WO2012048664A1 - Permanent magnet motor with outer spiral rotor and wheel-rail vehicle road system with permanent magnet suspension - Google Patents

Abstract

Provided are a permanent magnet motor with an outer spiral rotor (1) and a wheel-rail vehicle road system with permanent magnet suspension. The permanent magnet motor comprises a stator armature (2), an outer rotor (1), bearings (13) and a control system, in which the outer rotor (1) is an outer spiral rotor, i.e. on the outer rotor (1) spiral blocks (4) having permanent magnets are arranged along a spiral line, the magnetic pole directions of the spiral blocks (4) are in the radial direction of the outer rotor (1) and adjacent magnetic poles are arranged alternately as N and S poles; the stator armature (2) is formed by a stack of stator laminations (7) with a spiral groove (9) arranged along a spiral line, the pitch of the spiral groove (9) being the same as that of the outer rotor (1), and spiral coils (10) are wound inside the spiral groove (9). The permanent magnet motor is provided with an outer spiral rotor (1) outside the motor, thus a greater output of driving power can be obtained with an identical outer diameter. The permanent magnet motor-generator with the outer spiral rotor (1) is suitable for highly efficient driving of a magnetically suspended vehicle and highly efficient braking thereof with power generation and recovery.

Description

 External spiral rotor permanent magnet motor and permanent magnet suspension wheel rail road system

 The invention relates to the technical field of electric motors and maglev trains, in particular to a linear motor drive system and a suspension guide positioning system for a permanent magnet suspension train.

Background technique

 The linear drive motor of the maglev train has been described as a straight-line homogenous motor or a linear differential induction motor. Since the actual application requires a minimum acceptable clearance of at least 8 mm between the linear motor and the track, the existing rotating electrical machine having a magnetic gap of only 0.5 to 1 mm is much less efficient.

 Industrial three-phase asynchronous motors are simple in structure and simple in maintenance, so they are widely used, but there are obvious iron loss and copper loss. Even with variable frequency speed control technology, there are also book defects with low efficiency at low speed. The permanent magnets have higher efficiency, but the variable frequency synchronous control system is more complicated. The permanent magnet DC brush motor has high efficiency, but the brush is easy to wear and the failure rate is high. Switched reluctance motor, high temperature resistance, but there is a large iron loss, because there is no permanent magnet, it can not be directly used for power generation. The excellent high-speed train driving technology requires the motor to maintain high driving efficiency at any speed, and requires the energy in the deceleration of the vehicle to recover energy by the efficient power generation of the motor. Although some of these motors can achieve this function, the fly in the ointment is that the efficiency is low.

 The cost of rail construction using EMS magnetic cyclone train technology is usually more than 50% higher than that of conventional high-speed railway technology. It is considered that the cost of constructing magnetic levitation high-speed railway is lower than that of conventional high-speed railway. Cost is impossible to achieve.

 Driving a magnetic levitation car on the road is still a dream.

Summary of the invention

technical problem

 The invention aims to overcome the deficiencies in the above technology, and provides an outer spiral rotor permanent magnet motor with a more compact structure and high efficiency, which reduces the structural size of the whole machine and reduces the weight at the same outer diameter. Get more output power. At the same time, the motor maintains high drive efficiency and power generation efficiency at any speed. The external spiral rotor permanent magnet motor is used on the magnetic suspension railway and highway system, arranged according to different spatial structures, and can efficiently drive and efficiently generate and recover brake kinetic energy, so that the cost of constructing the magnetic levitation high-speed railway road traffic is lower than that of the conventional wheel-rail technology. The cost of the high-speed railway road becomes possible; the external spiral rotor permanent magnet motor can also be applied to the high-efficiency energy-saving transformation of the magnetic suspension elevator of the super high-rise building.

Technical solutions

 The technical solution solved by the present invention is implemented as follows:

External spiral rotor permanent magnet motor, comprising stator armature, outer rotor, bearing, control system; The outer rotor is an outer spiral rotor, that is, a spiral block arranged in a spiral line and having a permanent magnet is arranged on the outer rotor, and the magnetic pole direction of the spiral block is a radial direction of the outer rotor and an adjacent magnetic pole N. S poles are alternately arranged;

 The stator armature is stacked by a stator lamination and forms a spiral groove arranged in a spiral line. The spiral groove pitch of the stator armature is the same as the pitch of the outer rotor, and the spiral groove is inside Winding the spiral 圏.

 Further, in order to enhance the magnetic field near the stator armature and improve the efficiency of the motor, the outer spiral rotor further includes a circumferential permanent magnet, and the circumferential permanent magnet is sandwiched between adjacent spiral blocks, and is disposed along the circumferential direction. At the axial end of the outer rotor of the spiral block, and forming a spiral HALBACH magnet structure with the spiral block.

 Further, in order to ensure the rigidity of the outer spiral rotor, the motor further includes one or more spiral rotor skeletons, wherein the spiral groove is the same as the outer rotor pitch and corresponds to the position of the spiral block. The rotor skeleton is a non-magnetic material or a magnetic conductive material, or a composite of two materials.

 More specifically, the motor further includes a stator shaft, a stator end cover and a rotor end cover, wherein the stator end cover and the stator end, the rotor end cover and the rotor end are respectively fixedly connected; the two ends of the stator shaft are disposed Bearing, bearing sleeve is set outside the bearing, and the bearing sleeve is slidingly matched with the rotor end cover.

 Further, a disc permanent magnet is disposed between the stator shaft, the stator end cover, the rotor end cover and the outer spiral rotor, and the plane magnetic poles of the adjacent disc permanent magnets are opposite to each other and maintain a certain magnetic gap, and the magnetic pole direction is The same magnetic poles are opposite to each other and constitute an axial magnetic thrust bearing. The permanent magnet repulsive force generated when sliding axially with each other is subjected to the axial pulling force of the permanent magnet spiral rotor, and the axial load of the bearing is reduced.

 Also included is a rotor position sensing strip and a sensor disposed on the outer helical rotor, the rotor position sensing strip 3 being in the shape of a spiral having the same pitch as the outer helical rotor. The rotor position sensing strip may be a permanent magnet material, a ferromagnetic material, or a spiral grid for photoelectric induction. The sensor can be a Hall sensor, a photoelectric switch, a proximity switch, a magnetic sensitive diode, and the position of the permanent magnet spiral rotor can be detected at any time. The rotor position signal detected by the sensor and the drive control system coordinately control the torque and the rotational speed of the permanent magnet spiral rotor. Brushless DC motor control without position sensor is also available.

 The motor group comprising the outer spiral rotor permanent magnet motor described above, comprising two of the outer spiral rotor permanent magnet motors, further comprising a stator shaft, a rotor shaft, a stator end cover and a rotor end cover, Two adjacent motors are coupled by a rotor shaft, one end of the stator shaft is connected to the stator end cover, and the other end is internally coaxially disposed and slidably engaged with the bearing sleeve, the bearing sleeve is internally provided with a bearing, and the bearing is passed through the bearing The rotor shaft is slidably engaged, and the rotor shaft and the outer spiral rotor are fixedly connected by a rotor end cover.

 Similarly, a disc permanent magnet is disposed between the stator shaft, the stator end cover, the rotor end cover and the outer spiral rotor, and the plane magnetic poles of the adjacent disc permanent magnets are opposite to each other and maintain a certain magnetic gap, and the magnetic pole direction is The same magnetic poles are opposite in direction.

A permanent magnet suspension road system comprising a magnetic suspension vehicle body, a linear drive system, a suspension system and a guiding system; the linear drive system comprises an external spiral rotor motor fixedly connected with the magnetic suspension vehicle body and a spiral stator laid on the roadbed ; The outer spiral rotor of the outer spiral rotor motor is provided with a spiral block arranged in a spiral line and having a permanent magnet on the outer rotor, and the magnetic pole direction of the spiral block is a radial and adjacent magnetic of the outer rotor. Almost the N and S poles are alternately arranged; the stator armature of the outer spiral rotor motor is stacked by the stator laminations, and forms a spiral groove arranged in a spiral line, and the spiral groove of the stator armature The pitch is the same as the pitch of the outer rotor, and the spiral groove is wound in the spiral groove;

 The spiral stator is coaxially disposed outside the outer spiral rotor, and the inner surface opposite to the outer spiral rotor is provided with a spirally arranged ferromagnetic material protruding spiral line, pitch and outer screw The pitch of the wire rotor is the same;

 The suspension system comprises a floating permanent magnet followed by a vehicle body and a stationary suspension armature opposite to the roadbed, and the floating permanent magnet is located directly below the suspension armature, and a magnetic attraction force is formed between the two to balance the weight of the vehicle;

 The guide positioning system includes horizontal and vertical guide wheels and guide rails that are fixed to the helical stator and/or the subgrade of the linear drive system.

 The suspension armature is fixed on the spiral stator, or on the road base, or on the guide rail; the suspension permanent magnet is fixed on the outer spiral rotor motor or fixed on the vehicle body.

 Further, the roadway system further includes a rail changing device, wherein the rail changing device is disposed at an orbital position of the vehicle, and includes a rotating rail plate with a rotating shaft at the bottom, and the rotating rail plate is provided with two parallel segments a straight rail and a section of the curved rail between the two straight rails, wherein the two straight rails are respectively connected to two rails respectively on a straight line on both sides of the variable rail position, and the curved rail is a smooth curved track, The smooth curved track is simultaneously tangential to the two end points of the smooth axis track at the two ends parallel to each other on both sides of the track changing position.

 The outer spiral rotor is fixed to the vehicle body through a connecting arm, and one end of the connecting arm is fixed to the vehicle body, and the other end is hinged or universally coupled to the outer spiral rotor motor.

 Further, the roadway system further includes two wheel rails and wheels, and the linear drive system is located at an intermediate position between the two wheel rails. For the road system of the structure, a rail changing device having a structure including a sliding rail with a slide at the bottom and a straight rail and a curved rail disposed on the sliding rail may be provided. The sliding track is arranged at the changing rail position, and the straight rail and the curved rail are respectively connected by sliding.

 The vehicle road system may further comprise two sets of linear drive systems symmetrically arranged to the left and right of the magnetically suspended vehicle body, and corresponding two sets of suspension systems and two sets of guiding systems. Further, two sets of symmetrical guide rails may be included, which are disposed on the inner side or the outer side of the two sets of linear drive systems as horizontal guide rails and/or vertical guide rails.

 Further, the road system further includes a conductive rail and a power receiving arm. The two conductive rails are disposed on the basis of the rail, and the corresponding power receiving arm is disposed on the vehicle body, and the conductive rail and the power receiving arm are realized by the brush. Electrical connection.

 Further, the suspension system of the above road system includes a lifting adjustment mechanism for adjusting a magnetic gap between the suspension permanent magnet and the suspension armature; the lifting adjustment mechanism may be a screw drive lifting mechanism or a ramp lifting mechanism.

 In view of the problem of workability, the spiral stator may be a unitary structure or a split structure.

Further, the permanent magnet suspension road system further includes an overhead support structure and a box girder, wherein the box girder is disposed on two side wings or a single side wing of the elevated support structure as a roadbed of the permanent magnet road system; Upper and/or lower frame of the box girder The magnetic suspension vehicle body and its linear drive system, suspension system and guiding system are provided.

 More specifically, the magnetic levitation vehicle body may be a trailer for loading vehicles and goods provided with left and right opening and closing structures and upper and lower tensile structures; the left and right opening and closing structures and the upper and lower stretching structures may be one or two groups. The telescopic arm is hinged from the two sides of the vehicle body to the roof or the vehicle bottom.

Beneficial effect

 The outer spiral rotor permanent magnet motor of the invention has the following beneficial effects:

 1. Compact structure and small size. The permanent magnet of the outer spiral rotor acts both as a permanent magnet rotor for a permanent magnet motor and as an external permanent magnet spiral rotor driven by a linear permanent magnet, which is equivalent to reducing a layer of permanent magnet structure and significantly reducing the radial dimension. Light, at the same time, effectively utilizes the space inside the permanent magnet of the outer spiral rotor, so that the original coaxial coaxial series motor is used to drive the motor into an integrated structure with the external permanent magnet spiral rotor, and the overall axial length is obviously Reduce, reduce the weight of the whole machine.

 2. The driving force is large. The permanent magnet of the outer spiral rotor has the same magnetic field strength direction as the inner spiral stator armature, and the two magnetic fields are superimposed to further increase the external magnetic field strength of the outer permanent magnet spiral rotor, so that the permanent magnet spiral The driving force between the rotor and its external helical stator is further enhanced, making the overall driving force of the linear permanent magnet drive more powerful. The acceleration and maximum speed of the high-speed train are further increased, and the climbing angle is further increased. If the original driving force and acceleration are kept the same, the driving magnetic gap can be further increased.

 3. Light load and high speed. The axial load of the bearing is automatically withstand by the permanent magnet repulsive force of the permanent magnet thrust bearing. The bearing is hardly affected by the axial force. The mechanical friction between the bearing supporting the rotor and the motor is slight, and the mechanical life of the bearing is obviously prolonged. At the same time, the radial load is also very slight, so the bearing is in a light load state, allowing up to tens of thousands of revolutions per minute.

 4. The coil is easy to embed. The spiral groove opening of the stator core faces outward, and it is easier to embed the spiral coil from the outside than to embed the straight coil from the inside.

 5. Cost reduction. Since only one layer of permanent magnet is used as the common structure, the utilization rate of the permanent magnet material is improved, a large amount of strong permanent magnet material is saved, and other auxiliary supporting materials are also saved, so that the cost of the linear permanent magnet drive machine is significantly reduced. After the driving magnetic force gap is increased, the difficulty of track construction is further reduced, and the railway construction cost is further reduced.

