Urban Freight Rail Transportation Method and System Based on Permanent Magnet-Electromagnetic Hybrid Suspension

Abstract

This application relates to the field of rail transport technology, providing a method and system for urban freight rail transport based on permanent magnet electromagnetic hybrid levitation. After the transport vehicle is loaded with goods, weight sensors transmit load data to a back-end terminal via wireless transceivers at the platform. The terminal calculates the braking distance and plans the departure time and travel route. During transport, the vehicle's positioning information and the wireless transceivers within the pipeline work together. The back-end terminal marks the vehicle's position in real time and dynamically adjusts the spacing to ensure safety. When vehicles heading to the same destination reach a threshold, the back-end selects vehicles that can be grouped based on the relationship between load and braking distance, establishing a grouping communication link based on the longest braking distance to achieve synchronized speed control. This system significantly improves the dynamic response capability of transport scheduling and enhances the efficiency of multi-vehicle collaborative management through dynamic path planning, real-time positioning monitoring, and intelligent grouping coordination, thereby comprehensively improving freight safety and operational efficiency.

Description

Technical Field

[0001] This application relates to the field of pipeline transportation technology, and more specifically, to a method and system for urban freight pipeline transportation based on permanent magnet electromagnetic hybrid suspension. Background Technology

[0002] The content in this section provides only background information related to this application and may not constitute prior art.

[0003] Rail transit, as a highly efficient and environmentally friendly new mode of transportation, has significant advantages. First, it can operate stably around the clock, unaffected by weather, ensuring timely delivery. Second, the rail transit system employs automated management, using an intelligent monitoring platform to achieve precise management and supervision of the transportation process, significantly improving operational efficiency and reducing human error. In terms of rail transit management and supervision, centralized dispatching systems and real-time data monitoring effectively optimize capacity allocation and ensure safe operation.

[0004] In the prior art, for example, Chinese Patent No. CN109359913A discloses a scheduling method and system for a rail transit system. The scheduling method for the rail transit system mainly focuses on building a transportation network structure. It generates transportation routes for each rail transit vehicle by using the shortest path algorithm with the goal of minimizing transportation costs. It also groups vehicles on transportation segments with spatial and temporal overlap to achieve vehicle organization optimization.

[0005] However, this scheduling method has certain limitations. First, it primarily relies on the static structure of the transportation network and preset optimization objectives for route planning and vehicle grouping, lacking the ability to monitor and respond to dynamic factors during transportation in real time. For example, it cannot dynamically adjust braking distance and departure time, leading to increased safety risks during transportation. Second, when grouping vehicles, this method only considers spatial and temporal overlap, without fully considering the safe distance between vehicles and the collaborative control issues after grouping. This may result in situations where the space between grouped transport vehicles is too small or the collaborative control is inconsistent during operation, affecting transportation efficiency and safety. Summary of the Invention

[0006] To address the aforementioned technical issues, this application aims to provide a method and system for urban freight rail transport based on permanent magnet electromagnetic hybrid suspension. This system dynamically calculates braking distance and departure time by acquiring real-time load data of the transport vehicle, utilizes wireless communication technology to achieve real-time data interaction between the transport vehicle and the back-end terminal, combines precise positioning technology to monitor the transport vehicle's location in real time, and performs dynamic grouping and synchronous control based on safe grouping intervals. This improves the level of dynamic response, safe distance control, and collaborative management, thereby enhancing the safety and efficiency of transportation.

[0007] The objective of this application is achieved through the following technical solution:

[0008] Firstly, this invention provides a method for urban freight pipeline rail transport based on permanent magnet-electromagnetic hybrid levitation, including an underground pipeline, a track within the pipeline, and a magnetic levitation transport vehicle running on the track. Wireless transceivers connected to a backend terminal are spaced apart within the pipeline, and the transport vehicle is equipped with onboard wireless transceivers electrically connected to the control system. The magnetic levitation transport vehicle employs permanent magnet-electromagnetic hybrid levitation. This system achieves stable levitation primarily by combining the advantages of permanent magnets and electromagnets, with common methods including passive compensation, active adjustment, and composite control. Passive compensation uses permanent magnets to provide basic levitation force, achieving self-stabilization through mechanical structures or auxiliary permanent magnet arrays. Its structure typically consists of symmetrically arranged permanent magnets, using repulsive forces to balance gravity. The electromagnetic component is only energized for fine-tuning when the system is disturbed, relying on the restoring force generated by the magnetic field gradient. Active adjustment uses electromagnets as the primary control unit, with permanent magnets serving as the bias magnetic field source. Structurally, electromagnetic windings are arranged around the permanent magnets, dynamically adjusting the current by real-time detection of displacement signals, utilizing the rapid response characteristics of electromagnetic force to compensate for insufficient rigidity of the permanent magnetic field. The composite control system integrates the features of the former two. Structurally, it adopts a layered design: the upper layer, a permanent magnet array, establishes a static levitation field, while the lower layer, electromagnetic coils, forms a closed-loop control network. In principle, it optimizes energy through magnetic field superposition, with the electromagnetic system participating in dynamic adjustment and assisting in enhancing levitation stiffness. All methods require gap sensors and control systems. The core lies in using permanent magnets to reduce energy consumption and electromagnetic components to improve anti-interference capabilities, ultimately forming a hybrid magnetic field with self-stabilizing characteristics.

[0009] The method includes:

[0010] In response to the signal that the cargo loading is complete, 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 equipment in the station.

[0011] The back-end terminal calculates the braking distance based on the load data and determines the departure time of the current transport vehicle by combining the departure time of the preceding vehicle; the back-end terminal plans the driving route according to the destination of the goods, extracts the first identity information of the wireless transceiver devices in the pipeline 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.

