Linear driving thrust optimization design method and system

Abstract

The invention provides a linear driving thrust optimization design method and system, and relates to the technical field of thrust optimizing.The linear driving thrust optimization design method comprises the steps that firstly, a permanent magnet and an electromagnet are arranged, a motor system and related magnetic field data are collected, and a mixed magnetic field is calculated; and based on the mixed magnetic field, current output is optimized by using a PID controller so as to realize matching of the target thrust and the actual thrust. Besides, the system calculates a safety index by analyzing the temperature, the vibration intensity and the thrust fluctuation of the motor, and compares the safety index with a preset safety threshold, thereby judging the safety state of the motor. When the safety index is lower than the threshold value, the system can give out early warning in time, and the reliability and safety of the system are ensured.

Description

Technical Field

[0001] The present invention relates to the technical field of thrust optimization, and in particular to a linear drive thrust optimization design method and system. Background Art

[0002] Linear drive technology has been widely used in modern industry in recent years, especially in high-precision and high-efficiency automation equipment. Linear drive systems convert rotary motion into linear motion, usually relying on devices such as linear motors, linear drives or pneumatic / hydraulic cylinders. Linear motors use electromagnetic force to directly drive the load, with the advantages of fast response, high precision and no friction, which makes them excellent in CNC machine tools, automated assembly lines and conveying systems.

[0003] Thrust is the core indicator of linear motor performance, which directly affects the system's movement speed, acceleration and load capacity. Stable thrust output is essential for the normal operation of the equipment. Thrust fluctuations may cause vibration and inaccuracy during movement, thus affecting product quality and production efficiency. Traditional thrust control methods often rely on simple switch control or linear regulation, which fails to effectively respond to external load changes and system dynamic response, which may lead to unstable thrust and reduced energy efficiency. Especially when the load changes frequently, the stability and safety of the system will be threatened.

[0004] The prior art has the following deficiencies: Existing linear drive thrust design technology has deficiencies in many aspects, mainly in terms of control accuracy and system stability. Inaccurate coil current control may cause system instability or energy loss; many traditional methods such as simple switch control or linear regulation cannot effectively cope with load changes and dynamic responses, often leading to thrust fluctuations and energy loss, affecting the overall performance and efficiency of the equipment. In addition, these traditional systems often lack real-time monitoring mechanisms, making it difficult to promptly detect and deal with potential safety hazards.

[0005] The above information disclosed in this Background section is only for enhancement of understanding of the background of the present disclosure and therefore it may contain information that does not constitute the prior art that is already known to one of ordinary skill in the art. Summary of the invention

[0006] The purpose of the present invention is to provide a linear drive thrust optimization design method and system to solve the problems raised in the above background technology.

[0007] To achieve the above object, the present invention provides the following technical solutions: A linear drive thrust optimization design method, the specific steps include: Step 1: Arrange permanent magnets and electromagnets in the linear motor, collect motor system data, magnetic field data of the permanent magnets, and magnetic field data of the electromagnets, and calculate the mixed magnetic field of the permanent magnets and electromagnets; Step 2: Calculate the actual thrust based on the mixed magnetic field, calculate the target thrust required at the current speed, obtain the error value between the target thrust and the actual thrust, and obtain the current control output of the electromagnet and the permanent magnet through the PID controller; Step 3: Analyze the temperature, vibration intensity, and thrust fluctuation amplitude data of the motor system, and calculate the safety index of the motor system to determine the current safety status of the motor system.

[0008] Furthermore, the specific logic for collecting motor system data, permanent magnet and electromagnet related magnetic field data is as follows: A speed sensor is installed on the motor mover to collect the speed of the linear motor. A vibration sensor is arranged at the center of the support structure of the drive mechanism to collect the vibration intensity of the motor. A permanent magnet is arranged on the main magnetic circuit of the thrust system at one end close to the moving part. The permanent magnets are arranged in parallel in strips, with N poles and S poles arranged alternately. The length of the magnetic circuit, the thickness of the permanent magnet, the distance between the permanent magnet and the coil, and the magnetization intensity of the permanent magnet are recorded. The electromagnet adopts a distributed winding structure and is distributed on both sides of the permanent magnet. The direction of the magnetic circuit is consistent with the magnetic field direction of the permanent magnet. A temperature sensor is arranged on the electromagnet coil to collect the temperature of the coil and record the magnetic permeability of the electromagnet core. A Hall sensor is arranged at the output end of the drive circuit to collect the current in the coil and record the number of coil turns, coil length, and coil resistance. The formula for calculating the magnetic induction intensity of the permanent magnet is: ;

