JPH1169513A - Self-regulating system of high-speed ground transportation based on permanent magnet - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a self-regulating system of high-speed ground transportation based on permanent magnet which is designated for magnetic levitation, stabilization and propulsion of a high-speed transporting car, without causing friction. SOLUTION: This system is provided with a magneto-dynamic levitation and stabilizing self-regulating system(MDLSS) and a permanent magnet linear synchronous motor(PMLSM) connected functionally to and interacting with each other. MDLSS provides the levitation and stability of a car suspended in magnetic field produced by its own permanent magnets 32 to 35, while PMLSM produces propulsion force providing an assigned alternative velocity of the car along the designated track of a guideway by the interaction of the magnetic field of the car magnets with the current traveling wave in the stator winding powered by a current of constant frequency. Provided with a fixed guideway/stator, which moves together with the steel cores of MDLSS, the three-phase windings of PMLSM and the car permanent magnets of the levitator of MDLSS, and permanent magnets with the steel cores of the rotor of PMLSM as two main parts, each subsystem self-regulates and operates, without a high- speed response control system.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

FIELD OF THE INVENTION The present invention relates to magnetic levitation, stabilization and propulsion of vehicles in a high speed ground transportation system, and more particularly to a trajectory designated by a traveling wave current generated by a three frequency sinusoidal current having a constant frequency. The present invention relates to a magnetic levitation, stabilization, and propulsion self-adjustment system with permanent magnets and steel cores that makes vehicles propelled along stably fly at other specified speeds.

The proposed system has two functionally connected and each interacting with other subsystems: (a) a magnetic dynamic levitation and stabilization self-regulating system (also called MDLSS), ( b) Permanent magnet linear synchronous motor (also called PMLSM).

[0003]

There are two types of suspensions that can provide the required magnetic force to the vehicle suspension. These devices include the following: 1. Electromagnetic suspension (EMS) in which electromagnets on the vehicle are attracted to guideways with ferromagnetic rails (Transrapid, Germany); Electric Dynamic Suspension (EDS) (Nippon Maghreb) where superconducting magnets on the vehicle are repelled from guideways having non-magnetic conductive rails.

[0004] Both of these systems have significant drawbacks that slow the utilization required for transportation.

[0005] EMS (Transrapid, Germany) aims to ensure a stable equilibrium of a vehicle without a fast response automatic control system for controlling the size of the air gap between the poles of the electromagnets and the guideway rails. Can not. This leads to dangerous situations and possibly catastrophes due to any failure of the control system or loss of current in the electromagnet. In addition, a fast response control system and a large generator of current (powering itself) need to be installed in the vehicle so that the passenger / flight load is a small part of the weight of the vehicle.

[0006] EDS (Nippon Maghreb) requires an on-board system for permanently cooling the superconducting magnet. Failure to keep temperature strictly within predetermined limits
It can be catastrophic. In addition, superconducting magnets create a strong magnetic field, which cannot provide enough force to move the vehicle stably, and therefore EDS has EMS
Similarly, a fast response control system and a high power current source are also needed to dampen vehicle vibration during a turn. In addition, strong magnetic fields can be dangerous to passengers.

Another disadvantage of both systems is their low stiffness. The proportionality factor f _s between the deviation and increase of the internal stabilizing force is called “stiffness”: f _s = ∂F _s / ∂δ Further, the proportionality factor is a deterministic parameter: Those skilled in the art will appreciate that greater stiffness indicates less displacement of the vehicle and therefore better performance of the magnetic suspension system.

[0008] All suspension systems use internal forces due to the interaction between the magnetic field (generated by magnets located on the vehicle) and the current in the guideway rails (induced by said field). It is working. As the distance from the magnet increases, the magnetic field decreases and the internal magnetic forces decrease, and furthermore, the stiffness derived from them decreases at a faster rate (seconds-degrees).

The EMS system (Transrapid, Germany) never generates an internal force of stabilization. This system is unstable internally and its stiffness is generated by a fast response control system and is artificially maintained.

[0010] The poles of the superconducting magnet in the EDS system (Nippon Maghreb) are covered with a thick layer of thermal insulator, and the current induced in the guideway rail is distributed over the thickness of the layer. Thus, the distance between the pole of the magnet and the induced current in the rail is greater than the size of the air gap between the pole of the magnet and the rail. Furthermore, the value of the current induced in the non-magnetic conductive rail during the movement of the magnet is a fraction of the value of the current induced in the magnetic steel rail. This tends to reduce the stabilized internal magnetizing force and the stiffness, which is significantly less than required for stable movement.

[0011] The Lagrangian theorem well known to those skilled in the art (Po
l Appell; Traitede Mecaniq
use Rationale. Paris, Gout
hier-Villars, Etc. Editur
According to s), if the conservative system is at a certain position and its potential energy has a strictly local minimum, then that position is the stable equilibrium point of the system and will cause the vehicle to follow the specified trajectory. It is necessary and sufficient to be able to fly stably and for the potential energy of such a system to have a strictly local minimum at every point in the trajectory.

Unfortunately, the magnets of current systems do not have a balanced position, and the magnetic field produces only unstable forces and is distributed to attract the magnets to their respective cores.

To provide stability to current systems, a fast response automatic control system is needed. This type of control is expensive and unfortunately is currently unreliable.

There was a strong desire to provide a vehicle suspension without the shortcomings of current systems (Transrapid, Germany and Maghreb, Japan).

US Pat. No. 5,140,208; 521
No. 8257 and (invented by the same inventor as the present invention)
Another magnetic levitation self-adjusting system disclosed in US Pat. No. 5,319,275 has been proposed to have a strong stabilizing force designed to stably hover heavy bodies.

For example, US Pat. No. 5,140,208 discloses a self-adjusting magnetic guidance system for a surfaced vehicle guideway and employs a new magnetic device. It said magnetic device comprises a two C-type steel core mounted on the said guideways, and a group of permanent magnets mounted on the bottom of the vehicle (referred to as PM _s). The magnetic flux passes through the PM _s and steel core. Because it is attached to the guide way, the steel core extends to a magnetic flux tube is in the air gap of the right and left sides of the PM _s. When the PM _s shifts downward due to the weight of the vehicle, the magnetic tube shrinks, thereby pulling the PM _s upward to an equilibrium position with a stabilizing force proportional to the value of the shift. In the event of any failure, the vehicle is kept suspended in the magnetic field.

Unfortunately, the lateral displacement of the magnet produces a substantially unstable force.

US Pat. No. 5,218,257 discloses a magnetic levitation self-adjusting system with the same magnetic devices as described in the aforementioned patent. These magnetic devices are connected such that each destabilizing force in the device is compensated by the stabilizing force of the adjacent device. Unfortunately, the destabilizing power of the system prevails over the stabilizing power, and therefore no complete compensation is provided.

US Pat. No. 5,319,275 discloses a magnetic levitation self-adjusting system having a strong stabilizing force, said strip having a strip screen covering the end face of the core and extending along the entire stator. Has solved the problem. However, in order to efficiently (at least 20% of the distance between the PM _s in the device) the screen is fairly thick,
Twice the air gap between the PM and the respective core, thus substantially reducing stabilizing power and stiffness. This sharply reduces the characteristics of the system and increases the price.

It was highly desirable to provide a magnetic levitation self-adjusting system that overcomes the disadvantages of the aforementioned systems.

The well-known structure of linear synchronous motors based on superconducting magnets requires a multi-phase power supply with variable frequency control. As a result, each moving vehicle needs to be powered by an alternator generator, which significantly increases the maintenance and cost of maintaining the Maghreb transport system.

As an economic and other factor, it becomes necessary when the guideway of the Maghreb transport system almost follows the path of a motorway. The speed limit of the vehicle on the highway is approximately 55-65 m / h. Conversely, the expected speed for a Maghreb vehicle is reasonably 300-400.
m / h, about 5-6 times faster than the speed of a car. Thus, if the guideway extends parallel to the highway, a vehicle traveling on a curved portion of the guideway will have a centrifugal force 25 to 35 times greater than the centrifugal force experienced by the vehicle on the highway per vehicle device weight. Receive strength.

This result results from the fact that the centrifugal force F _c is proportional to the square of the velocity: F _c = m _v V ² / R where m _v is the weight of the vehicle and R is the radius of curvature of the guideway. .

As a result of this increased centrifugal force, it is necessary to provide a means to decelerate the vehicle when the force crosses a curved portion of the guideway. Further, it is necessary to provide a means for stabilizing the vehicle on the guideway. Both of these measures need to be provided in a reliable and inexpensive way.

In known maglev systems, deceleration along a curve is performed by a fast response automatic system. The system controls the movement of the vehicle by affecting a variable frequency generator that powers the vehicle when the vehicle is between stations. Such systems are complex, expensive and unreliable.

The speed of the current traveling wave in the propulsion winding of the stator is proportional to its length. It is therefore sufficient to change the length of the number of turns in different sections of the stator in order to change the speed, the speed being changed in these sections.

The pole pitch of the vehicle is variable and the linear synchronous motor is disclosed in US Pat. Nos. 5,208,486 and 52.
No. 25726, the disclosure of which is incorporated herein by reference. The disadvantage is that the attraction of the rotor magnet to the stator core is unstable.

[0028]

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a magnetic dynamic levitation stabilization that strictly stabilizes the flight of a vehicle along a specified trajectory at another specified speed within a magnetic dynamic suspension. Self-adjustment system-MDLS
S and permanent magnet linear synchronous motor-PMLSM.

It is another object of the present invention to provide an MDLSS that strictly minimizes potential energy along the entire trajectory of the levitator movement.

[0030] Still another object of the present invention has allocated passage flexible track to the vehicle using the motion of the PM _s M
Providing a DLSS, a non-linear special reluctance of the steel, a specially shaped steel core, and a special screen substantially covering the length of both sides of the rear of the core, To generate a force that keeps the flight stable.

It is a further object of the present invention to levitate such that any deviation of the levitator from a given trajectory distributes a magnetic field within the air gap of the system MDLSS which produces a stabilizing force to return the levitator on orbit. the MDLSS characterized in that the steel core of the PM _s and stator of the machine is formed
It is to provide.

It is a further object of the present invention to provide a PMLSM characterized in that a linear synchronous motor produces a propulsion force at each point on a designated trajectory that gives the vehicle a predetermined value of speed.

Further, it is an object of the present invention that the linear synchronous motor uses a permanent magnet in the rotor device. However, unlike the PMLSM described in the above-mentioned patent, the vehicle moves sideways from the track where the destabilizing force is specified. The present invention provides a PMLSM characterized in that when it shifts to zero, it becomes zero.

It is a further object of the present invention to change the length of the poles of the rotor according to the change in the number of turns of the stator windings while the vehicle is moving, thereby propelling using the current traveling wave. It is to provide a PMLSM structure that can create force.

The MDLSS subsystem of the present invention is formed as a system with the same devices. Each device responds to external influences that deviate from the equilibrium position by producing two types of internal magnetic forces: a stabilizing force that returns the magnetic device to the equilibrium position, and Destabilizing power to take outside. According to the present invention it is shown that it is possible to make the value of the stabilizing force equal to the value of the destabilizing force by sharpening the tip of the core; It can be considerably lower by using saturated steel at the back of the core;-a conductive screen mounted on the lateral surface of the saturated steel core can suppress almost all the flux losses, This maintains the required saturation level along the entire length of the back of the core.

In accordance with the principles of the present invention, the MDLSS comprises four identical devices mounted on a common foundation for determining the trajectory of movement and on the body (vehicle). Each device includes a stator component and a levitator component electromagnetically coupled to the stator component and movable relative to the stator component. The stator component includes a pair of substantially identical long stratified steel cores, each steel core including a rear portion and a pair of substantially identical tips, with the rear portion laterally outwardly and inwardly. Have. Preferably, the steel core has a C-shaped cross section. Each of the tips is wider than the rear and has sharp edges.

In each pair, the core is located symmetrically with the tip of the opposite core. The stator component further includes a non-magnetic conductive screen covering the outer and inner lateral surfaces of the rear of each core.

The levitator components are connected by rigid ties and further include four permanent magnets (long and rectangular in cross section) at two levels with two permanent magnets of the same magnetization vector at each level. I have. Each permanent magnet at these two levels, one below the other, has magnetization vectors of opposite polarity.

The distance between the sharp ends of the tips of each core is
It is most important and essential that the distance between the midpoints of the rectangular cross section of the permanent magnet at each of the two levels be equal. The permanent magnet of the levitator component is located in an air gap between the tips of the core of the stator component.

The levitator component has an equilibrium position, in which the permanent magnets at each of the two levels have a permanent magnet in the air gap between the respective tips of the opposing cores. The center, which is precisely aligned with the respective sharp end of the tip of the core of the stator component with respect to the midpoint of the permanent magnet.

The permanent magnet of the levitator component generates the first magnetic field, which in turn magnetizes the steel core of the stator component producing the second magnetic field. Further, as the levitator component deviates from the equilibrium position, the first and second magnetic fields create a stabilizing force that returns the levitator component to the equilibrium position.

Preferably, the MDLSS has a bottom and a pair of spaced side walls (perpendicular to the bottom) for specifying a trajectory for a heavy body (vehicle) moving along the trajectory. Have a common foundation.

A first pair of substantially identical devices is symmetrically mounted between the bottom of the body and the common foundation, and a second pair of substantially identical devices comprises a respective one of the bodies. Attached between the side walls and a common foundation with precise alignment between them. Obviously, the stator components of the device are mounted on the common foundation and the levitator components of the device are mounted on the body.

The stator components substantially extend the length of the predetermined track by the distance between the respective tips of the constant opposite steel cores along the length of the track.