[0012] The transport vehicle initiates the transport operation based on the departure time, and continuously sends out location information containing timestamps and its own secondary identity information during the journey;

[0013] Any wireless transceiver device within the pipeline 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 within the pipeline, the location of the corresponding transport vehicle is marked on the preset route plan of the backend terminal;

[0014] Based on the positions of all transport vehicles marked on the preset route map, the back-end terminal calculates the distance between two adjacent transport vehicles in real time according to the scale, and adjusts the transport vehicle that is in the last position in the driving sequence according to the distance so that the transport vehicle meets the braking distance requirements.

[0015] When the back-end terminal detects that the number of transport vehicles to the same destination has reached the preset number, it performs a grouping operation: calculates the safe grouping interval based on the linear relationship between the load data and braking distance of each vehicle, selects adjacent transport vehicles to the same destination that meet the safe grouping interval to form a grouped fleet, and synchronizes the second identity information of the fleet members to all vehicles in the group.

[0016] Based on the synchronized grouping information, a grouping communication link is established through the vehicle-mounted wireless transceiver equipment; the grouping communication link uses the speed of the transport vehicle with the longest braking distance in the group as the unified speed of the group, and performs grouping synchronization control.

[0017] Furthermore, before any intra-tube wireless transceiver calculates the propagation distance of the electromagnetic wave based on the timestamp, it also includes:

[0018] When a wireless transceiver device within any tube receives multiple identical location information, it takes the location information received first.

[0019] Furthermore, after the transport vehicle continuously sends out location information containing timestamps and its own secondary identity information during its journey, it also includes:

[0020] The wireless transceiver equipment located at the track switch is marked as a branch node. After any transport vehicle arrives at or passes through the branch node, the path verification mechanism is triggered.

[0021] The mechanism includes: selecting a preset number of first identity information from the arranged first identity information; the transport vehicle communicating in real time with the wireless transceiver in the pipeline and checking the preset number of first identity information according to the driving order; if the checking results are the same, the checking ends; if the checking results are different, the transport vehicle sends a path deviation alarm to the back-end terminal through the vehicle-mounted wireless transceiver and the wireless transceiver in the pipeline.

[0022] Furthermore, it also includes:

[0023] A topology map is generated based on a preset route plan. When the touch screen display interface of the back-end terminal shrinks the route plan to a preset scale, it automatically switches to the display format of a topology map.

[0024] Furthermore, the step of generating a topology map based on a preset route plan specifically includes:

[0025] Obtain the installation location of the wireless transceiver equipment in the pipe, the centerline of the pipe, and the corresponding dimensional data on the preset route plan; the dimensional data includes the spacing between the wireless transceivers and the length of the centerline.

[0026] The installation location of the wireless transceiver equipment in the pipeline is used as the topology node, and the actual direction of the pipeline centerline is used as the connecting edge. The node spacing and the length of the connecting edge are scaled proportionally according to a preset scale to generate a topology map. When the location marker of the transport vehicle is dynamically displayed in the topology map, its relative positional relationship with the corresponding node remains unchanged.

[0027] Furthermore, after performing group synchronization control, it also includes:

[0028] Emergency wireless beacons are set up at intervals inside the pipeline. When a transport vehicle detects an emergency braking signal, it performs triple positioning calibration through the three nearest wireless transceivers in the pipeline and broadcasts the precise coordinates to all transport vehicles within a preset distance behind it. The transport vehicles behind it reduce their speed in stages using a gradient braking method based on their own load data and the received coordinate information.

[0029] Furthermore, the formula for calculating the safe grouping interval is:

[0030]

[0031] in, Minimum safe train interval; This is the critical distance for magnetic coupling; This refers to the system's nominal speed. This is the dynamic buffer distance (usually taken as 1~2m); To effectively reduce the speed of the formation; This is the maximum braking force of the magnetic levitation system; Loading the empty vehicle; For electromagnetic field coupling efficiency; The input load; The magnetic attenuation coefficient; This refers to the real-time center-to-center distance between adjacent transport vehicles within the trainset.

[0032] Secondly, the present invention provides an urban freight pipeline rail transport system based on permanent magnet electromagnetic hybrid levitation, comprising an underground pipeline, a track installed within the pipeline, and a magnetic levitation transport vehicle running on the track. Wireless transceivers connected to a backend terminal are spaced apart within the pipeline, and the transport vehicle is equipped with an onboard wireless transceiver electrically connected to the control system. The method includes:

[0033] The load data acquisition module is used to acquire load data based on the built-in weight sensor after the transport vehicle receives the signal that the cargo loading is complete, and then send the load data to the back-end terminal through the wireless transceiver equipment in the station.

[0034] The route planning and scheduling module is used by the back-end terminal to calculate the braking distance based on the load data and determine the departure time of the current transport vehicle in combination with the departure time of the preceding vehicle; the back-end terminal plans the driving route according to the destination of the goods, extracts the first identity information of the wireless transceiver devices in the pipeline along the driving route and arranges them in the driving order; and packages the arranged first identity information and departure time together and sends them to the transport vehicle.

[0035] The real-time location broadcast module is used by the transport vehicle to start the transport operation based on the departure time. During the journey, the transport vehicle continuously sends out location information containing timestamps and its own secondary identity information.

[0036] The location marking module is used to calculate the propagation distance of electromagnetic waves based on timestamps for any wireless transceiver device within the pipeline, and simultaneously send the second identity information to the back-end terminal; based on the propagation distance, the second identity information, and the location information of the wireless transceiver device within the pipeline, the module marks the location of the corresponding transport vehicle on the preset route plan of the back-end terminal.

[0037] The dynamic spacing control module is used by the back-end terminal to calculate the spacing 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. The module adjusts the transport vehicle that is located later in the driving sequence according to the spacing so that the transport vehicle meets the braking distance requirements.

[0038] The grouping module is used to perform grouping operations when the back-end terminal detects that the number of transport vehicles to the same destination has reached a preset number: it calculates the safe grouping interval based on the linear relationship between the load data of each vehicle and the braking distance, selects adjacent transport vehicles to the same destination that meet the safe grouping interval to form a grouped fleet, and synchronizes the second identity information of the fleet members to all vehicles in the group.

