Urban freight pipe rail transportation method and system based on permanent magnet and electromagnetic hybrid suspension

Abstract

The invention relates to the technical field of pipe rail transportation, and provides an urban freight pipe rail transportation method and system based on permanent magnet and electromagnetic hybrid suspension, after a transport vehicle loads goods, a weight sensor transmits load data to a background terminal through platform wireless transceiver equipment, and the terminal calculates a braking distance and plans departure time and a driving path. In the transportation process, the in-vehicle positioning information and the in-tube wireless transceiver work cooperatively, and the background terminal marks the position of the vehicle in real time and dynamically adjusts the distance to ensure safety. And when the vehicles in the same destination reach the threshold value, the background screens the vehicles capable of being grouped according to the load and braking relation, a grouping communication link with the longest braking distance as the benchmark is established, and speed synchronous control is achieved. According to the system, through dynamic path planning, real-time positioning monitoring and intelligent marshalling cooperation, the dynamic response capability of transportation scheduling is remarkably improved, the multi-vehicle cooperation management efficiency is enhanced, and therefore the freight transport safety and the operation efficiency are comprehensively improved.

Description

Technical Field

[0001] The present application relates to the field of pipe rail transportation technology, and in particular to a method and system for urban freight pipe rail transportation based on permanent magnet electromagnetic hybrid suspension. Background Art

[0002] The contents of this section merely provide background information related to this application and may not constitute prior art.

[0003] As a new, efficient and environmentally friendly mode of transportation, rail transit offers significant advantages. First, it operates stably around the clock, unaffected by weather, ensuring timely delivery. Second, the rail transit system utilizes automated management, enabling precise management and oversight of the transportation process through an intelligent monitoring platform, significantly improving operational efficiency and reducing human error. Regarding rail transit management and oversight, a centralized dispatching system and real-time data monitoring effectively optimize capacity allocation and ensure safe operation.

[0004] In the prior art, for example, Chinese patent publication number CN109359913A discloses a scheduling method and system for a pipe rail transport system. This scheduling method for a pipe rail transport system primarily focuses on building a transportation network structure. Using a shortest path algorithm, with minimizing transportation costs as the optimization goal, it generates transportation routes for each pipe rail transport vehicle and groups vehicles on transport sections with spatial and temporal overlap to optimize vehicle organization.

[0005] However, this scheduling method has certain limitations. First, it mainly performs route planning and vehicle grouping based on the static structure of the transportation network and preset optimization objectives, lacking the ability to monitor and respond to dynamic factors in the transportation process in real time. For example, it is impossible to dynamically adjust the braking distance and departure time, resulting in increased safety risks during transportation. Second, when grouping vehicles, this method only considers the overlap of space and time, and does not fully consider the safe distance between vehicles and the coordinated control issues after grouping. This may result in the transportation vehicles having too small a distance or inconsistent coordinated control during driving, affecting transportation efficiency and safety. Summary of the Invention

[0006] In order to solve the above technical problems, the purpose of this application is to provide an urban freight rail transportation method and system based on permanent magnet electromagnetic hybrid suspension, which dynamically calculates the braking distance and departure time by acquiring the load data of the transport vehicle in real time, uses wireless communication technology to realize real-time data interaction between the transport vehicle and the background terminal, combines precise positioning technology to monitor the position of the transport vehicle in real time, and performs dynamic grouping and synchronous control based on the safe grouping interval, thereby improving the level of dynamic response, safe distance control and collaborative management, and improving the safety and efficiency of transportation.

[0007] The purpose of this application is achieved through the following technical solutions: In its first aspect, the present invention provides a method for urban freight pipe-rail transportation based on permanent magnet electromagnetic hybrid suspension. The method comprises an underground pipe, a track within the pipe, and a magnetic levitation vehicle operating on the track. Wireless transceivers connected to a backstage terminal are arranged at intervals within the pipe, and the vehicle is equipped with an onboard wireless transceiver electrically connected to a control system. The magnetic levitation vehicle utilizes permanent magnet electromagnetic hybrid suspension. The permanent magnet electromagnetic hybrid suspension system primarily achieves stable suspension by combining the advantages of permanent magnets and electromagnets. Common methods include passive compensation, active regulation, and composite control. The passive compensation method uses permanent magnets to provide a basic levitation force, while achieving self-stabilization through a mechanical structure or auxiliary permanent magnet array. The structure typically consists of symmetrically arranged permanent magnets, using repulsive force to balance gravity. The electromagnetic portion is energized only when the system is disturbed, relying on the restoring force generated by the magnetic field gradient. The active regulation method uses electromagnets as the primary control unit and permanent magnets as the bias magnetic field source. Electromagnetic windings are arranged around the permanent magnets, dynamically adjusting the current by detecting displacement signals in real time, and utilizing the rapid response characteristics of the electromagnetic force to compensate for the insufficient rigidity of the permanent magnetic field. The hybrid control method combines the advantages of the first two methods. Its structure adopts a layered design: an upper permanent magnet array creates a static levitation field, while a lower electromagnetic coil forms a closed-loop control network. In principle, this method optimizes energy through magnetic field superposition. The electromagnetic system not only participates in dynamic regulation but also helps enhance levitation stiffness. All methods require gap sensors and control systems. Their core is to utilize permanent magnets to reduce energy consumption and electromagnetic components to enhance anti-interference capabilities, ultimately forming a self-stabilizing hybrid magnetic field.

