Magnetic suspension walking device based on air floatation guiding and transverse control method thereof

Abstract

The invention provides a magnetic suspension walking device based on air floatation guiding and a transverse control method thereof, and belongs to the field of magnetic suspension guiding systems.The magnetic suspension walking device comprises a vehicle body, a suspension system, a rail, an air source module, a guiding module and a control module, the vehicle body is arranged on the rail, and the suspension system is arranged above the rail; the suspension system provides suspension force for the vehicle body when the vehicle body runs on a rail, the guide modules are located on the two sides of the vehicle body and arranged on the rail in a sleeving mode, the air source module is arranged above the guide modules and used for providing continuous and stable compressed air, and the guide modules are used for spraying the compressed air into an air gap area between the vehicle body and the side wall of the rail. When the vehicle body deviates transversely, air pressure difference is caused by air gap difference on the left side and the right side, so that transverse guiding force is formed, and automatic centering of the vehicle body is achieved; and the control module is communicated with the air source module and the guide module, and adopts a closed-loop feedback control mode. The system is low in energy consumption, low in maintenance cost, high in adaptability, safe and reliable.

Description

Technical Field

[0001] This invention relates to the field of magnetic levitation guidance systems, and more particularly to a magnetic levitation traveling device based on air buoyancy guidance and its lateral control method. Background Technology

[0002] Currently, wheel-rail and maglev integrated systems have become a research hotspot in the field of rail transit due to their combination of wheel-rail compatibility and maglev advantages. However, existing integrated solutions still have significant shortcomings in the integrated design of drive and guidance, mainly in terms of magnetic utilization efficiency and limitations in mechanical guidance.

[0003] Chinese patent application CN120663755A discloses a wheel-rail-permanent magnet electric integrated maglev rail transit system. This system integrates drive and radial guidance by placing the stator on the side of the guide rail, where it interacts with the mover on the frame. However, this layout, placing electromagnetic components on both sides of the track, inevitably generates significant lateral electromagnetic forces while providing the main driving force. To maintain stable vehicle operation and prevent derailment, the system requires a larger current to drive the stator to generate a magnetic field sufficient to balance or compensate for these lateral forces. This directly increases system energy consumption, places higher design requirements on the drive circuit, and increases system complexity and operating costs.

[0004] On the other hand, some maglev car bodies retain mechanical contact components to ensure reliability during low-speed operation and guidance. Chinese patent application CN221113536U discloses an articulated superconducting electric maglev car suspension frame, with a support and guidance system including support wheel devices and guide wheel devices. While this structure using traditional guide wheels provides physical contact support at low speeds, its drawbacks are also significant: First, mechanical contact introduces structural complexity, especially for articulated systems, increasing the number of connecting and supporting components; second, mechanical components inevitably wear down, leading to high maintenance costs and affecting the long-term reliability of the system; most importantly, this wheel-rail contact guidance characteristic makes it difficult to smoothly pass through switches on conventional railway rails, severely limiting its compatibility and operational flexibility in the existing railway network.

[0005] In summary, existing technologies face urgent contradictions regarding the balance between efficiency and energy consumption in electromagnetic drive and guidance, as well as between the advantages of maglev and the limitations of mechanical guidance. Summary of the Invention

[0006] The purpose of this invention is to provide a magnetic levitation traveling device based on air buoyancy guidance and its lateral control method, which effectively solves the contradictions of existing technologies in terms of guiding energy efficiency, mechanical wear, turnout passability and system reliability, and has significant advantages such as low energy consumption, low maintenance cost, strong adaptability and safety and reliability.

[0007] To achieve the above objectives, the present invention provides the following technical solution: A magnetic levitation traveling device based on air buoyancy guidance includes a car body, a levitation system, rails, an air source module, a guide module, and a control module. The car body is mounted on the rails, and the levitation system is positioned above the rails, providing levitation force for the car body as it travels on the rails. The guide module is located on both sides of the car body and fitted onto the rails. The air source module is positioned above the guide module and provides continuous and stable compressed air. The guide module injects compressed air into the air gap between the car body and the sidewall of the rail, forming an air film support. When the car body shifts laterally, the air gap difference between the left and right sides creates an air pressure difference, thereby generating a lateral guiding force and achieving automatic centering of the car body. The control module is connected to both the air source module and the guide module, and the control module adopts a closed-loop feedback control method.