The levitator component extends substantially the length of the body and further includes a number of substantially equal levitator sub-parts. Each of the levitator sub-parts comprises the four permanent magnets at two levels, each connected by a rigid tie, with two permanent magnets of opposite polarity at each level, each of which comprises two adjacent levitating surfaces. Adjacent permanent magnets of the machine part are of opposite polarity, with the polarity of the permanent magnets changing at regular intervals along the length of the body.

During movement of the body according to a predetermined trajectory, the permanent magnet of the levitator component generates a magnetic flux in the steel core of the stator component. These fluxes vary periodically at a frequency proportional to the speed of the body, and vary inversely with the period of change in polarity of the permanent magnet along the length of the body.

The permanent magnets at each of the two levels of the levitator component are magnetized parallel to a straight line connecting the pointed ends of the respective tips of the opposing cores. The direction of magnetization of one of the two levels is opposite to the direction of magnetization of the other of the two levels. By displacing the permanent magnet parallel to the direction of magnetization of either of the two levels towards one of the steel cores,
An internal destabilizing force is created to attract the magnet component to the one of the two steel cores, but an internal stabilizing force is created by shifting the permanent magnet in the direction of magnetization and in a direction perpendicular to a predetermined trajectory. The displacement is reduced and the magnet is returned to the equilibrium position. Arbitrary rotation of the levitator component about an axis parallel to the direction of magnetization creates an internal stabilizing force to return the magnet component to the equilibrium position. The directions of these stabilizing and destabilizing forces are mutually perpendicular.

The detailed shape of both the stator and the levitator is cylindrical (axis OX) with respect to a generatrix parallel to the trajectory of the levitator's movement. A major specialty of MDLSS is the ability to fly the levitator stably along a specified trajectory without any active control system and any energy sources. This means that no matter how small the deviation of the movement of the levitator from the orbit, a magnetic force is generated in the system to suppress this deviation.

If the magnet is stationary and symmetrically arranged in the gap, it is in an unstable equilibrium state. This means that attract the nearest core magnet any small deviation Δy of the magnet is generated an unstable force F _d in the direction parallel to the magnetization vector. The greater the displacement, the greater the unstable force. Meanwhile, the stationary magnet is in stable equilibrium in a direction perpendicular to both the magnetization vector and the orbit. This is due to any small displacement Δ of the magnet
z is means that for returning to the original position of less then magnet the deviation generates a regulated force F _s. As the displacement increases, the stabilizing force also increases. The directions of the stabilizing and destabilizing forces in the device are perpendicular to each other.

In the present invention, a unique method is employed to obtain a stable flight and hovering of the body along the trajectory, ie, M
In the DLSS, the destabilizing power is suppressed and the stabilizing power is increased. These methods include non-linear features of the core steel, saturation of the back of each core, covering the lateral surface of the back of each core with a conductive screen to reduce flux loss, and Includes employing sharpening edges.

The proposed permanent magnet linear synchronous motor includes a linear guideway / stator component (fixed component) and a permanent magnet rotating component (moving component) having a synchronization device.

The PMLSM rotor consists of an even number of identical devices (FIG. 1) mounted on the chassis of the vehicle which are in line along the vehicle. Each device contains two steel cores and one permanent magnet. The steel core is cylindrical in shape and has a "C" with upper and lower core shoes positioned opposite each other.
It has a mold cross section. The permanent magnet is designed in the form of a rectangular parallelepiped with rigidly mounted saddle-shaped shoe steel poles. The permanent magnet is inserted into the gap between the shoes of the core and can be displaced perpendicular to the core. The magnetization vectors of all magnets are perpendicular in direction. The polarity of the magnets belonging to the front half of the rotor is the same and opposite to the polarity belonging to the rear half. The cores belonging to each half of the rotor are tightly coupled, but both halves are smoothly pulled apart or joined together along the car, thereby reducing the distance between the poles of the rotor as the vehicle moves. Change.

The guideway / stator of the PMLSM is a mirror-symmetric two parallel section of the propulsion winding distributed along the entire length of the stator and powered by a constant frequency three-phase sinusoidal current. It is composed of Each part includes a tangible common beam and a saw-toothed holder mounted on the beam, the holder having three-phase wound conductors. All windings have a vertical operating segment that includes one layer of copper bus and two multi-layer end faces. The bottom end face is rigidly attached to the concrete foundation of the guideway, while the top end face is not fixed and is inserted into the cavity of the rotor core.

The stator windings are unevenly distributed along the guideways and consist of three types of sections: 1. an acceleration section in which the length of the winding turns gradually increases with the movement of the vehicle; 2. constant speed division in which the number of turns of the winding is invariable; A deceleration section in which the length of the winding turns gradually decreases as the vehicle moves.

Thus, the length and velocity of the current traveling wave also varies along different sections of the guideway.

When the permanent magnet shifts downward, the device enters the operating state; at that point, together with the core, the magnet forms a two-loop magnetic circuit containing two air gaps. In this case, the operating segments of both the left winding and the right winding occur in the air gap of the circuit, and the size of the air gap is small, so that the magnetic flux density is considerable (about 1T). Current traveling wave produced in the motion segment of the winding segment interacts with the magnetic field of the permanent magnet in the air gap to generate a propulsive force F _x which thereby propel the vehicle. When the permanent magnet shifts upward, the device is disconnected, at which point the magnetic flux density in the operating segment of the winding is close to zero. When this occurs, the magnetic flux emanating from each side of the magnet closes through the upper end face of the winding. The propulsion of the inactive device is zero because all current in the end face flows horizontally.

Both the synchronizer and the synchronizer are mounted on the rotor and perform an adjustment function between the length of the number of stator winding turns and the length of the rotor pole pitch while the vehicle is moving. . The signal sensor must be mounted at some point on the guideway along the acceleration or deceleration section. As the vehicle passes the next sensor, the rotor synchronizer receives the signal and engages or disengages with the next rotor arrangement, thereby gradually increasing or decreasing the length of the rotor pole pitch. I do. At that point, the synchronization mechanism gradually moves the front and rear rotor poles together or away from each other, thereby increasing the pitch of the rotor poles and the number of turns of the rotor windings. The match in between becomes more accurate.

Since there are no sensors along the constant speed section, neither the synchronizer nor the synchronizing mechanism will work at that point, and the vehicle will have a constant speed V _v = 2fL (created at the end of the acceleration section). _Rn , where 2n is the number of active devices.

Next, how the PMLSM operates will be described. Assume that the rotor has 12 devices.
At the first point in the acceleration section, the number of turns of the winding is small but not less than the length L _{R of the} device and gradually increases along this section. As the vehicle approaches this segment, the vehicle speed V
_v = 2FL _R increases, two central devices opposite polarity (device ID No.6 and No.7) is engaged. this is,
This means that the pole pitch of the rotor is equal to the length of the number of turns of the winding. Only under this condition does the rotor synchronize with the current traveling wave and accelerate the vehicle. Then, as the number of turns in the rotor winding increases, another device engages, thereby increasing the magnitude of the pole pitch. For example, the number of turns 2L
_R with another device No. 5 and No. 5 8 engage, etc. This continues until the number of turns of the winding reaches a value of 1.5 m,
This corresponds to a vehicle speed V _v = 180 m / s.

As one approaches the curved guideway section, the length of the turns of the guideway windings decreases until the desired value is reached, and then increases again. Thus, the synchronizer and the synchronization mechanism work in unison: the synchronizer pulls away the corresponding device and then re-engages it (after the vehicle has passed the curved portion of the guideway). , Another mechanism pulls the front and rear halves of the rotor assembly together and further releases. As a result, the speed of the vehicle and the centrifugal force corresponding to this speed decrease until the vehicle has finished turning.

As each additional pair of devices is engaged, the propulsion increases by approximately 1.7 tons, reaching a maximum of> 10 tons when all devices are operating. During deceleration, all operations proceed in reverse order. An example of the approximate calculation of a PMLSM is given below (in the section “Embodiments of the Invention”).

Therefore, when power is supplied to the propulsion winding at a constant sinusoidal current having a frequency of f = 60 Hz, the vehicle is driven at a predetermined optimum speed V (s) (where s is the coordinates of the track).
Moves along the trajectory specified by the stator, and decelerates or accelerates before and after bending, respectively, without exceeding the allowable centrifugal force. To obtain this result, it is necessary to make the length of the number of turns of the guideway winding correspond to the radius of curvature of the designated track.

The initial acceleration of the vehicle leaving the station is provided by the aid of a DC motor mounted on the supported wheels of the vehicle and powered by a DC contact bus.
This particularity makes powering the propulsion windings of the proposed transport system very simple and inexpensive. The propulsion winding can be replaced by any network with a frequency of 50 Hz. For example, if a high-voltage line runs along a guideway and buck transformer substations are installed at short intervals, the moving vehicle will switch on and off the corresponding part of the propulsion winding. This eliminates the need for complicated control and regulation of the frequency and voltage of the propulsion current.

These and other objects of the present invention will become apparent upon reading the following specification, taken in conjunction with the accompanying drawings.

[0065]

DETAILED DESCRIPTION OF THE INVENTION Referring to FIGS. 1A, 1B and 1C,
The heavy body (or vehicle) 15 is a common foundation 16 made of suitable non-conductive and non-magnetic material, for example concrete.
It moves along a guideway equipped with The vehicle 15 has a bottom 17 and two spaced-apart side walls 18 and 19 substantially perpendicular to the bottom 17. The common foundation 16 has an elongated cavity 20 that determines the trajectory of the movement of the vehicle 15. The cavity 20 in the common foundation 16 has a bottom 21 and a pair of side walls 22,23. Vehicle 15 is shown in FIG.
As best shown in A, the bottom 17 of the vehicle 15 moves within the cavity 20 so that it is raised and parallel to the bottom 21 of the cavity 20, and the walls 18, 19 are located between the walls 22, 23. I have. There is a need to stably fly and hover the vehicle 15 along a trajectory predetermined by the cavity 20 in the common foundation 16.

As best shown in FIGS. 1A to 1C, the axis O
It will be understood by those skilled in the art that X is parallel to the trajectory of the movement of the vehicle 15, the axis OY is substantially perpendicular to the trajectory, and the axis OZ is perpendicular to the bottom 21 of the common foundation 16.

As best shown in FIGS. 1A to 1C, the stable movement of the vehicle 15 depends on a device 24 symmetrically mounted between the bottom 17 of the vehicle 15 and the bottom 21 of the common foundation 16. , The side walls 18, 22 and 19, 23 of the vehicle 15
And the common base 15 with a symmetrically mounted device 25 respectively. The device 25, like the device 24, is mounted in precise alignment with each other, ie, exactly symmetrically with respect to the longitudinal axis of the common base 16 and the vehicle 15.

As best shown in FIGS. 1A, 1B, 1C and 2A, each of the devices 24 or 25 (the devices 24 and 2)
5 is substantially the same device) comprises a stator component 26 and a levitator component 27 magnetically coupled to one another.

The stator parts 26 of the devices 24 and 25
1 and on the side walls 22 and 23 of the common foundation 16 and further comprise a stator-guideway component which is a fixed (immobile) structure. The stator components 26 are connected by rigid ties and extend the full length of the vehicle's motion trajectory determined by the common foundation 16.

The levitation parts 27 of the devices 24 and 25
5 is mounted on the bottom 17 and side walls 18, 19 and extends the entire length of the vehicle 15. The levitator parts 27 are connected across the vehicle 15 by solid ties and cannot move with respect to the vehicle 15 but can move with the stator parts 26 (integrally with the vehicle 15).

The stator component 26 of each of the devices 24 or 25 preferably includes a pair of substantially identical long stratified steel cores 7a and 7b having a C-shaped cross section.
As best shown in FIGS. 1A, 1B and 2A, cores 7a,
Width t _s extends to the rear 12 (length 2l _s each 7b
) And a pair of identical tip portions 13. Tip of the core 7a is growing by a length l _t from the rear 12 of the core 7a towards the symmetry of the tip 13 of the opposite core 7b. Width t _t is the core 7a of the tip portion 13, 7b greater than the width t _s of. The rear portion 12 is saturated, but the tip portions 13 of the cores 7a and 7b are not saturated. The cores are connected such that the gap 28 between the respective tips 13 of the opposing cores 7a, 7b is constant along the entire trajectory of the movement of the vehicle 15. FIG. 2A
And 2C, the tip 13 has a pointed end 29.

The rear part 12 has an outer lateral surface 30 and an inner lateral surface 31. Surfaces 30 and 31
Are covered with non-magnetic conductive, for example, aluminum and brass screens 8, 9, 10 and 11.

The levitator part 27 of the device 24 or 25 includes four permanent magnets 32, 33, 34 and 35, which are connected by hard non-magnetic ties and are located at two levels 1 and 2. . As best shown in FIG. 2A,
Magnets 32 and 33 at level 1 are of the same polarity, similar to magnets 34 and 35 at level 2, but opposite in polarity to magnets 32 and 33 at level 1. This means that at levels 1 and 2 one magnet is below the other, ie magnets 32-34 and 33-35 are of opposite polarity. All four permanent magnets 32-35 are rear earth permanent magnets "Crmax" (2h x W) and have a substantially rectangular cross section.

The iron insert strips 5 are each level 1 or 2
Are symmetrically inserted between the two magnets and project through both levels 1 and 2. Thereby, the permanent magnet 3
2-35 are firmly connected in the magnetic component 36. The insert strip 5 has an extension 37, whereby the insert strip 5 connects the entire magnetic part 36 of the levitator part to the bottom 17 of the vehicle 15. The permanent magnets are connected by solid strips 5, plane X = non-magnetic corner plate 3, channel bar 3 such that the magnetization vectors J in different layers 1 and 2 in a constant cross section are in opposite directions in each of the cross sections. 4
And the plate 6.