[0039] The grouping coordination control module is used to establish a grouping communication link through the vehicle-mounted wireless transceiver equipment based on the synchronized grouping information. The grouping communication link uses the speed of the transport vehicle with the longest braking distance in the group as the unified speed of the group and performs grouping synchronization control.

[0040] Thirdly, 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 executes the computer program to perform the steps corresponding to the method in the first aspect.

[0041] Fourthly, 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.

[0042] In summary, the technical solutions of this application have at least the following advantages and beneficial effects:

[0043] This invention facilitates information exchange between intra-pipe wireless transceivers spaced at intervals within the pipeline and onboard wireless transceivers on transport vehicles. After loading goods at the platform, the transport vehicle acquires load data via its weight sensors and transmits it to the back-end terminal via the platform's wireless equipment. The back-end terminal calculates the braking distance of each vehicle based on this data, determines its departure time by considering the status of preceding vehicles, plans a route according to the destination, and sorts the identification information of the intra-pipe wireless transceivers along the route, sending it along with the departure time. After starting, the transport vehicle continuously broadcasts a location signal containing a timestamp and its own identification information. The intra-pipe wireless transceivers capture these signals, calculate the signal propagation distance using the timestamp to determine the transport vehicle's position, and report the location information along with the transport vehicle's identification to the back-end terminal. The back-end terminal marks the precise positions of all transport vehicles in real time on its preset route plan, calculates the distance between adjacent vehicles, and dynamically adjusts the operating status of following vehicles to meet the safety requirements for braking distance. When the number of transport vehicles heading to the same destination reaches the target, the back-end terminal executes a grouping operation: calculating the safe grouping interval based on the ratio of load data to braking distance, selecting adjacent vehicles that meet the criteria to form a convoy, and synchronizing member information with all transport vehicles within the group. Subsequently, a grouping communication link is established using onboard wireless transceivers, and unified speed control is implemented based on the speed of the transport vehicle with the longest braking distance in the group. Thus, through precise load-adaptive scheduling, real-time continuous positioning monitoring, and group-based collaborative control, the system's performance in dynamic response, safe distance control, and collaborative management is improved, effectively ensuring the safety and overall transportation efficiency of high-density freight transport within underground pipelines. Attached Figure Description

[0044] Figure 1 A flowchart of the urban freight rail transport method based on permanent magnet electromagnetic hybrid suspension provided by the present invention;

[0045] Figure 2 A schematic diagram of the urban freight rail transport system based on permanent magnet electromagnetic hybrid suspension provided by the present invention;

[0046] Figure 3 This is a schematic diagram of an electronic device provided by the present invention. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0048] like Figure 1 As shown in the embodiments of this application, an urban freight pipeline rail transport method based on permanent magnet electromagnetic hybrid levitation is proposed. This method aims to achieve efficient logistics through a collaborative architecture of underground pipelines, permanent magnet electromagnetic hybrid levitation tracks, and intelligent transport vehicles. The system mainly consists of three parts: the underground pipeline serves as a transport channel to avoid interference from ground traffic; the track laid inside the pipeline and the transport vehicle using a hybrid levitation of permanent magnets and electromagnetic coils enable the transport vehicle to operate with low friction in a contactless state; specifically, it includes an underground pipeline, a track installed within the pipeline, and a magnetically levitation transport vehicle running on the track. Wireless transceivers connected to a backend terminal are arranged at intervals within the pipeline, and onboard wireless transceivers electrically connected to the control system are installed on the transport vehicle.

[0049] The method includes:

[0050] S1, in response to the signal that the cargo loading is complete, 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 equipment in the station.

[0051] Specifically, after the maglev transport vehicle completes loading of goods at the platform, a loading completion signal triggers the weight sensor to operate via the vehicle's control system. This sensor employs a strain gauge pressure detection principle, converting the deformation of the vehicle's supporting structure into load data. For example, when the transport vehicle is loaded with 1.2 tons of electronic products, the weight sensor will collect dynamically changing pressure data in real time, which, after being processed by a filtering algorithm, generates a load value accurate to ±5kg. The transport vehicle then transmits the load data to the backend terminal in JSON data packet format via a 5.8GHz wireless transceiver device installed within the platform. This process employs the AES-256 encryption protocol to ensure data security.

[0052] S2, the back-end terminal calculates the braking distance based on the load data and determines the departure time of the current transport vehicle by combining the departure time of the preceding vehicle; the back-end terminal plans the driving route according to the destination of the goods, extracts the first identity information of the wireless transceiver devices in the pipeline along the driving route and arranges them in the driving order; the arranged first identity information and departure time are packaged and sent to the transport vehicle.

[0053] Specifically, the back-end terminal first dynamically calculates the braking distance based on the received load data. This is based on the non-linear relationship between load and braking performance: when a transport vehicle is loaded with 3 tons of building materials, its braking distance will increase by approximately 40% compared to an empty vehicle. The back-end terminal uses a built-in braking distance calculation model, combined with mass parameters from the load data and preset acceleration thresholds, to generate a braking distance accurate to the meter. This process simultaneously incorporates the departure time of the preceding vehicle for safe distance calculation. For example, if the preceding vehicle departs at 08:00 with 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 a minimum safe distance.

[0054] During the route planning phase, the backend terminal uses pipeline topology data from a preset route map based on the cargo destination to intelligently generate the energy-optimized route. Taking transportation from station A3 to station D7 as an example, the system extracts the identity information (e.g., ID205 to ID216) of 12 wireless transceivers along the route from the topology database and establishes an index queue according to their travel order. This design allows the transport vehicle to store only a lightweight sequence of identity information instead of a complete map, significantly reducing onboard storage requirements. The final data packet only needs to contain two key fields: the departure time field uses the ISO8601 standard time format (e.g., 2025-06-26T08:00:00+08:00), and the route field is an identity information sequence encrypted with AES-256. This design ensures the timeliness of scheduling instructions while preventing malicious tampering of route information through encryption.