[0008] The method includes: In response to the signal that the cargo loading is completed, the transport vehicle obtains the load data based on its own weight sensor and sends the load data to the back-end terminal through the wireless transceiver in the platform; The backend terminal calculates the braking distance based on the load data and determines the departure time of the current transport vehicle based on the departure time of the preceding vehicle. The backend terminal plans the driving route according to the cargo destination, extracts the first identity information of the wireless transceivers in the pipeline along the driving route, and arranges them in driving order. The arranged first identity information and departure time are packaged and sent to the transport vehicle. The transport vehicle starts the transport operation based on the departure time. During the journey, the transport vehicle continuously sends positioning information containing a timestamp and its own secondary identity information. Any wireless transceiver in the pipe calculates the propagation distance of the electromagnetic wave based on the timestamp and sends the second identity information to the backend terminal. Based on the propagation distance, the second identity information, and the location information of the wireless transceiver in the pipe, the location of the corresponding transport vehicle is marked on the preset route plan of the backend terminal. The backend terminal calculates the distance between two adjacent transport vehicles in real time based on the positions of all transport vehicles marked on the preset route plan and the scale, and adjusts the transport vehicle at the end of the driving order according to the distance so that the transport vehicle meets the braking distance requirement. When the backend terminal detects that the number of transport vehicles with the same destination has reached the preset number, it executes the marshaling operation: based on the linear relationship between the load data and the braking distance of each vehicle, it calculates the safe marshaling interval, selects adjacent transport vehicles with the same destination that meet the safe marshaling interval to form a marshaling team, and synchronizes the second identity information of the team members to all vehicles in the team; According to the synchronized marshaling information, a marshaling communication link is established through the on-board wireless transceiver equipment; the marshaling communication link uses the speed of the transport vehicle with the longest braking distance in the marshaling as the unified marshaling speed to perform marshaling synchronization control.

[0009] Furthermore, before any wireless transceiver device in the pipe calculates the propagation distance of the electromagnetic wave according to the timestamp, the method further includes: When any wireless transceiver in the pipe receives multiple identical positioning information, it uses the positioning information received first.

[0010] Furthermore, after the transport vehicle continuously sends positioning information including a timestamp and its own second identity information during driving, the method further includes: The wireless transceiver inside the pipe at the track switch position is marked as a fork node. When any transport vehicle reaches or passes through the fork node, the path verification mechanism is triggered; The mechanism includes: screening out a preset number of first identity information located after the fork node sequence from the arranged first identity information; the transport vehicle communicates with the wireless transceiver device in the pipeline in real time, and verifies with the preset number of first identity information in the driving order; if the verification result is the same, the verification is ended; if the verification result is different, the transport vehicle sends a path deviation alarm to the background terminal through the on-board wireless transceiver device and the wireless transceiver device in the pipeline.

[0011] Furthermore, it also includes: A topology map is generated based on the preset line plan. When the touch screen display interface of the background terminal reduces the line plan to the preset scale, it automatically switches to the topology map display.

[0012] Furthermore, the step of generating a topology map according to the preset line plan map specifically includes: Obtain the installation position of the wireless transceiver device in the pipe, the center line of the pipe, and the corresponding dimension data on the preset line plan; the dimension data includes the spacing between the wireless transceivers and the length of the center line; The installation location of the wireless transceiver in the pipe is used as the topological node, and the actual direction of the pipeline centerline is used as the connecting edge. The node spacing and connecting edge length are proportionally scaled according to the preset scale to generate a topological map. When the transport vehicle position mark is dynamically displayed in the topological map, its relative position relationship with the corresponding node remains unchanged.

[0013] Furthermore, after executing the group synchronization control, it also includes: Emergency wireless beacons are set at intervals in the pipeline. When a transport vehicle detects an emergency braking signal, triple positioning calibration is performed through the three wireless transceiver devices in the pipeline closest to the transport vehicle, and the precise coordinates are broadcast to all transport vehicles within a preset distance behind. The rear transport vehicle uses gradient braking to reduce its speed in stages based on its own load data and the received coordinate information.

[0014] Furthermore, the formula for calculating the safe marshaling interval is:

[0015] in, is the minimum safe marshaling interval; is the critical distance for magnetic coupling; is the nominal speed of the system; is the dynamic buffer distance (usually 1~2m); is the effective deceleration of the group; is the maximum braking force of the magnetic levitation system; Loading for empty vehicle; is the electromagnetic field coupling efficiency; is the input load; is the magnetic attenuation coefficient; The real-time center distance between adjacent transport vehicles within a group.

[0016] In a second aspect, the present invention provides an urban freight pipe-rail transportation system based on permanent magnet electromagnetic hybrid suspension, comprising an underground pipe, a track arranged within the pipe, and a magnetic levitation transport vehicle running on the track. In-pipe wireless transceiver devices connected to a backend terminal are arranged at intervals within the pipe, and the transport vehicle is provided with an on-board wireless transceiver device electrically connected to a control system. The method includes: The load data acquisition module is used to obtain the load data based on the built-in weight sensor after the transport vehicle receives the signal that the cargo is loaded, and sends the load data to the background terminal through the wireless transceiver in the platform; The route planning and scheduling module is used by the backend terminal to calculate the braking distance based on load data and determine the departure time of the current transport vehicle based on the departure time of the preceding vehicle. The backend terminal plans the driving route according to the cargo destination, extracts the first identity information of the wireless transceivers in the pipeline along the driving route, and arranges them in driving order. The arranged first identity information and departure time are packaged and sent to the transport vehicle. The real-time positioning broadcast module is used for the transport vehicle to start the transport operation based on the departure time. The transport vehicle continuously sends positioning information containing a timestamp and its own secondary identity information during the driving process; The position calibration module is used for any wireless transceiver device in the pipe to calculate the propagation distance of the electromagnetic wave based on the timestamp and send the second identity information to the backend terminal. Based on the propagation distance, the second identity information and the position information of the wireless transceiver device in the pipe, the position of the corresponding transport vehicle is marked on the preset route plan of the backend terminal; The dynamic spacing control module is used by the back-end terminal to calculate the distance between two adjacent transport vehicles in real time based on the positions of all transport vehicles marked on the preset route plan according to the scale, and adjust the transport vehicle at the end of the driving order according to the distance so that the transport vehicle meets the braking distance requirement; The marshaling module is used to execute the marshaling operation when the backend terminal detects that the number of transport vehicles with the same destination has reached a preset number: the safe marshaling interval is calculated based on the linear relationship between the load data and the braking distance of each vehicle, adjacent transport vehicles with the same destination that meet the safe marshaling interval are selected to form a marshaling team, and the second identity information of the team members is synchronized to all vehicles in the team; The marshaling collaborative control module is used to establish a marshaling communication link through the on-board wireless transceiver equipment based on the synchronized marshaling information; the marshaling communication link uses the speed of the transport vehicle with the longest braking distance in the marshaling as the unified marshaling speed to execute marshaling synchronization control.

[0017] In a third aspect, the present invention provides an electronic device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps corresponding to the method in the first aspect when executing the computer program.

[0018] In a fourth aspect, the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps corresponding to the method in the first aspect.