 6. High efficiency and energy saving. The outer rotor is excited by a permanent magnet. The rotor excitation does not consume electrical energy, no eddy current loss occurs, no iron loss, and the motor generates low heat. With brushless permanent magnet DC motor, the coil of the DC motor is always in the optimal magnetic field area, the efficiency is as high as 90%-98%, the reactive power is low, and the power utilization rate is very high. Externally used external spiral rotor with permanent magnet material, the motor can be directly used as motor and generator without power excitation. The state of the motor used as motor and generator can be converted by itself. During the brake deceleration, the motor is directly It can store high-speed kinetic energy through high-efficiency power generation, which not only simplifies the structure, but also saves most of the electric energy. This has practical significance for the energy saving of the transportation industry and the realization of national energy-saving and emission reduction targets.

 The use of the external spiral rotor permanent magnet motor on a maglev train may result in an unexpected effect due to the arrangement of the outer spiral stator rails according to different spatial structures, and the magnetic suspension high-speed railway construction scheme arranged according to the four-channel structure will It will make it possible to build a magnetic levitation high-speed railway at a lower cost than the high-speed railway of conventional wheel-rail technology.

Maglev cars and maglev buses with permanent magnet suspension wheel-rail technology are no longer a dream on the road. For the existing high-speed railway lines that have been built, the permanent magnet suspension wheel-rail railway can be reconstructed and continued, so that the transformation cost and rework loss are minimized. For new railways, it can be constructed in a lower-than-conventional high-speed rail-rail system.

 The external spiral rotor linear permanent magnet drive machine and the track are combined according to different arrangement schemes, and the permanent magnet suspension wheel rail road system of different structures is combined, including permanent magnet suspension wheel rail train, permanent magnet suspension wheel rail vehicle, permanent magnet suspension wheel Rail bus, permanent magnet suspension wheel rail suspension rail Airbus, permanent magnet suspension wheel rail hanging conveyor, permanent magnet suspension wheel rail drive, etc.

 The permanent magnet suspension track adopts an elevated structure, and the most economical structural layout adopts a circumferential two-way four-row arrangement.

 For the new low-speed subway and intercity light rails, the intermediate drive rail structure is used to drive, and the permanent magnet suspension rail track can pass both the permanent magnet suspension wheel train and the conventional wheel train, and use the existing railway track. , making construction costs greatly reduced.

 For metros and intercity light rails that operate at low speeds, the structure of the drive suspension track is laid on the track.

 For the existing line to transform the high-speed magnetic suspension wheel-rail railway: the existing rails are removed, replaced with steel beam supports, erected spiral stator drive rails and guide rails, and become a super-high-speed permanent magnet suspension rail-rail railway with good elasticity.

DRAWINGS

 BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a cross-sectional structural view showing a form of an outer spiral rotor permanent magnet motor according to the present invention.

 Figure 2 is a schematic view showing the structure of a half cross section of Figure 1.

 Figure 3 is a perspective view of the three-dimensional structure of Figure 1.

 Fig. 5 is a perspective view showing the structure of a stator armature of an outer spiral rotor permanent magnet motor.

 Fig. 6 is a schematic cross-sectional structural view of an outer spiral rotor with a built-in HALBACH magnet structure.

 Fig. 7 is a perspective view showing the structure of a single-layer outer spiral rotor skeleton.

 Figure 8 is a partial cross-sectional view of the double outer spiral rotor skeleton.

 Figure 9 is a cross-sectional view of a double outer spiral rotor skeleton of an outer bimetal welded sleeve structure.

 Fig. 10 is a longitudinal sectional structural view of a motor unit composed of two outer-rotor rotor permanent magnet motors.

 Figure 11 is a perspective view of the perspective structure of Figure 10.

 Fig. 12 is a schematic perspective view showing the cooperation of the outer spiral rotor permanent magnet motor and the spiral stator of the suspension system.

 13 and 14 are respectively a schematic cross-sectional structural view and a three-dimensional structure diagram of the permanent magnet suspension wheel rail metro of the first embodiment.

 Figure 15 is a perspective view showing the structure of a single-axis driven permanent magnet suspension wheel-rail subway.

 Fig. 16 and Fig. 17 are schematic perspective views showing the straight rail passage and the turning rail transition shown in Fig. 15, respectively.

 Figure 18 is a schematic cross-sectional view showing the structure of a single-shaft driven permanent magnet suspension road of Embodiment 2.

 Figure 21 is a schematic view showing the single-axis driving 4-channel permanent magnet suspension overhead light rail passing permanent magnet suspension wheel rail car and the suspension rail permanent magnet suspension passenger car of the third embodiment.

22 is a structure of a single-axis driving 4-channel permanent magnet suspension overhead light rail passage lifting permanent magnet suspension hanging rail trailer of Embodiment 4. Schematic.

 23 and FIG. 24 are respectively a schematic structural view and a three-dimensional structure diagram of the high-speed permanent magnet suspension wheel-rail automobile of Embodiment 5. Figure 25 is a cross-sectional structural view showing the new permanent magnet suspension wheel rail high speed railway of the sixth embodiment.

 Fig. 26 and Fig. 27 are respectively perspective views showing the three-track slewing boring of the present invention in a state in which the permanent magnet suspension wheel-rail high-speed railway is in a through state and a track-changing state.

 28 and 29 are respectively schematic perspective views of the three-track turning lane of the present invention in a through state and an orbital state at the intersection of the permanent magnet suspension wheel rail high speed railway.

 Fig. 30 is a structural schematic view showing the construction of a permanent magnet suspension wheel rail road system compatible with the permanent magnet suspension wheel rail high speed railway in the seventh embodiment. Fig. 34 is a structural schematic view showing the vehicle road system of the permanent magnet suspension wheel rail high speed railway in the eighth embodiment.

 Fig. 35 is a structural schematic view showing the construction of a permanent magnet suspension wheel rail high speed railway road system with built-in compatible rails in the embodiment 9. Figure 36 is a schematic view showing the structure of a bidirectional 4-channel overhead permanent magnet suspension wheel train and a suspension rail permanent magnet suspension train in the tenth embodiment.

 Figure 38 is a cross-sectional view showing the structure of an elevated two-way four-channel vacuum pipeline permanent magnet suspension wheel train in the eleventh embodiment. Figure 39 is a block diagram showing the structure of a vehicle road system of a permanent magnet suspension wheel-rail high-speed railway of an externally driven bottom suspension compatible track in Embodiment 12.

 Figure 40 is a schematic view showing the structure of a vehicle road system of a permanent magnet suspension wheel high speed railway of a continuous rail which externally drives a bottom suspension compatible track in Embodiment 13.

 Figure 42 is a schematic view showing the structure of a vehicle road system of a compatible rail continuous rail permanent magnet suspension wheel rail high speed railway in Embodiment 14. In the picture,

1-External spiral rotor, 2-spiral stator armature, 3-rotor position sensing strip, 4-spiral block, 5-spiral rotor frame, 6- spiral groove on spiral rotor frame, 7- Stator lamination, 8-laminated groove, 9-spiral stator armature spiral groove, 10-spiral coil, 11-terminal connection, 12-stator shaft, 13-bearing, 14-bearing swivel, 15-rotor end cap, 17A, 17B- disc permanent magnet, 18-thrust bearing, 19-circumferential permanent magnet, 21-connecting rib, 22-inner spiral rotor bobbin, 23-outer spiral rotor bobbin, 24 A , 24B - spiral foil, 25-cylinder jacket, 26-rotor shaft, 27-rotor disc, 28-stator end cap, 29-plug, 30-connector, 31-universal coupling, 32 - spiral stator, screw line on 33-spiral stator, 34-subgrade, 35-rail, 36-embedded part, 37-adjusting pad, 38-outer spiral rotor linear permanent magnet drive, 39-level Ribs, 40-straight ribs, 41-Z suspension board, 42-groove, 43- permanent magnet suspension wheel train, 45-horizontal pallet, 46-suspended permanent magnet, 47-vertical guide wheel, 48 - horizontal guide wheel, 49-column Bogie, 50-train steel wheel, 51-drive track, 52- straight drive track, 53-channel curved track, 54-curve drive track, 55-channel straight track, 56-slide track, 57- Straight rail, 58-bend rail, 59-permanent magnet suspension bus, 60-rubber tire, 61-support column, 62-beam, 63-box beam, 64-transition beam, 65-rib plate, 66-permanent magnet suspension wheel rail car , 67- "Z" shaped suspension track, 68-mount table, 69-hook, 70-bracket, 71-vertical pallet, 72-bend, 73 - "C" shaped suspension track, 74-hang Rack, 75-hanging rail permanent magnet suspension train, 76-universal joint connector, 77-ring arm, 78-tip, 79-rotary, 80-retractor, 81-car, 82 - "T" Bracket, 83-supporting ribbed plate, 84 - "L" shaped suspension plate, 85-box girder, 86-horizontal support, 87-cylindrical section, 88-swivel track, 89-slewing rail, 90-rotary shaft, 91-straight track, 92-bend track, 93-straight track, 94-chassis, 95-brush, 96-conductor rail, 97-receiver arm, 98-"earth" bracket, 99-suspension plate, 100- Flap, 101- "I" guide track, 102-horizontal guide rail, 103-conventional wheel train, 104 - "I-shaped" pallet, 105- "F" suspension track, 106-insulated pad, 107-Side ribs, 108-concrete piers, 109-steel sleepers, 110-rectangular ribs, 111-steering rails, 112- "several words" shaped suspension plate, 113-groove, 114-insulated backing plate, 115- Copper Conductor Rail, 116-bearing, 117-horizontal beam, 118-rectangular bracket, 119-horizontal support plate, 121-vertical support plate, 122-steel plate, 123-quarter cylindrical pipe, 124-wedge fixture , 125-T suspension guide, 126-wedge block, 127-elastic plate.

detailed description

 The invention will now be described in further detail with reference to the drawings.

 As shown in Figures 1 to 3, the external helical rotor permanent magnet motor of the present invention mainly comprises an outer spiral rotor 1, a spiral stator armature 2, a bearing 13 and a control system and corresponding supporting structural components. The outer spiral rotor 1 is disposed outside, the helical stator armature 2 is disposed inside, and the outer helical rotor 1 is disposed coaxially with the helical stator armature 2, and is maintained between the outer helical rotor 1 and the helical stator armature 2 There is a small magnetic gap.

 As shown in Fig. 1, the spiral stator armature 2 is coaxially fixedly coupled to the stator shaft 12, and both ends of the stator shaft 12 are provided with bearings 13, and a bearing sleeve 14 is disposed outside the bearing 13. The bearing sleeve 14 is externally slidably connected to the rotor end cover 15, and the outer circumference of the bearing sleeve 14 is coaxially disposed with the inner hole of the rotor end cover 15, and the rotor end cover 15 can slide along the outer circumference of the bearing sleeve 14 for a short distance. Further, the stator shaft 12 can be rotated at a high speed under the support of the bearing 13. A stator lands 16 are further disposed at both ends of the stator shaft 12. The stator lands 16 are located outside the rotor end cover 15, and the outer end of the rotor end cover 15 is provided with a disk permanent magnet 17A. The stator lands 16 are opposite to the disk permanent magnets 17A. A disc permanent magnet 17B is provided on one side. The disk permanent magnet 17A is opposed to the plane magnetic pole of the disk permanent magnet 17B and maintains a certain magnetic gap, and the magnetic pole direction is opposite to the same magnetic pole direction. Both ends of the outer spiral rotor 1 are fixedly coupled to the rotor end cover 15. A disk disc permanent magnet 17A is disposed on the inner side of the rotor end cover 15. The spiral stator armature 2 is provided with a disc permanent magnet 17B. In the embodiment, the disc permanent magnet 17B is disposed at both ends of the stator shaft 12 to which the spiral stator armature 2 is fixedly coupled. The rotor end cap 15 can slide a short distance along the outer circumference of the bearing sleeve 14, and the magnetic gap between the disc permanent magnet 17A on the rotor end cap 15 and the disc permanent magnet 17B on the spiral stator armature 2 changes. A large permanent magnet repulsion is generated to resist the axial force load, and an axial magnetic thrust bearing is formed to protect the bearing 13 from the large axial force. A thrust bearing 18 is provided at one of the disc permanent magnets 17A and 17B, and the thrust bearing 18 is slightly above the disc permanent magnet plane to protect the disc permanent magnets 17A and 17B from impact and damage in an instantaneous overload.

 The rotor position sensing strip 3 and the sensor are arranged on the motor adopting the brushless permanent magnet DC motor structure, and the sensor may be a Hall sensor, a photoelectric switch, a proximity switch, a magnetic sensitive diode, and the position of the outer spiral rotor 1 is detected at any time.

A rotor position sensing strip 3 may be disposed on the outer spiral rotor 1, and the shape of the rotor position sensing strip 3 is spiral, and the pitch is the same as the pitch of the outer spiral rotor 1. The number is set as needed, and can be single or multiple. The rotor position sensing strip 3 may be a permanent magnet material, a ferromagnetic material, or a spiral lattice for photoelectric induction. The rotor position sensing strip 3 interacts with the rotor position sensor, and the position sensor detects the outer spiral rotor 1 and the spiral stator armature 2 The relative position signal, in coordination with the drive control system, controls the output torque and speed of the permanent magnet solenoid rotor.

 The present invention can also employ a brushless DC motor control technique without a position sensor. For the position sensorless control system, the rotor position sensing strip 3 can be omitted, simplifying the mechanical structure.