[0009] in, is the magnetic induction intensity of the permanent magnet, is the vacuum permeability, is the magnetization intensity, Thickness of permanent magnet; The formula for calculating the induction strength of the electromagnet is: ;

[0010] in, is the electromagnet induction intensity, is the magnetic permeability of the electromagnet core, is the number of coil turns, is the current flowing through, is the length of the magnetic circuit; The formula for calculating the mixed magnetic field is: ;

[0011] in, It is a mixed magnetic field.

[0012] Furthermore, the specific logic for obtaining the current control output is: The formula used to calculate the actual thrust is: ;

[0013] in, is the actual thrust, is a constant coefficient related to the coil geometry design, is the effective coil length; The target thrust is calculated based on the formula: ;

[0014] ;

[0015] ;

[0016] in, Target thrust, is the air resistance, is the friction force, is the air density, is the drag coefficient, is the windward area, For speed, is the friction coefficient, which is obtained by referring to the data of the material of the contact surface. is the total mass of the system, is the acceleration due to gravity; The drag coefficient is obtained by searching relevant literature or databases. The frontal area is calculated based on the geometric shape of the object, and the frontal projection area is used as the windward area. The formula for calculating the thrust error between the target thrust and the actual thrust is: ;

[0017] in, is the thrust error, for The target thrust at the moment, for The actual thrust at the moment, is the time variable; The formula for controlling the output using the controller output current is: ;

[0018] in, For the controller The current control output at this moment, , , They are proportional, integral and derivative gains respectively.

[0019] Furthermore, the specific logic for determining the safety status of the current motor system is as follows: The safety factor of the motor system is calculated based on the formula: ;

[0020] in, is the safety index, is the temperature of the coil at the current moment, is the normalized function of temperature, is the vibration intensity at the current moment, is the normalized function of vibration intensity, is the normalized function of the actual thrust difference between the current moment and the previous moment, that is, the normalized function of the thrust fluctuation amplitude, is the actual thrust difference between the current moment and the previous moment, , , are the weight coefficients of the corresponding items, ,and ; The normalization function of temperature is: ;

[0021] in, is the minimum value of the temperature safety range, is the maximum value of the temperature safety range, is the lowest value in the optimal temperature range, is the absolute maximum value of temperature; The normalized function of vibration intensity is: ;

[0022] in, is the maximum permissible value of vibration intensity; The normalized function of thrust fluctuation amplitude is: ;

[0023] in, is the maximum permissible value of thrust fluctuation amplitude; The safety index is compared with the preset safety threshold. If the safety index is higher than the preset safety threshold, it is judged that the current motor system is in a safe state. If the safety index is lower than the preset safety threshold, it is judged that the current motor system is in a dangerous state, and an early warning is issued immediately.

[0024] The present invention further provides a linear drive thrust optimization design system, which is used to implement the above-mentioned linear drive thrust optimization design method, including: The magnetic field data acquisition and analysis module is used to arrange permanent magnets and electromagnets in the linear motor, collect motor system data, magnetic field data of permanent magnets and magnetic field data of electromagnets, and calculate the mixed magnetic field of permanent magnets and electromagnets; The thrust control and error correction module is used to calculate the actual thrust based on the mixed magnetic field, calculate the target thrust required at the current speed, obtain the error value between the target thrust and the actual thrust, and obtain the current control output of the electromagnet and the permanent magnet through the PID controller; The safety status assessment module is used to analyze the temperature, vibration intensity and thrust fluctuation amplitude data of the motor system, calculate the safety index of the motor system, and determine the current safety status of the motor system.

