel plate unit and the heat-insulating layer are bonded and secured, lift the next load-bearing steel plate unit to the adjacent side of the previous one. The steel plates are then welded together. This assembly step should be performed before the adhesive in step 8 is completely cured.

[0106] Step 11: Lay metal conductor plates on the load-bearing layer

[0107] 1) Prefabricated metal conductor plate

[0108] The material of the metal conductor plate can be aluminum or aluminum alloy plate, which is processed and prefabricated in the factory. The thickness is controlled at 60-90mm and the width is slightly smaller than the inner distance of the car wheel.

[0109] 2) Laying metal conductor plates

[0110] The metal conductor plates processed in the factory are transported to the construction site and installed in sections using a crane. The metal conductor plates and the load-bearing steel plates are fixed by welding, and the gaps between the metal conductor plates are connected by welding.

[0111] Step 12: Apply adhesive on both sides of the metal conductor plate

[0112] 1) Prepare adhesive

[0113] A thermosetting epoxy asphalt binder is used, including component A and component B. Component A consists of epoxy resin, toughening agent, accelerator and diluent, and component B consists of asphalt, flexible curing agent, accelerator, compatibilizer and diluent.

[0114] 2) Apply adhesive

[0115] Use a glue brush to evenly apply the prepared adhesive on both sides of the metal conductor plate to ensure that the thickness of the adhesive layer on both sides of the metal conductor plate is 1-2mm.

[0116] Step 13: Set asphalt wearing layer on both sides of the metal conductor plate

[0117] 1) Mix ratio design

[0118] The mix design of asphalt wearing course mixture meets the requirements of the Technical Specifications for Highway Asphalt Pavement Construction.

[0119] 2) Mixing and transportation

[0120] The asphalt wearing course mixture is centrally mixed and prepared at the asphalt mixing plant and transported to the construction site by vehicles.

[0121] 3) Paving and compaction

[0122] Spread the asphalt mixture on both sides of the metal conductor plate to a thickness consistent with the metal conductor plate. Control the segregation of the asphalt mixture during paving. Use a steel drum roller to roll the mixture 2-3 times, followed by a rubber-tire roller 2-3 times, and finally a vibratory roller for static compaction 2-3 times.

[0123] 4) Filling

[0124] The gap between the asphalt wearing layer and the metal conductor plate is filled with two-component epoxy resin caulking glue.

[0125] Step 14: Install curbstones on both sides of the road

[0126] 1) Measurement and layout

[0127] Check the road centerline, measure the road edge height, and determine the predetermined curb top elevation.

[0128] 2) Cement concrete mixing

[0129] A drum concrete mixer is used for mixing in the factory, and the mix design is carried out in accordance with the "Technical Specifications for Highway Cement Concrete Pavement Construction". Its performance test is carried out in accordance with the "Test Procedure for Highway Engineering Cement and Cement Concrete".

[0130] 3) Prefabricated curbstones

[0131] The curbstones are prefabricated using a curbstone forming machine according to the design drawings, and then watered and cured for seven days after prefabrication.

[0132] 4) Install curbstones

[0133] The trench for the curbstone to be installed is manually excavated and shaped. After the trench is cleaned, the construction line is set according to the measured points and the curbstone is installed, ensuring the line is straight and smooth. After installation, the joints are filled with full, dense mortar.

[0134] Step 15: Install the laser scanner

[0135] A long strip laser scanner is installed on the road surface at the starting and ending points of the metal conductor plate, and the width of the laser scanner does not exceed the width of the metal conductor plate.