 As shown in FIG. 3, the outer spiral rotor 1 includes a spiral block 4 and a spiral rotor skeleton 5, and the spiral block 4 is a strong permanent magnet material, including but not limited to neodymium iron boron, aluminum nickel cobalt, and spiral block 4. The shape is a spiral shape arranged in a space, and may be integral. For ease of manufacture, the spiral block 4 is usually divided into a short monolithic structure by a whole spiral line, and then combined into a complete shape according to a spatial spiral shape. Spiral shape. The spiral rotor bobbin 5 is provided with a spiral groove 6 which conforms to the shape thereof, and the spiral block 4 is fixedly connected to the spiral groove 6 of the spiral rotor bobbin 5 to form the outer spiral rotor 1. The magnetic pole direction of the spiral block 4 is radial, and the magnetic poles of the adjacent spiral lines are alternately arranged according to the magnetic poles of the S.

 As shown in FIG. 1, FIG. 2 and FIG. 5, the inside of the spiral stator armature 2 is a multi-layer stator lamination 7, and the material of the stator lamination 7 is usually made of silicon steel sheets, and each stator lamination 7 is set as needed. The lamination grooves 8 and the lamination grooves 8 are radially distributed on the plane, and the lamination grooves 8 may be equally spaced or unequal. The shape of the lamination groove 8 may be a square shape as shown, or may be a circular shape, an arc shape, a racetrack shape, and the end may have an extended pole piece. The shape and distribution pitch of the lamination groove 8 are controlled according to the adopted manner. Different, here is not exhaustive. The lamination grooves 8 of the respective stator laminations 7 are sequentially rotated and staggered in the direction of the space spiral to form a spiral groove 9, the pitch of the spiral groove 9 on the spiral stator armature 2 and the outer spiral rotor 1 the same. The multilayer stator laminations 7 are stacked into a stator core. The spiral groove 9 is internally provided with a spiral coil 10, and the spiral coil 10 is embedded in the spiral groove 9, and a ring harness is integrated at both ends of the stator core and the terminal connecting wire 11 is led out to be connected to the control system. Although the spiral groove 9 of the present invention is more complicated than the straight groove of the conventional motor, the spiral groove 9 is open toward the outside, and it is generally easier to embed the spiral coil 10 from the outside than to insert the straight coil from the inside. .

 As shown in Fig. 6, the present invention also discloses a permanent magnet structure scheme of a new outer spiral rotor 1. A circumferential permanent magnet 19 is disposed between the permanent magnets 1 of the outer spiral rotor 1 near the circumferential surface of the spiral stator armature 2, and the circumferential permanent magnets 19 are arranged in the spiral direction of the spiral block 4, and the magnetic pole direction of the circumferential permanent magnet 19 is oriented. The circumferential direction is deflected, and the permanent magnet near the circumferential surface of the spiral stator armature 2 constitutes a spiral HALBACH magnet structure to enhance the magnetic field near the spiral stator armature 2, thereby exerting higher motor efficiency.

 As shown in Fig. 7, Fig. 8, and Fig. 9, three kinds of typical structures of the spiral rotor skeleton 5 are shown. The material of the spiral rotor skeleton 5 may be a non-magnetic material such as stainless steel, fiber reinforced material, or a magnetic conductive material such as a low carbon steel sheet or a combination of a non-magnetic material and a magnetic conductive material.

 As shown in Fig. 7, the structure of the spiral rotor bobbin 5 is a single layer structure. The inside or the outside of the spiral rotor frame 5 is a spiral groove 6 in a spiral direction of the space, and the spiral groove 6 may be internally and externally penetrated, and the spiral groove 6 may be continuous or disconnected, or The connecting ribs 21 connected to each other may also be provided inside the spiral groove 6. The spiral groove 6 has the same pitch as the permanent magnet spiral block 4 of the outer spiral rotor 1, and the spiral block 4 is fixedly connected in the spiral groove 6.

As shown in Fig. 8, the structure of the spiral rotor skeleton 5 has a two-layer structure. A spiral groove 6 is formed between the inner spiral rotor skeleton 22 and the outer spiral rotor skeleton 23, and the pitch of the spiral groove 6 is the same as the pitch of the spiral block 4 of the permanent magnet outer spiral rotor 1, The spiral groove 9 is shaped to match the spiral block 4 of the outer helical rotor 1, and the spiral block 4 is fixedly coupled to the spiral groove 6 by the inner spiral rotor skeleton 22 and the outer spiral rotor skeleton 23.

 As shown in Fig. 9, the spiral rotor bobbin 5 is formed by welding a non-magnetic conductive material and a magnetic conductive material. The spiral rotor skeleton 5 is composed of two spiral sheets of the same pitch, one of which is a magnetic conductive material 24A, such as a low carbon steel sheet, and the other is a non-magnetic material 24B, such as a stainless steel spiral, which will be the two The material is coaxially welded together to form a complete cylindrical outer casing 25. The cylindrical outer casing 25 is then placed outside the spiral rotor skeleton 5 and the spiral block 4 of the single-layer structure shown in Fig. 7, to form a complete outer spiral rotor 1. The cylindrical outer casing 25 is made of a steel material, and its strength is significantly higher than that of the permanent magnet, and the outer spiral rotor 1 can be protected from damage.

 The cylindrical outer casing 25 may also be disposed inside the spiral rotor skeleton 5.

 As shown in Fig. 10 and Fig. 11, it is a motor group composed of two outer-rotor rotor permanent magnet motors. A permanent magnet spiral block 4 is disposed in the spiral groove 6 of the outer rotor bobbin 5 on the outer outer spiral rotor 1. The inside of the spiral stator armature 2 is a stator core in which a plurality of stator laminations 7 are stacked, and the lamination grooves 8 of the respective stator laminations 7 are sequentially rotated and staggered in a spatial spiral direction to form a spiral groove 9 The spiral groove 10 is internally provided with a spiral coil 10, and the middle portion of the spiral coil 10 is embedded in the spiral groove 9. The ring wire bundle is integrated at both ends of the stator core and the terminal connecting wire 11 is led out to be connected to the control system.

 The stator shaft 12 is coaxially fixedly disposed inside the spiral stator armature 2, and the inner shaft of the stator shaft 12 is coaxially slidably coupled to the bearing sleeve 14. The bearing sleeve 14 can slide axially along the inner hole of the stator shaft 12 for a short distance, and the bearing sleeve The bearing 13 is internally disposed, and the bearing sleeve 14 is coupled to the rotor shaft 26 via a bearing 13 and is fixed by a screw plug 29. The rotor shaft 26 projects from one end of the stator shaft 12 inside the solenoid stator armature 2. The rotor shafts 26 of the two spiral stator armatures 2 of the same structure are connected together to form a rotor shaft 26, and the rotor shaft 26 is fixedly connected to the rotor disk 27, and the outer surface of the rotor disk 27 is fixedly connected to the outer spiral rotor 1 A certain magnetic gap is maintained between the outer spiral rotor 1 and the helical stator armature 2. The outer helical rotor 1 is coaxially rotated about the helical stator armature 2 under the support of the rotor disk 27, the rotor shaft 26 and the bearing 13.

 A stator end cover 28 is disposed on the stator shaft 12 at one outer end of the spiral stator armature 2, a disc permanent magnet 17A is disposed on the stator end cover 28, and a disc is disposed on a plane opposite to the permanent magnet 17A on both sides of the outer spiral rotor 1 Permanent magnet 17B. Two permanent magnets 17B are disposed on the stator shaft 12 at the inner end of the two spiral stator armatures 2, and the disk permanent magnets 17A are disposed on the side opposite to the disk permanent magnets 17B. The disk permanent magnet 17A is opposed to the plane magnetic pole of the disk permanent magnet 17B and maintains a certain magnetic gap, and the magnetic pole direction is opposite to the same magnetic pole direction, and constitutes an axial magnetic thrust bearing. The outer spiral rotor 1, the rotor disk 27 and the bearing sleeve 14 can also slide at a short distance along the inner hole of the stator shaft 12 at a high speed, and the magnetic gap between the disk permanent magnet 17A and the disk permanent magnet 17B occurs. The change produces a large permanent magnet repulsive force against the axial force load of the outer spiral rotor 1, so that the bearing 13 is protected from a large axial force, which facilitates the light load operation of the bearing 13 at a light load. A thrust bearing 18 is provided at one of the disc permanent magnets 17A and 17B, and the thrust bearing 18 is slightly higher than the disc permanent magnet plane to protect the disc permanent magnets 17A and 17B from impact and damage in an instantaneous overload.

In order to adapt a plurality of outer spiral rotor permanent magnet motors to various complicated curved situations, the present invention provides a connecting arm 30 between the motors, and the connecting arm 30 connects the ends of the plurality of outer helical rotor permanent magnet motors through the hinge or the 10,000 Connected to the coupling 31, in the embodiment, a structure in which the outer spherical surface of the stator end cover 28 at both ends of the motor is hinged by a spherical surface with a spherical spherical cover having an inner spherical surface is shown. A plurality of outer spiral rotor permanent magnet motors may form an angle between the axes to facilitate formation of a desired straight line or curve. As shown in FIG. 12, the outer spiral rotor 1 is provided with a spiral stator 32 coaxially externally of the permanent magnet motor, and the surface of the spiral stator 32 of the ferromagnetic material is provided with a spiral opposite to the spiral block 4 of the outer spiral rotor. The protruding spiral line 33 of the line arrangement, the magnetic attraction force generated by the outer spiral rotor 1 by the spiral block 4 on the spiral line 33 and the spiral stator 32 generate a strong linear driving force, and the magnetic levitation train is driven to achieve the required speed.

 The outer spiral rotor permanent magnet motor of the present invention also includes an outer rotor motor externally provided with the outer spiral rotor 1, that is, an outer spiral rotor 1 is directly disposed outside the existing outer rotor motor to constitute an outer spiral Rotor permanent magnet motor.

 The external spiral rotor permanent magnet motor can adopt the working mode of the brushless permanent magnet DC motor, or the working mode of the permanent magnet AC synchronous motor, and can work by using the permanent magnet variable frequency servo motor and the stepping motor. The working process is combined with the control system and the stator windings of the motor to form different working modes.

 The use of the outer spiral rotor permanent magnet motor in the magnetic levitation vehicle system will be further described in detail with reference to the accompanying drawings. Embodiment 1 : Permanent magnet suspension wheel rail subway train

 As shown in Fig. 13 and Fig. 14, two steel rails 35 are formed on the concrete roadbed 34, and recesses 42 are formed at the central portions of the two rails 35, and the steel embedded parts 36 are provided on the top and side walls of the recesses 42. The connecting member 36 is provided with a connecting bolt or a bolt hole, and the adjusting pad 37 is disposed as needed. The adjusting pad 37 is provided with a slope, and the two adjusting pads 37 are relatively movable to adjust the thickness. The drive system consisting of the outer spiral rotor linear permanent magnet drive 38 and the spiral stator 32 is located at the center of the two rails, and the outer spiral rotor permanent magnet motor 38 is coaxially disposed with the externally provided spiral stator 32. The wire stator 32 is provided with an opening penetrating up and down to form two semicircular spiral stators 32. The inside of the spiral stator 32 is a spiral line 33 arranged in a spiral line, and each of the spiral stators 32 is provided with a horizontal rib 39. The vertical ribs 40, the horizontal ribs 39 and the vertical ribs 40 are L-shaped. A Z-shaped suspension plate 41 is disposed at the bottom of the spiral stator 32. The horizontal ribs 39 on the left and right sides of the spiral stator 32 are placed on the embedded part 36 of the shoulder of the concave groove 42, and the adjusting pad 37 is disposed between the horizontal rib 39 and the embedded member 36, and then the bolt and the fastener are provided. Press the connection. An adjustment pad 37 is disposed between the vertical rib 40 and the embedded member 36 of the vertical side wall of the recessed groove 42, and is then pressed and connected by a bolt and a fastener. The position of the spiral stator 32 is precisely adjusted by the adjustment pad 37 to be coaxial with the outer helical rotor permanent magnet motor 38 and fixed to the central concave groove 42 of the two rails.

 Above the rail is a permanent magnet suspension wheel train 43. The outer spiral rotor permanent magnet motor 38 is fixed to the bottom of the permanent magnet suspension wheel rail train 43 by the connecting arm 30, the connecting arm 30 is fixed at the vehicle body, and the other end is hinged or universally coupled to the outer spiral rotor motor. 38.

The outer solenoid rotor linear permanent magnet driver 38 is disposed coaxially with the outer spiral stator 32 having an opening. The lower portion of the outer spiral rotor permanent magnet driver 38 is provided with a horizontal pallet 45. The horizontal pallet 45 is provided with a floating permanent magnet, and the floating permanent magnet 46 forms a magnetic attraction with the θ-shaped suspension plate 41 at the bottom of the spiral stator 32. Magnetic levitation system. A vertical guide wheel 47 is disposed on the horizontal pallet 45, and the permanent magnet suspension system precisely controls the suspension gap between the horizontal pallet 45 and the dome-shaped suspension plate. A horizontal guide wheel 48 is also disposed on the horizontal pallet 45, and the rail surface adjacent to the θ-shaped suspension plate 41 is guided in the horizontal direction. The permanent magnet suspension wheel train 43 is provided with a train bogie 49, and the train steel wheel 50 and the rail 35 on the train bogie 49 are guided in the vertical direction. The vertical guide wheel 47 abuts against the bottom surface of the Z-shaped suspension plate, and assists the guide in the vertical direction, and the external spiral rotor linear permanent magnet drive 38 and the spiral stator 32 are coaxially positioned. The outer helical rotor 1 of the outer spiral rotor linear permanent magnet driver 38 generates a strong linear driving force between the magnetic attraction force generated by the spiral block 4 on the spiral line 33 and the spiral stator 32, and drives the magnetic levitation train 43 to meet the demand. speed.