As best shown in FIGS. 1C and 2B,
Along the length 15 of the vehicle, the polarity of the permanent magnet changes periodically with a period λ. Therefore, for simplicity, a number of substantially identical levitator parts along the length of the vehicle 15 such that adjacent magnets in each of two adjacent levitator parts 38 are of opposite polarity. 38 (each being identical to the levitator part 27).

The aforementioned stator parts 26 are mounted on a common foundation 16 and the aforementioned levitator parts 27 are mounted on a vehicle 15 (each level 1 and 2 that alternates periodically along the length 15 of the vehicle). 2) (with the polarity of the permanent magnets in 2), and when the vehicle 15 is placed in the cavity 20 in the common foundation 16, the permanent magnets 32-35 of the levitator part 27 13 in the air gap 28. The distance 39 between the pointed end 29 of the tip 13 is different from the center point 41 of the rectangular section of the magnet (32-34 or 33-35), one of which is located below the other in levels 1 and 2 Equal to the distance 40 between them is a fundamental and important part. Furthermore, it is a fundamental and important part that the magnets 32-35 are centered in the air gap 28 and the gaps g between the respective magnets 32-35 and the sharp ends 29 of the respective tips 13 are equal. .

The permanent magnets 32-35 generate the first magnetic field, and in turn generate the second magnetic field.
b is magnetized. Any deviation of the levitator component from the equilibrium position with respect to the stator component alters and interacts with the magnetic flux distribution of the first and second magnetic fields, and therefore between the first and second magnetic fields in the device 24 or 25. Produce and change various forces resulting from the interaction of

Referring again to FIG. 2A, the air gap 28
When the inner magnet part 36 is stationary and mounted symmetrically, the levitator part 27 is in an unstable equilibrium with respect to the axis OY. This is shown in FIG. 3A (lower part of the figure) by the axis O towards the nearest core 7a or 7b, respectively.
Any small δ = Δy of the magnet part 36 along Y
Cause unstable force F _d, and the magnet is increased the displacement means to attract to the closest core. As the deviation Δy increases, the force f _d increases until the magnet touches the tip 13 of the closest core 7a or 7b. On the other hand, the stationary magnet part 36 is in a stable equilibrium state with respect to the axis OZ. This means that any small δ = Δz of the magnet along the axis OZ will produce a stable force f _s best shown in FIG. 3A, reducing the displacement and returning the magnet to its initial position. As the deviation Δz increases, the stabilizing force also increases until it reaches a certain magnitude F _smax and then decreases. Force F _s and F _d in the device are perpendicular to each other. This means that for a device 24 between the bottoms 17 and 21 of the vehicle 15 and the common foundation 16, the force F _s lifts the vehicle 15 steadily above the bottom 21 of the common foundation 16 (thus, The vehicle is kept at the required level), the devices 25, respectively, between the side walls 18-22 and 19-23
For, the distance between the force F _s is the wall 18-22 and 19-23 of these aspects constant, thereby stabilizing the movement of the vehicle from both sides.

Further, the destabilizing force F _d (parallel to the axis OY) generated in the device 24 and attracting the magnet to the tip 13 of the closest core is parallel to the stabilizing force generated in the device 25 (parallel to the axis OY). ). Similarly, the destabilizing force F _d in device 25 (parallel to axis OZ) is compensated by the stabilizing force in device 24 (parallel to axis OZ). As best shown in FIGS. 3A and 3B, the stabilizing force F _s and destabilizing force F _d in the apparatus 24 or apparatus 25 are perpendicular to each other. However, since the device 24 is positioned perpendicular to the device 25,
Stabilizing force F _s in the apparatus 24 is parallel to the destabilizing force F _d in the device 25 (and vice versa), joined to each device of destabilizing forces opposite direction, the As a result, the destabilizing force caused by the deviation from the equilibrium position is compensated.

It is clear that in order to stabilize the hovering of the vehicle 15 in the common foundation 16, the stabilizing force in the system must be greater than the destabilizing force.

In order to increase the stabilizing force and reduce the destabilizing force, the present invention employs the following unique method: using saturated steel in the rear part 12 of the cores 7a and 7b. The destabilizing force is considerably lower; the sharpening of the end 29 of the tip 13 makes the stabilizing force more than the respective destabilizing force; the non-linearity of the steel core is used However, the conductive screen covers the lateral surface of the rear portion 12 of the core and substantially eliminates the flux loss, thereby significantly reducing the instability, thereby providing the necessary level of saturation along the entire length of the rear portion 12. Keep.

Next, the apparatus 24 or 25 and the process in the system will be described as a whole for easier understanding.

The unique features of the devices 24 and 25
The MDLSS can be designed as a part of a device that connects all core couples (stator) and all magnet couples (levitation) separately with solid ties. Device 24-2
5 are best shown in FIG. 1A, but are connected so that the directions of the magnetization vectors J are perpendicular to each other and that the generatrix of all cylindrical sections are parallel to each other. Thus, one device, for example the destabilizing force F _d of 24 is compensated by the other device, for example, 25 of the stabilizing force F _s.

The magnets 32-35 of all the devices were set to MDLSS
The solid ties that connect to the entire flotation section perform the following functions: 1. superimpose all equilibrium points O _i of the magnets 32-35 on one common equilibrium point O of the levitator part of the MDLSS; Make the magnet deviations Δy and Δz dependent on each other: Δy _i
= Δz _{i + 1} , Δz _i = Δy _{i + l} ; Magnet shifts Δy, Δz and coordinate axes OX, OY, OZ
3. Make a proportional relationship between the rotations a _x , a _y , a _z of the entire levitator section around; All external forces and torques are combined and applied to the entire flotation section.

Those skilled in the art will appreciate that a vehicle 15 that carries the entire MDLSS levitator section and provides a permanent tie between the permanent magnets 32-35 can be considered the entire MDLSS levitator section.

Next, the stabilization condition is applied to the MDLSS.

[0087] vehicle 15 (as any solid which is in free space) has six degrees of freedom: three displacement along the Cartesian axis Δ _X, Δ _y, Δ _z and around these axes Three rotation angles a _x , a _y , a _z . In order to obtain a stable suspension of the vehicle 15 traveling along the track, the MDLSS needs to automatically suppress five of the six degrees of freedom. The stability condition is that in the MDLSS in question, a secondary source of the magnetic field (ie, the molecular magnetizing current in the cores 7a, 7b, the screen, 8-11). The forces and torques acting on the vehicle are partial derivatives of the potential energy of the system. By applying Lagrange's theorem on stability to the MDLSS, the position of the vehicle 15 traveling along the trajectory will be stable if its position corresponds to the local minimum of the potential energy E of the system. Can conclude.

M having a vehicle 15 moving at a speed of V> V _o
In DLSS, a local minimum of the potential energy E is given along the entire trajectory. To prove this directly,
It is sufficient to determine E in the form of an explicit function for two shifts and three rotations at δ near the specified trajectory (axis OX), indicating that the value of E is minimal along the trajectory.

The potential energy of MDLSS is an abstract concept. There is no device to measure its value directly. Only the external force F applied to the vehicle 15 at a position deviated from the equilibrium can be measured. According to Newton's third law, these forces are equal and opposite in direction to the internal (magnetic) forces of the system. Utilizing this relationship, an external force will be discussed below.

According to Lagrange's law, if there is any deviation near the stable equilibrium state of the vehicle, the potential energy increases only as a result of the action of external forces. At the point of equilibrium (ie, along the designated trajectory), the main vector F and the main torque M acting on the vehicle 15 are equal to zero; while near equilibrium, δ ≦ Δy = Δz (ie, the specified Near the given orbit) they become negative. Thus, the force or torque cancel the influence from the orbital or rotational a _i in any slight deviation [delta] _l of the vehicle 15 occurs. In this case, the equilibrium state of the vehicle 15 is stable.

Since the trajectory of the movement of the vehicle 15 coincides with the axis OX, the deviation and rotation are equal to the coordinates of the center of the weight: Δy = y, Δz = z, Δa _i = a _i . Therefore, the state of stability of the movement of the vehicle 15, expressed through internal forces, can be written as: F _y = -∂E / ∂y ≒ (-y) ∂F _y / ∂y; F _z = -∂E / ∂z ≒ (-z) ∂ F z / ∂z; M x = -∂E / ∂a x ≒ (-a x) ∂M x / ∂a x; M y = - ∂E / _{∂a y ≒ (-a y) ∂M} y / ∂a y; M z = -∂E / ∂a z ≒ (-a z) ∂M z / ∂a z (1)

When the potential energy is at a minimum, the magnetic force and torque at the point of the trajectory are zero, and increase δ near the trajectory in proportion to a shift or rotation having the opposite sign.

One of the functions performed by the above-described anchoring material is (for example, the proportional relationship between the displacement y, z and the rotation a _x , a _y , a _z of the vehicle 15 of the MDLSS) and the five variables Complex functions (potential energy E (y, z, a _x , a
_y, a _z) and the force _{F (y, z, a x} , a y, a z) a regular space E (y, z) and F (y, 2 one variable coordinate y of z), z depiction of The proof can be essentially simplified by converting to a function.

Next, consider a subsystem with two devices 24 and 25 stacked such that the magnetization vectors J of the magnets are perpendicular to each other, with reference to FIGS. 1A, 1B and 1C.
Rigid ties one common point of the equilibrium points 0 _l and 0 _l magnets belonging to the apparatus 24 and 25 of the subsystems flying machine 0
Connected to _j .

As best shown in FIGS. 3C to 3E, the abstract mathematical space is determined by the coordinate system (y, z, F). Where y and z are the deviations of the levitator in a plane perpendicular to the trajectory (eg, axis OX), F is the external force applied to the levitator that deviates within the point (y, z) and the internal magnetic force (F _s and F
_d ) to compensate. Within this "space", an external force F is positive if directed out of the equilibrium point 0 _j, if directed to the balance point (Whatever direction direction at regular space) is negative . In the coordinate system (y, z, F), the tip of the vector of external force F (y, z) (a function of the displacement of the levitator) has a perpendicular vector of magnetization J as shown in FIG. The subsystem of the two devices 24 and 25 forms a surface called the "force surface" F (y, z).
After the devices 24 and 25 have been connected, the stabilizing forces F _sl and F _s2 (as well as the destabilizing forces F _d1 and F _d2 ) of both devices are mutually perpendicular and can be summarized as vectors as follows: _{that: F su = √ (F s1} 2 + F s2 2), F du = √ (F d1 2 + F d2
² ) Here, F _su and F _du are the generated stabilizing and destabilizing forces, respectively. In such a configuration, the magnet offsets are interdependent: z ₁ = y ₂ and z ₂ = y _1, and the offset δ caused by the subsystem levitator is determined by the equation: δ = √ (Δz ₁ ² + Δy ₁ ² ) = √ (Δy ₂ ² + Δz ₂₎
² ) = √ (z ² + y ² ) Near the equilibrium point of a separate device 24 or 25 (before connecting in the subsystem), the forces F _s and F _d are proportional to the value of the displacement along the coordinates. Δz = z and Δy = y, F _sl = z∂
F _s1 / ∂z, F _d1 = y∂F _d1 / ∂y, F _s2 = y∂F _s2 /
∂y, F _d2 = z∂F _d2 / ∂z. Where ∂F _si / δ and ∂F _di / ∂δ are the stiffness of the force. In that subsystem, after the devices 24 and 25 are connected together, the force F _su
And F _du is proportional to the value of the deviation δ _{generated: F su = √ (F s1} 2 + F s2 2) = √ (z 2 + y 2) ∂F s
/ ∂δ = δ∂F _s / ∂δ F _du = √ (F _d1 ² + F _d2 ² ) = δ∂F _d / ∂δ Thus, the surface of the resulting force near 0 _j (the equilibrium point of the subsystem) F _su (y, z) and F _du (y, z) are coaxial annular conical transverse surfaces having a common vertex at point 0 _j . As shown in FIGS. 3A and 3B, the upper cone formed by the stabilizing force bends upside down. Its vertex is equilibrium point 0
_j , its bottom surface is parallel to the plane F = 0, the height is h _s = F _smax and is proportional to the stiffness ΔF _s / Δz. The bottom cone is formed by the destabilizing force and lies below the plane F = 0. Its foundation is circular with a radius of g, the height is h _d = F _d (g) stiffness ∂F
It is proportional to _d / ∂y.

Summarizing the two resulting cone ordinates, the anchoring material creates a newly generated force surface. F
Since _d and F _s is the direction is opposite, FIG 3C, 3D and 3
As shown in E, the surface of the resulting force has the stiffness ∂
It takes three different forms depending on the ratio of F _s / ∂δ and ∂F _d / ∂δ: If ∂F _s / ∂δ <∂F _d / ∂δ, the resulting surface will have a cone corresponding to the local maximum of potential energy in unstable equilibrium point 0 _j , as shown in FIG. 3C. 1. shape; If ∂F _s / ∂δ> ∂F _d / ∂δ, as shown in FIG. 3D, the resulting surface corresponds to a local minimum of the potential energy within the same point 0 _j that is in a stable equilibrium state. 2. It is an inverted cone: If ∂F _s / ∂δ = dF _d / は δ, the resulting surface takes the form of a flat disk of radius δ with respect to the center of neutral equilibrium point 0 _j , as shown in FIG. 3E.

[0097] force is energetic surface of the resulting sub-system by assembling the surface of shows extreme paraboloid in point 0 _j equilibrium flying machine. ∂F _s / ∂δ
Under the condition> ∂F _d / ∂δ, this extreme condition is minimized.