[0019] In summary, the technical solutions of the embodiments of the present application have at least the following advantages and beneficial effects: The present invention exchanges information with the on-board wireless transceiver equipment on the transport vehicle through the wireless transceiver equipment in the pipe arranged at intervals in the pipe. After the transport vehicle is loaded with goods at the platform, it obtains the load data through its weight sensor and sends it to the back-end terminal via the wireless equipment on the platform. The back-end terminal calculates the braking distance of each vehicle based on this, determines its departure time in combination with the status of the preceding vehicle, and plans the driving route according to the destination. The identity information of the wireless transceiver equipment in the pipe on the route is sorted and sent together with the departure time. After the transport vehicle is started, it continuously broadcasts a positioning signal with a timestamp and its own identity information. The wireless transceiver equipment in the pipe captures these signals, calculates the signal propagation distance through the timestamp to determine the position of the transport vehicle, and reports the position information together with the identity of the transport vehicle to the back-end terminal. The back-end terminal marks the precise position of all transport vehicles on its preset route plan in real time, calculates the distance between adjacent vehicles based on this, and dynamically adjusts the running status of the following vehicle to meet the safety requirements of the braking distance. When the number of transport vehicles with the same destination reaches the required number, the backend terminal performs marshaling operations: it calculates safe marshaling intervals based on the proportional relationship between load data and braking distance, selects adjacent vehicles that meet the requirements to form a marshaling fleet, and synchronizes member information to all transport vehicles in the fleet. Subsequently, a marshaling communication link is established using onboard wireless transceiver equipment, and unified speed control is implemented based on the speed of the transport vehicle with the longest braking distance in the fleet. As a result, through precise load-adaptive scheduling, real-time and continuous positioning monitoring, and marshaling-based collaborative control, the system's dynamic response, safe spacing control, and collaborative management capabilities are improved, effectively ensuring the safety and overall transportation efficiency of high-density freight in underground pipelines. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a flow chart of the urban freight rail transportation method based on permanent magnet electromagnetic hybrid suspension provided by the present invention; Figure 2 This is a schematic diagram of the structure of the urban freight tube rail transportation system based on permanent magnet electromagnetic hybrid suspension provided by the present invention; Figure 3 A schematic diagram of an electronic device provided by the present invention. DETAILED DESCRIPTION

[0021] To make the objectives, technical solutions, and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Generally, the components of the embodiments of the present application described and shown in the drawings herein can be arranged and designed in various different configurations.

[0022] like Figure 1As shown, an embodiment of the present application proposes a method for urban freight pipe-rail transportation based on permanent magnet electromagnetic hybrid suspension, which aims to achieve efficient logistics through the collaborative architecture of underground pipelines, permanent magnet electromagnetic hybrid suspension tracks and intelligent transport vehicles. The system mainly consists of three parts: the underground pipeline as a transportation channel can avoid interference from ground traffic, the track laid inside it and the transport vehicle using a hybrid suspension of permanent magnets and electromagnetic coils, which enables the transport vehicle to achieve low-friction operation in a contactless state; it specifically includes a pipeline set underground, a track set inside the pipeline and a magnetic levitation transport vehicle running on the track, wireless transceivers connected to the background terminal are arranged at intervals inside the pipeline, and the transport vehicle is provided with an on-board wireless transceiver electrically connected to the control system.

[0023] The method includes: S1, in response to the signal that the cargo loading is completed, the transport vehicle obtains the load data based on its own weight sensor and sends the load data to the background terminal through the wireless transceiver in the platform.

[0024] Specifically, when the maglev transport vehicle completes loading at the platform, a loading completion signal is transmitted through the vehicle's control system, triggering the weight sensor. This sensor uses a strain gauge-based pressure detection principle to convert the deformation of the vehicle's support structure into load data. For example, when the transport vehicle is loaded with 1.2 tons of electronic products, the weight sensor collects dynamically changing pressure data in real time, and after processing it through a filtering algorithm, generates a load value accurate to ±5kg. The transport vehicle then transmits the load data in the form of a JSON data packet to the backend terminal via a 5.8GHz wireless transceiver installed in the platform. This process uses the AES-256 encryption protocol to ensure data security.

[0025] In S2, the backend terminal calculates the braking distance based on the load data, and determines the departure time of the current transport vehicle in combination with the departure time of the preceding vehicle; the backend terminal plans the driving route according to the destination of the goods, extracts the first identity information of the wireless transceiver devices in the pipe on the driving route and arranges them in the order of driving; the arranged first identity information and departure time are packaged and sent to the transport vehicle.

[0026] Specifically, the backend terminal first dynamically calculates the braking distance based on the received load data. The principle is that there is a nonlinear relationship between load and braking performance: when the transport vehicle is loaded with 3 tons of building materials, its braking distance will be extended by about 40% compared to the empty state. The backend terminal uses the built-in braking distance calculation model, combined with the quality parameters in the load data and the preset acceleration threshold, to generate a braking distance value accurate to the meter. This process is synchronized with the departure time of the leading vehicle to calculate the safe time distance. For example, if the leading vehicle departs at 08:00 and carries a load of 2 tons, the system automatically reserves a 35-second departure interval for the following vehicle with a load of 1.5 tons, ensuring that the two vehicles always maintain the minimum safe distance.

[0027] During the route planning phase, the backend terminal utilizes pipeline topology data from a pre-set route plan based on the cargo destination to intelligently generate an energy-optimized route. For example, for a shipment from Station A3 to Station D7, the system extracts the identity information of the 12 wireless transceivers within the pipeline (e.g., IDs 205 to 216) from the topology database and creates an indexed queue based on the order of travel. This design allows the transport vehicle to store only a lightweight sequence of identity information rather than a complete map, significantly reducing onboard storage requirements. The final packaged data packet only contains two key fields: the departure time field, in ISO8601 standard time format (e.g., 2025-06-26T08:00:00+08:00), and the route field, which contains the identity information sequence encrypted with AES-256. This design ensures the timeliness of dispatch instructions while also preventing malicious tampering of route information through encryption.

[0028] Among them, the calculation model of braking distance and departure time is: (1) Where, For transport vehicles braking distance; is the nominal speed of the system, i.e. the constant cruising speed designed in magnetic levitation technology; is the input load; is the maximum braking force of the magnetic levitation system; Loading for empty vehicle; The index of the transport vehicle; (2) Where, For transport vehicles Departure time, is the time index, is the departure time of the previous transport vehicle (i.e., index p=i−1).