 As shown in Fig. 15, Fig. 16, and Fig. 17, for the track at the curve, the two rails 35 and the original ballast can still be used. When the drive rail 51 between the two rails 35 passes through the ramp position, the curve rail 53 of the ramp is broken by the straight drive rail 52, and the straight rail 55 of the ramp is disconnected by the curve drive rail 54, so A slide rail 56 is provided at the position of the broken rail rail 53 and the straight rail 55. A straight rail 57 and a curved rail 58 are provided on the sliding rail 56. The sliding rail 56 has a slide at the bottom, and the sliding rail 56 communicates with the curved rail 53 and the straight rail 55 when sliding in the chute.

 As shown in Fig. 16, when the train is straight, the slide rail 56 communicates with the straight rail 55 at both ends of the straight rail 57 while sliding in the slide, and the curved rail 53 is broken, and the passage of the straight drive rail 52 is disengaged. The passage of the drive track of the curve is shielded and the train passes through the straight rail 55. As shown in Fig. 17, when the train is in orbit, the sliding rail 56 slides the curved rail 58 in the chute to connect the curved rails 53 at both ends, and disconnects the straight rail 55, and at the same time, the passage of the driving track of the curve is disengaged. While the passage of the straight drive track 52 is shielded, the train will turn through the curved track 58 and the curved rail 53. Since the straight rails 57 of the two rails are in the same direction of translation, it is possible to achieve linkage so that the drive rails through which the train passes are exposed, and the rails through which the wheels pass are joined by the slip rails 56 into a complete track. This kind of ramp structure is simple and reliable.

 This single-axis drive permanent magnet suspension wheel-rail railway structure scheme is more suitable for medium and low-speed maglev trains, such as permanent magnet suspension wheel rail subway trains and permanent magnet suspension wheel rail light rail trains. This kind of permanent magnet suspension track can also be laid on the city bus trunk road. The upper side can drive the permanent magnet suspension wheel-rail bus and the small permanent magnet suspension wheel-rail car can also be used. Since 90%-98% of the weight of the vehicle is overcome by the permanent magnet suspension system, the energy saving effect of the permanent magnet suspension wheel train, the light rail train, the public tram, and the automobile is very significant.

 This single-axis drive permanent magnet suspension wheel-rail railway scheme is compatible with both conventional wheel-rail trains and permanent-magnet suspension wheel-rail trains, and this type of track is equally applicable to the case where there is a vertical crossover of the road, that is, the rails can pass through the cars and trucks laterally. Can pass pedestrians. The scheme can be used to modify the railroad with the sleeper being longitudinal, but the railroad can not be modified for the transverse rail. Otherwise, the cut sleeper will affect the transverse joint strength of the rail. If a new railway is used, the sleeper should be laid longitudinally when it is initially built.

 Example 2: Permanent magnet suspension road and permanent magnet suspension bus

As shown in Fig. 18, it is also possible to lay only such a permanent magnet suspension drive track 51 on a city bus trunk road without having to lay two rails to become a permanent magnet suspension road. That is, the outer spiral rotor permanent magnet motor 38 is disposed coaxially with the externally provided spiral stator 32, and the spiral stator 32 is vertically penetrated to form two semicircular spiral stators 32, each of which is external to each of the spiral stators 32. A horizontal rib 39 and a vertical rib 40 are provided, and the horizontal rib 39 and the vertical rib 40 are L-shaped. A Z-shaped suspension plate 41 is disposed at the bottom of the spiral stator 32. The horizontal ribs 39 on the left and right sides of the spiral stator 32 are placed on the embedded part 36 of the shoulder of the concave groove 42, water An adjustment pad 37 is disposed between the flat rib plate 39 and the embedded member 36, and is then pressed and connected by a bolt and a fastener. An adjusting pad 37 is disposed between the vertical rib 40 and the embedded member 36 of the vertical side wall of the recessed groove 42, and is then pressed and connected by a bolt and a fastener.

 Above the road is a permanent magnet suspension bus 59. The wheels of the permanent magnet suspension bus still use pneumatic rubber tires 60. The bottom of the permanent magnet suspension bus 59 extends downwardly to connect the connecting arm 30. The connecting arm 30 is connected to the outer spiral rotor linear permanent magnet driver 38, the outer spiral rotor linear permanent magnet driver 38 and the externally provided spiral stator 32. Coaxial settings. The lower part of the outer spiral linear permanent magnet drive 38 is provided with a horizontal support plate 45. The horizontal support plate 45 is provided with a floating permanent magnet 46, and the floating permanent magnet 46 forms a magnetic attraction with the Z-shaped suspension plate at the bottom of the spiral stator 32. Permanent magnet suspension system. The horizontal support plate 45 is provided with a β-direction guide wheel 47, and the permanent magnet suspension system precisely controls the suspension gap between the horizontal support plate 45 and the dome-shaped suspension plate. A horizontal guide wheel 48 is also provided on the horizontal pallet 45, and the guide surface near the dome-shaped suspension plate 41 is guided in the horizontal direction. The permanent magnet suspension passenger car 59 is provided with a bogie 49. The steel wheel 50 on the bogie 49 is guided in the vertical direction, and the vertical guiding wheel 47 is placed on the bottom surface of the dome-shaped suspension plate, and is guided in the vertical direction to jointly externally spiral. The rotor linear permanent magnet drive 38 is positioned coaxially with the helical stator 32. The outer spiral rotor 1 of the outer spiral rotor linear permanent magnet driver 38 generates a strong linear driving force between the magnetic attraction force generated by the spiral block 4 on the spiral line 33 and the spiral stator 32, and drives the permanent magnet suspension passenger car 59 to reach The speed required.

 Since more than 90% of the weight has been overcome by the permanent magnet suspension system, the rubber tires are subjected to a small amount of force, and the force of the rubber tires on both sides changes due to centrifugal force during cornering, even one side of the tire is stressed and the other side Completely suspended, the force of the rubber tires on both sides after the recovery of the straight line segment tends to be balanced. In order to reduce the wear of the rubber tire, the support structure of the rubber tire can be set into a universal wheel structure, that is, the two support frames of the rubber tire are slewingly supported by the bearing after being merged in front of the front, and the travel of the permanent magnet suspension bus and the permanent magnet suspension vehicle The direction is all controlled by the permanent magnet suspension drive track. The rubber tire automatically adjusts its own steering with the turning radius of the permanent magnet suspension drive track at any turning radius, eliminating the need to use the four-bar mechanism turning operation mechanism to simplify the structure.

 Two such permanent magnet suspension drive rails 51 can also be laid on the city bus trunk road. The permanent magnet suspension passenger car 59 does not have to use rubber tires to become a dual-shaft driven permanent magnet suspension road. Since the rolling friction coefficient of the steel wheel is much lower than the rolling friction coefficient of the rubber tire, the double-shaft driven permanent magnetic suspension road will be more energy-efficient and faster than the single-shaft driven permanent magnetic suspension road.

 Due to the elimination of the two rails, the structure of the permanent magnet suspension road is simplified, and there is only a narrow gap in the middle of the road, which can pass other cars and buses. This permanent magnet suspension road can make the permanent magnet suspension bus and permanent magnet suspension car with permanent magnet suspension drive structure very energy-saving, and the speed can reach very high speed, for example, 160 km / h is also very safe, it is very suitable for the construction of permanent magnet suspension highway. . Considering this structure in highway construction planning, it can reduce the amount of earth and stone used in infrastructure. For example, a driving track per 100 kilometers of highway can reduce at least 50,000 cubic meters of earth and stone, which is equivalent to several hundred million yuan in construction costs, and avoids the high speed of construction. Rework costs in the later stages of the road.

 Example 3: Single-axis drive 4-channel permanent magnet suspension overhead light rail

As shown at the top of Fig. 21, support pillars 61 are erected on the green belts of the road, the centerline or the ramps on both sides of the road, or the support pillars 61 are erected on the urban planned route. a beam 62 is laid at the top of the column, and the beam 62 can be on the column On one side, it is also possible to extend across the column 61 on both sides. A longitudinal box beam 63 is erected on the side of the beam 62, and the longitudinal box beam 63 may be a reinforced concrete structure or a steel beam. The top of the longitudinal box beam 63 is connected to a spiral stator 32 having an opening. A transition beam 64 may also be provided between the longitudinal box beam 63 and the helical stator 32 for ease of installation. The transition beam 64 is coupled to the upper portion of the longitudinal box beam 63, and the bottom of the spiral stator is coupled to the transition beam 64. The opening of the spiral stator 32 faces upward, the ribs 65 are disposed on the left and right sides of the spiral stator 32, and the bottom of the rib 65 is provided with a "Z"-shaped suspension rail 67 at the bottom extending outward. The cross-sectional shape of the suspension rail 67 is flat. "Z" shape, the horizontal plane is horizontally arranged, the short side direction is downward, and the end extends out of the bayonet table 68. The bayonet table 68 does not fall off the step of the rib 65, and is locked by the fastener. A small "L" shaped hook table 69 extends upward from the middle of the upper surface of the "Z" shaped suspension track, and the "L" shaped hook table 69 is placed on the rib 65 to be locked by the fastener. The horizontally extending portion of the suspension track 67 is used as a track plate to drive the guide wheels.

 A bracket 70 is disposed above the spiral stator 32. The bracket 70 supports a permanent magnet suspension wheel rail car 66 by a suspension. A vertical bracket 71 is disposed at a bottom center of the bracket 70, and a bottom end of the vertical bracket 71 is connected with a screw. The wire rotor linear permanent magnet drive 38, the outer helical rotor linear permanent magnet drive 38 and the helical stator 32 are always coaxial. The two sides of the bracket 70 are provided with a downwardly extending curved arm 72. The curved arm extends inwardly to provide a horizontal suspension plate 45. The suspension plate 45 is provided with a floating permanent magnet 46, and the floating permanent magnet 46 is located in a "Z" shape. Below the bottom plane of the track 67, the floating permanent magnet 46 and the "Z" shaped suspension track 67 create an upward attraction that constitutes a suspension system. A vertical guide steel wheel 47 is disposed on the suspension tray 45 to maintain a certain suspension gap between the suspension permanent magnet and the "V-shaped suspension rail 67. The suspension bracket 45 on the left and right sides is provided with a horizontal guide wheel 48 and a vertical guide wheel 47. The horizontal guide wheel 48 and the vertical guide wheel 47 position the outer helical rotor linear permanent magnet driver 38 and the helical stator 32 in a coaxial position at all times.

 The single-shaft driven overhead permanent magnet suspension wheel-rail car is suitable for medium and low speed operation in the city. It has small air resistance, low driving force and low noise. Because it is a dedicated line operation, the top speed can reach 120 kilometers, which is equivalent to the city highway. As shown in the lower part of Fig. 21, a longitudinal box girder 63 is placed on the beam, and the bottom connecting beam of the longitudinal box beam 63 has an open spiral stator 32. A transition beam 64 may also be provided between the longitudinal box girder 63 and the helical stator 32 for ease of installation, the transition beam 64 is coupled to the bottom of the longitudinal box girder 63, and the top of the helical stator 32 is coupled to the transition beam 64. An opening is provided below the spiral stator 32, and the spiral stator can be formed into a left and right halves. The ribs 65 are disposed on the left and right sides of the spiral stator 32, and the bottom of the rib 65 extends outwardly to provide a boss, and the bottom of the rib 65 A suspension rail 73 is provided, and the cross-sectional shape of the suspension rail 73 is a "C" shape with an opening upward, and the large plane direction is downward. The horizontal straight portion of the "C" shaped suspension track extends laterally out of the plate. The end of the "C" shaped opening is inwardly contracted with a bayonet 68, and the bayonet 68 can be caught on the boss of the rib without falling off, and the extended flat portion of the "C" shaped suspension rail 73 can be driven vertically. The bottom plane of the wheel, "C" shaped suspension track 73 can generate sufficient levitation force.

A suspension 74 is disposed below the spiral stator 32, and a vertical bracket 71 is disposed at a bottom center of the suspension 74. The top end of the vertical bracket 71 is connected to the outer spiral rotor linear permanent magnet driver 38, and the outer spiral rotor is straight forever. The magnetic driver 38 is disposed coaxially with the helical stator 32. A horizontal suspension plate 45 is further disposed on the vertical pallet 71, and a floating permanent magnet 46 is disposed on the suspension pallet 45. The floating permanent magnet 46 is located below the bottom plane of the "C" shaped suspension orbit, and the suspension permanent magnet 46 and the "C" shaped suspension rail The road creates an upward attraction that forms a suspension system. A vertical guide steel wheel 47 is disposed on the suspension plate 45 to maintain a certain magnetic gap between the permanent strong magnet and the "C" shaped suspension track 73. A horizontal guide wheel 48 and a vertical guide wheel 47 are disposed on the left and right sides of the suspension 74, and are supported by the bearing and the main shaft. The horizontal guide wheel 48 and the vertical guide wheel 47 always position the outer helical rotor linear permanent magnet driver 38 and the helical stator 32 in a coaxial position.

 The top of the hanging rail train 75 is flexibly connected with the bottom of the suspension 74, the universal joint connector 76 is arranged at the bottom of the suspension 74, the suspension rail permanent magnet suspension train 75 is suspended under the universal joint connector 76, and the suspension rail permanent magnet suspension train 75 is turning. The centrifugal force is generated to tilt the hanging rail train outward, and the passengers and seats in the vehicle are naturally tilted like a plane to automatically overcome the centrifugal force without abnormal feeling.