[0055] The calculation models for braking distance and departure time are as follows:

[0056] (1)

[0057] In the formula, For transport vehicles Braking distance; This refers to the system's nominal speed, which is the constant cruising speed designed in magnetic levitation technology. The input load; This is the maximum braking force of the magnetic levitation system; Loading the empty vehicle; For the index of transport vehicles;

[0058] (2)

[0059] In the formula, For transport vehicles Departure time, For time indexing, This is the departure time of the previous transport vehicle (i.e., index p=i−1).

[0060] S3, the transport vehicle starts the transport operation based on the departure time, and the transport vehicle continuously sends out location information containing timestamps and its own secondary identity information during the journey.

[0061] This step aims to ensure that the transport vehicle travels precisely along the preset route, thereby improving the system's safety and reliability. Specifically, the transport vehicle initiates the transport operation based on the departure time sent in step S2. This initiation action relies on a preset precise timestamp (e.g., 2025-06-26T08:00:00+08:00 format) to ensure that the transport vehicle departs on time at the designated moment, avoiding time conflicts with the preceding vehicle. During the journey, the transport vehicle continuously transmits location information, which includes a timestamp and its own secondary identification information (i.e., the transport vehicle's unique identifier). The principle is to use the timestamp to record the transmission time of the electromagnetic wave signal, combined with the secondary identification information, to achieve real-time identification of the transport vehicle, thus providing a basic data source for subsequent positioning and monitoring.

[0062] Furthermore, based on the continuous transmission of location information by the transport vehicle, the system marks the in-situ wireless transceivers located at the track switch positions as branch nodes. The principle is that the track switch is a critical path transition point, and path deviation is easily caused by operational errors or signal failures. Therefore, designating the equipment at these locations as special nodes facilitates centralized monitoring. When any transport vehicle arrives at or passes through such a branch node, the system automatically triggers a path verification mechanism. The principle of this mechanism is as follows: from the sequence of first identity information provided by the backend terminal (i.e., the identity information queue of in-situ wireless transceivers along the driving path, such as ID205, ID206, etc.), a preset number (e.g., preset to 3) of first identity information located after the branch node sequence are selected. The transport vehicle then communicates in real time with the nearby in-situ wireless transceivers through its onboard wireless transceiver, and checks the received real-time identity information against the preset number of first identity information one by one according to the driving sequence. If the verification results are the same, the system ends the verification and allows the transport vehicle to continue its journey; if the verification results are different, the transport vehicle sends a path deviation alarm to the back-end terminal through the vehicle-mounted wireless transceiver and the local wireless transceiver. The beneficial effect of this mechanism is that it detects potential path errors early, avoids collisions or delays caused by incorrect steering of the transport vehicle, and minimizes latency through real-time communication, ensuring that the verification process is efficient and reliable.

[0063] To facilitate understanding, a concrete example is given: Suppose a transport vehicle carrying 1.2 tons of electronic products, with secondary identification information T123, travels from station A3 to station D7, and the route sequence includes wireless transceivers ID205 to ID216 within the jurisdiction. After the transport vehicle starts at 08:00, it continuously transmits location information during its journey (e.g., timestamp 08:05:00, secondary identification information T123). Subsequently, the transport vehicle arrives at a track switch position marked as a branch node, such as ID210 (this node corresponds to a critical turning point). At this point, the system triggers a path verification mechanism: it selects a predetermined number of devices (i.e., ID211, ID212, and ID213) from the sequence of primary identification information; the transport vehicle communicates in real time with the ID210 node to obtain the current actual signal and checks it against the selected ID211, ID212, and ID213 in sequence. During the subsequent operation of the transport vehicle, if the subsequent signals are ID211, ID212, or ID213, it indicates that the vehicle is on the planned route, and the verification is complete. If the transport vehicle receives an incorrect signal (such as the second identification information being ID315), the transport vehicle immediately sends a path deviation alarm to the back-end terminal via wireless transceiver, triggering emergency braking or remote intervention. This prevents the transport vehicle from going astray in complex pipeline networks, significantly reducing the risk of accidents while maintaining logistics efficiency.

[0064] S4, any wireless transceiver device within the pipeline 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 within the pipeline, the location of the corresponding transport vehicle is marked on the preset route plan of the backend terminal.

[0065] Specifically, after receiving location information continuously transmitted by the transport vehicle, any wireless transceiver device within the pipe first performs signal deduplication: when the same location information (including timestamp and second identity information) is received multiple times due to electromagnetic reflection within the pipe, the device only takes the first valid signal received. This design is based on the multipath reflection characteristics of electromagnetic waves in a sealed metal pipe, filtering and delaying reflected signals to avoid errors in propagation distance calculation caused by false timestamps. For example, when transport vehicle T123 transmits location information at 08:05:00, a nearby ID210 device may receive a direct signal (08:05:00.001) and two reflected signals (08:05:00.003 and 08:05:00.005) successively. The system automatically selects the first received signal, 08:05:00.001, as the calculation reference, thereby eliminating reflection interference from the tunnel environment and ensuring data timeliness and accuracy.

[0066] Subsequently, the wireless transceiver equipment within the pipeline calculates the electromagnetic wave propagation distance based on the timestamp: that is, it uses the difference between the timestamp in the positioning information (e.g., 08:05:00.000000) and the receiving time of the device's own high-precision clock (e.g., 08:05:00.000100), multiplied by the speed of electromagnetic wave propagation in air (3 × 10⁻⁶). 8 The device calculates the one-way propagation distance using m / s (in this example, a time difference of 0.0001 seconds corresponds to a distance of 30 meters). After calculation, the device synchronously transmits three core data points—propagation distance, secondary identification information of the transport vehicle (e.g., T123), and its own position coordinates (e.g., pipeline coordinate system X=2050m, Y=730m)—to the backend terminal. This distributed computing reduces the backend load and improves positioning response efficiency.