[0029] S3, the transport vehicle starts the transport operation based on the departure time, and the transport vehicle continuously sends positioning information including a timestamp and its own second identity information during the driving process.

[0030] This step is designed to ensure that the transport vehicle travels precisely along the preset path, thereby improving the safety and reliability of the system. Specifically, the transport vehicle initiates the transport operation based on the departure time sent in step S2. This startup action relies on a preset precise timestamp (such as the format of 2025-06-26T08:00:00+08:00) to ensure that the transport vehicle departs on time at the designated time to avoid time conflicts with the preceding vehicle. During the driving process, the transport vehicle continuously transmits positioning information, which includes a timestamp and its own second identity information (i.e., the transport vehicle's unique identification code). The principle is to use the timestamp to record the transmission time of the electromagnetic wave signal, and combine the second identity information to achieve real-time identification of the transport vehicle's identity, thereby providing a basic data source for subsequent positioning and monitoring.

[0031] Furthermore, based on the transport vehicle's continuous transmission of positioning information, the system marks the wireless transceiver devices located at track switches as fork nodes. This is because track switches are critical path transition points and are prone to path deviation due to operational errors or signal failures. Therefore, the devices at these locations are designated as special nodes for centralized monitoring. When any transport vehicle arrives at or passes through such a fork node, the system automatically triggers a path verification mechanism. This mechanism works by filtering out a preset number (e.g., three) of first identity information located after the fork node from the sequence of arranged first identity information provided by the backend terminal (i.e., the identity information queue of the wireless transceivers on the route, such as ID205, ID206, etc.). The transport vehicle then communicates in real time with neighboring wireless transceivers via its onboard wireless transceiver, and verifies the received real-time identity information against the preset number of first identity information, one by one, in the order of travel. If the verification result is identical, the system terminates the verification and allows the transporter to continue. If the verification result is inconsistent, the transporter sends a route deviation alarm to the backend terminal via the onboard wireless transceiver and the wireless transceiver within the pipeline. This mechanism has the beneficial effect of early detection of potential route errors, preventing collisions or delays caused by misdirection of the transporter. At the same time, it minimizes delays through real-time communication, ensuring an efficient and reliable verification process.

[0032] To facilitate understanding, let's use a specific example: Suppose a transport vehicle carrying 1.2 tons of electronic products, with secondary identity information T123, travels from station A3 to station D7. The route sequence includes in-pipe wireless transceivers ID205 to ID216. After the transport vehicle starts at a departure time of 08:00, it continuously transmits positioning information (e.g., timestamp 08:05:00, secondary identity information T123) during its journey. Subsequently, the transport vehicle arrives at a track switch location marked as a fork in the road, such as ID210 (this node corresponds to a critical turning point). At this point, the system triggers a path verification mechanism: a preset number of three devices (ID211, ID212, and ID213) are selected from the sequence of first identity information. The transport vehicle then communicates with node ID210 in real time to obtain the current actual signal, which is then verified against the selected IDs 211, 212, and 213 in sequence. During the transporter's subsequent operation, if subsequent signals are ID211, ID212, or ID213, it indicates it is on the planned route, and verification is complete. If the transporter receives an erroneous signal (for example, the second identity information is ID315), the transporter immediately sends a route deviation alarm to the backend terminal via its wireless transceiver, triggering emergency braking or remote intervention. This prevents transporters from straying in complex pipeline networks, significantly reducing accident risks while maintaining logistics efficiency.

[0033] S4, any wireless transceiver device in the pipe calculates the propagation distance of the electromagnetic wave according to the timestamp, and sends the second identity information to the background terminal at the same time; based on the propagation distance, the second identity information, and the location information of the wireless transceiver device in the pipe, the location of the corresponding transport vehicle is marked on the preset route plan of the background terminal.

[0034] Specifically, after receiving the positioning information continuously transmitted by the transport vehicles, any wireless transceiver within the pipe first performs signal deduplication. When the same positioning information (including timestamp and secondary identity information) is received multiple times due to electromagnetic reflections within the pipe, the device only uses the first valid signal received. This design, based on the multipath reflection characteristics of electromagnetic waves in closed metal pipes, filters out delayed reflected signals to prevent false timestamps from causing distance calculation errors. For example, when transport vehicle T123 transmits positioning information at 08:05:00, the nearby ID210 device may receive the direct signal (08:05:00.001) and two reflected signals (08:05:00.003 and 08:05:00.005). The system automatically selects the first received signal (08:05:00.001) as the basis for calculation, eliminating interference from reflections in the tunnel environment and ensuring data timeliness and accuracy.

[0035] Subsequently, the wireless transceiver in the pipe calculates the propagation distance of the electromagnetic wave based on the timestamp: that is, the difference between the timestamp in the positioning information (such as 08:05:00.000000) and the reception time of the device's own high-precision clock (such as 08:05:00.000100) is multiplied by the propagation speed of the electromagnetic wave in the air (3×10 8 m / s), deriving the one-way propagation distance (in this example, a time difference of 0.0001 seconds corresponds to a distance of 30 meters). After the calculation is complete, the device synchronously transmits three core data items: the propagation distance value, the transport vehicle's secondary identity information (e.g., T123), and its own position coordinates (e.g., X=2050m, Y=730m in the pipeline coordinate system) to the backend terminal. Distributed computing reduces backend load and improves positioning response efficiency.

[0036] After receiving this data, the backend terminal performs spatial mapping on the pre-set route plan. A circular surface is generated, with the known location of the wireless transceiver within the pipe as the center and the calculated propagation distance as the radius. Incorporating the pipeline topology constraints (tracks are distributed only along the pipeline axis), the intersection of the circular surface and the pipeline centerline is determined as the real-time position of the transport vehicle. Since the transport vehicle's direction of movement is also known, the vehicle's positioning is complete. Finally, the vehicle's position is marked on the pre-set route plan. For example, the T123 transport vehicle icon is annotated at the plan coordinates (X=2080m, Y=730m). Real-time status data such as its load and speed are also associated with the vehicle, providing a centimeter-level spatial reference for global monitoring and dynamic scheduling.