Here, the following sub-proposition is proved:

In order to construct an MDLSS that stably moves the vehicle 15 along the trajectory specified by the stator components 26 in the cavity 20 of the common foundation 16, in other words, it is located in the space of two displacements and three rotations. To construct a system with a local minimum of energy, it is necessary and sufficient to assemble four tightly connected subsystems, as best shown in FIG. 4, where each subsystem has two staggered spaces. Has a local minimum value of the potential energy at point 0 _j .

The existence of an energy minimum is at point 0
_j is the equilibrium point of the levitator belonging to the j-th subsystem, and the force F _y = Δy∂F _y / ∂y or F _z = where any deviation (Δy and Δz) on the plane X = 0 cancels the effect Δz
∂F _z / ∂z occurs, returning the levitator to equilibrium. Therefore, by parallel length axes OX any two subsystems are connected by rigid ties of 2L _u (L _u »L), rotating in two orthogonal axes OY and OZ around a
The stability of the subsystem configured in the direction can be ensured. In fact, the rotation a _y of each of the configured subsystems results in a deviation of the levitator ± ＝ z = _{ay Lu} (FIG. 4), resulting in a pair of forces ± F _z that counteract the effects of the rotation.
Similarly, rotating a _z results in a pair of force ± F _y to counteract the effects. If the length takes subsystem of the two pairs of connecting them with rigid ties parallel to the axis OX and OY in 2L _u, local minimum potential energy along the specified track as shown in FIG. 1A It is possible to obtain an MDLSS that has a value and is also stable against all strong external influences.

In such an MDLSS, the force surface of all four subsystems is an inverted conical lateral surface. MDLSS components are more coaxial and have one common surface

[0102]

(Equation 1)

These can be summarized as follows. This is a _x = z
/ L _u , a _y = y / L _u , a _z = z / L _u , and the rotation is proportional to the deviation. The energetic surface of the MDLSS is in the form of a paraboloid with a minimum point located along the trajectory specified by the stator.

The sub-proposition to prove turns to the problem of determining the conditions under which the MDLSS levitator operates stably and minimizing the potential energy of each of the two-equipped subsystems (solved earlier).

Based on the above considerations, the following can be explained: In order to stabilize the movement of the MDLSS vehicle 15, it is necessary and sufficient for each device to satisfy the following condition: Stiffness of stabilizing force ΔF _s / ∂z should exceed the stiffness ∂F _d / ∂y of the destabilizing force near equilibrium.
It must satisfy the following inequality: ∂F _s / ∂z> ∂F _d / ∂y (2)

If the difference between the left-hand component and the right-hand component of the inequality becomes large, greater stability can be obtained by MDLSS.

To prove this, the main vector of the magnetic force acting on the levitator of a system with eight devices placed at the apex of a square with 2L _u sides as shown in FIG. it is sufficient to components of the torque _{F y, F z, M x} , M y, the expression for M _z. The inequality (2) has the following relationship: F _s1 = F _s2 = F _s3 = F _s4 , F _d1 = F _d2 = F _d3
= F _d4 and Δ _y = Δ _z, which satisfies Lagrange's theorem if all devices are identical and all tethers between them arise from stiff conditions (1)
Is satisfied.

The actual devices 24 and 25 have long cores 7a, 7b extending along the entire track and permanent magnets 32-35 extending along the entire vehicle 15. Thus, an actual subsystem with both a bottom (supporting) device 24 and a side (stabilizing) device 25 would have two subsystems moving away along the axis OX as shown in FIGS. Equivalent to the above discussed and configured subsystem with a system. Therefore, to obtain the required stability of the entire MDLSS, it is sufficient to rigidly connect the two actual subsystems, which are separated along the axis OY by a distance L _w ≫L. This tie is advantageously fixed after the magnets of the supporting device 24 have sunk, affected by the weight of the loaded vehicle before departure. In this case, the stabilizing magnet of device 25 does not shift towards the bottom core of device 25. Further device 24
It does not create unstable forces that would have to be compensated by the supporting magnets inside.

In order to construct a device having the above-mentioned characteristics,
Stabilizing and destabilizing forces F _s and F affecting the magnet
Consider the mechanism that generates _d .

As described above, the tip portions 1 of the cores 7a and 7b
3 has a pointed end 29. In the following, the tip 13
The mechanism for increasing the stabilizing force and reducing the destabilizing force by sharpening the end 29 will be described.

Any force f = f _n n ⁰ acting per unit on the flat surface S of the steel cores 7a, 7b in the magnetic field
+ F _t t ⁰ is determined by the following equation: f = n ⁰ (1-1 / μ _f ² ) B _n ² / (2μ ₀ ) + t ⁰ (1-1 / μ _f ) B _n H _t (3 Here, n ⁰ and t ⁰ are the tangents to the unit vector of the standard state and the surface S respectively: B _n and H _t are the standard magnetic flux density and the tangent magnetic intensity on S from the outside, respectively.

If the steel is unsaturated, μ _f Ｈ and H _t ≒ 0. In this case, f _t = 0 and f (Q) = n ⁰ B _n ² / (2μ ₀ ) (4) If the steel is saturated, ∞> μ _f > 1 and _ft is f _n
Can be reduced by approx.

[0113] From (4), the magnetic force acting on the lateral surface S of the core of the device unsaturation is understood to be represented by the following _{formula: F = jF d -kF s =} jF y + kF z = = 0.5 / μ ₀ [j∫B _n ² (Q) cos (j, n _Q ⁰ ) dS _Q + k ∫B _n ² (Q) cos (k, n _Q ⁰ ) dS _Q ] (5)

According to Newton's third law, a force of the same value but in the opposite direction acts on the permanent magnet of the device.

The magnetic field in the gap of the device is plane-parallel. The distribution of the magnetic flux density B _n (Q) obtained by applying the conformal mapping and best shown in FIG. 6 over the surface of the tip 13 shows that when the point Q moves away from the poles of the magnet, the magnetic flux density increases rapidly. The special force f (which is proportional to the square of the density) decreases more rapidly. Therefore, the cores 7a, 7b
The magnetic flux passing through the rear part 12 can be ignored, and only the force F generated by the magnetic flux passing through the thick unsaturated tip needs to be considered.

Taking into account the symmetrical shape of the tip (for planes Y = 0 and Z = constant) and applying the second intermediate value theorem to convert the integral to equation (5), the following is obtained for the force component: Obtain the formula: F _d = C _d ∫ [B _n (Q _R ) −B _n (Q _L )] dS _Q = C _d (Ψ _WR −Ψ _WL ), (6) F _s = C _SR ∫ [B _n (Q _R ^b ) -B _n (Q _R ^t )] dS _Q + C _SL ∫ [B _n (Q _L ^b ) -B _n (Q _L ^t )] dS _Q = = C _SR (Ψ _R ^b −Ψ _R ^{t _{) + C SL (Ψ L b}} -Ψ L t) ≒ C S [(Ψ R b + Ψ L b) - (Ψ R t + Ψ L t)], (7) _{here, C d = 0.5 [B n} (Q _R ) + B _n (Q _L )] cos (j, n _Q ⁰ ) / μ
_{0, C SR = 0.5 [B} n (Q R b) + B n (Q R t)] cos (k, n Q 0) / μ
_{0, C SL = 0.5 [B} n (Q L b) + B n (Q L t)] cos (k, n Q 0) / μ 0,
^{_{(Q, Q R b, Q}} R t, Q L b, Q L t ∈S), near the [delta] (equilibrium magnets), C _SR ≒ C _SL the elements, thus _{C S ≒ 0.5 (C SR +} C _SL
). In the above, the expressions Ψ _WR and Ψ _WL are the magnetic fluxes that pass through the surfaces of the right (R) and left (L) tip portions 13 and enter the cores 7a and 7b and act. Ψ _R ^b , Ψ _R ^t , Ψ _L ^b , Ψ _L ^t are a part of magnetic fluxes (Ψ _WR and Ψ _WL ) passing through the bottom (b) and the apex (t) of the tip surface and having the same action.

From equations (6) and (7), the force F _d is multiplied by half the sum of the magnetic flux densities B _n (Q _R ) and B _n (Q _L ) at the same point Q belonging to the surface of the tip. It can be seen that it is proportional to the difference between the acting magnetic fluxes. This difference manifests itself as a magnet shift Δy due to an imbalance between the reluctance of the left and right portions of the air gap. In the right hand part of (7), we can see the sum of the two parts of the magnetic flux that have the same effect: ^b = Ψ _WR ^b + ^b _WL ^b and Ψ ^t = Ψ _WR ^t + Ψ _WL ^t These are the base and From the vertex through the tip. (7)
The force F _s is proportional to the difference between these sums caused by the vertical offset Δz, resulting in a redistribution of the conductance of the upper and lower portions of the air gap.

[0118] Formula difference of the sum of magnetic flux acting included in ^{_{(7) (Ψ R b +}} Ψ L b) - (Ψ R t + Ψ L t) is acting flux difference ([psi _WR of formula (6) - It will be noted that the value does not change for the horizontal displacement Δz of the magnet in one direction of the core, so that ( _WL ) does not change for the vertical displacement Δz of the magnet.

Analysis of equations (6) and (7) and the equations for C _d , C _SR , and C _SL reveals that, as best shown in FIGS. 2A and 2C,
It can be concluded that sharpening the edge of the core tip at an angle β can increase the force ratio F _s / F _d and their stiffness over a rectangular core tip. The optimal angle is close to 90 °.

The above description is summarized and simplified.
With reference to FIG. 3, the cores 7a, 7
destabilizing force F _d is caused by the difference between the magnetic flux entering the b, through the core 7 a further half of the top through the bottom surface of the tip portion 13
The stabilizing force F _s results from the difference between the sum of the portions of the same magnetic flux that penetrates a and 7b, and the stabilizing force is the difference between the magnetic flux penetrating through the bottom and top half of the surface of the tip 13. It becomes clear that it is proportional to Therefore, by sharpening the front surface of the tip 13, the magnetic flux penetrates the tip 13 in a direction perpendicular to the surface of the tip 13, so that the horizontal component of the magnetic flux passing through the surface of the tip 13 is Decrease and increase the vertical component.
This can reduce unstable forces in the device as a result of deviation from the equilibrium state and increase stabilizing forces.

Referring again to FIG. 2C, when the magnet 34 shifts downward, the magnetic flux penetrating through the bottom surface of the tip 13 increases, and the magnetic flux penetrating through the upper surface of the tip 13 decreases. by increasing the difference therebetween flux, further stabilizing force F _s to float substantially increased.

As described above, the destabilizing force is reduced by the cores 7a and 7b.
Reduced by using the non-linear characteristics of steel within. Hereinafter, this feature will be described.

As is well known to those skilled in the art, S.Earnshaw states that a charged, charged, or magnetized body cannot create a stable equilibrium in an electrostatic or magnetic field.
And W. Braunbek's theorem are based on the linear properties of the medium (μ ₀ = constant, ε ₀ = constant in air or vacuum), and are used to lift a heavy body with the aid of electrostatic or magnetic forces. I have. When μ = μ _0, magnetic potential phi _m and A _m satisfies the differential equation of Laplace. The Laplace equation is directly derived from the conclusion that no local extremes of potential or magnetic potential exist in the area occupied by the magnetic field. S.Ea in 1839
By rnshaw, and another 100 years later, W. Braunbek has proven that it is not possible for the potential energy of charged or magnetized and separated particles in an electrostatic or magnetic field to have a local minimum. . Numerous attempts (unsuccessful) to create a tightly coupled system of magnets that can float stably in their own magnetic field have led researchers to draw false conclusions from the above theorem on the potential energy of such systems. Was. An analysis of the energetic surface properties of the MDLSS system described above fully demonstrates that local extremes can be created in such systems.

As described above, in order to construct the MDLSS, it is necessary to prove that the potential energy is strictly locally minimum along the trajectory of the movement of the vehicle 15. In addition to forming a tie between the devices that gives rise to a local extreme in the potential energy of the system in terms of the equilibrium state of the levitator (as described above), the device 24, The medium μ = μ in 25 stator parts 26
By utilizing the nonlinear characteristic of (B), the destabilizing force can be reduced and the extreme state can be changed to the minimum potential energy: in this case, the electromagnetic screen 8-1 in the magnetic circuit 36.
The addition of 1 can reduce the magnetic flux loss in the saturated steel cores 7a, 7b and maintain a significant portion of the magnetic field.

The equation for the unstable force (6) is simpler
is there. This equation describes the nonlinear magnetic properties B (H) of the core steel.
Unstable force F due to use_d And its stiffness∂
F_dThis shows how to suppress / ∂y. The core reluctance is
Known to increase rapidly as magnetic flux increases
I have. Magnetization curve B_f When (H) is created, the function ρ_f (B_f )
Can be reproduced. Where ρ_f Is the core of steel
Is a relatively single reluctance. M-5 grain orientation
Electric steel (thickness = 0.012^M) For ρ _f (B_f )
As best shown in FIG._f ≧ 2.02T
Then the curve ρ_f (B_f ) Is the axis B described in the following equation._f Against
Includes straight fragments with large slopes: ρ_f (B_f ) = (B_f -B_s ) / N (8) where B_s= 1.996 T, N = 1.916.

When B _f ≧ 1.01B _s , the rapid growth of ρ _f (B _f )
The linear relationship of B _f is unique to all soft magnet steels. As a result of this property, the magnetic density in the cross section of the saturated steel core
B _f is equalized: B _f = Ψ _W / t _s . Therefore, magnetic resistance r _f saturated core of t _s is a thickness of at l _s length (B _f> 1.01B _s) will be as _{follows: μ 0 R f (B f} ) = r f (B _f ) = ρ _f (B _f ) l _s / t _s = l _s (B _f −B _s ) / (Nt _s ) = b (B _f −B _s ) (9) where b = l _s / ( nt _s) and R _f is a core 7a, the absolute magnetic resistance of 7b.