[0136] The paving process proposed in this embodiment is as follows: Step 1 is to level and compact the roadbed to ensure the flatness and compaction of the roadbed; Step 2 is to pave the graded crushed stone subbase, which can enhance the structural strength of the magnetic levitation asphalt pavement, bear the load transition role transferred downward by the prefabricated base, and play a certain drainage role to prevent serious water accumulation on the magnetic levitation asphalt pavement; Steps 3 and 4 are to pave the prefabricated base, using thermosetting epoxy asphalt adhesive to make the bond between the two structural layers stronger, and the prefabricated base is assembled in blocks, and the prefabricated prefabricated base units are placed on the graded crushed stone subbase in sequence, and the adjacent two units are bonded with thermosetting epoxy asphalt adhesive to make the prefabricated base more stable; Step 5 is to install drainage pipes, various optical cables, cables and other traffic ancillary facilities in the hollow prefabricated base, and fix them with expansion bolts, and finally use epoxy resin caulking glue to fill the internal space of the prefabricated base to make it a whole and increase the bearing capacity of the prefabricated base; Steps 6 and 7 use rock wool board as the heat-insulating layer material , the factory-prefabricated rock wool boards are laid in blocks on the prefabricated base to improve construction efficiency; in steps eight, nine, and ten, a load-bearing steel plate coated with a rust-proof layer is placed on the heat-resistant layer, which can not only increase the overall strength of the pavement structure, but also ensure the flatness of the pavement; the metal conductor plate in step eleven is made of aluminum plate or aluminum alloy plate, and the width of the metal conductor plate is slightly smaller than the inner width of the car tire, so that the tire will not press on the metal conductor plate during driving, and the thickness of the metal conductor plate is slightly greater than the skin effect depth generated when the on-board permanent magnet array and the metal conductor plate produce relative motion, ensuring that the on-board permanent magnet array generates sufficient magnetic levitation force to offset the gravity of the car; in steps twelve and thirteen, asphalt wearing layers are laid on both sides of the metal conductor plate to ensure the normal driving function of the car on the asphalt pavement. The thickness of the asphalt wearing layer is consistent with the thickness of the metal conductor plate, and the joint between the two is caulking glue to fill the seam to reduce water infiltration and damage to the pavement structure; in step fourteen, curbstones are arranged on both sides of the single lane to restrict cars from driving in the same lane; step fifteen: installing a laser scanner.

[0137] The pavement structure capable of generating magnetic levitation force proposed in the present invention innovatively combines the magnetic levitation principle with the road field, realizing the cross-integration of the plastics industry, the steel industry, permanent magnet electric levitation technology and asphalt pavement, reducing the energy consumption of automobiles, increasing the driving speed of automobiles, and making magnetic levitation transportation more convenient.

[0138] The present invention will be described below with reference to actual cases.