[0025] In the above technical solution, the technical effects and advantages provided by the present invention are: This linear drive thrust optimization design method significantly improves the efficiency and safety of the linear motor system by comprehensively using real-time data acquisition, accurate thrust calculation and advanced control strategies. By analyzing the mixed magnetic field of permanent magnets and electromagnets, the accuracy of thrust output is ensured. At the same time, the linear drive thrust optimization design method based on PID control can significantly improve the control accuracy and response speed of the system, making the thrust output more stable, thereby effectively responding to the challenges brought by load changes. This method can dynamically adjust the thrust by real-time monitoring of the motor's operating status, ensuring that the equipment can maintain optimal performance under various working conditions, reducing energy waste, and improving the overall efficiency of the system. This method also ensures the stable operation of the motor system by real-time monitoring of the safety index and issuing early warnings in a timely manner, greatly improving the reliability and responsiveness of industrial automation equipment and meeting the stringent requirements of industrial applications. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a schematic diagram of the overall method flow of the present invention; Figure 2 It is a schematic diagram of the system structure of the present invention. DETAILED DESCRIPTION

[0027] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with specific embodiments.

[0028] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the present invention should be understood by people with ordinary skills in the field to which the present invention belongs. The words "first", "second" and similar words used in the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0029] Example: See also Figure 1 , the present invention provides a technical solution: A linear drive thrust optimization design method, the specific steps include: Step 1: Arrange permanent magnets and electromagnets in the linear motor, collect motor system data, magnetic field data of the permanent magnets, and magnetic field data of the electromagnets, and calculate the mixed magnetic field of the permanent magnets and electromagnets; In this embodiment, the specific logic for collecting motor system data, permanent magnet and electromagnet related magnetic field data is as follows: A speed sensor is installed on the motor mover to collect the speed of the linear motor. A vibration sensor is arranged at the center of the support structure of the drive mechanism to collect the vibration intensity of the motor. A permanent magnet is arranged on the main magnetic circuit of the thrust system at one end close to the moving part. The permanent magnets are arranged in parallel in strips, with N poles and S poles arranged alternately. The length of the magnetic circuit, the thickness of the permanent magnet, the distance between the permanent magnet and the coil, and the magnetization intensity of the permanent magnet are recorded. The electromagnet adopts a distributed winding structure and is distributed on both sides of the permanent magnet. The direction of the magnetic circuit is consistent with the magnetic field direction of the permanent magnet. A temperature sensor is arranged on the electromagnet coil to collect the temperature of the coil and record the magnetic permeability of the electromagnet core. A Hall sensor is arranged at the output end of the drive circuit to collect the current in the coil and record the number of coil turns, coil length, and coil resistance. The formula for calculating the magnetic induction intensity of the permanent magnet is: ;

[0030] in, is the magnetic induction intensity of the permanent magnet, is the vacuum permeability, is the magnetization intensity, Thickness of permanent magnet; The formula for calculating the induction strength of the electromagnet is: ;

[0031] in, is the electromagnet induction intensity, is the magnetic permeability of the electromagnet core, is the number of coil turns, is the current flowing through, is the length of the magnetic circuit; The formula for calculating the mixed magnetic field is: ;

[0032] in, It is a mixed magnetic field.

[0033] By arranging permanent magnets and electromagnets and calculating their superimposed mixed magnetic fields, the generation principle and dynamic change characteristics of thrust can be accurately analyzed. Permanent magnets provide a stable basic magnetic field, and electromagnets provide a flexible and controllable magnetic field through current regulation. The superposition of the two forms a mixed magnetic field ( ), which makes the thrust calculation more accurate, thereby improving the accuracy of the system thrust control. Through the synergy of speed sensors, vibration sensors, temperature sensors and Hall sensors, real-time monitoring of the motor operating status can be achieved, providing key dynamic data. This provides a reliable basis for the optimization and adjustment of the system, can quickly respond to different working conditions, and improve the dynamic adaptability of the system. The electromagnet adopts a distributed winding structure and is consistent with the magnetic circuit direction of the permanent magnet. This design can effectively reduce the mutual interference of the magnetic field, improve the uniformity of the magnetic field distribution, and make the calculation of the mixed magnetic field closer to the actual situation, thereby optimizing the thrust output. By reasonably configuring the position and parameters of the permanent magnet and the electromagnet, the electromagnet can provide additional magnetic field compensation when needed, thereby reducing excessive dependence on current and reducing energy consumption. This optimized design is of great significance to energy saving and consumption reduction.