 This program makes full use of the space above the highway, does not affect the ground traffic, and significantly saves energy. The same direction of flow as below does not produce a large relative speed sense, nor does it create a staggered airflow effect. A separate signal system can be implemented, which is not limited by ground signal lights, can be quickly passed, relieves ground traffic congestion, significantly saves energy, reduces transportation costs, and reduces ticket fares.

 The above embodiments are combined to form an overhead bidirectional 4-channel permanent magnet suspension wheel rail light rail, occupying the same area, and doubling the traffic volume, making more efficient use of space resources.

 In the city, China's driving habits are on the right side. The two lanes under the elevated light rails are also on the right side, which is the same as the traffic flow below. There is no high-speed wrong driving feeling and the driving resistance will be reduced.

 The two lanes above the elevated light rail are in accordance with the world's common practice. According to the principle of left-hand traffic, the directions of the upper and lower sides of the track on the same side are just opposite. The time of coincidence at a point is very short, and the strength of the track beam does not need to be very high. In addition, the magnetic levitation orbit of the permanent magnet suspension technology is that the large surface bears the weight of the vehicle and the load is uniform. The positive pressure of the guide wheel rail to the rail is less than 1/10 of that of the conventional wheel rail. Therefore, the strength requirement of the rail beam is much lower than that of the conventional wheel rail railway. Therefore, the track cost will be further reduced.

 Embodiment 4: Lifting permanent magnet suspension hanging rail trailer

 As shown in Fig. 22, the support column 61 as described in the embodiment 3 is provided with a beam 62, the side of the beam 62 is provided with a longitudinal box beam 63, and the top of the longitudinal box beam 63 is connected to the spiral stator 32 having an opening. A transition beam 64 may also be disposed between the longitudinal box beam 63 and the spiral stator 32, and the single-axis driving structure of the transition beam 64 is the same as that of the third embodiment. A gimbal connector 76 is disposed at the bottom of the suspension 74, and a hoop arm 77 is disposed below the universal joint connector 76. The upper part of the embracing arm 77 is hingedly connected with the universal joint connector 76. The middle part of the holding arm is provided with a telescopic mechanism. The lower part of the supporting arm 77 is provided with a claw 78 perpendicular to the supporting arm, and the surface of the supporting claw 78 is provided with a protective glue. pad. The embracing arm 77 receives the command from the lower vehicle, and is driven by the rotating device 79 to fall from the flat and extended state. The supporting claw 78 that surrounds the arm is lifted from the side of the car to the bottom of the car to support the chassis of the car, and is automatically sensed. Stop and lock. After confirming the safety, the telescopic mechanism 80 that surrounds the middle of the arm is then retracted to lift the car 81 from the ground to the air. The driver issues a remote command from the cab, and the external solenoid rotor linear permanent magnet drive 38 initiates rotation, driving the underlying suspension 74 and the hooping arm 77 to drive the car along the elevated permanent magnet suspension suspension rail line to the destination.

These small cars can reach the farthest route after taking a ride. If the turn turns lanes or approaches the end of the line, the car can In order to start at the same speed as the suspension in advance, when the same speed is reached, the driver issues an instruction to close the outer solenoid rotor linear permanent magnet drive 38 to coast by inertia, and then issues a command to the ground and then retracts the embracing arm, then outside The spiral rotor linear permanent magnet drive 38 and the hoop arm 77 are decelerated in an automatic program and stopped at the set position. The car is separated from the hoop arm 77 and resumes normal ground driving to the destination.

 In this embodiment, a public line can be uniformly planned for transporting various small cars such as various cars, jeep, and small-face chartered vehicles of the existing structure. The trailer of the elevated permanent magnet suspension line is powered by electric energy, which eliminates the tail gas pollution of the fuel vehicle. Because the steel wheel has a much lower rolling friction coefficient than the rubber tire, the circuit adopts the permanent magnet suspension technology to overcome the weight of more than 95% of the vehicle body, which greatly saves the driving energy of various small motor vehicles including the four-wheel electric vehicle, which can greatly save every kilometer. Driving costs, and make full use of space resources to reduce traffic jams.

 For existing bus buses and large trucks, it is possible to erect an overhead line with a dual-axis drive track structure. To enhance the stability and driving force of the vehicle. If necessary, use a plurality of trailers to hold up large trucks.

 Embodiment 5 : Permanent magnet suspension wheel rail high speed car

 As shown in Fig. 23 and Fig. 24, an inverted "T" bracket 82 is laid on the planned line. The bottom ends of the "T" bracket 82 are supported on the surface of the subgrade 34, and are locked by bolts, pressure plates and fasteners. The center of the "T" bracket 82 is suspended at the center, and the elasticity of the "T" bracket is increased. The upper portion of the "T"-shaped bracket 82 is fixedly provided with a spiral stator 32, and the periphery of the spiral stator 32 is provided with a support rib 83, and the spiral stators 32 on the left and right sides are integrally connected by the support ribs 83, which is convenient for manufacturing. The stator 32 and the support ribs 83 can be divided into upper and lower portions. The openings of the spiral stator 32 are disposed toward both sides, and are respectively fixedly connected to the "T"-shaped bracket 82 through the peripheral support ribs. The bottom of the spiral stator 32 is fixedly connected to the "L" shaped suspension plate 84 via the support ribs 83. The top and bottom sides of the spiral stator 32 are provided with "T" shaped guide rails 85, and the "T" shaped guide rails 85 and the spiral stator 32 are locked by bolts and fasteners.

 A curved arm 72 is disposed downwardly on both sides of the bottom of the permanent magnet suspension wheel rail car 66, and an outer spiral rotor linear permanent magnet driver 38 is disposed at a position of the curved arm 72 near the spiral stator 32, and the outer spiral rotor linear permanent magnet driver 38 It is disposed coaxially with the outer spiral stator 32 having an opening. The end of the curved arm is horizontally folded inwardly into a horizontal pallet 45. The horizontal pallet 45 is provided with a floating permanent magnet 46, and a floating suspension gap is maintained between the floating permanent magnet 46 and the "L" shaped suspension plate 84 to provide an upward suspension pulling force. The inside of the curved arm is also provided with a vertical guide wheel 47 and a horizontal guide wheel 48, and a bearing seat, a bearing and an axle supporting the guide wheel. The rim of the vertical guide wheel is in contact with the "T" shaped guide rail to achieve positioning in the vertical direction. The rim of the horizontal guide wheel is in contact with the surface of the horizontal guide rail, and the horizontal guide wheels of the left and right curved arms are collectively positioned in the horizontal direction. Thus, the permanent magnet suspension wheel rail car is defined by the vertical guide wheel and the horizontal guide wheel at the position where the outer spiral rotor linear permanent magnet driver 38 and the spiral stator 32 are always coaxial, and the outer spiral rotor linear permanent magnet driver 38 and the screw The powerful drive traction between the line stators 32 is energy efficient.

 Example 6 : New permanent magnet suspension wheel rail high speed railway

As shown in Fig. 25, for the newly constructed high-speed railway, or the concrete bridge pier has been constructed, a rectangular box girder 85 can be laid on the concrete pier or subgrade 34, and the lower side of the rectangular box girder 85 is laterally widened with a shoulder, on the shoulder. An embedded member 36 having an "L" shape is disposed, and a spiral stator 32 is disposed on the "L" shaped embedded member 36. The periphery of the spiral stator 32 is provided with a rib 65, and the opening of the spiral stator 32 is opened toward both sides. The spiral stator 32 can be divided into upper and lower parts, and then passed through the surrounding ribs respectively. The plate 65 is fixedly coupled to the embedded member 36 on both sides of the rectangular box girder 85 by bolts and fasteners. The bottom of the spiral stator 32 is fixedly connected to the suspension rail 67 by the rib 65. The cross-sectional shape of the suspension rail 67 is a flat "Z" shape, the horizontal plane is horizontally disposed, the short side direction is downward, and the end extends out of the bayonet 68. The bayonet 68 is not caught on the step of the rib 65 and is locked by the fastener. The extended portion of the Z-shaped suspension rail 67 as a rail plate can travel the vertical guide wheel 47. The bottom plane of the Z-shaped suspension track 67 can generate sufficient levitation force.

 The two sides of the chassis 94 of the permanent magnet suspension wheel train 43 are provided with a downwardly extending curved arm 72. The curved arm 72 is disposed adjacent to the position of the spiral stator 32 to provide a horizontal support 86. The end of the horizontal support 86 is connected to the externally spiral rotor linear permanent magnet. The driver 38, the outer solenoid rotor linear permanent magnet driver 38 is disposed coaxially with the outer spiral stator 32 having an opening. The inner side of the curved arm is also provided with two layers of bearing housings and vertical guiding wheels 47. The vertical guiding wheels 47 are supported by the axles and bearings on the bearing seats on the inner side of the bending arms. The rim of the vertical guide wheel is in contact with the surface of the guide rail of the extended portion of the Z-shaped suspension rail 67, and the upper and lower vertical guide wheels 47 are vertically positioned against the guide rail. A horizontal guide wheel 48 and a bearing housing and a bearing are also provided at the bottom of the curved arm. The rim of the horizontal guide wheel 48 is in contact with the surface of the short-side guide rail below the Z-shaped suspension rail 67, and the horizontal guide wheels of the left and right curved arms are collectively positioned in the horizontal direction. Thus, the permanent magnet suspension wheel train is defined by the vertical guide wheel 47 and the horizontal guide wheel 48 at a position where the outer spiral linear permanent magnet drive 38 and the spiral stator 32 are always coaxial. The third and fourth conductive rails 96 are disposed on both sides of the rectangular box beam 85. The bending arm 72 extends from the power receiving arm 97, and the brush 95 at the end of the power receiving arm 97 receives power from the conductive rail 96, which is a permanent magnet suspension wheel train 43. The power supply is provided to generate a strong driving traction between the outer spiral rotor linear permanent magnet driver 38 and the spiral stator 32 for safe and energy-saving driving.

 The above three-track rotary track changing device can be used for the above-mentioned permanent magnet suspension wheel rail high-speed railway and highway. The following is a detailed description of the following:

 As shown in FIG. 26 and FIG. 27, the present invention provides a universal rail changing scheme for a permanent magnet suspension wheel rail track of different cross sections, and the rail is pressed at a position where two parallel permanent magnet suspension wheel rail tracks need to be changed. The inner cylindrical surface shape is provided with a cylindrical section 87, the cylindrical section 87 is provided with a rotary rail 88, the bottom of the rotary rail 88 is provided with a rotary rail 89, the rotary rail 89 is rotated along the central rotary shaft 90, and the rotary rail 89 is pressed by a straight rail. A straight track 91 is laid in the middle of the 91A, 91B, a straight rail 93 is laid in the middle path of the straight rails 93A, 93B, and a curved rail 92 is laid in the middle of the two straight rails 91 and 93. The busbar of the curved rail 92 is composed of two sections. It consists of an outer circular arc line, the tangent point is located at the rotary axis 90, and the straight ends of the arc can also be connected. The cross sections of the straight rails 91 and 93 and the curved rail 92 are exactly the same as the cross section of the permanent magnet suspension wheel rail track, and the ends of the straight rail 91 and the curved rail 92 are cylindrical sections 87, which coincide with the cylindrical section 87 at both ends, and the rotary track 88 Under the drag of the driving device, a curved track 92 on the rotating rail plate 89 and the two straight rails 91, 93 are rotated together. The straight rails 91 and 93 are at a certain distance from the curved rail 92 so that the curved arms 72 of the permanent magnet suspension wheel train 43 can pass smoothly.

 As shown in Fig. 26, when the train goes straight according to the original straight rail 91B, the rotary rail 88 is dragged by the driving device, and the straight rail 91 on the rotating rail plate 89 is respectively connected with the ipsilateral rails 91A, 91B at both ends, and the curved rail is curved. 92 is in the middle position and is not connected to any track. Trains can go straight through the route 91B, 91, 91A.

As shown in Fig. 27, when the train needs to be changed, the rotary track 88 is bent by the driving device, and the curved plate 89 is bent. The rails 92 are respectively joined to the different rails 91B and 93A at both ends to form a rail 91B, 92 and 93A, and the two straight rails 91, 93 are rotated and are not connected to any rail. The train can be connected by a straight track 91B, a curved track 92, and a straight track 93A to form a track orbit, and the track is changed from one track 91 to the other track 93.

 As shown in Fig. 28 and Fig. 29, the three-track rotary orbital track solution can also be applied to a road surface where multiple tracks are difficult to avoid. When multiple parallel tracks cross, a single rotating track 88 can be shared. In the foregoing manner, any pair of parallel tracks can be passed straight through the original path or can be changed.

 The structure of the ramp is simple, and it is easy to realize automatic control. The straight rail and the curved rail are completely separated, which avoids the intricately staggered structure of the existing straight rail track and the curved rail crossover construction of the conventional wheel rail track, and the ramp eliminates the track to accommodate the rim. The cut groove avoids the weak link of the wedge-shaped tip rail, and the reliability is higher; the line spacing can also be made small, and the line spacing of 5 meters can be achieved; the seamless docking can be realized, and the speed of the train can be very high. High, speed is almost unaffected by the orbit. The track can be rigid, does not require flexible deformation, reduces the material's fatigue bending performance requirements, and has a longer life; it does not produce a large bending deformation force, and the rotary driving force is small, which is beneficial to achieve safe and energy-saving orbit change.

 This three-track rotary orbit is suitable for the orbital of various tracks described later.