[0067] After receiving the above data, the backend terminal performs spatial mapping on the preset route plan: using the known location of the wireless transceiver within the pipe as the center and the calculated propagation distance as the radius, a spatial circle is generated. Combined with the pipe topology constraints (the track is distributed only along the pipe axis), the intersection of the circle and the pipe centerline is identified as the real-time location of the transport vehicle. Since the transport vehicle's direction of movement is known, the vehicle's location is thus completed. Finally, the vehicle's position is marked on the preset route plan, for example, by marking the T123 transport vehicle icon at the plan coordinates (X=2080m, Y=730m), and associating it with its real-time status data such as load and speed, providing a centimeter-level accurate spatial reference for global monitoring and dynamic scheduling.

[0068] The formula for the propagation distance of electromagnetic waves is:

[0069] (3)

[0070] In the formula, For transport vehicles To the wireless transceiver equipment in the pipeline The distance of transmission For the index of transport vehicles, An index for wireless transceivers within the jurisdiction; The speed of electromagnetic waves; For equipment The timestamp of the received signal; For transport vehicles Timestamp of location information sent;

[0071] S5, the back-end 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. Based on the distance, it adjusts the transport vehicle that is in the last position in the driving sequence so that the transport vehicle meets the braking distance requirements.

[0072] Specifically, the back-end 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 topology mapping of the preset route plan to convert the coordinate distance on the plan into the actual physical distance through the scale, thereby calculating the real-time distance between two adjacent transport vehicles. This mechanism ensures that the system can continuously evaluate the relative position of transport vehicles in the pipeline and avoid the risk of rear-end collisions due to sudden situations. For example, the preset route plan stores the pipeline axis coordinates and the layout information of all wireless transceiver devices in the pipeline. The position of the transport vehicle is marked on the map in real time according to the positioning results of step S4 (e.g., transport vehicle T123 at coordinates (X=2080m, Y=730m)). The scale (e.g., 1:1000) is used to instantly convert the distance on the map (e.g., 20 mm) into the actual distance (e.g., 20 meters). Based on this, the back-end terminal scans all transport vehicle position data once every millisecond and calculates the distance between adjacent vehicles in the driving sequence (e.g., 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, which eliminates errors caused by pipeline bending or electromagnetic interference, thereby providing dynamic monitoring with centimeter-level accuracy and enhancing the system's response capability to emergencies.

[0073] Based on the calculated distance, the back-end terminal further analyzes whether the value meets the braking distance requirement of the following transport vehicle in the driving sequence (this 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 transport vehicle in an emergency braking state, and it has a non-linear positive correlation with the load (e.g., a 40% increase in load increases the braking distance by 40%). If the distance is less than the braking distance of the following vehicle, the system automatically generates an adjustment command. This adjustment is achieved by sending a wireless scheduling signal from the back-end terminal to the control system of the target transport vehicle, such as reducing the speed of the following vehicle or delaying its acceleration curve, to ensure that the distance is always greater than or equal to the braking distance of the following vehicle. The beneficial effects are that it dynamically maintains the minimum safe distance, prevents collisions caused by the following vehicle's inability to brake in time when the preceding vehicle decelerates or stops, and optimizes pipeline traffic efficiency, avoiding energy waste caused by unnecessary emergency braking. For example, if transport vehicle T124 (load capacity 1.5 tons, braking distance 75 meters) is behind in the driving sequence, and transport vehicle T123 (load capacity 1.2 tons, braking distance 60 meters) is in front, the back-end terminal calculates in real time that the distance between the two is 70 meters (less than the braking distance of T124 75 meters). The system immediately adjusts the speed of T124 from 30 m / s to 25 m / s, so that the distance increases to 80 meters within two seconds, thereby meeting the safety requirements.

[0074] S6. When the back-end terminal detects that the number of transport vehicles to the same destination has reached the preset number, it performs a grouping operation: calculates the safe grouping interval based on the linear relationship between the load data and braking distance of each vehicle, selects adjacent transport vehicles to the same destination that meet the safe grouping interval to form a grouped fleet, and synchronizes the second identity information of the fleet members to all vehicles in the group.

[0075] Specifically, when the backend terminal detects in real-time monitoring of the preset route map that the number of transport vehicles heading to the same destination reaches a preset threshold (e.g., 3 vehicles), the system automatically triggers a grouping operation (the principle of which is to achieve logistics intensification by utilizing destination consistency 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 the stored braking distance calculation model. Subsequently, the system uses the maximum braking distance within the group as a benchmark, multiplied by a safety factor to generate a safe grouping interval, avoiding chain-reaction rear-end collisions caused by differences in braking performance among grouped vehicles, while also eliminating redundant safety distances when a single vehicle is running independently.

[0076] During the vehicle selection phase, the backend terminal selects only adjacent transport vehicles destined for the same destination within the pipeline topology, with a real-time distance less than the safe grouping interval. This is based on the topological sorting of pipeline axis coordinates to ensure the physical continuity of the vehicles in the group, thereby dynamically optimizing pipeline space utilization. After selection, the backend terminal synchronously sends the second identity information set of the fleet members to the control systems of all transport vehicles in the group.

[0077] The formula for calculating the safe train interval is as follows:

[0078] (4)

[0079] (5)

[0080] in, Minimum safe train interval; This is the critical distance for magnetic coupling; This refers to the system's nominal speed. This is the dynamic buffer distance (usually taken as 1~2m); To effectively reduce the speed of the formation; This is the maximum braking force of the magnetic levitation system; Loading the empty vehicle; For electromagnetic field coupling efficiency; The input load; The magnetic attenuation coefficient; This refers to the real-time center-to-center distance between adjacent transport vehicles within the trainset.

[0081] S7 establishes a group communication link through the vehicle-mounted wireless transceiver equipment based on the synchronized grouping information; the group communication link uses the speed of the transport vehicle with the longest braking distance in the group as the unified speed of the group and performs group synchronization control.