[0034] Step 2: Calculate the actual thrust based on the mixed magnetic field, calculate the target thrust required at the current speed, obtain the error value between the target thrust and the actual thrust, and obtain the current control output of the electromagnet and the permanent magnet through the PID controller; In this embodiment, the specific logic for obtaining the current control output is: The formula used to calculate the actual thrust is: ;

[0035] in, is the actual thrust, is a constant coefficient related to the coil geometry design, usually in the range of , is the effective coil length; The target thrust is calculated based on the formula: ;

[0036] ;

[0037] ;

[0038] in, Target thrust, is the air resistance, is the friction force, is the air density, is the drag coefficient, is the windward area, For speed, is the friction coefficient, which is obtained by referring to the data of the material of the contact surface. is the total mass of the system, is the acceleration due to gravity; Under standard atmospheric conditions, the air density at sea level is approximately The drag coefficient is obtained by searching relevant literature or databases. The frontal area is calculated based on the geometric shape of the object, and its frontal projection area is used as the frontal area; for example, for a rectangular object, the frontal area is the width multiplied by the height.

[0039] The formula for calculating the thrust error between the target thrust and the actual thrust is: ;

[0040] in, is the thrust error, for The target thrust at the moment, for The actual thrust at the moment, is the time variable; The formula for controlling the output using the controller output current is: ;

[0041] in, For the controller The current control output at this moment, , , They are proportional, integral and derivative gains respectively.

[0042] The thrust formula based on the hybrid magnetic field can calculate the motor thrust in real time, and adjust the thrust output in real time through feedback control to ensure that the thrust matches the target demand. It clearly reflects the positive correlation between thrust and hybrid magnetic field, effective coil length and current, which conforms to actual physical phenomena and is scientific. The target thrust calculation formula reasonably takes into account the two main external resistance factors of air resistance and friction, especially the square relationship between air resistance and speed, which accurately reflects the significant growth trend of resistance under high-speed conditions. The PID controller is a classic control algorithm widely used in engineering. It can achieve fast response, eliminate steady-state errors and suppress error fluctuations through proportional, integral and differential gains respectively, and is suitable for processing complex dynamic characteristics in linear motor thrust control. At low speed, the system needs to overcome large friction and starting inertia, so appropriately increasing the electromagnet current can significantly improve the starting performance. At high speed, air resistance is dominant, while reducing the electromagnet current can reduce power consumption. At the same time, the basic magnetic field provided by the permanent magnet can maintain the target thrust, reflecting the balance between energy saving and performance.

[0043] Step 3: Analyze the temperature, vibration intensity, and thrust fluctuation amplitude data of the motor system, and calculate the safety index of the motor system to determine the current safety status of the motor system.

[0044] In this embodiment, the specific logic for determining the safety status of the current motor system is as follows: The safety factor of the motor system is calculated based on the formula: ;

[0045] in, is the safety index, is the temperature of the coil at the current moment, is the normalized function of temperature, is the vibration intensity at the current moment, is the normalized function of vibration intensity, is the normalized function of the actual thrust difference between the current moment and the previous moment, that is, the normalized function of the thrust fluctuation amplitude, is the actual thrust difference between the current moment and the previous moment, and the time interval is usually 0.1 seconds. , , are the weight coefficients of the corresponding items, ,and ; The normalization function of temperature is: ;

[0046] in, is the minimum value of the temperature safety range, is the maximum value of the temperature safety range, is the absolute minimum value of the optimal temperature range, is the absolute maximum value of temperature; The normalized function of vibration intensity is: ;

[0047] in, is the maximum permissible value of vibration intensity; The normalized function of thrust fluctuation amplitude is as follows: ;

[0048] in, is the maximum permissible value of thrust fluctuation amplitude; The safety index is compared with the preset safety threshold. If the safety index is higher than the preset safety threshold, it is judged that the current motor system is in a safe state. If the safety index is lower than the preset safety threshold, it is judged that the current motor system is in a dangerous state, and an early warning is issued immediately.