[0139] Example 1

[0140] First, use a scraper and a smooth-wheel roller to level and compact the roadbed, and then clean the roadbed surface; then prepare graded crushed stone and determine the mix ratio design in accordance with the specifications, and then transport the mixed graded crushed stone to the construction site for paving. Finally, use a vibratory roller and a three-wheel roller to compact the graded crushed stone layer to meet the density requirements. The thickness of the graded crushed stone base layer is 200mm; when configuring the binder, a thermosetting epoxy asphalt binder is used, including component A and component B. Component A consists of epoxy resin, toughening agent, accelerator and diluent, and component B consists of asphalt, flexible curing agent, accelerator, compatibilizer and diluent; at the same time, the recycled waste plastics are crushed and processed in the factory and processed into The prefabricated base unit with an internal hollow structure of 15m in length and 500mm in thickness is transported to the construction site; the previously prepared thermosetting epoxy asphalt adhesive is evenly spread on the upper surface of the graded gravel base, and before the adhesive cures, the prefabricated layer units are placed on the graded gravel base in sequence by a crane, and the joints between the two prefabricated base units are filled with a two-component modified epoxy resin caulking adhesive. After the adhesive is fixed, the prefabricated base is rolled with a smooth wheel roller; then, drainage pipes, gas pipelines, traffic facilities cables and other traffic ancillary facilities are installed in the hollow structure of the prefabricated base, fixed with expansion bolts, and the remaining space in the prefabricated base is filled with epoxy resin caulking adhesive; the length is prepared in the factory according to the design drawings A rock wool board heat insulation layer unit with a length of 10m and a thickness of 8mm is prepared in the factory according to the design drawings and transported to the construction site; a rock wool board heat insulation layer unit with a length of 10m and a thickness of 8mm is prepared in the factory according to the design drawings and transported to the construction site; the previously prepared thermosetting epoxy asphalt adhesive is evenly applied on the upper surface of the assembled base with a glue brush to ensure that the thickness of the bonding layer is 2-3mm, and the rock wool board heat insulation layer units are placed on the assembled base in sequence with a crane, and the two rock wool board heat insulation layer units are filled with a two-component modified epoxy resin caulking glue; a load-bearing steel plate unit with a length of 15m and a thickness of 50mm is processed in the factory according to the design drawings, and after cleaning the surface of the load-bearing steel plate unit, a paint brush is used to evenly apply paint on the upper and lower surfaces of the load-bearing steel plate unit. Apply epoxy micaceous iron intermediate paint to a thickness of 1-2mm, and then transport the load-bearing steel plate units to the construction site; use a brush to evenly apply the previously prepared thermosetting epoxy asphalt adhesive to the upper surface of the thermal insulation layer. Before the adhesive cures, use a crane to place the load-bearing steel plate units on the thermal insulation layer in sequence, and weld the gaps between the two load-bearing steel plate units; in the factory, process aluminum plate units with a thickness of 60mm, a width of 1m, and a length of 10m according to the design drawings. After the aluminum plate units are delivered to the construction site, use a crane to place the aluminum plate units on the load-bearing steel plates in sequence, and weld the aluminum plate units and the aluminum plate units to the load-bearing steel plates; mix the designed asphalt mixture in the factory and transport it to the construction site;At the same time, the previously prepared thermosetting epoxy asphalt adhesive was evenly applied to both sides of the aluminum plate using a brush. Before the adhesive cured, the asphalt mixture was spread on both sides of the aluminum plate and the asphalt wearing layer was rolled using a roller to ensure that the asphalt wearing layer thickness was consistent with that of the aluminum plate. Artificial foundation trenches were excavated on both sides of the road and curbstones were installed. Finally, laser scanners were installed on the road surface at the starting and ending points of the aluminum plate.

[0141] Once the pavement capable of generating magnetic levitation is complete, the onboard permanent magnet array is fabricated. Permanent magnets with a length of 90 mm, a width of 60 mm, and a thickness of 42 mm are fabricated using neodymium iron boron. Polyurethane adhesive is applied to the sides of the permanent magnets. Five permanent magnets are then fixed together according to the magnetic field orientation shown in Figure 4 to form a linear Halbach permanent magnet array. Once the four linear Halbach permanent magnet arrays are fabricated, the magnetic field-weakening side is aligned with the vehicle chassis, while the magnetic field-strengthening side is aligned with the ground. Two-component epoxy resin adhesive is applied to the magnetic field-weakening side. These arrays are then fixed to the vehicle chassis near the inside of the wheel, as shown in Figure 3. An automatic sensing device is then installed at the front of the chassis.

[0142] Traffic will be opened after the on-board permanent magnet array is assembled and the road surface capable of generating magnetic levitation force is completed and accepted.

[0143] In this embodiment, analysis using Ansys Maxwell electromagnetic simulation software shows that when the vehicle speed is 20m / s, the magnetic levitation force of the vehicle-mounted permanent magnet array is 8125N; when the vehicle speed is 30m / s, the magnetic levitation force of the vehicle-mounted permanent magnet array is 8200N; when the vehicle speed is 40m / s, the magnetic levitation force of the vehicle-mounted permanent magnet array is 8300N; and when the vehicle speed is 50m / s, the magnetic levitation force of the vehicle-mounted permanent magnet array is 8375N. A family car generally weighs about 1.5 tons. In this case, the magnetic levitation force generated by the relative motion between the road surface that can generate magnetic levitation force and the vehicle-mounted permanent magnet array accounts for approximately 55% of the car's own weight. This shows that the present invention can achieve the effect of reducing the contact pressure between the car and the road surface by using the road surface that can generate magnetic levitation force.