[0008] Furthermore, the levitation system includes a mounting bracket and a levitation electromagnet. The mounting bracket is ferromagnetic, and the levitation electromagnet is adsorbed onto the bottom of the mounting bracket. The levitation electromagnet and the mounting bracket are fastened together by bolts. The levitation electromagnet serves as a magnetic field source, and a closed magnetic circuit is generated between the levitation system and the rail. The levitation system achieves levitation by generating a vertical repulsive force on the rail through the levitation electromagnet to counteract the weight of the vehicle.

[0009] Furthermore, the air source module includes a pneumatic valve, a pressure-stabilizing air tank, a muffler, a check valve, and a high-pressure air pump. The high-pressure air pump is horizontally fixed on a mounting bracket above the rails, and the pressure-stabilizing air tank is horizontally fixed on both sides of the bottom of the car body, with the pressure-stabilizing air tank corresponding to the position of the high-pressure air pump. The pneumatic valve is located above the guide module and on the side of the high-pressure air pump away from the car body. A suspension protection module is installed below the pneumatic valve. An intake filter is coaxially fixed to the air inlet end of the high-pressure air pump via a threaded joint. The housing of the intake filter fits against the intake end face of the high-pressure air pump to filter dust from the air. Dust and impurities are removed to prevent blockage of subsequent pipelines. The outlet of the high-pressure air pump is sealed to the inlet of the silencer via a flange joint with a high-pressure resistant rubber sealing ring to reduce noise generated by airflow compression. The outlet of the silencer is connected to the inlet of the check valve via a threaded joint. The valve core of the check valve is oriented along the airflow direction to prevent compressed air backflow. The outlet of the check valve is connected to the inlet of the pressure-stabilizing air tank via a high-pressure hose. The outlet of the pressure-stabilizing air tank is connected to the inlet of the pneumatic valve via a flange, and a metal sealing gasket is provided on the connection surface to ensure that there is no leakage of high-pressure airflow.

[0010] Furthermore, the guiding module includes several nozzles and a spray channel. The spray channel has a flow-dividing cavity structure inside. The end of the spray channel is connected to several nozzles. The nozzles are evenly spaced and symmetrically arranged on both sides of the rail to ensure uniform distribution of lateral guiding force. The spray direction of the nozzles is perpendicular to or at a certain angle to the sidewall of the rail to enhance the lateral guiding force effect. The air inlet of the spray channel is sealed to the outlet of the pneumatic valve to spray compressed air into the gap of the sidewall of the rail and clamp the rail.

[0011] Furthermore, the control module includes a guide sensor, a pressure sensor, and a control box. The pressure sensor is installed on the top of the pressure-stabilized gas storage tank and is signal-connected to the control box to provide real-time feedback on the internal pressure of the pressure-stabilized gas storage tank. The side of the pneumatic valve body is electrically connected to the control box via a shielded control cable. The valve opening is adjusted by receiving signals output from the control box. The guide sensor includes an eddy current displacement sensor and a piezoelectric acceleration sensor. Both the eddy current displacement sensor and the piezoelectric acceleration sensor are installed on the side of the mounting bracket of the suspension system and face the rail. The sensing surfaces of the eddy current displacement sensor and the piezoelectric acceleration sensor are vertically aligned and used to measure the guide gap and lateral acceleration between the car body and the rail in real time. The eddy current displacement sensor and the piezoelectric acceleration sensor are signal-connected to the control box.

[0012] Furthermore, the pressure sensor continuously monitors the internal pressure of the pressure-stabilized gas storage tank, thereby achieving stable pressure output and providing a continuous and reliable gas source for the nozzle and injection channel. The signal is then fed back to the control box. By transmitting the information from the pressure sensor and the guide sensor together to the control box, stable control of the airflow output from the pneumatic valve can be achieved, ensuring a stable and continuous gas supply to the nozzle.

[0013] Furthermore, the flow distribution chamber structure inside the injection channel is a common pressure-stabilizing flow distribution chamber. The end of the injection channel is provided with multiple independent flow distribution branches according to the number of nozzles. Each flow distribution branch is equipped with an independent flow regulating valve connected in series. The independent flow regulating valve is a high-frequency response proportional solenoid valve. The independent flow regulating valve is located between the common pressure-stabilizing flow distribution chamber and the nozzle. The signal input terminal of the independent flow regulating valve is independently connected to the control box. The control box independently controls the injection pressure and flow of each nozzle by adjusting the opening degree or duty cycle of each independent flow regulating valve.