 Example 7: Reconstruction of permanent magnet suspension wheel rail high speed railway

 As shown in FIG. 30, for the high-speed railway that has been built and laid, an inverted "soil"-shaped bracket 98 can be laid on the sleeper between the two rails, and the bottom ends of the "soil"-shaped bracket 98 are supported on the rails 35. The upper surface of the bottom plate is locked by bolts, pressure plates and fasteners. The "soil"-shaped bracket 98 is suspended at the center of the bottom, and the elasticity of the "soil"-shaped bracket 98 is increased, which can buffer the strong impact of the high-speed train and the track caused by the track irregularity, prolong the life of the main bearing, and reduce the workload of the maintenance train. The upper sides of the soil-shaped bracket 98 are contracted inwardly to form a shoulder, the shoulder is provided with a spiral stator 32, the periphery of the spiral stator 32 is provided with a supporting rib 65, and the opening of the spiral stator 32 is disposed toward both sides. The spiral stator 32 can be divided into upper and lower parts, and then fixedly connected to both sides of the "earth" shaped bracket 98 through the surrounding supporting ribs 65. The bottom of the spiral stator 32 is fixedly connected to the suspension plate 99 through the supporting ribs 65, The bolt and the fastener are locked. The upper side of the spiral stator 32 is provided with a side wing 100, and the side plate 100 is provided with a "work" guide rail 101, and the "work" guide rail 101 laterally extends the L-shaped connecting plate and the spiral The stator 32 is locked by bolts and fasteners. The distance between the vertical guide faces on the inside of the upper portion of the "I" guide rail 101 is a standard gauge. A horizontal guide is provided at the bottom of the "soil" bracket 98 near the spiral stator 32. Rail 102.

 A curved arm 72 is disposed on both sides of the bottom plate 94 of the permanent magnet suspension wheel train 43. A horizontal support 86 is disposed at a position of the curved arm 72 near the spiral stator 32. The end of the horizontal support 86 is connected with an external spiral rotor linear permanent magnet drive. 38. The outer spiral rotor linear permanent magnet driver 38 is disposed coaxially with the outer spiral stator 32 having an opening. The inner side of the curved arm 72 is also provided with a vertical guide wheel and a bearing seat supporting the β straight guide wheel, and a bearing and an axle. The upper rim of the S-straight guide wheel is in contact with the bottom surface of the "I-shaped" guide rail 101, and the lower rim of the vertical guide wheel is in contact with the upper surface of the I-beam 35 to achieve positioning in the vertical direction.

The bottom of the curved arm is further provided with a horizontal guiding wheel 48 and a bearing seat supporting the horizontal guiding wheel. The bearing housing is provided with a bearing and an axle, and the horizontal guiding wheel 48 is connected to the axle. The rim of the horizontal guide wheel 48 is adjacent to the surface of the horizontal guide rail 102 at the bottom of the helical stator 32, and the left and right horizontal guide wheels 48 collectively achieve horizontal positioning. Thus, the permanent magnet suspension wheel train is defined by the vertical guide wheel 47 and the horizontal guide wheel 48 at a position where the outer spiral rotor linear permanent magnet drive 38 and the spiral stator 32 are always coaxial. The powerful driving traction between the outer spiral rotor permanent magnet motor and the spiral stator 32 is energy-saving. This kind of implementation can eliminate the need to dismantle the track, completely transform the existing railway line into a permanent magnet suspension wheel-rail railway, simplify the transformation work, and only need to re-adjust and repair the original rail.

 The upper surface of the "I-shaped" guide rail 101 can also pass through the train wheel, so the present embodiment can be compatible with the conventional wheel-rail train 103, that is, the permanent magnet suspension wheel rail train can be passed over the permanent magnet suspension wheel rail track modified according to this scheme. It is also possible to pass the conventional wheel-rail train 103, which is a fully compatible track solution.

 Example 8: Continued construction of permanent magnet suspension wheel rail idle railway

 As shown in Fig. 34, for the high-speed railway that has just built the high-speed railway subgrade and has not yet been laid, a "T"-shaped bracket 82 can be laid on the sleeper, and the "T"-shaped bracket 82 is provided with a "work-shaped" shape at both ends of the bottom. The plate 104 and the side ribs 107, the cross-sectional shape of the "I-shaped" shaped plate 104 is the same as the shape of the bottom of the I-shaped rail 35, and the "I-shaped" shaped support plate 104 is placed in the track-laying groove of the railway subgrade, "I-shaped" The pallet 104 is locked by bolts and fasteners to secure the "T" shaped bracket 82 to the high speed railway subgrade 34. The upper side of the "T"-shaped bracket is contracted inwardly to form a shoulder, the spiral stator 32 is disposed on the shoulder, and the rib 65 is disposed around the spiral stator 32. The opening of the spiral stator 32 is opened toward both sides, and the spiral The stator 32 can be divided into upper and lower portions, and then fixedly connected to both sides of the "T"-shaped bracket through the peripheral ribs 65, respectively. The bottom of the spiral stator 32 is fixedly connected to the lying "F"-shaped suspension plate 105 by the rib 65, the long side is horizontally disposed, the short side direction is upward, and the end horizontally extends from the center of the track to the bayonet table 68, the card The mouthpiece 68 is caught in the step of the rib 65 and does not fall off, and is locked by the fastener. The "F" shaped suspension track 105 extends as a track plate to drive the vertical guide wheel 47. The "F" suspension track 105 has the largest flat surface area and can generate sufficient levitation force. A "I" shaped horizontal guide rail 102 is disposed near the bottom of the spiral stator 32. The center of the "T" bracket 82 is suspended at the bottom to increase the elasticity of the "T" bracket 82, which can cushion the high-speed train and track caused by the track irregularity.

 A curved arm 72 is disposed on both sides of the bottom plate 94 of the permanent magnet suspension wheel train 43. A horizontal support 86 is disposed at a position of the curved arm 72 near the spiral stator 32. The end of the horizontal support 86 is connected with an external spiral rotor linear permanent magnet drive. 38. The outer spiral rotor linear permanent magnet driver 38 is disposed coaxially with the external spiral stator 32 having an opening. The inner side of the curved arm 72 is also provided with upper and lower two-layer bearing seats and vertical guide wheels 47. The vertical guide wheels 47 are supported by the axles and bearings on the bearing seats on the inner side of the curved arms. The rim of the vertical guide wheel 47 is in contact with the surface of the guide rail of the extended portion of the "F" shaped suspension rail 105 for vertical positioning. A horizontal guide wheel 48 and a bearing housing and a bearing are also provided at the bottom of the curved arm 72. The rim of the horizontal guide wheels 48 on the left and right sides is in surface contact with the horizontal guide rail 102 below the F-shaped suspension rail 105 to achieve horizontal positioning. Thus, the permanent magnet suspension wheel train 43 is defined by the vertical guide wheel 47 and the horizontal guide wheel 48 to maintain the position of the outer helical rotor linear permanent magnet drive 38 and the spiral stator 32 coaxially. The third and fourth conductive rails 96 are disposed on both sides of the "T"-shaped bracket, and the insulating pad 106 is disposed between the conductive rail 96 and the "T"-shaped bracket, and the power receiving arm 97 is extended on the curved arm 72, and the end of the power receiving arm 97 The brush 95 receives power from the conductive rail 96, and supplies power to the permanent magnet suspension wheel train 43 to generate a strong driving traction between the outer spiral rotor linear permanent magnet driver 38 and the helical stator 32. The permanent magnet suspension wheel train 43 Achieve energy-saving driving.

This kind of implementation can make full use of the existing railway subgrade and continue to build a permanent magnet suspension wheel-rail railway to simplify the project. This kind of embodiment can remove the track that does not meet the high speed requirement, and replace the permanent magnet suspension wheel rail of this structural scheme. Road, some of the replaced rails can still be used as horizontal guide rails, which can significantly reduce the waste of rail materials. Example 9: New permanent magnet suspension wheel rail idle railway with built-in compatible track

 As shown in Fig. 35, for the newly constructed high-speed railway subgrade, or the concrete pier 108 has been constructed, a rectangular box girder 85 may be laid on the subgrade 34 or the concrete pier 108, and the embedded member 36 and the steel sleeper are disposed on the rectangular box girder 85. 109, the steel sleeper 109 is locked to the embedded member 36 of the rectangular box girder 85 by bolts and fasteners. A spiral stator 32 is disposed at both ends of the rail pillow 109. The opening of the spiral stator 32 is opened toward both sides. The periphery of the spiral stator 32 is provided with a rib 65, and the rib 65 is disposed toward the side of the steel sleeper 109. The spiral stator 32 can be Divided into upper and lower parts, the ribs 65 of the upper half of the spiral stator 32 are arranged in a triangle shape, and the ribs 65 of the lower half of the spiral stator 32 are arranged as rectangular ribs 110, the cross section may be an I-shaped section, and the upper and lower parts are spirally arranged. The stator 32 is again fixedly coupled to both sides of the rail bolster 109 by bolts and fasteners through the peripheral triangular ribs 65 and the rectangular ribs 110, respectively.

 The guide rails 111 of the upper half of the spiral stator 32 are disposed near the center of the track, and the ends of the angle steel section are extended with protrusions, and are fixed by bolts and fasteners to the upper portion of the upper half of the spiral stator 32. The two guide track faces of the guide rail 111 are horizontally and vertically disposed, respectively. The distance between the vertical guide faces is the standard gauge.

 The bottom of the spiral stator 32 is fixedly connected to the "several word"-shaped suspension plate 112 through the rib 65. The long side is horizontally disposed on the large plane, the protruding portion is upward, the groove 113 is disposed in the middle portion, and the insulating pad 114 is disposed in the groove 113. A copper conductive rail 115 is supported on the insulating pad 114 and is locked in the groove 113 by a fastener. The flat plate at the bottom of the "several" shaped suspension plate 112 can be used as a track plate to drive the vertical guide wheel 47. The bottom plane of the "several" shaped suspension plate 112 produces sufficient levitation force.

 A curved arm 72 is disposed on both sides of the bottom plate 94 of the permanent magnet suspension wheel train 43. A horizontal support 86 is disposed at a position of the curved arm 72 near the spiral stator 32. The end of the horizontal support 86 is connected with an external spiral rotor linear permanent magnet drive. 38. The outer spiral rotor linear permanent magnet driver 38 is disposed coaxially with the spiral stator 32 having an opening facing outward. The bottom of the curved arm 72 extends horizontally inwardly from the horizontal plate 45, and the horizontal plate 45 is provided with a floating permanent magnet 46 and a vertical guide wheel 47. The rim of the vertical guide wheel 47 is adjacent to the flat plate at the bottom of the "several" shaped suspension plate 112, and is guided in the vertical direction.

 The lower portion of the chassis 94 is provided with a bearing housing 116 and a vertical guide wheel 47 which is supported by the wheel shaft and the bearing on the bearing housing 116 on the inner side of the bending arm. A horizontal beam 117 extends from the inside of the bearing housing 116 and is horizontally fixed to the curved arm 72. The horizontal beam 117 is provided with a bearing housing 116 and a horizontal guide wheel 48 which is supported by the bearing shaft 116 of the horizontal beam 117 by the axle and the bearing. The rim of the vertical guide wheel 47 is in contact with the horizontal guide surface of the guide rail 111, and the rim of the horizontal guide wheel 48 is in contact with the straight guide surface of the guide rail 111, so that the permanent magnet suspension wheel train 43 is vertically guided by the wheel 47 and The horizontal guide wheel 48 is positioned to maintain the position where the outer helical rotor linear permanent magnet drive 38 and the helical stator 32 are always coaxial.

 The horizontal pallet 45 projects upwardly from the power receiving arm 97, and the brush 95 at the end of the power receiving arm 97 receives power from the copper conductor rail 115 to supply power to the permanent magnet suspension wheel train 43 to make the outer solenoid rotor linear permanent magnet driver 38 A strong driving traction is generated between the spiral stator and the spiral stator, and the permanent magnet suspension wheel train 43 achieves safe and energy-saving driving.

The upper surface of the guiding rail 111 can also pass through the conventional train wheel. Therefore, the present embodiment can be compatible with the conventional wheel-rail train 103, that is, the permanent magnet suspension wheel rail train can be passed over the permanent magnet suspension wheel rail track modified according to this scheme, and The conventional wheel-rail train 103 is a fully compatible track solution.

 Example 10: Elevated two-way four-channel permanent magnet suspension wheel train and hanging rail permanent magnet suspension train

 As shown in Fig. 36, a support column 82 is erected on the planned line. A beam 62 is laid at the top end of the column 82. The beam 62 may be on one side of the column 82 or may be laterally supported on the column 82 to extend to both sides. A rectangular box girder 85 is laid on the beam 62. The upper and lower portions of the rectangular box girder 85 are laid with the permanent magnet suspension wheel rail track according to the foregoing embodiment, the upper part is passed the permanent magnet suspension wheel rail train, and the lower hanging rail permanent magnet suspension wheel rail track is suspended below the hanging crane. The rail permanent magnet suspension wheel train becomes an elevated two-way four-channel permanent magnet suspension wheel train and a suspension rail permanent magnet suspension train.

 The upper permanent magnet suspension wheel track is exemplified in the embodiment 9:

 The description of the superstructure is identical to that of the embodiment 9, and the detailed description thereof will not be repeated.