In order to facilitate understanding, the permanent magnet 32-3
The assembly 24, 25, including the core 5 and the cores 7, 7a, is best shown in FIG. 8A and is in the form of a closed magnetic circuit containing the following magnetomotive force (mmf) sources: -e = WH _c μ _{0 (H c = 8.9 · 10} 5 a / m), this internal magnetic resistance _{r i = W / (2 μ} r h), and a (μ _r = 1.07), - the magnetoresistance: r _gR 4 air gaps of total length 4 g with (right) and r _gL (left)-when the rear 12 of the core is saturated, the reluctance: r _fR (
Two "C" _-shaped steel cores 7, 7a with (right) and _rrL (left).

All magnets 32-35 in the devices 24, 25 (size 2h × W) include iron insertion strips 5 between the magnets. These strips 5 serve to connect all magnets to one another. In addition, the strips allow the right and left cores 7
And the interaction between the acting magnetic fluxes of 7a is reduced. m
The source of mf acts in the circuit in a closed shape in the core and generates a speed: Ψ _WR and Ψ _WL, and loss magnetic fluxes Ψ _id and Ψ _fd in a closed shape passing through the environment. Ψ _id is the magnetic resistance r _id
Represents the magnetic flux that closes at the top and bottom of each reluctance passing through it. Ψ _fd represents the magnetic flux that diverges from the acting magnetic flux through the inner and outer lateral surfaces 30 and 31 of the rear portion 12 when the magnetic flux is saturated. The loss magnetic flux reduces the stability of the MDLSS. A conductive screen 8-11 is used to suppress or reduce the loss magnetic flux.

When the devices 24 and 25 are in equilibrium, the acting magnetic fluxes are equal to each other, F _s = 0 and F _d = 0. If the displacement of the magnet is small and Δy≪g, the gaps g _R and g _L between the poles of the magnet and the tip of the core will change.
This changes the reluctance r _gR and r _gL : the reluctance of the right gap is reduced to a certain value r _gR ≒ r _g -Δr _{g, while the} reluctance of the left gap is a certain value r _gL ≒ r _g +
Increase to Δr _g . Here, Δr _g ≒ Δy / 2h.
It magnetic flux are equal broken, resulting difference is the source of the force F _d.

[0130] However, the magnet is in equilibrium, increase if the saturated core of the device, to (caused by reduction of the magnetic resistance r _gR) flux [psi _WR magnetoresistive r _fR only values [Delta] r _fr core by an increase in , And conversely, a decrease in the magnetic flux Ψ _WL (caused by an increase in the magnetoresistance r _gl ) results in a magnetoresistance r by the value Δr _fL
fL decreases. Thus, in a device having saturated cores 7a, 7b, the horizontal shift Δy of the magnet changes to the reluctance of the right loop: r _mR = (r _g −Δr _g ) + (r
_f + Δr _f ), and in the left loop, the value r _{mL− rmR} = 2 (Δr _g
- [Delta] R _f) only circuit _{r mL = (r g + Δr} g) + (r f -Δr f)
Changes. If the _{r mL -r mR = 2 (Δr} g -Δr f) the core is unsaturated, i.e. _{r gL -r gR = 2 Δr g} > 2 (Δr g -Δ
If r _f ), a small or the same shift occurs.

In the device, the difference F _d = C _d (Ψ _WR -Ψ _WL ) between the acting magnetic flux and the unstable force caused by this difference may be reduced by utilizing the saturation of the core steel.

[0132] The mechanical and electromagnetic processes within MDLSS is interrelated, progress is dependent on the deviation Δy and Δz from moving velocity V _x and the specified trajectory of the flying machine. Vehicle 15
If is stationary, its stability is provided by the wheels. When the vehicle is accelerated to a certain speed V ₀ , the destabilizing force decreases, and the vehicle 15 becomes stable.

To use the non-linearity of the stator core steel to lower the destabilizing force F _d , the magnetic density of the acting magnetic flux Ψ _W at the rear of the core along all of the length l _s is It is necessary to increase the value B _f > B _s at which all the cores are operated in the linear portion ρ (B _f ) of the curve (best shown in FIG. 7). To do this, it is necessary to suppress the loss flux Ψ _fd radiated from the rear lateral surface of the saturated core.
The magnetic permeability μ _{0 of} air is 5 times higher than the electrical transmittance (μ ₀
> 1.4 · 10 ⁵ ε ₀ ). Therefore, when the back of the core is saturated, a significant portion (up to 20%) of the magnetic field lines of the magnetic flux Ψ _W constitutes a closed shape through air. Accordingly, the magnetic flux density in the rear portion 12 of the core is reduced, the reluctance is reduced, and no longer compensates for the change in reluctance in the air gap when there is a lateral shift Δy of the magnets 32-35.

To prevent the flux density from decreasing in the rear portion 12 of the core, the polarity of the magnets 32-35 alternates along a trajectory moving parallel to the axis OX, as best shown in FIGS. 1C and 2B. As such, the magnets 32-35 are connected together. In addition, the rear portion 12 of the core has a conductive screen 8-11 made of copper and aluminum having a thickness of about 0.02 m.
Covered with. The vehicle travels along the track at a speed V = 150m
While moving at / s, the magnetic flux in the cores 7a, 7b changes value and direction. As shown in FIG. 2B, equal length l of each magnet in 1.45 M, if distance d _x is 0.05M between adjacent magnets, the wavelength of the magnetic field lambda traveling in the air gap is lambda = 2 (l _x + d _x ) = 3.0 M, and the frequency f of the vibration of the magnetic flux in the cores 7 a and 7 b is f = V / λ =
50 Hz. The alternating loss flux Ψ _fd through the screen 8-11 induces eddy currents in the screen that create an opposite magnetic field that further suppresses the loss flux variation. For example, the two-layer screen with a thickness of 2 cm shown in FIG. 2A has a standard magnetic flux density value B on the rear surfaces 30 and 31 of the core.
_{The nfd} is reduced by a _factor of 50, almost completely isolating the cores 7a, 7b from the environment. When the speed of the vehicle 15 decreases to V = 50 m / s, Ψ _fd decreases to about _1/30 .

[0135] of the value and power of the magnetic flux acting value F _s and F _d
, It is necessary to calculate the magnetic circuit of the device as shown in FIGS. 8A and 8B. Considering that each device is symmetric with respect to the horizontal plane z = constant and the magnetic potential is zero, an equivalent system diagram can be simplified by removing low parts. A complete equivalent diagram of the upper part (including four loops) is shown in FIG. 8A. Replacing loop III and IY equivalent generator with the following parameters: shown in _{e l = e / (l +} r i / r id) r in = r i / (l + r i / r id) (10) Thus Figure 8B It can easily be turned into an equivalent system diagram of the two loops. The thickness of the iron insertion strip 5 (t _d ) can be determined so as to prevent saturation regardless of the magnet displacement Δy <g. Magnetoresistance r _{d in} all modes of single operation
= 0, the loops of the equivalent system diagram are divided, and each loop according to Ohm's law can be separated and calculated.
Calculation is performed under the assumption that assumption, namely r _fd ≒ ∞ of completely proceed with a conductive screen suppress magnetic flux [psi _fd at a certain speed is flying machine (V ₀ or more).

The acting magnetic flux in the core is determined as follows: Ψ _WR = e _l / [(r-Δr _g ) + r _fR (B _f )]; Ψ _WL = e _l / [(r + Δr _g ) + r _fL (B _f )] (11) where r = r _in + r _g

[0137] is the core is a r _fR = r _fL = 0 if not yet saturated, the magnetic flux to the action of the internal is in the following ^{_{manner: Ψ WR 0 = e l /}} (r-Δr g); Ψ WL 0 = e _l / (r + Δr _g ) (12) In the magnet equilibrium state (Δr _g = 0): Ψ _WR = Ψ _WL = Ψ _W = e _l / (r + r _f (B _f )); Ψ _WR ⁰ = ⁰ _WL ⁰ = Ψ _W ⁰ = e _l / r (13)

In order to effectively utilize the saturation of the core steel in order to stably lift the levitator, the following proportionality between the size (W, h, l _s , t _s , g) between the magnet and the core is calculated. Secure,
In addition, it is necessary to select a steel having the following appropriate properties (N, B _s ): 1. The magnetic flux density B _{f at} the rear of the core changes within the linear portion of the curve ρ _f (B _f ) (FIG. 7) at a deviation Δy _m <g. The saturation at the back of the core is the magnetic flux density B at the tip of the core.
not less than _n , the magnetic flux acting in the core is Ψ _W ⁰ / Ψ _W =
It is larger by a factor of ε (ε ≦ 1.15), which is equal to the limit of B _{f from} the top.

The conditions 1 and 2 are satisfied if the stiffness t _s satisfies the following equation at a predetermined ε and the length l _s of the rear part of the core: t _s ≒ e _l / {r [B _s ε + e _l N (ε-1) / (B s l s)]} (14)

By substituting equation (9) into equation (11), a square equation is obtained for the magnetic fluxes Ψ _WR and Ψ _WL acting in the core.
Solving the equation gives the following: Ψ _{WL, R} = 0.5t _s [B _s- (r ± Δr _g ) Nt _s / l _s ] {1+ √ [1 + 4e _l N / (l _s [ _{B s - (r ± Δr g} ) Nt s / l s] 2)]} (15)

Due to the saturation of the rear portion, the magnetic potential at the front portion changes, and the value of the density _Bn further decreases. In this case, the factor C _s
And C _d (6, 7) and the magnetic flux (15) further acting on it decrease to 1 every ε. At the same time, the difference in the magnetic flux acting due to the saturation of the rear of the core is reduced by a factor of ζ. Here, ζ = ΔΨ _W ⁰ / ΔΨ _W ≒ (Ψ _WR ⁰ -Ψ _WL ⁰ ) / (Ψ _WR -Ψ _WL ) (16) For the device shown in FIG. 2A, the predetermined value of ε = 1.15 On the other hand, ζ = 10.3 ≒ 9ε.

Next, an example of calculation of the magnetic circuit of the device will be described. Initial data: W = 0.03m, 2h = 0.025m, g = 0.005m, l _s = 0.0
_{6m, H c = 8.9 · 10} 5 A / m, B s = 1.996T, N = 1.916, μ r = 1.0
7, r _g = 0.3, Δr _g = 0.05, ε = 1.1, V = 150m / s Equivalent system diagram parameter calculation diagram: r _i = 1.12, r _id = 1.
53, r _in = 0.647, r _gR = 0.25, r _gL = 0.35, e = μ ₀ WH _c = 3.355
・ 10 ^-2 , e ₁ = 1.936 ・ 10 ^-2 , t _s = 9.1823 ・ 10 ^-3 , Δy = 2.5mm
, Ψ _WR = 1.87 ・ 10 ^-2 Wb, Ψ _WL = 1.8466 ・ 10 ^-2 Wb, ΔΨ _W ⁰ = 1.
0821 ・ 10 ^-3 Wb, ΔΨ _W = 1.16966 ・ 10 ^-4 Wb, ζ = 9.25, B _fR =
2.03652T, B _fL = 2.011044T In order to determine the force acting in the MDLSS, (length is l _x
The measured force was used on a real model of the device with an unsaturated core (= 0.06 m). These values are shown in FIG. 9 where the stabilizing and destabilizing forces deviate: F _s ⁰ (δ _z ) and F
It is shown as a function of _d ⁰ (δ _y ). Equivalent force F _sc (δ _z ) = F _s
⁰ (δ _z ) / ε ² and F _dc (δ _y ) = F _d ⁰ (δ _y ) / εζ and the stiffener F ^' _sc (δ _z ) = ∂F _sc (δ _z ) / ∂z Recalculation taking into account the saturation of the back of the core is shown in FIG. The ordinates of all graphs are scaled based on the magnet length l _x = 1m. Therefore, the length of the magnet is equal to the length of the vehicle, L _v = 20M, and the MDLSS is (the vehicle shift Δz =
With four supporting devices and two stabilizing devices (fixedly connected to the levitator after descending by 5 mm), a vehicle weighing F _v = 22 tons (ie 220,000 N) is stable. Floating.
In this case, the lateral force _Flat = 5 tons moves the vehicle laterally by only Δy = 2.3 mm.

According to a rough calculation, the projecting arms 8a and 9a (FIG. 2A) of the aluminum screen suppress the magnetic flux loss, thereby increasing the magnetic flux of the core and the stabilizing force acting thereon.

In order to calculate the magnet circuit of a device with sufficient accuracy, it is necessary to determine the value of the magnetic resistance for the magnetic flux losses Ψ _id and Ψ _fd . The reluctance can be represented by magnetic potential and magnetic flux: r _id = φ _p / Ψ _id r _fd = Δφ / Ψ _fd where Δφ _p is the magnetic potential of the magnet pole: Δ Is the drop in magnetic potential along the length l _s of the back of the saturated core.