[0082] Based on the set of second identity information of all transport vehicles in the convoy sent to all transport vehicles, the transport vehicles establish a convoy communication link through their respective on-board wireless transceivers. The principle of this link is to use wireless communication modules (such as 5.8GHz band devices) to achieve point-to-point or multi-point direct interconnection between convoy vehicles based on synchronized second identity information (such as unique identification codes), forming a decentralized real-time data exchange network. This eliminates the continuous dependence on back-end terminals and significantly reduces communication latency. The beneficial effects are reflected in the fact that vehicles in the convoy can instantly share dynamic parameters such as speed and position, avoid response delays caused by signal relay, and improve the efficiency and reliability of convoy coordination.

[0083] Subsequently, the convoy communication link uses the speed of the transport vehicle with the longest braking distance in the convoy as the unified speed of the convoy. By unifying the convoy speed with the speed parameters of the benchmark vehicles, it ensures that all vehicles can respond synchronously with the maximum safety margin in emergency braking scenarios. The beneficial effect is that it forces the relative speed difference within the convoy 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 continuity.

[0084] Furthermore, the above method also includes: generating a topology map based on a preset route plan, and automatically switching to a topology map display when the touch screen display interface of the back-end terminal shrinks the route plan to a preset scale.

[0085] Specifically, the preset pipeline plan contains high-precision spatial data (such as the coordinates of the pipeline centerline and the location of wireless transceivers within the pipeline), which can lead to visual clutter and rendering burden when displayed at a small scale. By generating a simplified topology map, retaining only key network structures and dynamically marked elements, the system can clearly present the pipeline topology in a macroscopic view, thereby improving monitoring efficiency. At the same time, it can reduce the graphics processing load on the backend terminal, avoid misjudgments caused by overlapping details at small scales, and enhance the user's overall control over the pipeline network.

[0086] 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 pipe's centerline, and corresponding dimensional data from the preset route plan; the dimensional data includes the spacing between the wireless transceivers and the length of the centerline. The principle is that the preset route plan, as a high-precision map database pre-set by the system, stores the precise coordinates of the pipe axis and the layout information of all wireless transceivers within the pipe (e.g., location points recorded in the pipe coordinate system). This information is read through a data extraction interface to ensure that the topology map generation is based on the actual physical distribution.

[0087] Subsequently, the installation locations of the wireless transceivers within the pipeline are used as topology nodes, and the actual direction of the pipeline centerline is used as connecting edges. Topology nodes represent the physical locations of the 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 composed of nodes and edges, eliminating redundant geographical details. This reduces the amount of data required for graphics rendering and improves the processing speed of the backend terminal. Simultaneously, preserving the actual direction of the connecting edges ensures that the topology map accurately indicates the direction of transport vehicle travel, facilitating quick identification of path branch points by users.

[0088] Next, the node spacing and connection edge length are scaled proportionally according to a preset scale to generate a topology map. The preset scale (e.g., 1:5000) defines a scaling factor (e.g., scaling an actual distance of 100 meters to 2 centimeters on the map). The system applies a linear scaling algorithm to uniformly compress the node spacing (e.g., the spacing between wireless transceivers) and connection edge length (e.g., the length of the center line segment) to ensure that the topology map maintains spatial proportion consistency at a small scale.

[0089] Finally, when dynamically displaying the location markers of the transport vehicles in the topology map, the relative positional relationship between them and the corresponding nodes remains unchanged. The principle is that the location of the transport vehicles is based on the positioning results of step S4 (such as the coordinate points marked by the backend terminal on the preset route plan). When mapping in the topology map, the system calculates the relative offset between the transport vehicle and the nearest topology node (for example, the transport vehicle is located 30 meters east of node ID205), and keeps the offset ratio constant after scaling.

[0090] When the touchscreen display on the backend terminal zooms out of the route plan to a preset scale (e.g., a scale threshold of 1:10000), the system automatically switches to a topology map display. This works because the backend terminal integrates a scale detection module that continuously monitors user zooming operations. When the scale reaches a preset threshold (e.g., zooming out to 1 / 10000 of the original map), a switching logic is triggered, changing the rendering mode from a high-detail plan view to a lightweight topology map. This automatic switching avoids information overload in macro-monitoring scenarios (such as a full pipeline view) and provides a clear and concise network topology view (e.g., a small-scale plan view would blur key nodes). Furthermore, combined with the real-time location calculations in the S5 steps, users can intuitively assess the spacing between adjacent transport vehicles or the distribution of convoy formations.

[0091] Furthermore, after implementing group synchronization control, the process also includes: setting up emergency wireless beacons at intervals within the pipeline; when a transport vehicle detects an emergency braking signal; performing triple positioning calibration through the three nearest wireless transceivers within the pipeline and broadcasting the precise coordinates to all transport vehicles within a preset distance behind; and the transport vehicles behind reducing their speed in stages using gradient braking based on their own load data and the received coordinate information.

[0092] Specifically, emergency wireless beacons, as dedicated wireless communication nodes, are deployed on the inner wall of the pipeline at preset intervals (e.g., every 500 meters). They operate independently from the wireless transceiver equipment inside the pipeline but share power and communication protocols, ensuring independent activation in emergency situations. Their benefits include providing redundant communication coverage, avoiding signal interruption due to the failure of a single device, shortening the propagation delay of emergency signals, and improving the robustness of the system in the event of a sudden accident.

[0093] When the transport vehicle detects an emergency braking signal, the triggering mechanism works by the transport vehicle's control system's built-in sensors (such as an inertial measurement unit or collision detection module) monitoring abnormal vibrations or sudden speed changes in real time. For example, when the transport vehicle triggers emergency braking due to a foreign object on the track or a mechanical failure, the system automatically generates a high-priority signal. Subsequently, triple positioning calibration is performed using the three nearest wireless transceivers within the transport vehicle's control area. This calibration process utilizes a triangulation algorithm: the transport vehicle sends an emergency signal containing a timestamp to the three nearest wireless transceivers. Each device multiplies the signal reception time difference (e.g., the difference between the timestamp and the local clock) by the electromagnetic wave propagation speed (3 × 10⁻⁶). 8 The relative distance is calculated using m / s, and the three distance values ​​are integrated using 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, this triple redundancy design enhances reliability in electromagnetic interference environments.