 The lower permanent magnet suspension wheel track is also exemplified in the embodiment 9, and a slight change is made on this basis. The rectangular box beam 85 is provided with an embedded member 36. The embedded member 36 is provided with a rectangular bracket 118 on which a spiral stator 32 is disposed, and a periphery of the spiral stator 32 is provided with a rib 65, and the upper rib 65 is connected to the bottom of the rectangular box beam 85. . The opening of the spiral stator 32 is opened toward both sides, and the spiral stator 32 can be divided into upper and lower portions, and then fixedly connected to both sides of the rectangular bracket 118 through the peripheral ribs 65, respectively. The bottom of the spiral stator 32 is fixedly connected to the lying "F"-shaped suspension plate 105 by the rib 65, the long side is horizontally disposed, the short side direction is upward, and the end horizontally extends from the center of the track to the bayonet 68, the card The mouthpiece 68 is caught in the step of the rib 65 and does not fall off, and is locked by the fastener. The "F" shaped suspension track 105 extends as a track plate to drive the vertical guide wheel 47. The "F" suspension track 105 has the largest flat surface area and can generate sufficient levitation force. A "I" shaped horizontal guide rail 102 is disposed at the bottom of the rectangular bracket 118.

 A curved arm 72 is disposed on the two sides of the chassis 94 of the permanent magnet suspension wheel train 43. The horizontal arm 86 is disposed at a position of the curved arm 72 adjacent to the spiral stator 32. The end of the horizontal support 86 is connected to the outer spiral rotor linear permanent magnet driver 38. The outer spiral rotor linear permanent magnet driver 38 is disposed coaxially with the outer spiral stator 32 having an opening. The inner side of the curved arm 72 is also provided with two layers of bearing seats and vertical guiding wheels 47. The vertical guiding wheels 47 are supported by the bearing shafts on the inner side of the bending arms. The rim of the vertical guide wheel 47 is in contact with the surface of the guide rail of the extended portion of the "F" shaped suspension rail 105, and the upper and lower layers of the β-straight guide wheel 47 are vertically positioned against the surface of the guide rail of the suspension plate 105. A horizontal guide wheel 48 and a bearing housing and a bearing are also provided at the bottom of the curved arm 72. The rim of the horizontal guide wheel 48 is in surface contact with the horizontal guide rail 102 below the F-shaped suspension rail 105, and the left and right horizontal guide wheels 48 collectively achieve horizontal positioning. Thus, the permanent magnet suspension wheel train 43 is defined by the vertical guide wheel 47 and the horizontal guide wheel 48 to maintain the position where the outer spiral rotor linear permanent magnet drive 38 and the spiral stator 32 are always coaxial. The bottom of the rectangular box beam 85 is provided with a third and fourth conductive rail 96. An insulating pad 106 is disposed between the conductive rail 96 and the rectangular box girder 85. The receiving arm 106 extends from the bending arm 72, and the end of the receiving arm 97 is brushed. 95 receives power from the conductor rails 96, supplies power to the permanent magnet suspension wheel trains 43, and produces a strong driving traction between the outer solenoid rotor linear permanent magnet driver 38 and the solenoid stator 32, and the traction permanent magnet suspension wheel train reaches a high speed.

Since the permanent magnet suspension wheel-rail high-speed railway is built on the basis of a series of structures such as permanent magnet suspension steel suspension plate and permanent magnet drive steel track on the basis of high-speed railway, the construction cost of permanent magnet suspension wheel-rail high-speed railway is usually It is considered to be larger than the original high-speed railway construction cost, and the construction cost of the permanent magnet suspension wheel-rail high-speed railway is lower than the existing high-speed railway. Construction costs are currently considered impossible. However, if the original construction of the high-speed railway is changed, a new type of elevated two-way four-channel permanent magnet suspension wheel-rail high-speed railway and a suspension rail permanent magnet suspension wheel-rail high-speed railway can be constructed. An elevated track is equivalent to 4 lines, and the cost per unit length of the line is almost reduced by half. The cost of the high-speed magnetic levitation railway constructed according to this embodiment will be lower than the construction cost of the existing two-track high-speed railway. .

 Example 11: Elevated bidirectional 4-channel permanent magnet suspension wheel-rail vacuum high-speed railway

 As shown in Fig. 38, a support column 61 is erected on the planned line. A beam 62 is laid at the top end of the column 61, and the beam 62 may be on one side of the column 61 or may be laterally supported on the column 61 to protrude to both sides. A rectangular box girder 85 is laid on the beam 62. The upper and lower portions of the rectangular box girder 85 are laid with the permanent magnet suspension wheel rail track according to the foregoing embodiment, the upper part is passed the permanent magnet suspension wheel rail train, and the lower hanging rail permanent magnet suspension wheel rail track is suspended below the hanging crane. The rail permanent magnet suspension wheel train becomes an elevated two-way four-channel permanent magnet suspension wheel train and a suspension rail permanent magnet suspension train.

 After the construction of the box girder and the track is completed, the horizontal support plate 119 is continuously constructed on the left and right sides of the box girder 85, and the vertical support plate 121 is continuously constructed in the center of the beam 62, at the end of the horizontal support plate 119 and the vertical support plate 121. A sealing pad 125 is disposed on the steel plate 122, and a quarter cylindrical pipe 123 is covered between the adjacent horizontal supporting plate 119 and the vertical supporting plate 121, and the periphery of the quarter cylindrical pipe 123 is kept smooth and smooth, four Such a cylindrical pipe 123 is wrapped around the outer surface of the box girder 85 to form a complete cylindrical vacuum pipe. The periphery of the quarter cylindrical pipe 123 and the steel plates at the upper and lower edges of the horizontal support plate 119 and the vertical support plate 121 are firmly connected by bolts and are sealed by a seal gasket between them.

 The vacuum pipe is strengthened by the horizontal support plate and the vertical support plate and the quarter cylindrical pipe. A cylindrical pipe is divided into four fan-shaped pipes, which is equivalent to the construction of four permanent magnet suspension rail high-speed rails. The construction cost of the permanent magnet suspension-suspended wheel-rail high-speed railway is about 20% higher than that of the conventional high-speed wheel-rail railway. The construction cost of the high-speed railway with permanent magnet suspension suspension rails laid in the vacuum pipeline is 20% higher than that of the conventional high-speed rail-rail railway. On the left and right, the construction cost of such a permanent magnet suspension wheel-rail high-speed railway is about 50% higher than that of the conventional high-speed wheel-rail railway, which is equivalent to 1.5 times, and such a vacuum pipe permanent magnet suspension wheel-rail high-speed railway has four tracks. The conventional high-speed wheel-rail railway is two tracks, so the construction cost of such a vacuum pipe permanent magnet suspension wheel-rail high-speed railway of the same length is 75% of the construction cost of the conventional high-speed wheel-rail railway, which is equivalent to such a vacuum pipe permanent magnet suspension wheel-rail high-speed railway. The construction cost is lower than the conventional high-speed rail-rail railway construction cost by 25%, making the construction cost of the vacuum pipeline high-speed railway lower than the existing high-speed railway construction cost.

Vacuum pipes have been the most effective way to reduce air resistance, but the cost of vacuum pipe technology still feels unattainable. However, in fact, in the initial track of the high-speed railway, it has been sealed beforehand to achieve the degree of airtightness. In the later track construction, it is only necessary to erect steel sealed pipes and access doors, light transmission windows, ventilation penalties, vacuum pumps and safety monitoring. Facilities, you can build a practical vacuum pipeline high-speed railway system. Since the vacuum pipeline high-speed railway is built on the basis of a series of structures such as vacuum maintenance on the basis of the high-speed railway, the construction cost of the vacuum pipeline high-speed railway is inevitably greater than the original high-speed railway construction cost, and the vacuum pipeline high-speed railway Construction costs are less likely to be lower than existing high-speed rail construction costs. However, if the initial construction of the high-speed railway is changed, a new type of vacuum pipeline high-speed railway can be built. Through the introduction of the foregoing embodiment, it now appears to be achievable. Example 12: Permanent magnet suspension wheel-rail high-speed railway with externally driven bottom suspension compatible track

 As shown in Fig. 39, for the newly constructed high-speed railway, or the concrete pier has been constructed, a rectangular box girder 85 may be laid on the concrete pier or subgrade 34, and the section on the upper side of the rectangular box girder 85 is "L". The shape of the embedded part 36, the "L" shaped embedded part 36 is provided with a spiral stator 32, the spiral stator 32 may be a split structure of the upper and lower halves, and the upper spiral stator 32 is horizontally fixedly connected to the fixed plate, and the upper part is fixed The slotted fastener fastens the I-beam, and the lower portion of the chassis 94 of the permanent magnet suspension wheel train 43 is provided with a horizontal guide wheel 48 and a bearing housing and a bearing. The rim of the horizontal guide wheel 48 is in contact with the inner guide rail surface of the I-beam, and the horizontal guide wheel and the inner surface of the I-rail are positioned in the horizontal direction. The ribs 65 are disposed around the lower spiral stator 32, and are respectively fixed to the embedded members 36 on both sides of the rectangular box beam 85 by bolts and fasteners through the peripheral ribs 65. The bottom of the spiral stator 32 is fixedly connected to the suspension rail armature, and the bottom of the suspension rail armature is a large plane, which is integrally connected with the spiral stator 32. The support arm is arranged on the horizontally extending armature of the suspension track armature, and the vertical guide rail is fixedly connected to the support arm. The cross section of the vertical guide rail may be an I-shaped shape, and a V-shaped inclined surface may be arranged on the inner side of the I-shaped guide rail, and the upper and lower surfaces of the support arm are also Set the V-shaped bevel. A wedge fastening connection is provided between the I-guide rail and the support arm.

 The two sides of the chassis 94 of the permanent magnet suspension wheel train 43 are provided with a downwardly extending curved arm 72. The curved arm 72 is disposed adjacent to the position of the spiral stator 32 to provide a horizontal support 86. The end of the horizontal support 86 is connected to the externally spiral rotor linear permanent magnet. The driver 38, the outer solenoid rotor linear permanent magnet driver 38 is disposed coaxially with the outer spiral stator 32 having an opening. The inner side of the curved arm is also provided with two layers of bearing housings and vertical guiding wheels 47. The vertical guiding wheels 47 are supported by the axles and bearings on the bearing seats on the inner side of the bending arms. The rim of the vertical guide wheel is in contact with the surface of the I-shaped guide rail of the horizontally extending portion of the suspension rail armature, and the upper and lower vertical guide wheels 47 are positioned on the guide rail for vertical positioning. Thus, the permanent magnet suspension wheel train is defined by the vertical guide wheel 47 and the horizontal guide wheel 48 at a position where the outer spiral rotor linear permanent magnet drive 38 and the spiral stator 32 are always coaxial.

 According to this scheme, the permanent magnet suspension wheel rail track can be passed over the permanent magnet suspension wheel rail train, and the conventional wheel rail train 103 can be used. It is a fully compatible track scheme.

 Example 13: Permanent magnet suspension wheel-rail high-speed railway with continuous rails for externally driven bottom suspension compatible rails

 As shown in Fig. 40, for the newly constructed high-speed railway, the box girder 85 may be laid on the concrete pier or the roadbed, and the embedded part with the cross section "L" in the upper shoulder on both sides of the box girder 85, "L" The horizontal embedded rail 102 and the spiral stator 32 are disposed on the embedded part, the horizontal guiding rail 102 may be an extruded overall structure, the upper and bottom portions are provided with a horizontal supporting arm 125, and the supporting arm 125 is provided with a V-shaped dovetail groove, a spiral The bottom of the stator 32 is a V-shaped inclined surface, and a wedge-shaped fastener 124 is fixedly connected between the spiral stator and the V-shaped dovetail groove, and the cylindrical surface of the upper and lower spiral stators is coaxially arranged.

A connecting plate is arranged at a middle portion and a bottom portion of the horizontal guiding rail 102, a V-shaped dovetail groove is arranged in the connecting plate, a V-shaped inclined surface is arranged on the "L"-shaped embedded member, and a wedge shape is formed between the connecting plate of the continuous track and the "L" shaped embedded member. The fasteners 124 are connected. A positioning guide rail of the protrusion is provided on the inner side of the upper portion of the horizontal guide rail 102. The lower portion of the chassis 94 of the permanent magnet suspension wheel train 43 is provided with a horizontal guide wheel 48 and a bearing housing and a bearing. The rim of the horizontal guide wheel 48 is in contact with the inner guide rail surface of the positioning guide rail, and the inner side surface of the horizontal guide wheel and the I-beam is positioned in the horizontal direction. The bottom of the fixed plate () at the bottom of the spiral stator 32 has a large plane at the bottom as a suspension rail armature, and the bottom is a large plane. The horizontally extending plate of the suspension track armature acts as a vertical guide rail. The two sides of the chassis 94 of the permanent magnet suspension wheel train 43 are provided with a downwardly extending curved arm 72. The curved arm 72 is disposed adjacent to the position of the spiral stator 32 to provide a horizontal support 86. The end of the horizontal support 86 is connected to the externally spiral rotor linear permanent magnet. The driver 38, the outer solenoid rotor linear permanent magnet driver 38 is disposed coaxially with the outer spiral stator 32 having an opening. The inner side of the curved arm is also provided with two layers of bearing seats and a vertical guiding wheel 47. The vertical guiding wheel 47 is supported by the bearing shaft on the inner side of the bending arm. The rim of the vertical guide wheel is in contact with the surface of the guide rail of the horizontally extending portion of the suspension rail armature, and the upper and lower vertical guide wheels 47 are positioned on the guide rail for vertical positioning. Thus, the permanent magnet suspension wheel train is defined by the vertical guide wheel 47 and the horizontal guide wheel 48 at a position where the outer spiral rotor linear permanent magnet drive 38 and the spiral stator 32 are always coaxial.

 According to this scheme, the permanent magnet suspension wheel rail track can be passed over the permanent magnet suspension wheel rail train, and the conventional wheel rail train 103 can be used. It is a fully compatible track scheme.