[0144] Example 2

[0145] First, use a scraper and a smooth-wheel roller to level and compact the roadbed, and then clean the roadbed surface; then prepare graded crushed stone and determine the mix ratio design in accordance with the specifications, and then transport the mixed graded crushed stone to the construction site for paving. Finally, use a vibratory roller and a three-wheel roller to compact the graded crushed stone layer to meet the density requirements. The thickness of the graded crushed stone base layer is 200mm; when configuring the binder, a thermosetting epoxy asphalt binder is used, including component A and component B. Component A consists of epoxy resin, toughening agent, accelerator and diluent, and component B consists of asphalt, flexible curing agent, accelerator, compatibilizer and diluent; at the same time, the recycled waste plastics are crushed and processed in the factory and processed into The prefabricated base unit with an internal hollow structure of 15m in length and 500mm in thickness is transported to the construction site; the previously prepared thermosetting epoxy asphalt adhesive is evenly spread on the upper surface of the graded gravel base, and before the adhesive cures, the prefabricated layer units are placed on the graded gravel base in sequence by a crane, and the joints between the two prefabricated base units are filled with a two-component modified epoxy resin caulking adhesive. After the adhesive is fixed, the prefabricated base is rolled with a smooth wheel roller; then, drainage pipes, gas pipelines, traffic facilities cables and other traffic ancillary facilities are installed in the hollow structure of the prefabricated base, fixed with expansion bolts, and the remaining space in the prefabricated base is filled with epoxy resin caulking adhesive; the length is prepared in the factory according to the design drawings A rock wool board heat insulation layer unit with a length of 10m and a thickness of 8mm is prepared in the factory according to the design drawings and transported to the construction site; a rock wool board heat insulation layer unit with a length of 10m and a thickness of 8mm is prepared in the factory according to the design drawings and transported to the construction site; the previously prepared thermosetting epoxy asphalt adhesive is evenly applied on the upper surface of the assembled base with a glue brush to ensure that the thickness of the bonding layer is 2-3mm, and the rock wool board heat insulation layer units are placed on the assembled base in sequence with a crane, and the two rock wool board heat insulation layer units are filled with a two-component modified epoxy resin caulking glue; a load-bearing steel plate unit with a length of 15m and a thickness of 50mm is processed in the factory according to the design drawings, and after cleaning the surface of the load-bearing steel plate unit, a paint brush is used to evenly apply paint on the upper and lower surfaces of the load-bearing steel plate unit. Apply epoxy micaceous iron intermediate paint to a thickness of 1-2mm, and then transport the load-bearing steel plate units to the construction site; use a brush to evenly apply the previously prepared thermosetting epoxy asphalt adhesive to the upper surface of the thermal insulation layer. Before the adhesive cures, use a crane to place the load-bearing steel plate units on the thermal insulation layer in sequence, and weld the gaps between the two load-bearing steel plate units; in the factory, process aluminum plate units with a thickness of 70mm, a width of 1m, and a length of 10m according to the design drawings. After the aluminum plate units are delivered to the construction site, use a crane to place the aluminum plate units on the load-bearing steel plates in sequence, and weld the aluminum plate units and the aluminum plate units to the load-bearing steel plates; mix the designed asphalt mixture in the factory and transport it to the construction site;At the same time, the previously prepared thermosetting epoxy asphalt adhesive was evenly applied to both sides of the aluminum plate using a brush. Before the adhesive cured, the asphalt mixture was spread on both sides of the aluminum plate and the asphalt wearing layer was rolled using a roller to ensure that the asphalt wearing layer thickness was consistent with that of the aluminum plate. Artificial foundation trenches were excavated on both sides of the road and curbstones were installed. Finally, laser scanners were installed on the road surface at the starting and ending points of the aluminum plate.