[0014] Furthermore, the control module integrates a PID control algorithm within its control unit. Based on the lateral offset and rate of change, it calculates and adjusts the pneumatic valve output. The formula for calculating the control current is:

[0015] in, This is an air injection control signal. This represents the lateral offset of the car body relative to the center of the railway track. For proportional gain, For differential gain, Let T be the integral gain, and T be the finite time window integration length. Used for lateral offset within a finite time window Accumulation is performed to compensate for long-term deviations and reduce steady-state errors; Used to characterize lateral offset The rate of change of the deviation is used to suppress overshoot caused by rapid changes in the deviation in advance and improve system stability.

[0016] Furthermore, the control unit further corrects the nozzle's injection pressure based on disturbances in the railway track environment. The correction control formula is as follows:

[0017] in, This is the corrected injection control signal. For lateral acceleration, This is the feedforward gain. By introducing lateral acceleration compensation, guidance accuracy and response speed can be improved when the vehicle enters a curve or is subjected to crosswind disturbances.

[0018] A method for lateral control of the vehicle body in a magnetic levitation running device based on air buoyancy guidance includes the following steps: Step S1. The lateral position and lateral acceleration of the vehicle body are collected in real time by the guide sensor, and the air pressure signal is collected by the air pressure sensor. Step S2. Calculate the offset and rate of change using the signal transmitted in step S1 through the control box to obtain the control current; Step S3. The high-pressure air pump is driven by the control current to generate high-pressure gas, which is used to achieve lateral centering of the vehicle body; Step S4. After adjustment, collect lateral acceleration monitoring signals for compensation; Step S5. Input the collected monitoring signal into the control box to recalculate the required air pressure; Step S6. The control module continuously iterates and calculates to achieve closed-loop adaptive control, thereby maintaining the lateral stability of the vehicle body.

[0019] Advantages of this invention: 1. This invention integrates air-float guidance and electromagnetic levitation, allowing lateral guidance and vertical levitation to each perform their respective functions. The air-float guidance is responsible for the lateral centering and stability control of the vehicle body, significantly reducing the electromagnetic force required to compensate for the lateral component and lowering the operating current and energy consumption of the electromagnetic drive; the levitation system is concentrated on vertical levitation and control, improving the uniformity of levitation force distribution and the system's anti-disturbance capability, thus balancing energy efficiency and stability.

[0020] 2. This invention uses non-contact gas guidance to replace or assist traditional mechanical guidance, avoiding wear and frequent maintenance problems caused by mechanical contact, extending service life and reducing operation and maintenance costs; at the same time, since gas guidance does not rely on wheel-rail friction, the device has better passability and compatibility in special sections such as turnouts and intersections, improving its applicability and operational flexibility in the existing railway network.

[0021] 3. The zoned and controllable design of the air source module and injection channel enables high-precision spatial distribution of guiding force. The fast-response valve between the nozzle and the injection channel can adjust the output of the pneumatic valve as needed for bends, crosswinds, or load changes. This achieves rapid transient response and reduces noise and airflow pulsation through filtering / silencing measures, adapting to complex working conditions and facilitating maintenance and expansion.

[0022] 4. The control module of this invention employs a multi-channel redundant sensing and adaptive closed-loop control strategy (including finite-time-window integral or predictive control), which enhances fault tolerance while improving lateral centering convergence speed and steady-state accuracy. Redundant sensing, fault detection, and switching logic can maintain control performance and automatically reconfigure actuator allocation when a single path fails, thereby significantly improving the reliability and safety of the system. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the structure of the device of the present invention; Figure 2 This is a partial detail view of the device of the present invention; Figure 3 This is a flowchart of the lateral control method for the vehicle body 1 in the device of the present invention; In the diagram: 1. Vehicle body, 2. Suspension system, 3. Rail, 4. Nozzle, 5. Injection channel, 6. Pneumatic valve, 7. Suspension protection module. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention.

[0025] like Figure 1 As shown, a magnetic levitation traveling device based on air buoyancy guidance includes a vehicle body 1, a levitation system 2, a rail 3, an air source module, a guide module, and a control module. The vehicle body 1 is mounted on the rail 3, and the levitation system 2 is positioned above the rail 3, providing levitation force for the vehicle body 1 when it runs on the rail 3. The guide module is located on both sides of the vehicle body 1 and fitted onto the rail 3. The air source module is positioned above the guide module and provides continuous and stable compressed air. The guide module injects compressed air into the air gap area between the vehicle body 1 and the sidewall of the rail 3 to form an air film support. When the vehicle body 1 shifts laterally, the air gap difference between the left and right sides causes an air pressure difference, thereby forming a lateral guiding force and achieving automatic centering of the vehicle body. The control module is connected to both the air source module and the guide module, and the control module adopts a closed-loop feedback control method.