[0037] Among them, the formula for the propagation distance of electromagnetic waves is: (3) Where, For transport vehicles Wireless transceiver equipment inside the pipe The propagation distance, is the index of the transport vehicle, The index of wireless transceiver devices in the pipe; is the speed of electromagnetic waves; For equipment Timestamp of received signal; For transport vehicles Timestamp of sending positioning information; S5, the backend terminal calculates the distance between two adjacent transport vehicles in real time based on the scale of all transport vehicle positions marked on the preset route plan, and adjusts the transport vehicle at the back of the driving order according to the distance so that the transport vehicle meets the braking distance requirement.

[0038] Specifically, the backend terminal performs dynamic safety distance monitoring and adjustment operations in real time based on the positions of all transport vehicles marked on the preset route plan. The principle is to use the high-precision topological mapping of the preset route plan and convert the coordinate distance on the plan into the actual physical distance through a scale, thereby calculating the real-time distance between two adjacent transport vehicles; this mechanism ensures that the system can continuously evaluate the relative positions of transport vehicles in the pipeline to avoid the risk of rear-end collisions due to emergencies. For example, the preset route plan stores the coordinates of the pipeline axis and the layout information of all wireless transceiver devices inside the pipe. The position of the transport vehicle is marked on the map in real time based on the positioning result of step S4 (such as transport vehicle T123 at coordinates (X=2080m, Y=730m)). The scale (such as 1:1000) is used to instantly convert the distance on the map (such as 20 mm) to the actual distance (such as 20 meters). Based on this, the background terminal scans all transport vehicle position data once every millisecond and calculates the distance between the front and rear adjacent vehicles in the driving sequence (such as the straight-line distance between the position coordinates of the front vehicle and the position coordinates of the rear vehicle). This real-time calculation relies on a high-precision spatiotemporal synchronization algorithm to eliminate errors caused by pipeline bending or electromagnetic interference, thereby providing dynamic monitoring with centimeter-level accuracy and enhancing the system's response capabilities to emergencies.

[0039] Based on the calculated spacing, the backend terminal further analyzes whether this value meets the braking distance requirement for the next vehicle in the driving order (the braking distance has been pre-calculated and stored based on the load data in step S2). The principle is that the braking distance represents the minimum safe stopping length of the vehicle in an emergency braking state, and it is nonlinearly positively correlated with the load (for example, a 40% increase in load will extend the braking distance by 40%). If the spacing is less than the braking distance of the following vehicle, the system automatically generates an adjustment instruction; this adjustment is achieved by sending a wireless dispatch signal from the backend terminal to the control system of the target vehicle, such as reducing the speed of the following vehicle or delaying its acceleration curve to ensure that the spacing is always greater than or equal to the braking distance of the following vehicle. The beneficial effect is to dynamically maintain the minimum safe time distance, prevent collision accidents caused by the failure of the following vehicle to brake in time when the leading vehicle slows down or stops, and optimize the pipeline traffic efficiency and avoid energy waste caused by unnecessary emergency braking. For example, transport vehicle T124 (load capacity 1.5 tons, braking distance 75 meters) is located at the back of the driving order, and transport vehicle T123 (load capacity 1.2 tons, braking distance 60 meters) is located in front. The background terminal calculates in real time that the distance between the two is 70 meters (less than the braking distance of T124 of 75 meters). The system immediately adjusts the speed of T124 from 30m / s to 25m / s, so that the distance increases to 80 meters within two seconds, thus meeting the safety requirements.

[0040] S6‌, when the backend terminal detects that the number of transport vehicles with the same destination has reached the preset number, it executes the grouping operation: the safe grouping interval is calculated based on the linear relationship between the load data of each vehicle and the braking distance, and adjacent transport vehicles with the same destination that meet the safe grouping interval are selected to form a grouping fleet, and the second identity information of the fleet members is synchronized to all vehicles in the group.

[0041] Specifically, when the backend terminal detects, through real-time monitoring of a preset route plan, that the number of transport vehicles traveling to the same destination has reached a preset threshold (e.g., three), the system automatically triggers a marshaling operation (the principle behind this is to leverage destination consistency to achieve logistics intensification and reduce pipeline space occupancy through centralized scheduling). The backend terminal first analyzes the linear proportional relationship between load and braking distance based on the load data uploaded by each transport vehicle in step S1, combined with a stored braking distance calculation model. The system then uses the maximum braking distance within the marshaling group as a benchmark, multiplying it by a safety factor to generate a safe marshaling interval. This prevents chain collisions caused by differences in braking performance among marshaled vehicles, while also eliminating the redundant safety spacing required for independent vehicle operation.

[0042] During the vehicle selection phase, the backend terminal selects only vehicles with the same destination that are adjacent in the pipeline topology and whose real-time spacing is less than the safe marshaling interval. This principle relies on topological sorting of pipeline axis coordinates to ensure the physical continuity of the marshaled vehicles. This dynamically optimizes pipeline space utilization. After the selection is complete, the backend terminal synchronously transmits the secondary identity information of the fleet members to the control systems of all vehicles in the marshaled vehicle group.

[0043] The calculation formula for safe marshaling interval is: (4) (5) in, is the minimum safe marshaling interval; is the critical distance for magnetic coupling; is the nominal speed of the system; is the dynamic buffer distance (usually 1~2m); is the effective deceleration of the group; is the maximum braking force of the magnetic levitation system; Loading for empty vehicle; is the electromagnetic field coupling efficiency; is the input load; is the magnetic attenuation coefficient; The real-time center distance between adjacent transport vehicles within a group.

[0044] S7‌, based on the synchronized marshaling information, establish a marshaling communication link through the onboard wireless transceiver equipment; the marshaling communication link uses the speed of the transport vehicle with the longest braking distance in the marshaling as the unified marshaling speed, and performs marshaling synchronization control.

[0045] Based on the set of second identity information of the fleet members sent to all transport vehicles in the formation, the transport vehicles establish a formation communication link through their respective on-board wireless transceiver equipment. The principle of this link is to use wireless communication modules (such as 5.8GHz frequency band devices) based on synchronized second identity information (such as unique identification codes) to achieve point-to-point or multi-point direct interconnection between the vehicles in the formation, forming a decentralized real-time data exchange network, thereby eliminating the continuous dependence on the background terminal and greatly reducing communication delays. The beneficial effect is reflected in the fact that vehicles in the formation can instantly share dynamic parameters such as speed and position, avoiding response delays caused by signal relay, and improving the efficiency and reliability of formation coordination.