To the same extent that all parts of the device are cylindrical in shape, the magnetic field of the device is plane-parallel. As a result, the analytical solutions for the magnetic flux and the magnetic resistances r _id and r _fd obtained by applying the Poisson integral to the upper half are obtained. For the example above,
In the device shown in FIG. 2A, r _id = 1.53. Magnet shift Δ
With y = 2.5 mm, the value of the magnetic flux density at the back of the core is: B _fR = 2.03652T, B _fL = 2.011044T. Therefore, the magnetic flux loss is as follows: Ψ _fdR = 2.375 · 10 ^-3 Wb = 12.7% Ψ _WR , Ψ _fdL = 0.8707 · 10 ^-3 Wb =
4.7% Ψ _WL

The calculation of the conductive screen was also performed analytically. An accurate solution to the problem of uniform sinusoidal electromagnetic wave propagation in a three-layer conductive medium was obtained. Thus, the actual electromagnetic wave (caused by the movement of the levitator magnet) is expanded into a Fourier series in which the first eleven harmonics are considered. In addition, the analytical formulas for magnetic field distribution and magnetic field strength are close to the lateral surfaces of the stator before and after the conductive screen is spread. Thus, by knowing the distribution of the electric field, one can calculate the following constant essential magnitude: k _{sup -the} next factor that suppresses the loss flux (coming from the core) by eddy currents occurring in the screen: k _sup = B _m (Q ₁ ) / B _mscr (Q ₁ ) where B _m (Q ₁ ) is the magnitude of the magnetic flux density at point Q ₁ belonging to the rear surface of the core of the non-conductive screen, and B _mscr1 ( Q ₁ ) is ic
l The magnitude of the magnetic flux density at the same point when there is a conductive screen; k _scr- coefficient of sifting out the magnetic flux (behind the screen): k _scr = B _m (Q ₂ ) / B _mscr (Q ₂ ) . Where B _m (Q ₂ ) is the magnitude of the magnetic flux density in point Q ₂ behind the surface of the screen, if any,
_mscr (Q ₂ ) is the magnitude of the magnetic flux density at the same point with the screen.

If the thickness of the aluminum screen is 0.02 m and the speed of the levitator is V = 180 m / s, λ = 3 m, k _sup = 46.2
And k _scr = 162.0; p-the total loss of energy of the vehicle screen. When the magnet displacement is Δy = 2.5 mm, P = 54 · 10 ³ W; F _x- If the force to prevent the movement of the magnet of the levitator caused by the energy loss in the screen is F,
_x = 300N; F _y- the force repelling the movement of the magnet from the flat screen. Comparing the forces in the electric dynamic suspension system and the proposed magnet dynamic suspension system, the stabilizing force as a function of the deviation δ with respect to EDS: F _sE (δ) = F _y (g-δ) -F _y (g
The diagram of + δ) (g = 0.05m) is shown as a dotted line in FIG.

Accordingly, those skilled in the art, within the scope of the appended claims, use the following unique features of the present invention to reduce the destabilizing forces created in MDLSS and increase the stabilizing forces. As long as it is understood that the present invention can practice the other matters specifically described herein: 1. Stabilizing force and support device with periodic vertical vector of magnetization; 2. Solid ties between the magnet components in the MDLSS; 3. Non-linear properties of the steel in the core, saturated back and unsaturated tips; 4. A conductive screen that covers the lateral surface of the back of each core, yet suppresses lost magnets; 5. Sharp end of tip; The width of the tip that is greater than the width of the back of each core;

The second subsystem-PMLSM comprises a linear guideway / stator part (fixed part) and a permanent magnet rotor part (movable part). As shown in FIG.
The linear synchronous motor of the present invention includes: a) a propulsion winding 42 extending along the track on which the vehicle moves.
43) b) a permanent magnet rotor 44 fixed to a vehicle chassis 45 and having a magnetic device 46 for changing the pole pitch; c) setting the pole pitch of the rotor to ON / OF of the corresponding device.
Synchronizing device 47 which changes stepwise by switching F (the length of the number of turns of the stator winding changes simultaneously while the vehicle is moving); d) Separate from magnetic devices belonging to the first and second half of the rotor or A synchronizing mechanism 48 (which simultaneously changes the length of the number of turns of the stator windings while the vehicle is moving) to smoothly change the pitch of the rotor poles when combined.

As shown in FIGS. 10A to 10D, the guideway / stator comprises two sawtooth holders 49.
And a common concrete beam 1 comprising two three-phase conductive windings 42, 43 extending along the guideway.
6. As shown in FIGS. 10A and 10D, the stator is formed from two mirror symmetric components. Each component includes a single sawtooth holder 49 having a "T" shaped cross section. The holder 49 is attached to the beam 16 and has conductors 50 of the three-phase windings 42 and 43, respectively.
Support. When the three-phase stator windings 42, 43 are coupled to the generator, (time delay between phase current of 1/3 of the period, the length L _t of the turns along the stator 2/3 The winding produces a current wave traveling along the stator (due to the displacement of conductors of adjacent phase on the stator).

[0151] current wave traveling said is placed a thin conductor of the three-phase windings, moreover three are offset with respect to other phases by 2/3 · L _t phase (one phase per layer) If you have
It has a constant size. Next, the density of the phase winding turns (ie, the number of phase winding turns per unit of stator length) varies sinusoidally along the length X stator. In the case of the inventor's invention, the winding conductor is thick and all three phases must be placed in a sawtooth slot in a single layer. Therefore, in order to reduce the oscillations of the magnitude of the current wave, the operating segments of the phases of the individual windings are switched in the order shown in FIG. 11 and the letters A ′, B ′, C ′ belong to the three phases. Indicates the forward segment of the number of turns, A, B, C
Indicates the segment after the number of turns of the phase. Each of phases A, B, and C of the stator winding has a bus with 2v turns. The buses are placed in the holder slots in the same order, for example when v = 4, the order is as follows: A.C'.C'.AAC ', as best shown in FIG. .AA
B'.AAB'.B'.A.B'.B'.C.B'.B'.CCBCCA'.CC, etc., with the letters A ', B', C 'in front of the number of turns in the phase. Indicates a segment.

[0152] velocity V of the traveling wave of the current is equal to V = 2L _t f if the frequency of f current.

The winding conductor is a copper bus. Each turn has a front and a rear showing the working segments 51 and 52, and also two side parts 53 connecting the working segments. The working segments, which result in the generation of Lorentz forces and also a counter-electromotive force, are fixed in slots of a holder with one layer. The side components (top and bottom components) form the end faces as monolithic multilayer conductors secured together by an inner layer 63 of electrical insulation. The top end face is inserted into the rotor cavity and the bottom end face is fixed to a concrete beam.

The stator winding has three types of individual sections: acceleration section, constant speed section and deceleration section.

In the acceleration section of the stator, the length of the number of turns smoothly increases in the moving direction. Therefore, the guideway /
The wavelength λ and speed V of the traveling wave of current along the acceleration section of the stator increase until the speed is equal to the desired speed V of the vehicle. Conversely, in the deceleration section, the length of the number of turns decreases smoothly in the direction of movement.

The length λ of the current wave traveling in the stator winding is equal to twice the length L _t of the number of turns of the winding: λ = 2L _t . Furthermore the velocity V is equal to the product of the frequency f of its length and current: V = f [lambda], thus the guide if permissible centrifugal force F _c which is related to the weight m _v pole radius R and the vehicle of bending of the way is known, the following The formula makes it possible to calculate the length of the number of turns of the winding at any cross section of the guideway: L _t = √ (F _c R / 4f ² m _v )

The PMLSM rotor comprises an even number of identical devices (see FIGS. 10A and 10C) mounted on the vehicle chassis in line along the vehicle. Each of the devices is cylindrical and has an upper core shoe 60 and a lower core shoe 5 placed opposite each other.
And two steel cores 5 of "C" -shaped cross section with
4, 55 and a rectangular parallelepiped (height h _m) against steel pole shoes 58, 59 rigidly attached to the magnet
And a permanent magnet 57 designed to have a width w _m ). The permanent magnet is inserted into the gap between the core shoes 56, 60 and can be displaced in a direction perpendicular to the cores 54, 55. The polarity of the magnet belonging to the first half of the rotor is the same or opposite to the polarity of the magnet belonging to the second half.
However, the cores belonging to each of the stator halves are tightly coupled, and both halves are able to separate and join smoothly along the car, thereby allowing the rotor poles to move while the vehicle is moving. The distance between varies.

The distance between the upper core shoes 60 is equal to the magnet width w _m , while the distance between the bottom core shoes 56 is greater than w _m +2 g. Thus, when the magnet 57 shifts upward, the magnetic field closes through the shoe of the upper core and the device (which belongs to the magnet) is disconnected. When the permanent magnet is displaced downward, the device engages and then comes together with the core, the magnet comprising two gaps (distance g) 2
This results in a two-loop magnetic circuit. In this case, the working segments of both parts of the winding are inserted into the air gap of the aforementioned circuit. Further, since the size of the air gap is small, the generated magnetic flux density is a considerably large value (about 1T).

When the winding is mounted on a constant frequency three phase generator, the aforementioned current traveling in the conductor traverses the gap in which the magnetic device acts and the propulsion F = Σ Generates BLI (that is, the sum of Lorentz forces).

At the same time, the magnetic field in the working gap of the device traverses the conductors of the winding and induces a repulsion E = ΣBLV. The electromotive force involves the process of converting electromagnetic energy into the mechanical work required to move the vehicle forward. As best shown in FIGS. 1A and 10A to 10C, steel cores 54, 55 and permanent magnets 57 are mounted on the vehicle.

The rotor cores 54, 55 are rigidly connected to the vehicle chassis 45 and can move only in the direction of vehicle movement (ie, along the axis OX). Further, the magnets of the device are connected to the core and can move only upward and downward relative to the core (ie, along the axis OZ), and furthermore, the horizontal along the axis OY perpendicular to the axis OZ. Cannot move between the directional steel cores 54, 55. Therefore, the force F _y that attracts the magnet to the core is the steel core 54,5
Compensated by the reaction of the tether between the 5 and the respective permanent magnet 57: this is also known from systems having a core mounted on a guideway (for example U.S. Pat. Nos. 5,225,726 and 5,208,496). (Disclosed in U.S. Pat. No. 6,086,045), meaning that there is no destabilizing force to move the vehicle horizontally along the axis OX in the PMLSM of the present invention.

FIG. 12 shows an equivalent system diagram of the magnetic circuit. The symbols are as follows: H _c is the holding power of the magnet; μ _r is the relative permeability of the magnet; h _g is the height of the shoe at the bottom of the core. Therefore, the magnetomotive force _{e m; e m = μ 0} H c h m, internal magnetic resistance of the magnet body is _{r in = h m / (μ} r w m), the magnetic resistance of the entire of the two air gaps r _g = _g / (2h g), therefore, according to Ohm's law a magnetic circuit, the whole of the magnetic flux 2Pusai in the gap that acts _{2Ψ = e m / (r in} + r g), the magnetic flux density in the gap to act more B = Ψ / h _g , therefore the maximum propulsion of the device is given by: F _propuls . = 2Bh _g jS _b k, where j is the overheating in the working segment of the stator winding in accordance) allowable current density; S _b is the generating line of the cross section; k is the number of bus in the air gap in the individual devices.

A rough evaluation of the allowable current density j in the section of the busbar of the winding when overheated indicates that the allowable temperature rise is Δt ⁰ = 1.
At 00 ° C., j = 10 ⁷ while the vehicle moves at a speed of V _m = 180 m / s along a fragment of a 300 m guideway (powered by one transformer).
It was shown that it should not exceed A / m ² .

[0164] The size and weight of the PMLSM rotor is significantly dependent on the size of the core. The core also depends on the cross-section of the upper end face of the stator winding in the following way: the larger the end face square _SW , the larger the core size. Propulsion is generated only by the vertical (active) segments of the winding turns. Therefore, it is not necessary to make the number of turns of the closed winding. While the rotor is moving, the face of the upper end of the stator winding needs to move freely without touching the "C" core cavity of the stator. Therefore, it is preferable to design the stator winding such that the square of the upper end face is made as small as possible. This considerably reduces the weight of the core and further increases the durability of the vehicle repelling winding.

To describe the structure of the windings, consider first the circuit that supplies power to the stator fragments on which the vehicle is moving. The buck transformer serves as the power source for this fragment (FIG. 13). The coils of each phase of the secondary winding feed both phases of the right and left hand stator windings.

The lines of magnetic force in the air gaps of the left and right hands of the rotor are in opposite directions. Therefore, in order to concentrate the Lorentz force generated by the windings of the right and left hands, the currents of the left and right hand buses always flow in opposite directions. this is,
At the end of this fragment (when the right and left hand windings are connected in series), it means that the order of the phases needs to be changed.

Each coil supplies power to a bus inserted between the teeth of the saw-toothed holder. All busbars of both left and right hand windings belonging to the same phase are housed in right and left hand sawtooth holders with one layer (as shown in FIG. 10B) forming the number of turns of windings. Each is placed. When assembling the windings, in order to reduce the square of the upper end face in the proposed PMLSM, the number of turns ν (on all fragments of the stator having a length equal to the length of the traveling wave) Are wound clockwise and all the busbars are bent such that the other ν windings are wound counterclockwise. In this case, as can be seen in FIG. 3, the maximum size of the cross-section of the upper end face is reduced to 2.5 νS _bm , thereby reducing the weight of the rotor.

[0168] -S _W next number "[nu" and to determine the S _W when traveling wave current is transmitted at the maximum speed V _m = f λ _m, had a length L _tm number of turns of the maximum winding This is the maximum value of the cross section of the upper end surface of the number of turns above the guideway section. The cross section of the generatrix on this section always takes the maximum value, that is, S _b = S
_bm .

For a working segment of a winding having a total cross section S = 12S _bm ν is 12ν, which is in the air gap of the rotor. Following technical considerations,
The maximum cross section S _{bm of the} generating line needs to be a square having a side surface w _b = √S _bm = g−2δ. Where δ is the distance between the pole shoe (of the core and the magnet) and the surface or working section in the rotor air gap (FIG. 10A).
reference). As far as durability is concerned, it is necessary that the thickness of the reinforced teeth of the saw-tooth holder is equal to half the thickness of the busbar, ie w _b / 2. Thus, the total cross-section of the working segment thickness in the rotor gap is determined by the following equation: S = 2/3 · λ _m √S _bm

By matching both expressions for S, the expression λ
_One can find the value of ν rounding the fraction of _m / 18 / (g−2δ).