[0146] After the magnetic levitation asphalt pavement is completed, the on-board permanent magnet array is fabricated. Ferrite is used to create permanent magnets with a length of 90 mm, a width of 60 mm, and a thickness of 42 mm. Polyurethane glue is applied to the sides of the permanent magnets. Five permanent magnets are fixed according to the magnetic field orientation shown in Figure 4 to form a linear Halbach permanent magnet array. After the four linear Halbach permanent magnet arrays are prepared, the magnetic field-weakening side is aligned with the vehicle chassis, while the magnetic field-strengthening side is aligned with the ground. Two-component epoxy resin glue is applied to the magnetic field-weakening side. As shown in Figure 3, the arrays are fixed to the vehicle chassis near the inside of the wheel, and an automatic sensing device is installed at the front of the chassis.

[0147] Traffic will be opened after the on-board permanent magnet array is assembled and the road surface capable of generating magnetic levitation force is completed and accepted.

[0148] In this embodiment, Ansys Maxwell electromagnetic simulation software was used for analysis. When the vehicle speed was 20m / s, the magnetic levitation force of the on-board permanent magnet array was 5580N; when the vehicle speed was 30m / s, the magnetic levitation force of the on-board permanent magnet array was 5600N; when the vehicle speed was 40m / s, the magnetic levitation force of the on-board permanent magnet array was 5700N; and when the vehicle speed was 50m / s, the magnetic levitation force of the on-board permanent magnet array was 5745N. The weight of a family car is generally around 1.5t. At this time, the magnetic levitation force generated by the relative motion between the road surface that can generate magnetic levitation force and the on-board permanent magnet array accounts for approximately 37% of the car's own weight. Therefore, the present invention can achieve the effect of reducing the contact pressure between the car and the road surface by using the road surface that can generate magnetic levitation force.