[0026] In a preferred embodiment of the present invention, the levitation system 2 includes a mounting bracket and a levitation electromagnet. The mounting bracket is ferromagnetic, and the levitation electromagnet is adsorbed on the bottom of the mounting bracket. The levitation electromagnet and the mounting bracket are fastened together by bolts. The levitation electromagnet serves as a magnetic field source, and a closed magnetic circuit is generated between the levitation system 2 and the rail 3. The levitation system 2 achieves levitation by generating a vertical repulsive force on the rail 3 through the levitation electromagnet to counteract the gravity of the vehicle body 1.

[0027] The levitation electromagnet is installed at the bottom of the mounting bracket, directly facing the top surface of rail 3. Rail 3 is made of ferromagnetic material. When a controllable DC current is applied to the levitation electromagnet, it generates a strong magnetic field, forming a single repulsive force with rail 3. Because the levitation electromagnet is concentrated at the bottom of the mounting bracket, it ensures that most of the applied levitation force is a highly efficient vertical component, effectively avoiding the ineffective consumption of energy.

[0028] In a preferred embodiment of the present invention, the air source module includes a pneumatic valve 6, a pressure-stabilizing air tank, a muffler, a check valve, and a high-pressure air pump. The high-pressure air pump is horizontally fixed on a mounting bracket above the rail 3, and the pressure-stabilizing air tank is horizontally fixed on both sides of the bottom of the car body 1. The pressure-stabilizing air tank corresponds to the position of the high-pressure air pump. The pneumatic valve 6 is located above the guide module and on the side of the high-pressure air pump away from the car body. A suspension protection module 7 is installed below the pneumatic valve 6 to support the car body 1 in contact with the top surface of the rail 3 when no suspension force is generated or the suspension force is insufficient, thereby supporting the car body 1 and preventing direct collision with the suspension electromagnet and causing damage. The air inlet of the high-pressure air pump is coaxially fixed with an air inlet filter via a threaded joint. The air inlet filter housing fits against the air inlet face of the high-pressure air pump to filter dust and impurities in the air and prevent blockage of subsequent pipelines. The air outlet of the high-pressure air pump is sealed to the inlet of the silencer via a flange joint with a high-pressure resistant rubber sealing ring to reduce noise generated by airflow compression. The outlet of the silencer is connected to the inlet of the check valve via a threaded joint. The valve core of the check valve is oriented along the airflow direction to prevent compressed air backflow. The outlet of the check valve is connected to the inlet of the pressure-stabilizing air tank via a high-pressure hose. The outlet of the pressure-stabilizing air tank is connected to the inlet of the pneumatic valve 6 via a flange. A metal sealing gasket is provided on the connection surface to ensure that there is no leakage of high-pressure airflow.

[0029] In a preferred embodiment of the present invention, the guiding module includes a plurality of nozzles 4 and a spray channel 5. The spray channel 5 has an internal diversion cavity structure. The end of the spray channel 5 is connected to the plurality of nozzles 4. The plurality of nozzles 4 are equally spaced and symmetrically arranged on both sides of the rail 3 to ensure uniform distribution of lateral guiding force. The spray direction of the nozzles 4 is perpendicular to or at a certain angle to the sidewall of the rail 3 to enhance the lateral guiding force effect, thereby forming a stable air film support for the sidewall of the rail 3. The air inlet of the spray channel 5 is sealed to the outlet end of the pneumatic valve 6 for spraying compressed air into the gap of the sidewall of the rail 3 and clamping the rail 3, preventing the car body from derailing if necessary.

[0030] In a preferred embodiment of the present invention, the control module includes a guide sensor, a pressure sensor, and a control box. The pressure sensor is installed on the top of the pressure-stabilized gas storage tank and is signal-connected to the control box, providing real-time feedback on the internal pressure of the pressure-stabilized gas storage tank. The side of the pneumatic valve 6 is electrically connected to the control box via a shielded control cable, and the valve opening of the pneumatic valve 6 is adjusted by receiving signals output from the control box. The guide sensor includes an eddy current displacement sensor and a piezoelectric acceleration sensor. Both the eddy current displacement sensor and the piezoelectric acceleration sensor are installed on the side of the mounting support of the suspension system 2, facing the rail 3. The sensing surfaces of the eddy current displacement sensor and the piezoelectric acceleration sensor are vertically aligned, used to measure the guide gap and lateral acceleration between the car body 1 and the rail 3 in real time, and to feed back the guide gap, lateral acceleration, and pressure sensor signals to the control box to adjust the electromagnetic drive current. The eddy current displacement sensor and the piezoelectric acceleration sensor are signal-connected to the control box.