[0094] Afterwards, the system will broadcast the precise coordinates to all transport vehicles within a preset distance behind. The principle of this broadcasting mechanism is that the wireless transceiver device in the pipeline calculates the coverage area within a preset distance (e.g., 200 meters) based on the pipeline topology data and with the transmission coordinates as the center, and broadcasts the coordinate data in the form of encrypted data packets through 5.8GHz wireless communication. The following transport vehicle then employs gradient braking based on its own load data and the received coordinate information. The principle of this braking strategy is as follows: 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 non-linearly positively correlated; for example, for every ton increase in load, the braking distance increases by 30%), and calculates the minimum safe braking distance required for itself. At the same time, based on the received precise coordinates, it calculates the actual distance to the accident point ahead in real time using a preset route map scale (e.g., 1:1000), and implements gradient braking accordingly—that is, adjusting the braking force in stages (e.g., applying 50% braking force to reduce speed in the initial stage, and then gradually increasing it to 100%), rather than a one-time emergency braking; thereby avoiding the risk of rear-end collisions caused by insufficient braking distance due to differences in load (e.g., heavy-duty vehicles require a longer deceleration distance).

[0095] Based on the same inventive concept, such as Figure 2 As shown, this invention provides an urban freight pipeline rail transport system based on permanent magnet electromagnetic hybrid levitation, including an underground pipeline, a track installed within the pipeline, and a magnetic levitation transport vehicle running on the track. Wireless transceivers connected to a backend terminal are spaced apart within the pipeline, and the transport vehicle is equipped with an onboard wireless transceiver electrically connected to the control system. The method includes:

[0096] The load data acquisition module 201 is used to acquire load data based on its own weight sensor after the transport vehicle receives the signal that the loading of goods is complete, and to send the load data to the back-end terminal through the wireless transceiver device in the station.

[0097] The route planning and scheduling module 202 is used by the back-end terminal to calculate the braking distance based on the load data and determine the departure time of the current transport vehicle in combination with the departure time of the preceding vehicle; the back-end terminal plans the driving route according to the destination of the goods, extracts the first identity information of the wireless transceiver devices in the pipeline along the driving route and arranges them in the driving order; and packages the arranged first identity information with the departure time and sends it to the transport vehicle.

[0098] The real-time location broadcast module 203 is used for the transport vehicle to start the transport operation based on the departure time. During the journey, the transport vehicle continuously sends out location information containing timestamps and its own secondary identity information.

[0099] The location marking module 204 is used to calculate the propagation distance of electromagnetic waves based on timestamps for any wireless transceiver device within the pipeline, and simultaneously send the second identity information to the back-end terminal; based on the propagation distance, the second identity information, and the location information of the wireless transceiver device within the pipeline, the location of the corresponding transport vehicle is marked on the preset route plan of the back-end terminal.

[0100] The dynamic spacing control module 205 is used by the back-end terminal to calculate the spacing 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. The module adjusts the transport vehicle that is located later in the driving sequence according to the spacing so that the transport vehicle meets the braking distance requirements.

[0101] The grouping module 206 is used to perform grouping operation when the back-end terminal detects that the number of transport vehicles to the same destination has reached a preset number: calculate the safe grouping interval based on the linear relationship between the load data of each vehicle and the braking distance, select adjacent transport vehicles to the same destination that meet the safe grouping interval to form a grouped fleet, and synchronize the second identity information of the fleet members to all vehicles in the group.

[0102] The grouping coordination control module 207 is used to establish a grouping communication link through the vehicle-mounted wireless transceiver equipment based on the synchronized grouping information. The grouping communication link uses the speed of the transport vehicle with the longest braking distance in the group as the unified speed of the group and performs grouping synchronization control.

[0103] Based on the same inventive concept, such as 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, it implements an urban freight rail transport method based on permanent magnet electromagnetic hybrid suspension.

[0104] Based on the same inventive concept, the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements a method for urban freight rail transport based on permanent magnet electromagnetic hybrid levitation.

[0105] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for urban freight rail transport based on permanent magnet electromagnetic hybrid levitation, characterized in that, The system includes an underground pipeline, a track within the pipeline, and a magnetic levitation transport vehicle running on the track. Wireless transceivers connected to a backend terminal are spaced apart within the pipeline, and the transport vehicle is equipped with an onboard wireless transceiver electrically connected to a control system. The method includes: In response to a signal indicating that loading of goods is complete, the transport vehicle acquires load data using its built-in weight sensor and transmits the load data to the back-end terminal via a wireless transceiver device within the platform. The back-end terminal calculates the braking distance based on the load data and determines the departure time of the current transport vehicle by combining the departure time of the preceding vehicle; the back-end terminal plans the driving route according to the destination of the goods, extracts the first identity information of the wireless transceiver devices 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 out location information containing timestamps and its own second identity information. The wireless transceiver device located at the track switch is marked as a branch node. After any transport vehicle arrives at or passes through the branch node, the path verification mechanism is triggered. The mechanism includes: selecting a preset number of first identity information entries from the arranged first identity information; the transport vehicle communicating in real time with the wireless transceiver in the pipeline and checking the preset number of first identity information entries according to the driving order; if the checking results are the same, the checking ends; if the checking results are different, the transport vehicle sends a path deviation alarm to the back-end terminal through the vehicle-mounted wireless transceiver and the wireless transceiver in the pipeline. Any of the wireless transceivers within the pipeline 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 transceivers within the pipeline, the location of the corresponding transport vehicle is marked on the preset route plan of the backend terminal; Based on the positions of all transport vehicles marked on the preset route plan, the back-end terminal calculates the distance between two adjacent transport vehicles in real time according to the scale, and adjusts the transport vehicle located one position after the driving sequence according to the distance so that the transport vehicle meets the braking distance requirements. When the back-end terminal detects that the number of transport vehicles to the same destination has reached the preset number, it performs a grouping operation: calculates the safe grouping interval based on the linear relationship between the load data and braking distance of each vehicle, selects adjacent transport vehicles to the same destination that meet the safe grouping interval to form a grouped fleet, and synchronizes the second identity information of the fleet members to all vehicles in the group. Based on the synchronized grouping information, a grouping communication link is established through the vehicle-mounted wireless transceiver equipment; the grouping communication link uses the speed of the transport vehicle with the longest braking distance in the group as the unified speed of the group, and performs grouping synchronization control.