[0149] Example 3

[0150] First, use a scraper and a smooth-wheel roller to level and compact the roadbed, and then clean the roadbed surface; then prepare graded crushed stone and determine the mix ratio design in accordance with the specifications, and then transport the mixed graded crushed stone to the construction site for paving. Finally, use a vibratory roller and a three-wheel roller to compact the graded crushed stone layer to meet the density requirements. The thickness of the graded crushed stone base layer is 200mm; when configuring the binder, a thermosetting epoxy asphalt binder is used, including component A and component B. Component A consists of epoxy resin, toughening agent, accelerator and diluent, and component B consists of asphalt, flexible curing agent, accelerator, compatibilizer and diluent; at the same time, the recycled waste plastics are crushed and processed in the factory and processed into The assembled base unit with an internal hollow structure of 15m in length and 400mm in thickness is transported to the construction site; the previously prepared thermosetting epoxy asphalt adhesive is evenly spread on the upper surface of the graded gravel base, and before the adhesive cures, the assembled layer units are placed on the graded gravel base in sequence by a crane, and the joints between the two assembled base units are filled with a two-component modified epoxy resin caulking adhesive. After the adhesive is fixed, the assembled base is rolled with a smooth wheel roller; then, drainage pipes, gas pipelines, traffic facilities cables and other traffic ancillary facilities are installed in the hollow structure of the assembled base, fixed with expansion bolts, and the remaining space in the assembled base is filled with epoxy resin caulking adhesive; the length is prepared in the factory according to the design drawings A rock wool board heat insulation layer unit with a length of 10m and a thickness of 8mm is prepared in the factory according to the design drawings and transported to the construction site; a rock wool board heat insulation layer unit with a length of 10m and a thickness of 8mm is prepared in the factory according to the design drawings and transported to the construction site; the previously prepared thermosetting epoxy asphalt adhesive is evenly applied on the upper surface of the assembled base with a glue brush to ensure that the thickness of the bonding layer is 2-3mm, and the rock wool board heat insulation layer units are placed on the assembled base in sequence with a crane, and the two rock wool board heat insulation layer units are filled with a two-component modified epoxy resin caulking glue; a load-bearing steel plate unit with a length of 15m and a thickness of 60mm is processed in the factory according to the design drawings, and after cleaning the surface of the load-bearing steel plate unit, a paint brush is used to evenly apply paint on the upper and lower surfaces of the load-bearing steel plate unit. Apply epoxy micaceous iron intermediate paint to a thickness of 1-2mm, and then transport the load-bearing steel plate units to the construction site; use a brush to evenly apply the previously prepared thermosetting epoxy asphalt adhesive to the upper surface of the thermal insulation layer. Before the adhesive cures, use a crane to place the load-bearing steel plate units on the thermal insulation layer in sequence, and weld the gaps between the two load-bearing steel plate units; in the factory, process aluminum plate units with a thickness of 60mm, a width of 1m, and a length of 10m according to the design drawings. After the aluminum plate units are delivered to the construction site, use a crane to place the aluminum plate units on the load-bearing steel plates in sequence, and weld the aluminum plate units and the aluminum plate units to the load-bearing steel plates; mix the designed asphalt mixture in the factory and transport it to the construction site;At the same time, the previously prepared thermosetting epoxy asphalt adhesive was evenly applied to both sides of the aluminum plate using a brush. Before the adhesive cured, the asphalt mixture was spread on both sides of the aluminum plate and the asphalt wearing layer was rolled using a roller to ensure that the asphalt wearing layer thickness was consistent with that of the aluminum plate. Artificial foundation trenches were excavated on both sides of the road and curbstones were installed. Finally, laser scanners were installed on the road surface at the starting and ending points of the aluminum plate.

[0151] After the magnetic levitation asphalt pavement is completed, the on-board permanent magnet array is fabricated. Permanent magnets with a length of 90 mm, a width of 60 mm, and a thickness of 42 mm are fabricated using neodymium iron boron. Polyurethane adhesive is applied to the sides of the permanent magnets. Five permanent magnets are then fixed in the magnetic field direction shown in Figure 4 to form a linear Halbach permanent magnet array. Once the four linear Halbach permanent magnet arrays are fabricated, the magnetic field-weakening side is aligned with the vehicle chassis, while the magnetic field-strengthening side is aligned with the ground. Two-component epoxy resin adhesive is applied to the magnetic field-weakening side. These arrays are then fixed to the vehicle chassis near the inside of the wheel, as shown in Figure 3. An automatic sensing device is then installed at the front of the chassis.

[0152] Traffic will be opened after the on-board permanent magnet array is assembled and the road surface capable of generating magnetic levitation force is completed and accepted.

[0153] In this embodiment, Ansys Maxwell electromagnetic simulation software was used for analysis. When the vehicle speed was 20m / s, the magnetic levitation force of the on-board permanent magnet array was 8125N; when the vehicle speed was 30m / s, the magnetic levitation force of the on-board permanent magnet array was 8200N; when the vehicle speed was 40m / s, the magnetic levitation force of the on-board permanent magnet array was 8300N; and when the vehicle speed was 50m / s, the magnetic levitation force of the on-board permanent magnet array was 8375N. The weight of a family car is generally around 1.5t. At this time, the magnetic levitation force generated by the relative motion between the road surface that can generate magnetic levitation force and the vehicle-borne permanent magnet array accounts for approximately 55% of the car's own weight. Therefore, the present invention can achieve the effect of reducing the contact pressure between the car and the road surface by using the road surface that can generate magnetic levitation force.