 Example 14: Permanent Rail Suspension Wheel Rail High Speed Railway with Continuous Rails Compatible with Tracks

 As shown in Fig. 42, for the newly constructed high-speed railway, the box girder 85 can be laid on the concrete pier or the subgrade 34, and the upper side of the box girder 85 is provided with a connecting lug, and the connecting groove and the side of the sleeper are provided with connecting grooves, the outer side and the bottom of the connecting trough. A V-shaped dovetail groove is provided, and the tongue plate is disposed on the inner side of the connecting groove, and the bottom of the tongue plate is a sloped surface. Connected to the tongue plate to set the L-shaped wedge block. The top of the wedge block is flat, and the bottom is beveled, and the top block extends downward. Lock bolts and nuts are provided on the outside of the tongue. An elastic plate can also be provided between the wedge block and the locking bolt. Increase the compression reliability of the wedge block.

 An I-shaped guide rail and a spiral stator 32 are disposed in the connecting groove of the sleeper, and the I-shaped guide rail may be an extruded continuous track, and the inner side of the continuous track is an I-shaped track. The upper surface of the bottom of the I-shaped track is a sloped surface, and the V-shaped bevel groove near the connecting groove is a V-shaped inclined surface, and the V-shaped inclined surface at the bottom of the I-shaped track abuts against the V-shaped dovetail groove of the connecting groove. The upper surface of the bottom of the other side of the I-shaped rail is a sloped surface that abuts the bottom slope of the wedge block in the tongue. Locking bolts and elastic plates on the outside of the tongue plate Press the wedge block against the inclined surface at the bottom of the I-shaped rail and fix the bottom of the I-shaped rail to the sleeper. The I-shaped track extends horizontally outward from the horizontal plate, and the V-shaped dovetail tongue is inclined downwardly in the middle of the horizontal plate. The bottom of the spiral stator is a V-shaped dovetail groove, the V-shaped dovetail groove of the spiral stator and the horizontal plate of the I-shaped guide rail. A wedge fastener connection is provided between the V-shaped swallow tongues.

 The lower portion of the chassis 94 of the permanent magnet suspension wheel train 43 is provided with a horizontal guide wheel 48 and a bearing housing and a bearing. The rim of the horizontal guide wheel 48 is in contact with the inner guide rail surface of the I-shaped rail, and the horizontal guide wheel and the inner side surface of the I-beam are positioned in the horizontal direction.

 The T-shaped suspension rail and the spiral stator 32 are arranged in the side connecting groove of the sleeper, and the T-shaped suspension rail can be an extruded continuous whole structure, and the inner side of the T-shaped suspension rail is a T-shaped base. The upper outer surface of the T-shaped base is a beveled surface, and the V-shaped bevel groove near the connecting groove is a V-shaped inclined surface, and the V-shaped inclined surface at the bottom of the T-shaped base abuts against the V-shaped dovetail groove of the connecting groove. The outer surface of the upper portion of the T-shaped base is a sloped surface that abuts against the bottom slope of the L-shaped wedge block. The upper surface of the L-shaped wedge block and the tongue groove are pressed by the wedge fasteners to fix the base of the T-shaped suspension rail to the sleeper. The T-shaped suspension guide extends horizontally to the outside horizontally. The horizontal plate is provided with a V-shaped dovetail tongue protruding upward and upward, the bottom of the spiral stator is a V-shaped dovetail groove, the V-shaped dovetail groove of the spiral stator and the T-shaped suspension guide horizontal plate. A wedge fastener connection is provided between the V-shaped swallow tongues.

The two sides of the chassis 94 of the permanent magnet suspension wheel train 43 are provided with downwardly extending curved arms 72. The central portion of the curved arms 72 is provided with a horizontal support 86 toward the position of the spiral stator 32, and the end of the horizontal support 86 is connected to the outer spiral rotor straight line. Permanent magnet drive 38, outside The helical rotor linear permanent magnet driver 38 is disposed coaxially with the helical stator 32. The inner side of the curved arm is also provided with two layers of bearing seats and a vertical guiding wheel 47. The vertical guiding wheel 47 is supported by the bearing shaft on the inner side of the bending arm. The rim of the vertical guide wheel is in contact with the surface of the guide rail of the horizontally extending portion of the T-shaped suspension rail, and the upper and lower vertical guide wheels 47 are positioned on the guide rail for vertical positioning. Thus, the permanent magnet suspension wheel train is defined by the vertical guide wheel 47 and the horizontal guide wheel 48 at a position where the outer spiral rotor linear permanent magnet drive 38 and the spiral stator 32 are always coaxial.

 The curved arm 72 of the permanent magnet suspension wheel train 43 is horizontally extended at the bottom of the support arm, and the upper surface of the support arm is provided with a permanent magnet suspension device, the upper surface of the permanent magnet suspension device is provided with a strong permanent magnet, and the horizontal plate armature of the T-shaped suspension guide is generated upward. The attraction and the self-weight of the train reach the upper and lower balance. The attractiveness can be adjusted to overcome the majority of the weight of the train by more than 90%, and the contact pressure between the train wheel and the track can be reduced to achieve significant energy saving.

 According to this scheme, the permanent magnet suspension wheel rail track can be passed over the permanent magnet suspension wheel rail train, and the conventional wheel rail train 103 can be used. It is a fully compatible track scheme.

 The above is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto, and any technical person skilled in the art within the technical scope disclosed by the present invention, the technical solution according to the present invention Equivalent substitutions or modifications of the inventive concept are intended to be included within the scope of the invention.

Claims

Claim

1 . An external spiral rotor permanent magnet motor comprising a stator armature, an outer rotor, a bearing and a control system, wherein: the outer rotor is an outer spiral rotor, that is, arranged on a spiral line on the outer rotor And a spiral block with permanent magnets, wherein the magnetic pole direction of the spiral block is the radial direction of the outer rotor and the magnetic poles N and S are alternately arranged;

 The stator armature is stacked by a stator lamination and forms a spiral groove arranged in a spiral line. The spiral groove pitch of the stator armature is the same as the pitch of the outer rotor, and the spiral groove is inside Winding the spiral coil.

 2. The external helical rotor permanent magnet motor according to claim 1, wherein:

 The outer spiral rotor further includes a circumferential permanent magnet sandwiched between adjacent spiral blocks, disposed circumferentially at an axial end of the outer rotor of the spiral block, and forming a spiral HALBACH with the spiral block The magnet structure is arranged.

 3. The external helical rotor permanent magnet motor according to claim 1, wherein:

 Further comprising more than one spiral rotor skeleton, wherein the spiral groove has the same pitch as the outer rotor and corresponds to the position of the spiral block; the rotor frame is a non-magnetic material or a magnetic conductive material, Or it is a combination of two materials welded together.

 4. The external helical rotor permanent magnet motor according to claim 1, wherein:

 The utility model further includes a stator shaft, a stator end cover and a rotor end cover, wherein the stator end cover and the stator end are respectively fixedly connected at the two ends of the rotor end cover and the rotor; the bearing shaft is provided with bearings at both ends thereof, and the bearing sleeve is arranged outside the bearing The bearing sleeve is slidably engaged with the rotor end cover.

 5. The external helical rotor permanent magnet motor according to claim 4, wherein:

 Disc permanent magnets are respectively disposed between the stator shaft, the stator end cover, the rotor end cover and the outer spiral rotor, and the plane magnetic poles of the adjacent disc permanent magnets are opposite to each other and maintain a certain magnetic gap, and the magnetic pole direction is the same magnetic pole direction. relatively.

 6. The external helical rotor permanent magnet motor according to claim 1, wherein:

 Also included is a rotor position sensing strip disposed on the outer helical rotor, the rotor position sensing strip 3 being in the shape of a helix having the same pitch as the outer helical rotor.

 7. The external helical rotor permanent magnet motor according to claim 1, wherein:

 The rotor position sensing strip is a permanent magnet material or a ferromagnetic material.

8. A motor assembly comprising an external helical rotor permanent magnet motor according to claim 1, comprising: two outer helical rotor permanent magnet motors, further comprising a stator shaft, a rotor shaft, and a stator end cover And the rotor end cover, two adjacent motors are coupled by a rotor shaft, one end of the stator shaft is connected with the stator end cover, and the other end is coaxially disposed with a sliding sleeve of the bearing sleeve, and the bearing sleeve is internally provided with a bearing and passes through The bearing is in sliding engagement with the rotor shaft, and the rotor shaft and the outer spiral rotor are fixedly coupled by a rotor end cap.

9. The motor unit of claim 8 wherein:

 Disc permanent magnets are respectively disposed between the stator shaft, the stator end cover, the rotor end cover and the outer spiral rotor, and the plane magnetic poles of the adjacent disc permanent magnets are opposite to each other and maintain a certain magnetic gap, and the magnetic pole direction is the same magnetic pole direction. relatively.

 10. A permanent magnet suspension wheel track system comprising a magnetic suspension vehicle body, a linear drive system, a suspension system and a guiding system, characterized in that:

 The linear drive system includes an outer spiral rotor motor fixedly coupled to the magnetic levitation vehicle body and a spiral stator laid on the roadbed;

 The outer spiral rotor of the outer spiral rotor motor is provided with a spiral block arranged in a spiral line and having a permanent magnet on the outer rotor, and the magnetic pole direction of the spiral block is a radial and adjacent magnetic of the outer rotor. Almost the N and S poles are alternately arranged; the stator armature of the outer spiral rotor motor is stacked by the stator laminations, and forms a spiral groove arranged in a spiral line, and the spiral groove of the stator armature The pitch is the same as the pitch of the outer rotor, and the spiral groove is wound in the spiral groove;

 The spiral stator is coaxially disposed outside the outer spiral rotor, and the inner surface opposite to the outer spiral rotor is provided with a spirally arranged ferromagnetic material protruding spiral line, pitch and outer screw The pitch of the wire rotor is the same;

 The suspension system comprises a floating permanent magnet followed by a vehicle body and a stationary suspension armature opposite to the roadbed, and the floating permanent magnet is located directly below the suspension armature, and a magnetic attraction force is formed between the two to balance the weight of the vehicle;

 The guide positioning system includes horizontal and vertical guide wheels and guide rails that are fixed to the helical stator and/or the subgrade of the linear drive system.

 11. The permanent magnet suspension railroad track system of claim 10, wherein:

 The suspension armature is fixed on the spiral stator, or on the road base, or on the guide rail; the suspension permanent magnet is fixed on the outer spiral rotor motor or fixed on the vehicle body.

 12. The permanent magnet suspension railroad track system of claim 10, wherein:

 The utility model further comprises an orbiting device, which is arranged at an orbital position of the vehicle, and comprises a rotary rail plate with a rotary shaft at the bottom, wherein the rotary rail plate is provided with two parallel straight rails and two straight rails a section of the curved rail, the two straight rails are respectively connected to two rails respectively on a straight line on both sides of the variable rail position, the curved rail is a smooth curved track, and the smooth curved track is simultaneously changed with the change The two parallel tracks on either side of the rail position are tangent to each other.

 13. The permanent magnet suspension railroad track system of claim 10, wherein:

 The outer spiral rotor is fixed to the vehicle body through a connecting arm, and one end of the connecting arm is fixed to the vehicle body, and the other end is hinged or universally coupled to the outer spiral rotor motor.

 14. The permanent magnet suspension railroad track system of claim 10, wherein:

 Also included are two wheel rails and wheels, the linear drive system being located intermediate the two wheel rails.

15. The permanent magnet suspension railroad track system of claim 14, wherein: Also included is an orbiting device comprising a sliding track with a slide at the bottom, a straight track and a curved track being arranged on the sliding track, the sliding track being disposed at the orbital position, by slipping The direct rail and the curved rail are respectively connected.

 16. The permanent magnet suspension railroad track system of any of claims 10-13, wherein:

 It includes two sets of linear drive systems symmetrically arranged with respect to the magnetic suspension body, and two sets of suspension systems and two sets of guiding systems.

 17. The permanent magnet suspension railroad track system of claim 16 wherein:

 Also included are two sets of symmetrical guide rails disposed on the inside or outside of the two sets of linear drive systems as horizontal guide rails and/or vertical guide rails.

 18. The permanent magnet suspension railroad track system of claim 10, wherein:

 The utility model further comprises a conductive rail and a power receiving arm, wherein the conductive rail is arranged on the basis of the rail, and the power receiving arm is arranged on the vehicle body, and the electrical connection between the conductive rail and the power receiving arm is realized by the electric brush.

 19. The permanent magnet suspension railroad track system of claim 10, wherein:

 The suspension system includes a lift adjustment mechanism for adjusting a magnetic gap between the suspended permanent magnet and the suspended armature.

20. The permanent magnet suspension railroad track system of claim 19, wherein:

 The lifting adjustment mechanism is a screw drive lifting mechanism or a ramp lifting mechanism.

 21. The permanent magnet suspension railroad track system of claim 10, wherein:

 The spiral stator is a unitary structure or a split structure.

 22. The permanent magnet suspension railroad track system of claim 10, wherein:

 Also included is an elevated support structure and a box girder disposed on either side wing or single flank of the elevated support structure as a subgrade of a permanent magnet road system; the erection of the upper and/or lower portion of the box girder Magnetic levitation body and its linear drive system, suspension system and guiding system.

 23. The permanent magnet suspension railroad track system of claim 10 or 22, wherein:

 The magnetic levitation vehicle body is a trailer for loading vehicles and goods provided with left and right opening and closing structures and upper and lower tensile structures; the left and right opening and closing structures and the upper and lower stretching structures are one or two sets of telescopic arms, and the telescopic expansion and contraction The arms are hinged from the sides of the vehicle body to the roof or the underside of the vehicle.