[0046] Subsequently, the marshaling communication link uses the speed of the transport vehicle with the longest braking distance in the marshaling as the unified marshaling speed. By unifying the fleet speed with the speed parameters of the benchmark vehicle, it ensures that all vehicles can respond synchronously with the maximum safety margin in emergency braking scenarios. The beneficial effect is to force the relative speed difference within the marshaling to be zero, preventing chain rear-end collisions caused by speed differences. At the same time, it simplifies the control logic and reduces unnecessary acceleration or deceleration operations, optimizing energy utilization and pipeline traffic continuity.

[0047] Furthermore, the above method also includes: generating a topology map according to a preset line plan map, and automatically switching to a topology map display when the touch screen display interface of the background terminal reduces the line plan map to a preset scale.

[0048] Specifically, the pre-set route plan contains high-precision spatial data (such as pipeline centerline coordinates and the location of wireless transceiver devices within the pipe), which can cause visual clutter and rendering overhead when displayed at a small scale. By generating a simplified topology map that retains only key network structures and dynamically marked elements, the system can clearly present pipeline topology relationships at a macro level, thereby improving monitoring efficiency. This also reduces the graphics processing load on backend terminals, avoids misjudgments caused by overlapping details at small scales, and enhances users' overall control over the pipeline network.

[0049] The steps for generating a topology map based on a preset route plan include: first, obtaining the installation locations of wireless transceivers within the pipe, the centerline of the pipe, and corresponding dimensional data on the preset route plan; the dimensional data includes the spacing between wireless transceivers and the length of the centerline. The principle is that the preset route plan, as a high-precision map database preset by the system, stores the precise coordinates of the pipeline axis and the layout information of all wireless transceivers within the pipe (such as the location points recorded in the pipeline coordinate system). This information is retrieved through a data extraction interface to ensure that the topology map is generated based on the actual physical distribution.

[0050] Subsequently, the installation locations of wireless transceivers within the pipes are used as topological nodes, and the actual direction of the pipeline centerline is used as the connecting edge. Topological nodes represent the physical locations of wireless transceivers (such as ID205, ID206, etc.), while connecting edges map the actual path of the pipeline centerline in three-dimensional space. Through this abstraction, the complex pipeline network is simplified into a graph structure consisting of nodes and edges, eliminating redundant geographic details. This reduces the amount of data required for graphics rendering and improves backend terminal processing speed. At the same time, the actual direction of the connecting edges is retained to ensure that the topological map accurately indicates the direction of travel of the transport vehicle, making it easier for users to quickly identify path branching points.

[0051] Next, the node spacing and connection edge lengths are scaled proportionally according to the preset scale to generate a topological map. The preset scale (such as 1:5000) defines the scaling factor (for example, an actual distance of 100 meters is scaled to 2 centimeters on the map). The system applies a linear scaling algorithm to uniformly compress the node spacing (such as the spacing between wireless transceiver devices) and the connection edge length (such as the length of the center line segment) to ensure that the topological map maintains spatial scale consistency at small scales.

[0052] Finally, when the transport vehicle position mark is dynamically displayed in the topology map, its relative position relationship with the corresponding node remains unchanged; the principle is that the transport vehicle position is based on the positioning result of step S4 (such as the coordinate point marked by the background terminal on the preset route plan). When mapped in the topology map, the system calculates the relative offset between the transport vehicle and the nearest topological node (for example, the transport vehicle is located 30 meters east of the ID205 node) and keeps the offset ratio constant after scaling.

[0053] When the backend terminal's touchscreen display reduces the route plan to a preset scale (for example, a scale threshold of 1:10,000), the system automatically switches to a topology map. This is because the backend terminal's integrated scale detection module continuously monitors user zooming. When the scale reaches a preset threshold (for example, 1 / 10,000 of the original image), a switching logic is triggered, switching the rendering mode from a highly detailed plan view to a lightweight topology map. This automatic switching prevents information overload (for example, a small-scale plan view obscures key nodes) in macro-monitoring scenarios (such as a full pipeline view), providing a clear and concise view of the network topology. Furthermore, combined with the real-time position calculation in step S5, users can intuitively assess the spacing between adjacent transport vehicles or the distribution of fleets.

[0054] Furthermore, after executing the synchronous control of the formation, it also includes: setting emergency wireless beacons at intervals in the pipeline, and when the transport vehicle detects the emergency braking signal; performing triple positioning calibration through the three wireless transceiver devices in the pipeline closest to the transport vehicle, and broadcasting the precise coordinates to all transport vehicles within a preset distance behind; the rear transport vehicle uses gradient braking to reduce the vehicle speed in stages according to its own load data and the received coordinate information.

[0055] Specifically, emergency wireless beacons, as dedicated wireless communication nodes, are deployed on the inner wall of the pipeline at preset intervals (for example, every 500 meters). They operate independently from the wireless transceiver equipment in the pipe but share power supply and communication protocols to ensure independent activation in the event of a system emergency. The beneficial effect is that they provide redundant communication coverage to avoid signal interruption due to a single device failure, while shortening the propagation delay of emergency signals and improving the robustness of the system in emergencies.

[0056] When the transport vehicle detects an emergency braking signal, the principle of the signal triggering mechanism is that the built-in sensors in the transport vehicle's control system (such as an inertial measurement unit or collision detection module) monitor abnormal vibrations or speed changes in real time. For example, when the transport vehicle triggers emergency braking due to foreign objects on the track or mechanical failure, the system automatically generates a high-priority signal; then, a triple positioning calibration is performed through the three wireless transceiver devices closest to the transport vehicle. The principle of this calibration process is to use the triangulation positioning algorithm: the transport vehicle sends an emergency signal containing a timestamp to the three wireless transceiver devices closest to the transport vehicle. Each device calculates the time difference of signal reception (for example, the difference between the timestamp and the local clock) multiplied by the electromagnetic wave propagation speed (3×10 8 m / s) to calculate relative distances and integrate the three distance values through the least squares method to generate precise coordinates with centimeter-level accuracy, thereby offsetting single-point positioning errors and ensuring that the position data error is reduced to within ±0.1 meters. At the same time, the triple redundancy design enhances reliability in electromagnetic interference environments.