It is therefore possible to obtain the desired value of the cross-section of the winding at the upper end face, which determines the size of the rotor core: S _W = 2.5 ν (g−2δ) ²

[0172] In a length L _t of the number of turns of the winding section of the other guideway is is variable less than L _tm, the thickness of the bus (i.e., the size of the segments that act along the stator) is bus Must be reduced in proportion to l _t to keep the width w _b = √S _bm unchanged and equal to (g−2δ).

The allowable current I _p in the air gap of the PMLSM is as follows: I _p = 12νj (g−2δ) ^{2 As a} whole, the maximum propulsive force of the linear motor is as follows: F _{prop. m} ≦ 2Bh _g I _p q where q is a coefficient that takes into account the rotor pole shift and the non-sinusoidal distribution of the number of phase windings.

A complete left winding (ν = 4) is shown in FIG.
Shown in

When the vehicle starts to leave the station, wheels that are turned by a DC motor are used. The DC motor is powered by a constant voltage bus on a concrete beam of the guideway. In these sections the length of the turns of the winding of the stator is equal to the length L _R of the constant device. The windings of the section draw power from a three-phase alternating current source system. To limit the current in the winding, the auxiliary resistor provided as described above is connected in series with the winding. The resistors can be paralleled if desired. Rotor PMLSM must take pitch L _p = L _R of the smallest electrode when the acceleration, which means that only two devices in the center is operating.

Before entering the acceleration section, the vehicle must obtain the same speed in the windings as the traveling wave. Further, the magnetic field in the rotor air gap must be oriented in the same direction as the traveling wave magnetic field. Just when this is done, the resistors are shorted and the motors are synchronized and start propelling the vehicle. In the next (acceleration) section, the number of turns of the winding gradually increases, and the speed of the traveling wave of the current increases.

As indicated above, acceleration of the vehicle is performed by both the synchronizer and the synchronizer. The synchronization device serves to change the pole pitch of the rotor in a stepwise manner by switching ON / OFF of the corresponding device (at the same time,
The length of the stator turns changes while the vehicle is moving). The synchronization mechanism is designed to smoothly change the pitch of the poles of the rotor by moving away from or together with the magnetic devices belonging to the first and second halves of the rotor. Synchronizer 4
7 and the function of the synchronization mechanism 61 can be changed to different combinations.

Next, consider how the synchronizer 47 works when the vehicle moves along the acceleration section. The device is switched on by the signal of the sensor and gradually increases the length of the pole pitch as the speed of the traveling wave increases. The propulsion is then increased, helping the vehicle overcome the increased drag and inertia of the vehicle.

Synchronizer turns on rotor devices in correct order
Need to switch to. Each signal from the next sensor requires that the drive gear be switched on when moving these two magnets of opposite polarity closest to the center of the rotor (belonging to the front and rear parts of the rotor) downward. There is. Either drive gear is used electrically, hydraulically or pneumatically.

The synchronizing mechanism 61 smoothly increases the length of the pole pitch by being separated or combined with the magnetic devices belonging to the first half and the second half of the rotor device. The synchronization mechanism begins operation immediately after several pairs of devices are engaged. The mechanism changes as the number of turns in the windings increases, changing the distance between both halves of the rotor. This increases propulsion and vehicle speed. In this simplest form, the mechanism is formed from long threads with rectangular threads on both the right and left hands on both halves. Examples initial data details of the size of the evaluation of the outline of PMLSM _{(meter): w m = 0.2, h} m = 0.24, h
_{g = 0.1, t t = 0.05} , g = 0.06, δ = 0.01m, coercive force ^{_{H c = 8.9 · 10 5 A}} / m, V m = 180M / s, f = 60Hz,
j = 10 ⁷ A / m ² , specific gravity of magnetic material d _m = 7.4 kG / dm ³ , specific gravity of core steel d _Fe = 7.8 kG / dm ³ .

[0181] magnetomotive force e _m in the device _{e m = μ 0 H c h} m
= Internal magnetic resistance per _{0.2684,1m r in = h m / μ} r
/ W _m = 1.1215, total resistance of two gaps per _meter r _g = g / 2 / h _g = 0.3, magnetic flux of one gap per meter Ψ = e / 2 / (r _in + r _g ) = 0.0944 Wb , When the magnetic flux density in the gap B = Ψ / h _g = 0.944 T, 1
One aspect of the allowable current value _{I m ≒ 12νj (g -2δ)} 2 = 7.68 · 10 5 A maximum thrust of the linear motor is _{F max ≒ 2BI m h g q} ≧ 10 tons of the upper turns the edge of the gap maximum cross-section _{S W = 2.5 ν (g-} 2δ) 2 = 0.016 m 2 the weight of the motor magnet _{G m = λ m h m w} m d m · 0.8 ≒ 0.9 tons weight of the steel core of the rotor G of _c ≒ 2G _m = 1.8 ton The weight of the PMLSM of the rotor is G _PMLSM ≒ 2.8 ton The overall size of the rotor PMLSM is (0.6 × 0.6 × 3.1) m

[Brief description of the drawings]

1A is a schematic cross-sectional view of a vehicle component combined with a linear synchronous motor (PMLSM) and a magnetic dynamic levitator and a stabilizing self-adjusting (MDLSS) system.

FIG. 1B is a left perspective view of the guideway stator with the protruding arms of the conductive screen cut away for illustration.

FIG. 1C is a perspective view of the right side of the vehicle levitator.

FIG. 2A shows an MDLS assembled according to the principles of the present invention.
It is a front view of one apparatus as a component of S system.

FIG. 2B is a side view of a portion of the magnet assembled in two layers, taken along line 2B-2B of FIG. 2A.

FIG. 2C is a partial cross-sectional view (enlarged drawing) of a segment of an air gap between a sharp end of a core tip and a pole of a magnet, wherein a stabilizing force is created when the magnet is displaced downward. FIG.

FIG. 3A is a schematic diagram of the distribution of stabilizing forces and destabilizations occurring within the device of the present invention as a function of magnet displacement along and across respective gaps.

FIG. 3B is a schematic diagram of the distribution of stabilizing and destabilizing forces as a function of magnet displacement along and across a gap in the device, having a rightward angle with respect to the device of FIG. 3A. FIG.

FIG. 3C is a diagram of a force surface generated corresponding to a local maximum of potential energy at an unstable equilibrium point.

FIG. 3D is a diagram of a force surface generated corresponding to a local minimum of potential energy at a point of stable equilibrium.

FIG. 3E is a diagram of the generated force surface in the form of a flat disk at neutral equilibrium.

FIG. 4 is a schematic diagram of two rigidly connected subsystems.

FIG. 5 is a schematic diagram of four tightly connected devices (four subsystems in FIG. 4) located at the vertices of a square.

FIG. 6 is a diagram showing the distribution of magnetic flux density and intrinsic magnetic force along a cross-sectional view of the tip of the core.

FIG. 7 is a diagram of the relative permeability of electrical steel and its intrinsic reluctance as a function of the magnetic flux density of the steel.

FIG. 8A is a fully equivalent circuit diagram of a four loop magnetic circuit for the device of the present invention.

FIG. 8B is an equivalent circuit diagram of a two loop magnetic circuit for the device of the present invention.

FIG. 9 is a diagram of stabilizing and destabilizing forces as a function of the displacement of a magnet assembled in an actual model.

FIG. 10A is a partial cross-sectional view of a linear synchronous motor.

FIG. 10B is an axial sectional view of the linear synchronous motor.

FIG. 10C is a perspective view of the linear synchronous motor of the present invention shown in FIGS. 1A to 10B, which is divided into planes parallel to the central axis of the motor.

FIG. 10D is a schematic diagram showing the divisions of stator acceleration, constant speed, and deceleration, and how the number of turns of the stator winding changes in these divisions. FIG.

FIG. 11 is a diagram of the left winding of the stator and the distribution of the number of turns of the acting segments along the X axis.

FIG. 12 is a diagram of a magnetic circuit of a rotor.

FIG. 13 is a diagram of power supply to a stator fragment.

[Explanation of symbols]

 1, 2 level (layer) 3 non-magnetic corner plate 4 chamber 5 iron insertion strip 6 plate 8, 9, 10, 11 screen 12 rear part 13 tip part 15 main body 16 common foundation 17, 21, bottom 18, 19, 22, 23 Side Wall 20 Long Cavity 24,25 Device 26 Stator Part 27 Levitation Part 29 Sharp End 32,33,34,35 Permanent Magnet 36 Magnet Part 37 Extension 38 Part Part 40 Distance 41 Center Point of Rectangular Section 42 , 43 Propulsion winding 44 Permanent magnet rotor 45 Vehicle chassis 46 Magnetic device 47 Synchronizing device 48, 61 Synchronizing mechanism 49 Saw-like holder 50 Conductor 51, 52 Operating segment 53 Side portion 54, 55 Steel core 56 Lower Side core shoe 57 Permanent magnet 58,59 Steel pole core

Claims (28)