[0049] This step calculates the safety index , fully integrated temperature , vibration intensity and thrust fluctuation range Three key safety parameters can evaluate the operating status of the motor in real time. Temperature, vibration intensity and thrust fluctuation amplitude are the main factors affecting the safe operation of the motor: too high temperature may cause the coil to overheat or damage the insulation material; too large vibration may cause the mechanical parts to loosen or be damaged; too large thrust fluctuations will make the system unstable and affect the accuracy. After these three indicators are quantified by standardized functions and considered comprehensively, they can more comprehensively and accurately reflect the operating status of the system. The temperature is lower than the minimum value of the safety range ( ) or above the maximum value ( ), the system is directly judged as unsafe (standardized value is 0). At different stages when the temperature is within the safety range (such as the critical point close to the upper and lower limits), the standardized value is gradually reduced through a piecewise function to reflect the dynamic impact of temperature on safety. When the vibration intensity is 0, the system is the safest (standardized value is 1), and the vibration intensity reaches the threshold ( ), the system is directly judged to be unsafe (the standardized value is 0). The smaller the thrust fluctuation amplitude, the safer the system. When the fluctuation amplitude reaches the maximum value ( ), the system is directly judged as unsafe, and the processing logic of the fluctuation amplitude is similar to that of the vibration intensity, which reasonably characterizes its impact on the safety of the system. Temperature has a significant impact on the reliability and safety of many systems. Excessive temperature may cause material performance degradation and component damage. Therefore, temperature is usually given the highest weight. Vibration may cause mechanical fatigue and structural damage, especially in long-term operation. Although the impact of vibration intensity may accumulate slowly, it still needs to be carefully monitored, so the weight is lower than that of temperature data. Thrust fluctuations directly affect the operating stability of the system, especially in motion control, where the impact can be rapid and direct. If the thrust fluctuation exceeds the design range, the system may be unable to complete its task or even completely out of control. Therefore, the thrust fluctuation amplitude is also an important parameter, and its weight setting is the same as the vibration intensity. This constraint ensures that the safety index is a normalized indicator, ensuring that the total contribution of the weighted combination of the three factors is 100%. The safety index is obtained through data collection and formula calculation, which is real-time and can quickly reflect the safety status of the system. The logic of comparing the safety index with the preset safety threshold is simple and direct, which can efficiently realize the safety judgment and early warning of the motor system.

[0050] See also Figure 2 The present invention further provides a linear drive thrust optimization design system, which is used to implement the above-mentioned linear drive thrust optimization design method, including: The magnetic field data acquisition and analysis module is used to arrange permanent magnets and electromagnets in the linear motor, collect motor system data, magnetic field data of permanent magnets and magnetic field data of electromagnets, and calculate the mixed magnetic field of permanent magnets and electromagnets; The thrust control and error correction module is used to calculate the actual thrust based on the mixed magnetic field, calculate the target thrust required at the current speed, obtain the error value between the target thrust and the actual thrust, and obtain the current control output of the electromagnet and the permanent magnet through the PID controller; The safety status assessment module is used to analyze the temperature, vibration intensity and thrust fluctuation amplitude data of the motor system, calculate the safety index of the motor system, and determine the current safety status of the motor system.

[0051] The above formulas are all dimensionless and numerical calculations. The formula is a formula for the most recent real situation obtained by collecting a large amount of data and performing software simulation. The preset parameters in the formula are set by technicians in this field according to actual conditions.

[0052] The above embodiments may be implemented in whole or in part by software, hardware, firmware or any other combination thereof. When implemented by software, the above embodiments may be implemented in whole or in part in the form of a computer program product. Those skilled in the art may appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein may be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed by hardware or software methods depends on the specific application and design constraints of the technical solution.

[0053] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, and may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0054] The above description is only a specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application.

Claims

1. A linear drive thrust optimization design method, characterized in that: The specific steps include: Step 1: Arrange permanent magnets and electromagnets in the linear motor, collect motor system data, magnetic field data of the permanent magnets, and magnetic field data of the electromagnets, and calculate the mixed magnetic field of the permanent magnets and electromagnets; Step 2: Calculate the actual thrust based on the mixed magnetic field, calculate the target thrust required at the current speed, obtain the error value between the target thrust and the actual thrust, and obtain the current control output of the electromagnet and the permanent magnet through the PID controller; Step 3: Analyze the temperature, vibration intensity, and thrust fluctuation amplitude data of the motor system, and calculate the safety index of the motor system to determine the current safety status of the motor system.