[0057] Afterwards, the system broadcasts the precise coordinates to all transport vehicles within a preset distance behind. The principle of this broadcast mechanism is that the wireless transceiver in the pipe calculates the coverage area of the preset distance behind (for example, 200 meters) based on the pipeline topology data and the transmitting coordinates as the center, and broadcasts the coordinate data in the form of encrypted data packets through 5.8GHz frequency band wireless communication. The rear transport vehicle uses gradient braking based on its own load data and the received coordinate information. The principle of this braking strategy is: the transport vehicle control system extracts the load data uploaded in step S1, combines it with the built-in braking model (load and braking distance are nonlinearly positively correlated, e.g., for every 1 ton increase in load, the braking distance increases by 30%), and calculates its own minimum safe braking distance; at the same time, based on the received precise coordinates, the actual distance to the accident point ahead is converted in real time through the preset route plan scale (e.g., 1:1000), and gradient braking is implemented accordingly - that is, the braking force is adjusted in stages (e.g., 50% braking force is applied to reduce speed in the initial stage, and then gradually increased to 100%), rather than a one-time emergency brake; thereby avoiding the risk of rear-end collision caused by insufficient braking distance due to load differences of the rear transport vehicle (e.g., heavy-loaded vehicles require a longer deceleration distance).

[0058] Based on the same inventive concept, Figure 2 As shown, the present invention provides an urban freight pipe-rail transportation system based on permanent magnet electromagnetic hybrid suspension, comprising an underground pipe, a track arranged in the pipe, and a magnetic levitation transport vehicle running on the track. In-pipe wireless transceiver devices connected to a backend terminal are arranged at intervals in the pipe, and the transport vehicle is provided with an on-board wireless transceiver electrically connected to a control system. The method includes: The load data acquisition module 201 is used to obtain the load data from the transport vehicle according to the weight sensor after receiving the signal that the cargo loading is completed, and send the load data to the background terminal through the wireless transceiver in the platform; Route planning and scheduling module 202, used by the backend terminal to calculate the braking distance based on the load data and determine the departure time of the current transport vehicle based on the departure time of the preceding vehicle. The backend terminal plans the driving route according to the cargo destination, extracts the first identity information of the wireless transceivers within the pipeline along the driving route, and arranges them in driving order. The arranged first identity information and departure time are packaged and sent to the transport vehicle. The real-time positioning broadcast module 203 is used for the transport vehicle to start the transport operation based on the departure time. The transport vehicle continuously sends positioning information including a timestamp and its own second identity information during the driving process; The position calibration module 204 is used for any wireless transceiver device in the pipe to calculate the propagation distance of the electromagnetic wave based on the timestamp and send the second identity information to the backend terminal; based on the propagation distance, the second identity information, and the position information of the wireless transceiver device in the pipe, the position of the corresponding transport vehicle is marked on the preset route plan of the backend terminal; The dynamic spacing control module 205 is used for the backend terminal to calculate the distance between two adjacent transport vehicles in real time according to the scale based on the positions of all transport vehicles marked on the preset route plan, and adjust the transport vehicle at the end of the driving order according to the distance so that the transport vehicle meets the braking distance requirement; The marshaling module 206 is configured to execute the marshaling operation when the backend terminal detects that the number of transport vehicles with the same destination has reached a preset number: calculating the safe marshaling interval based on the linear relationship between the load data and the braking distance of each vehicle, selecting adjacent transport vehicles with the same destination that meet the safe marshaling interval to form a marshaling team, and synchronizing the second identity information of the team members to all vehicles in the team; The marshaling collaborative control module 207 is used to establish a marshaling communication link through the on-board wireless transceiver equipment based on the synchronized marshaling information; the marshaling communication link uses the speed of the transport vehicle with the longest braking distance in the marshaling as the unified marshaling speed to perform marshaling synchronization control.

[0059] Based on the same inventive concept, Figure 3 As shown, the present invention provides an electronic device, including: a memory 302, a processor 301, and a computer program stored in the memory 302 and executable on the processor 301. When the processor 301 executes the computer program, a method for urban freight tube rail transportation based on permanent magnet electromagnetic hybrid suspension is implemented.

[0060] Based on the same inventive concept, the present invention provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, an urban freight tube rail transportation method based on permanent magnet electromagnetic hybrid suspension is implemented.

[0061] The above are merely preferred embodiments of the present application and are not intended to limit the present application. Those skilled in the art will readily appreciate that various modifications and variations are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. A method for urban freight rail transportation based on permanent magnet electromagnetic hybrid suspension, characterized in that: The system comprises an underground pipeline, a track arranged in the pipeline, and a magnetic levitation transport vehicle running on the track. Wireless transceivers connected to a back-end terminal are arranged at intervals in the pipeline, and the transport vehicle is provided with an on-board wireless transceiver electrically connected to a control system. The method comprises: In response to the signal indicating that the cargo loading is completed, the transport vehicle obtains the load data according to its own weight sensor and sends the load data to the back-end terminal via the wireless transceiver in the platform; The backend terminal calculates the braking distance based on the load data and determines the departure time of the current transport vehicle in combination with the departure time of the preceding vehicle; the backend terminal plans the driving route according to the cargo destination, extracts the first identity information of the wireless transceiver devices in the pipe along the driving route and arranges them in the driving order; the arranged first identity information and the departure time are packaged and sent to the transport vehicle; The transport vehicle starts the transport operation based on the departure time, and the transport vehicle continuously sends positioning information including a timestamp and its own second identity information during the driving process; Any of the wireless transceiver devices in the pipe calculates the propagation distance of the electromagnetic wave based on the timestamp and simultaneously sends the second identity information to the backend terminal; based on the propagation distance, the second identity information, and the location information of the wireless transceiver device in the pipe, the location of the corresponding transport vehicle is marked on the preset route plan of the backend terminal; The backend terminal calculates the distance between two adjacent transport vehicles in real time based on the positions of all transport vehicles marked on the preset route plan according to the scale, and adjusts the transport vehicle at the rear of the driving order according to the distance so that the transport vehicle meets the braking distance requirement; When the backend terminal detects that the number of transport vehicles with the same destination has reached the preset number, it executes the marshaling operation: based on the linear relationship between the load data and the braking distance of each vehicle, it calculates the safe marshaling interval, selects adjacent transport vehicles with the same destination that meet the safe marshaling interval to form a marshaling team, and synchronizes the second identity information of the team members to all vehicles in the team; According to the synchronized marshaling information, a marshaling communication link is established through the on-board wireless transceiver equipment; the marshaling communication link uses the speed of the transport vehicle with the longest braking distance in the marshaling as the unified marshaling speed to perform marshaling synchronization control.