2. The urban freight rail transport method based on permanent magnet electromagnetic hybrid levitation according to claim 1, characterized in that, Before any of the aforementioned intra-pipe wireless transceiver devices calculates the propagation distance of the electromagnetic wave based on the timestamp, the method further includes: When any of the wireless transceivers in the pipe receives multiple identical location information, the first location information received shall be used.

3. The urban freight rail transport method based on permanent magnet electromagnetic hybrid levitation according to claim 1, characterized in that, Also includes: A topology map is generated based on the preset route plan. When the touch screen display interface of the back-end terminal shrinks the route plan to a preset scale, it automatically switches to the display format of a topology map.

4. The urban freight rail transport method based on permanent magnet electromagnetic hybrid levitation according to claim 3, characterized in that, The step of generating a topology map based on the preset route plan specifically includes: The installation locations of the wireless transceivers inside the pipe, the centerline of the pipe, and the corresponding dimensional data are obtained on the preset route plan; the dimensional data includes the spacing between the wireless transceivers and the length of the centerline. The installation location of the wireless transceiver equipment in the pipeline is used as the topology node, and the actual direction of the pipeline centerline is used as the connecting edge. The node spacing and the length of the connecting edge are scaled proportionally according to the preset scale to generate the topology map. When the location mark of the transport vehicle is dynamically displayed in the topology map, its relative positional relationship with the corresponding node remains unchanged.

5. The urban freight rail transport method based on permanent magnet electromagnetic hybrid levitation according to claim 1, characterized in that, After the execution of grouping synchronization control, it also includes: Emergency wireless beacons are installed at intervals inside the pipeline. When a transport vehicle detects an emergency braking signal, it performs triple positioning calibration through the three nearest wireless transceivers in the pipeline and broadcasts the precise coordinates to all transport vehicles within a preset distance behind it. The transport vehicles behind it reduce their speed in stages using a gradient braking method based on their own load data and the received coordinate information.

6. A method for urban freight rail transport based on permanent magnet electromagnetic hybrid levitation according to claim 1, characterized in that, The formula for calculating the safe grouping interval is: in, Minimum safe train interval; This is the critical distance for magnetic coupling; This refers to the system's nominal speed. This is the dynamic buffer distance (usually taken as 1~2m); To effectively reduce the speed of the formation; This is the maximum braking force of the magnetic levitation system; Loading the empty vehicle; For electromagnetic field coupling efficiency; The input load; The magnetic attenuation coefficient; This refers to the real-time center-to-center distance between adjacent transport vehicles within the trainset.

7. A city freight rail transport system based on permanent magnet electromagnetic hybrid levitation, characterized in that, The system includes an underground pipeline, a track within the pipeline, and a magnetic levitation transport vehicle running on the track. Wireless transceivers connected to a backend terminal are spaced apart within the pipeline, and the transport vehicle is equipped with an onboard wireless transceiver electrically connected to the control system. The system comprises: The load data acquisition module is used to acquire load data based on the built-in weight sensor after the transport vehicle receives the signal that the cargo loading is complete, and to send the load data to the back-end terminal through the wireless transceiver device in the station. The route planning and scheduling module is used by the back-end terminal to calculate the braking distance based on the load data and determine the departure time of the current transport vehicle in combination with the departure time of the preceding vehicle; the back-end terminal plans the driving route according to the destination of the goods, extracts the first identity information of the wireless transceiver devices in the pipeline along the driving route and arranges them in the driving order; and packages the arranged first identity information and departure time together and sends them to the transport vehicle. The real-time location broadcast module is used for the transport vehicle to start the transport operation based on the departure time, and the transport vehicle to continuously send out location information containing timestamps and its own second identity information during the journey; The location marking module is used to calculate the propagation distance of electromagnetic waves based on timestamps for any of the wireless transceivers in the pipeline, and simultaneously send the second identity information to the back-end terminal; based on the propagation distance, the second identity information, and the location information of the wireless transceivers in the pipeline, the module marks the location of the corresponding transport vehicle on the preset route plan of the back-end terminal. The dynamic spacing control module is used by the back-end terminal to calculate the spacing between two adjacent transport vehicles in real time based on the positions of all transport vehicles marked on the preset route plan and according to the scale. Based on the spacing, the transport vehicle located one position later in the driving sequence is adjusted so that the transport vehicle meets the braking distance requirements. The grouping module is used to perform grouping operations when the back-end terminal detects that the number of transport vehicles to the same destination has reached a preset number: it calculates the safe grouping interval based on the linear relationship between the load data of each vehicle and the braking distance, selects adjacent transport vehicles to the same destination that meet the safe grouping interval to form a grouped fleet, and synchronizes the second identity information of the fleet members to all vehicles in the group. The grouping coordination control module is used to establish a grouping communication link through the vehicle-mounted wireless transceiver equipment based on the synchronized grouping information; the grouping communication link uses the speed of the transport vehicle with the longest braking distance in the group as the unified speed of the grouping and performs grouping synchronization control.

8. 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, it implements the urban freight rail transport method based on permanent magnet electromagnetic hybrid suspension as described in any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by the processor, the program implements a method for urban freight rail transport based on permanent magnet electromagnetic hybrid suspension as described in any one of claims 1 to 6.

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