2. A linear drive thrust optimization design method according to claim 1, characterized in that: The specific logic for collecting motor system data, permanent magnet and electromagnet related magnetic field data is as follows: A speed sensor is installed on the motor mover to collect the speed of the linear motor. A vibration sensor is arranged at the center of the support structure of the drive mechanism to collect the vibration intensity of the motor. A permanent magnet is arranged on the main magnetic circuit of the thrust system at one end close to the moving part. The permanent magnets are arranged in parallel in strips, with N poles and S poles arranged alternately. The length of the magnetic circuit, the thickness of the permanent magnet, the distance between the permanent magnet and the coil, and the magnetization intensity of the permanent magnet are recorded. The electromagnet adopts a distributed winding structure and is distributed on both sides of the permanent magnet. The direction of the magnetic circuit is consistent with the magnetic field direction of the permanent magnet. A temperature sensor is arranged on the electromagnet coil to collect the temperature of the coil and record the magnetic permeability of the electromagnet core. A Hall sensor is arranged at the output end of the drive circuit to collect the current in the coil and record the number of coil turns, coil length, and coil resistance. The formula for calculating the magnetic induction intensity of the permanent magnet is: ， in, is the magnetic induction intensity of the permanent magnet, is the vacuum permeability, is the magnetization intensity, is the thickness of the permanent magnet; The formula for calculating the induction strength of the electromagnet is: ， in, is the electromagnet induction intensity, is the magnetic permeability of the electromagnet core, is the number of coil turns, is the current flowing through, is the length of the magnetic circuit; The formula for calculating the mixed magnetic field is: ， in, It is a mixed magnetic field.

3. A linear drive thrust optimization design method according to claim 2, characterized in that: The specific logic for obtaining the current control output is: The formula used to calculate the actual thrust is: ， in, is the actual thrust, is a constant coefficient related to the coil geometry design, is the effective coil length; The target thrust is calculated based on the formula: ， ， ， in, Target thrust, is the air resistance, is the friction force, is the air density, is the drag coefficient, is the windward area, For speed, is the friction coefficient, which is obtained by referring to the data of the material of the contact surface. is the total mass of the system, is the acceleration due to gravity; The drag coefficient is obtained by searching relevant literature or databases. The frontal area is calculated based on the geometric shape of the object, and its frontal projection area is used as the windward area. The formula for calculating the thrust error between the target thrust and the actual thrust is: ， in, is the thrust error, for The target thrust at the moment, for The actual thrust at the moment, is the time variable; The formula for controlling the output using the controller output current is: ， in, For the controller The current control output at this moment, , , They are proportional, integral and derivative gains respectively.

4. A linear drive thrust optimization design method according to claim 3, characterized in that: The specific logic for judging the safety status of the current motor system is: The safety factor of the motor system is calculated based on the formula: ， in, is the safety index, is the temperature of the coil at the current moment, is the normalized function of temperature, is the vibration intensity at the current moment, is the normalized function of vibration intensity, is the normalized function of the actual thrust difference between the current moment and the previous moment, that is, the normalized function of the thrust fluctuation amplitude, is the actual thrust difference between the current moment and the previous moment, , , are the weight coefficients of the corresponding items, ,and ; The normalization function of temperature is: ， in, is the minimum value of the temperature safety range, is the maximum value of the temperature safety range, is the lowest value in the optimal temperature range, is the absolute maximum value of temperature; The normalized function of vibration intensity is: ， in, is the maximum permissible value of vibration intensity; The normalized function of thrust fluctuation amplitude is: ， in, is the maximum permissible value of thrust fluctuation amplitude; The safety index is compared with the preset safety threshold. If the safety index is higher than the preset safety threshold, it is judged that the current motor system is in a safe state. If the safety index is lower than the preset safety threshold, it is judged that the current motor system is in a dangerous state, and an early warning is issued immediately.

5. A linear drive thrust optimization design system, characterized in that: The linear drive thrust optimization design system is used to implement the linear drive thrust optimization design method according to any one of claims 1 to 4, comprising: The magnetic field data acquisition and analysis module is used to arrange permanent magnets and electromagnets in the linear motor, collect motor system data, magnetic field data of permanent magnets and magnetic field data of electromagnets, and calculate the mixed magnetic field of permanent magnets and electromagnets; The thrust control and error correction module is used to calculate the actual thrust based on the mixed magnetic field, calculate the target thrust required at the current speed, obtain the error value between the target thrust and the actual thrust, and obtain the current control output of the electromagnet and the permanent magnet through the PID controller; The safety status assessment module is used to analyze the temperature, vibration intensity and thrust fluctuation amplitude data of the motor system, calculate the safety index of the motor system, and determine the current safety status of the motor system.

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