2. The urban freight rail transportation method based on permanent magnet electromagnetic hybrid suspension according to claim 1 is characterized in that: Before any of the wireless transceiver devices in the pipe calculates the propagation distance of the electromagnetic wave according to the timestamp, the method further includes: When any of the wireless transceiver devices in the pipe receives multiple identical positioning information, the positioning information received first is used.

3. The urban freight rail transportation method based on permanent magnet electromagnetic hybrid suspension according to claim 1 is characterized in that: After the transport vehicle continuously sends positioning information including a timestamp and its own second identity information during driving, the method further includes: The wireless transceiver device in the pipe located at the track switch is marked as a fork node. When any transport vehicle reaches or passes through the fork node, the path verification mechanism is triggered; The mechanism includes: screening out a preset number of first identity information located after the fork node sequence from the arranged first identity information; the transport vehicle communicates with the wireless transceiver device in the pipe in real time, and checks with the preset number of first identity information in the order of travel; if the check result is the same, the check is ended; if the check result is different, the transport vehicle sends a path deviation alarm to the background terminal through the on-board wireless transceiver device and the wireless transceiver device in the pipe.

4. The urban freight rail transportation method based on permanent magnet electromagnetic hybrid suspension according to claim 1 is characterized in that: Also includes: A topology map is generated according to the preset line plan map. When the touch screen display interface of the background terminal reduces the line plan map to a preset scale, it automatically switches to a topology map display.

5. The urban freight rail transportation method based on permanent magnet electromagnetic hybrid suspension according to claim 4 is characterized in that: The step of generating a topology map according to the preset line plan map specifically includes: Obtaining the installation position of the wireless transceiver device in the pipe, the center line of the pipe, and corresponding dimension data on the preset line plan; the dimension data includes the spacing between the wireless transceivers and the length of the center line; The installation position of the wireless transceiver device in the pipe is used as the topological node, and the actual direction of the pipeline centerline is used as the connecting edge; the node spacing and the connecting edge length are proportionally scaled according to the preset scale to generate the topological map; when the transport vehicle position mark is dynamically displayed in the topological map, its relative position relationship with the corresponding node is kept unchanged.

6. The urban freight rail transportation method based on permanent magnet electromagnetic hybrid suspension according to claim 1 is characterized in that: After executing the group synchronization control, the method further includes: Emergency wireless beacons are set at intervals in the pipeline. When a transport vehicle detects an emergency braking signal, triple positioning calibration is performed through the three wireless transceiver devices in the pipeline closest to the transport vehicle, and the precise coordinates are broadcast to all transport vehicles within a preset distance behind. The rear transport vehicle uses gradient braking to reduce its speed in stages based on its own load data and the received coordinate information.

7. The urban freight rail transportation method based on permanent magnet electromagnetic hybrid suspension according to claim 1 is characterized in that: The formula for calculating the safe marshaling interval is: in, is the minimum safe marshaling interval; is the critical distance for magnetic coupling; is the nominal speed of the system; is the dynamic buffer distance (usually 1~2m); is the effective deceleration of the group; is the maximum braking force of the magnetic levitation system; Load for empty vehicle; is the electromagnetic field coupling efficiency; is the input load; is the magnetic attenuation coefficient; The real-time center distance between adjacent transport vehicles within a group.

8. An urban freight rail transportation system based on permanent magnet electromagnetic hybrid suspension, characterized in that: The system comprises an underground pipeline, a track arranged in the pipeline, and a magnetic levitation transport vehicle running on the track. Wireless transceivers connected to a back-end terminal are arranged at intervals in the pipeline, and the transport vehicle is provided with an on-board wireless transceiver electrically connected to a control system. The method comprises: A load data acquisition module is used for obtaining load data from the transport vehicle according to its own weight sensor after receiving a signal indicating that the cargo has been loaded, and transmitting the load data to the backend terminal via a wireless transceiver in the platform; The path planning and scheduling module is used by the backend terminal to calculate the braking distance based on the load data and determine the departure time of the current transport vehicle based on the departure time of the preceding vehicle. The backend terminal plans the driving route according to the cargo destination, extracts the first identity information of the wireless transceivers in the pipeline along the driving route, and arranges them in driving order. The arranged first identity information and departure time are packaged and sent to the transport vehicle. A real-time positioning broadcast module is used for the transport vehicle to start the transport operation based on the departure time, and the transport vehicle continuously sends positioning information including a timestamp and its own second identity information during the driving process; A position calibration module is used for any of the wireless transceiver devices in the pipe to calculate the propagation distance of the electromagnetic wave based on the timestamp, and at the same time send the second identity information to the background terminal; based on the propagation distance, the second identity information, and the position information of the wireless transceiver device in the pipe, the position of the corresponding transport vehicle is marked on the preset route plan of the background terminal; A dynamic spacing control module is used for the backend terminal to calculate the distance between two adjacent transport vehicles in real time according to the scale based on the positions of all transport vehicles marked on the preset route plan, and adjust the transport vehicle located at the back of the driving order according to the distance so that the transport vehicle meets the braking distance requirement; The marshaling module is used to execute the marshaling operation when the backend terminal detects that the number of transport vehicles with the same destination has reached a preset number: the safe marshaling interval is calculated based on the linear relationship between the load data and the braking distance of each vehicle, adjacent transport vehicles with the same destination that meet the safe marshaling interval are selected to form a marshaling team, and the second identity information of the team members is synchronized to all vehicles in the team; The marshaling collaborative control module is used to establish a marshaling communication link through the on-board wireless transceiver equipment based on the synchronized marshaling information; the marshaling communication link uses the speed of the transport vehicle with the longest braking distance in the marshaling as the unified marshaling speed to perform marshaling synchronization control.

9. An electronic device, characterized in that: The electronic device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the method for urban freight tube rail transportation based on permanent magnet electromagnetic hybrid suspension as described in any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, an urban freight tube rail transportation method based on permanent magnet electromagnetic hybrid suspension as described in any one of claims 1 to 7 is implemented.

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