[0154] In the description of the present invention, it should be understood that the terms "upper", "lower", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0155] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0156] In the present invention, unless otherwise specified or limited, the terms "connected" and "connection" should be understood in a broad sense. For example, they can mean fixed connection, detachable connection, or integration; mechanical connection, electrical connection, or communication; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0157] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0158] In the present invention, the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and the features of different embodiments or examples without contradiction.

[0159] Finally, it should be noted that the above-described embodiments are only specific implementations of the present invention, which are used to illustrate the technical solutions of the present invention, rather than to limit them. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the above-described embodiments, those skilled in the art should understand that any person skilled in the art can modify or easily conceive of changes to the technical solutions described in the above-described embodiments within the technical scope disclosed by the present invention, or replace some of the technical features therein with equivalents. Such modifications, changes, or replacements do not deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A pavement structure capable of generating magnetic levitation force, characterized in that: include: Surface layer (4); A metal conductor plate (5) is embedded in the middle of the surface layer (4) of the roadway along the extension direction of the road, and the metal conductor plate (5) is used to generate an upward magnetic suspension force for a car traveling above the metal conductor plate and having a vehicle-mounted permanent magnetic array (7) installed on its chassis.

2. A pavement structure capable of generating magnetic levitation force according to claim 1, characterized in that: The upper surface of the metal conductor plate (5) is flush with the upper surface of the surface layer (4), and the width of the metal conductor plate (5) is smaller than the inner width of the wheel track of the vehicle; The magnetic levitation pavement structure also includes: The curbstones (6) are arranged on both sides of the carriageway, and the distance between the two sides of the metal conductor plate (5) and the inner side of the curbstone (6) on the corresponding side is 600 mm to 700 mm.

3. A pavement structure capable of generating magnetic levitation force according to claim 2, characterized in that: The width of the metal conductor plate (5) is 300 mm to 400 mm smaller than the inner width of the vehicle wheel track.

4. The pavement structure capable of generating magnetic levitation force according to claim 1, characterized in that: The thickness of the metal conductor plate (5) is 60 mm to 90 mm.

5. The pavement structure capable of generating magnetic levitation force according to claim 1, characterized in that: The magnetic levitation pavement structure also includes: A subbase layer (2) is laid on the roadbed (1); The base layer (3) is laid on the bottom base layer (2), and the surface layer (4) is laid on the base layer (3).

6. A road surface structure capable of generating magnetic levitation force according to claim 5, characterized in that: The base layer (3) is a plastic assembled base layer; The surface layer (4) comprises a heat-resistant layer (400) laid on the base layer (3), a load-bearing layer (401) laid on the heat-resistant layer (400), and an asphalt wear layer (402) laid on the load-bearing layer (401), the metal conductor plate (5) is embedded in the asphalt wear layer (402), and the thickness of the asphalt wear layer (402) is the same as the thickness of the metal conductor plate (5).

7. The pavement structure capable of generating magnetic levitation force according to claim 6, characterized in that: Laser scanners (9) are arranged at both ends of the metal conductor plate (5).

8. The pavement structure capable of generating magnetic levitation force according to claim 1, characterized in that: The metal conductor plate (5) is an aluminum plate or an aluminum alloy plate.

9. A car, characterized in that: It comprises a chassis, on which a vehicle-mounted permanent magnetic array (7) is installed near the inner side of the wheel. The vehicle-mounted permanent magnetic array (7) is used to cooperate with the metal conductor plate (5) in the pavement structure capable of generating magnetic levitation force as described in any one of claims 1 to 8. The metal conductor plate (5) is used to generate an upward magnetic levitation force for the car traveling above it.

10. The automobile according to claim 9, characterized in that: An electromagnetic coil is arranged around each of the vehicle-mounted permanent magnet arrays (7), the electromagnetic coil is connected to a power source, the power source is connected to a vehicle-mounted controller, and the vehicle-mounted controller is used to control the switch of the power source according to whether the vehicle braking system implements braking.

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