[Claims] 1. A magnetic dynamic levitation and stabilization self-adjusting system (MDLS) comprising at least one device.
S) wherein the apparatus comprises: a stator component and a levitator component magnetically coupled to the stator component and movable relative to the stator component; the stator component comprising a pair of substantially An identical elongated laminated steel core, each of the cores including a rear portion and a pair of substantially identical tips, the rear portion having outer and inner lateral surfaces; Each of the tip portions is wider than the rear portion and has a sharp end at the rear portion, and the core is positioned with the tip portion of one of the cores, and the core of one of the cores is The tip is toward the tip of the other core of the core, the air gap is between them, and the stator component further comprises a non-magnetic conductive screen covering the outer and inner lateral equilibrium positions. Magnetic dyna, comprising: Click levitation and stabilization self-regulating system. 2. In addition to the above components, further comprising a common foundation having a bottom surface and a pair of spaced side walls, wherein the body moves along a predetermined trajectory of said common foundation. Wherein the body has a bottom surface and a pair of side walls; a first and second pair of identical devices are magnetically coupled to the body and the common foundation; A substantially identical pair of devices is symmetrically mounted between the bottom surface of the body and a common foundation, and each device of the second pair of substantially identical devices is disposed on a respective side of the body. The device is mounted in precise alignment between a wall and the common base, the stator components of the device are mounted on the common base, and the levitator components of the device are mounted on the body. When the equilibrium position is displaced, Wherein along a predetermined trajectory by the force of the stabilizing magnetic dynamic levitation and stabilization self-adjusting system according to claim 1 given flight and stable hovering body, and wherein the resulting. 3. The two levels, wherein the stator components substantially spread the rear surface of each core, the levitator components are joined by rigid ties, and each level has two permanent magnets of the same polarity. Each of the permanent magnets at the two levels, including four permanent magnets positioned one below the other, is of opposite polarity and has substantially a midpoint. Have the same rectangular cross section, wherein the distance between the sharp ends of the tips of each core is substantially equal to the distance between the midpoints of the permanent magnets located at each of the two levels; Further, the permanent magnet is located in an air gap between the tips of the stator component cores; the levitator component has an equilibrium position within each of the two levels within the equilibrium position. Core with permanent magnets facing each other The center of the air gap between the respective tips, which is positioned in precise alignment with the sharp end of each of said tips of the core of the stator component with respect to the midpoint of the permanent magnet. When the permanent magnet of the levitator component generates a first magnetic field and then magnetizes the steel core of the stator component producing the second magnetic field, and further when the levitator component deviates from the equilibrium position, And a second magnetic field produces a stabilizing force that returns the levitator component to a predetermined track length, and the distance between the respective tips of the opposed steel cores of the stator component is determined by the predetermined track length. Unchanged along its length, wherein the levitator component substantially extends the length of the body and includes a number of substantially identical levitator components, each levitator component being rigid Combined so that each level has the same polarity Comprising four permanent magnets located at two levels with two permanent magnets, adjacent permanent magnets in two adjacent levitator subparts having opposite polarities and along the length of the body. Having a polarity of a permanent magnet that changes at a constant cycle, while moving the body along a predetermined trajectory, the permanent magnet of the levitator part generates a magnetic flux in the steel core of the stator part, 3. The magnet of claim 2 wherein the magnetic flux varies periodically with a frequency proportional to the speed of the body and inversely proportional to the alternating period of the polarity of the permanent magnet along the length of the body. Dynamic levitation and stabilization self-adjustment system. 4. In addition to the above components, further connected to permanent magnets located at two different said levels, said two levels of levitator parts being located between two permanent magnets at the same level. Iron insert strips, thereby comprising a magnetic component, said insert strip being fixed at one end to said body, and permanent magnets at each of said two levels of said magnetic component facing each other. Magnetized parallel to a straight line connected to the sharp end of the tip of each of the cores; the direction of magnetization at one of the two levels is the direction of magnetization at the other level of the two levels Displacing a magnetic component in a direction parallel to the direction of magnetization at either of the two levels toward one of the two steel cores, causing an unstable force therein;
This force further reduces the misalignment by pulling the magnetic component toward one of the two steel cores; shifting the magnetic component in a direction perpendicular to the direction of magnetization and the predetermined trajectory;
In addition, it produces an internal stable force that returns the magnetic component to its equilibrium position;
Rotating the magnetic component about an axis parallel to the magnetic direction produces an internal stable torque that returns the magnetic component to the parallel position; the directions of the stabilizing and destabilizing forces are perpendicular to each other. 4. The magnetic dynamic levitation and stabilization self-adjustment system of claim 3, wherein: 5. The magnetic component and the pair of steel cores of the stator component form a double-loop magnetic circuit with a pair of loops; each of the pair of loops includes both of the pair of loops. An iron insert strip which is common to the iron insert strip, two permanent magnets located at the two different levels, one side of which is located away from the iron insert strip, a steel core, and Includes two air gaps between the magnet and the respective tips of the steel core; the iron insert strip is in an unsaturated state; fixed by zero magnetoresistance of the unsaturated iron insert strip A magnetic flux is formed in the steel core of the slave component, and the magnetic flux formed in each of the pair of loops is independent; displacing the magnetic component toward one of the steel cores comprises: Both in one of the pairs Further, both air gaps in the other of the pair of loops are increased so that the air gap of the loop is reduced, thereby decreasing the reluctance and increasing the magnetic flux in each steel core, thereby increasing the respective air gap. As the reluctance increases and the magnetic flux decreases in the steel core,
The magnetic dynamic levitation and stabilization self-adjusting system of claim 4, wherein the system influences elements of the magnetic circuit. 6. The destabilizing force is proportional to the difference between the two magnetic fluxes, one flux running through the entire surface of one end of the steel core and the other magnetic flux at each end of the opposed steel core. The stabilizing force is proportional to the difference between the two sums, one sum consisting of magnetic flux running through the bottom half of the surface of the tip on both opposite steel cores, 6. The magnetic dynamic levitation and stabilization self-adjusting system of claim 5, wherein the sum of the magnetic fluxes comprises a magnetic flux running through the upper half of the same tip. 7. The length and width of the tip of the steel core are as follows:
Avoiding saturation of the tip at any displacement of the magnetic component, and at least one-twentieth when the magnetic flux density penetrating the tip of the steel core deviates from the sharp end of the tip toward the rear of the steel core. 2. The magnetic dynamic levitation and stabilization self-adjusting system of claim 1, wherein said end of said steel core tip is sharp and sharp. 8. The inner and outer lateral surfaces of the rear of the steel core are covered with a non-magnetic conductive metal screen both inside and outside of the device; Reducing the generated magnetic flux, thereby maintaining the saturation of the steel core along the length of the rear of the steel core during the movement of the body, thereby further reducing the destabilizing force; The magnetic dynamic levitation and stabilization self-adjusting system of claim 1. 9. The air gap between the permanent magnet and the sharp end of each tip is sized to hold the rear of the steel core that saturates while moving along a predetermined trajectory. Selecting the length and width of the rear of the steel core so as to keep the rear of the opposing steel core saturated when the levitator parts are directed toward each steel core by half of the air gap distance; 5. The thickness of the iron insert strip is selected to keep the insert strip unsaturated when the magnetic component is directed to any steel core by half the air gap distance. 3. A magnetic dynamic levitation and stabilization self-adjustment system according to claim 1. 10. The pair of identical devices connected by a rigid non-magnetic tether form a subsystem; the elongated steel cores of the stator components in each of the devices each have a cylindrical busbar. Having the same device in each of the said subsystems with the permanent magnets in each of the devices having mutually perpendicular magnetization directions and elongated steel in both devices. When the cylindrical busbars of the cores are parallel to each other; destabilizing forces occur when the levitator components in each of the subsystems deviate from the equilibrium position; 2. The magnetic dynamic levitation and stabilization self-adjusting system of claim 1, wherein the system is compensated by a stabilizing force. 11. A vehicle moves along a predetermined trajectory; a pair of said same subsystems are coupled into the system by a rigid non-magnetic tether across said vehicle; 11. The magnetic dynabook levitation of claim 10, wherein all resulting destabilizing forces and destabilizing torques are compensated for by stabilizing forces and destabilizing torques generated in other subsystems of the subsystem. And stabilizing self-regulating system. 12. A guideway component and a vehicle levitator component, the guideway component comprising: a common concrete foundation; a plurality of cylinders placed symmetrically in pairs and extending along the length of the gateway. A laminated steel core of the shape
A plurality of laminated steel cores each having a C-shaped cross section at the rear and a pair of sharpened tips extending toward opposing tips in the pair of steel cores; A plurality of non-magnetic metal screens covering said rear inner and outer lateral surfaces of said laminated steel core; said steel core being a rigid non-magnetic tether on said common concrete foundation with guideways. Fixed with an air gap between correspondingly opposed tips of each pair of the steel cores along which the length of the stator is invariable;
A plurality of identical iron insert strips extending along the vehicle; and a number of magnetic parts arranged along the length of the vehicle and joined together by rigid non-magnetic tethers; A magnetic dynamic levitation and stabilization self-regulating system (MDLSS), symmetrically disposed within the air gap between opposing steel cores in each of the pairs of the steel cores. 13. Providing a common foundation with a bottom surface and a pair of spaced side walls and determining a trajectory in said common foundation; and a pair of spaced side surfaces with the bottom surface. Providing at least four substantially identical devices, each device including a stator and a levitator component magnetically coupled together. A method of magnetic dynamic levitation of a body moving along a track, said stator component comprising: a pair of substantially identical elongated layered steel cores, each steel core having a rear portion and a pair of material. The rear portion has an inner and an outer lateral surface, each of the front portions being wider than the rear portion of the steel core pair. Facing the sharp end of the tip of the opposite facing steel core It has a pointed end extending and characterized by;
A non-magnetic conductive screen covering the inner and outer lateral surfaces of the rear of the steel core; the levitator components being rigidly connected; and two permanents each of the two levels having the same polarity. A magnet comprising four permanent magnets arranged at two levels with a magnet and said two levels being different and one below the other and a permanent magnet of opposite polarity, said permanent magnet being the tip of the steel core of the stator part Symmetrically located in the air gap between the sharp ends of the sections; the first pair of said four devices are mounted symmetrically between the bottom of the body and the common base, and two of said four devices
A second pair, with precise alignment between the side walls of the body and the common foundation and symmetrical mounting; said stator parts of the device are mounted on a common foundation and rigidly connected to each other. Further comprising moving the body along a predetermined trajectory, further comprising the flotation parts of the apparatus mounted on the body and firmly connected to each other;
A magnetic dynamic levitation method for a main body moving along an orbit. 14. The device in a first pair is in proportion to the weight of the body and supports the body at a level above the bottom of a common foundation; 14. The method according to claim 13, wherein is balanced with both the centrifugal force generated during rotation of the body and any external lateral forces applied to the body. 15. A double loop magnetic circuit comprising a permanent magnet of a levitator component, said pair of steel cores of a stator component, and an air gap between each permanent magnet and a respective tip. And a right loop, each having a magnetic flux, each of the air gaps having a reluctance; the air gap in the right loop by the permanent magnet facing a steel core in the right loop. The magnetic resistance of the air gap in the left loop increases, which increases the magnetic flux in the right loop and decreases the magnetic flux in the left loop, which further increases the saturation of the rear of the right core The reluctance increases, the saturation of the rear of the left core decreases, and the reluctance decreases; the permanent magnet moves toward the steel core in the left loop, causing the permanent magnet to slide in the right loop. A symmetrical process occurs that is opposite to the process that occurs when heading toward the teal core; due to the lateral displacement of the permanent magnet, the increase in the reluctance of the air gap increases the reluctance of the saturated steel in the rear of each core. , So that the reluctance generated in each of the loops remains approximately equal to each other; the lateral displacement of the permanent magnet causes the magnetic flux between the right and left cores to be reduced. 14. The method of claim 13, wherein the difference is approximately zero. 16. A vehicle comprising: a guideway component; a vehicle levitation component; and a linear synchronous motor for a high speed ground transport vehicle;
The guideway parts; a common concrete foundation;
A multiplicity of cylindrically-laminated steel cores placed in symmetrical pairs and extending along the length of the guideway,
Each steel core has a C-shaped cross section with respect to the rear and one of the tips extending in opposite directions within the pair of steel cores.
A multiplicity of non-magnetic metal screens covering the outer and inner lateral surfaces of the rear portion of the layered steel core; the steel core comprising the common concrete. A rigid non-magnetic tether is fixed on the foundation with an air gap between the corresponding opposed tips of each pair of steel cores, thereby securing the stator along the guideway. Characterized in that the length is invariable; said vehicle levitator parts: a number of identical iron insert strips extending along the vehicle; a rigid non-magnetic tether arranged along the length of the vehicle A plurality of magnetic parts joined together by materials, each magnetic part being symmetrically disposed in the air gap between opposing steel cores in each said pair of steel cores. A linear synchronous motor for the high speed ground transport vehicle; (a) linear stator / guideway components extending along a trajectory of the vehicle motion, each with a separate section; A stator / guideway component comprising a pair of mirror symmetric stator windings having a plurality of mirror windings, each stator winding having a different length along said separate section. Being powered by a three-phase alternating current, the stator windings produce a traveling wave having a variable speed and acceleration in the separate sections of the stator windings; Wherein the frequency of the current is constant along all distinct sections of the stator winding, wherein each of the turns of the stator winding comprises two vertically operating segments. , Each segment has a layer of conductor (B) including a permanent magnet rotor, wherein the permanent magnet rotor comprises an even number of substantially identical magnetic devices arranged in a row along the vehicle, wherein the row includes a first half and a second half; Each magnetic device includes two steel cores and a permanent magnet that is vertically magnetized and further moves between a lower position and an upper position with respect to the steel core, and two air gaps are formed. A permanent magnetic field is formed in the air gap by the permanent magnet in the lower position between the lower and upper positions, the layer of the conductor of the working segment of the stator winding extending through the air gap;
The traveling wave interacts with the permanent magnetic field in the air gap, thereby creating a thrust propelling the vehicle along the track, the pitch of the rotor poles of the permanent magnet being such that the permanent magnet Increasing when in position and decreasing when the permanent magnet is in the upper position; (c) stepwise changing the length of the pole pitch during vehicle movement by moving the permanent magnet downward and upward; And (d) the length of the pole pitch of the rotor during movement of the vehicle by changing the distance between the first half and the second half of the array of devices. A synchronization mechanism cooperating with the rotor to provide a smooth change in the length of the stator windings and the pitch of the rotor poles; Magnetic dynamic levitation characterized by the fact that Stabilization self-regulating system (MDLSS). 17. The method according to claim 17, wherein the separate sections include an acceleration section, a deceleration section, and a constant speed section extending therebetween, wherein the length of the number of turns of the stator winding is equal to that of the constant speed section. The length of the number of turns is substantially constant along the constant speed section, and the length of the number of turns decreases in the direction away from the constant speed section in the deceleration section. 17. The linear synchronous motor according to claim 16, wherein 18. The linear synchronous motor according to claim 16, wherein the stator winding is a three-phase winding including phases A, B, and C. 19. The stator windings are supported by saw-toothed holders each having a slot,
19. The linear synchronous motor according to claim 18, wherein said layers of conductors of said vertically acting segments of said stator windings are contained within said respective slots. 20. The permanent magnets in the first half of the row of devices have the same polarity, the permanent magnets in the second half of the device row have the same polarity, and permanent magnets in the first half of the device row. 2. The method according to claim 1, wherein the polarity is opposite to the polarity of the magnet.
7. The linear synchronous motor according to 6. 21. The number of turns of each of the stator windings includes a front and rear vertical working segment and a horizontal horizontal part connecting the working segments; the horizontal horizontal part being inside an electrical insulator. The upper end face and the lower end face of a monolithic multilayer of sandwich-type conductors separated by layers of said upper and lower end faces, each said core of said steel core and a permanent magnet of a rotor. The bottom end face and the holder are fixedly mounted on the concrete beam of the stator / guideway part; the stator winding phases A, B, 20. The linear synchronous motor according to claim 19, wherein each of C comprises a fixed even number of busbars located within the slot of the holder in a predetermined order. 22. The linear synchronous motor according to claim 21, wherein the number of turns of the stator winding is made of a copper bus. 23. The linear synchronous motor according to claim 21, wherein the length of the number of turns of the stator winding and the thickness of the bus bar are proportional to a designated speed of the vehicle within a predetermined cross section of the guideway. . 24. A method according to claim 24, wherein each busbar is formed such that half of said fixed number of turns is clockwise wound on all fragments of said stator winding, and the other half of said fixed number of turns is counterclockwise. 22. The linear synchronous motor according to claim 21, wherein the number of turns is equal to the length of the traveling wave. 25. The permanent magnet has a generally rectangular cross section with edges on the top and bottom and is provided with a pair of saddle-shaped pole shoes, each shoe comprising Mounted on each of the top and bottom edges, the steel core includes a "C" -shaped steel core, and when displaced downward, the saddle pole shoe and the "C" -shaped steel core produce a magnetic flux. Is divided into two equal parts, the magnetic field lines are bent to a horizontal position and concentrated in the air gap of the device, whereby the electromagnetic energy of the current in the working segment of the stator winding is transferred to the mechanical energy 17. The linear synchronous motor according to claim 16, wherein the linear synchronous motor is strongly converted to a synchronous motor. 26. When the permanent magnet is displaced upward in the device, the magnetic flux in the air gap is lost and the magnetic field lines close through the shoe of the upper core of the steel core excluding the working segment of the stator winding. 26. The PMLSM linear synchronous motor according to claim 25, wherein: 27. The steel core of the first half of the row of equipment is rigidly connected, the steel core of the second half of the row is rigidly connected, and the vehicle includes a chassis with a longitudinal slot; 28. The linear synchronization of claim 26, wherein the chassis is mounted in a longitudinal slot and moves away and together during vehicle movement to smoothly change the length of the rotor pole pitch. motor. 28. A steel core is connected to the vehicle chassis and moves only in the direction of vehicle movement; a permanent magnet is connected to the steel core and moves only upward and downward relative to the steel core; 28. The linear synchronous motor according to claim 27, wherein the attraction of the permanent magnet to the steel core is compensated by repulsion of a tie between the steel core and the permanent magnet.