[0031] Both the eddy current displacement sensor and the piezoelectric accelerometer employ a dual-channel redundant arrangement. The acquired signals are filtered and fused before being input into the control box. The control box executes a closed-loop control algorithm based on feedback from the guide clearance, lateral acceleration, and air pressure sensor signals, and sends control commands to the air source module, nozzle 4, and pneumatic valve 6. Simultaneously, it records operating data and supports remote parameter sending and online diagnostics.

[0032] In a preferred embodiment of the present invention, the pressure sensor detects the internal pressure of the pressure-stabilized gas storage tank in real time, further achieving a stable pressure output. This provides a continuous and reliable gas source for the nozzle 4 and the injection channel 5, and feeds the signal back to the control box. The control box then adjusts the output pressure and injection flow of the pneumatic valve 6, enabling the guiding process to have adaptive capabilities. By transmitting the information from the pressure sensor and the guiding sensor together to the control box, stable control of the airflow output from the pneumatic valve 6 can be achieved, ensuring a stable and continuous gas supply to the nozzle 4.

[0033] In a preferred embodiment of the present invention, the flow-dividing cavity structure inside the injection channel 5 is a common pressure-stabilizing flow-dividing cavity. The end of the injection channel 5 is provided with multiple independent flow-dividing branches according to the number of nozzles 4. Each flow-dividing branch is equipped with an independent flow-regulating valve connected in series. The independent flow-regulating valve is a high-frequency response proportional solenoid valve. The independent flow-regulating valve is located between the common pressure-stabilizing flow-dividing cavity and the nozzles 4. The signal input terminal of the independent flow-regulating valve is independently connected to the control box. The control box independently controls the injection pressure and flow rate of each nozzle 4 by adjusting the opening degree or duty cycle of each independent flow-regulating valve, thereby achieving zoned fine adjustment of the guiding force under non-uniform working conditions caused by straight driving, curve passing, or changes in suspension gap.

[0034] The nozzles 4 of the guide module can be independently controlled by each zone through independent flow regulating valves installed in series on each branch pipe. The nozzles 4 of each zone can be opened, closed or have their spray angle adjusted as needed during operation to adapt to complex working conditions such as bends, intersections or crosswinds. The control box has an interface for recording operating data and remote maintenance, which facilitates online diagnosis and remote distribution of control parameters.

[0035] In a preferred embodiment of the present invention, the number of nozzles 4 is 3.

[0036] In a preferred embodiment of the present invention, the control module integrates a PID control algorithm within its control unit. Based on the lateral offset and rate of change, the output of the pneumatic valve 6 is adjusted. The formula for calculating the control current is as follows:

[0037] in, This is an air injection control signal. This is the lateral offset of car body 1 relative to the center of rail 3. For proportional gain, For differential gain, Let T be the integral gain, and T be the finite time window integration length. Used for lateral offset within a finite time window Accumulation is performed to compensate for long-term deviations and reduce steady-state errors; Used to characterize lateral offset The rate of change of the deviation is used to suppress overshoot caused by rapid changes in the deviation in advance and improve system stability.

[0038] In a preferred embodiment of the present invention, the control unit further corrects the injection pressure of the nozzle 4 based on the disturbance of the track environment of the railway track 3, and the correction control formula is as follows:

[0039] in, This is the corrected injection control signal. For lateral acceleration, This is the feedforward gain. By introducing lateral acceleration compensation, the guidance accuracy and response speed can be improved when the vehicle body 1 enters a curve or is subjected to crosswind disturbances.

[0040] A method for lateral control of vehicle body 1 in a magnetic levitation traveling device based on air buoyancy guidance includes the following steps: Step S1. The lateral position and lateral acceleration of the vehicle body 1 are collected in real time by the guide sensor, and the air pressure signal is collected by the air pressure sensor. Step S2. Calculate the offset and rate of change using the signal transmitted in step S1 through the control box to obtain the control current; Step S3. The high-pressure air pump is driven by the control current to generate high-pressure gas, which is used to achieve the lateral centering of the vehicle body 1; Step S4. After adjustment, collect lateral acceleration monitoring signals for compensation; Step S5. Input the collected monitoring signal into the control box to recalculate the required air pressure; Step S6. The control module continuously iterates and calculates to achieve closed-loop adaptive control, thereby maintaining the lateral stability of the vehicle body 1.

[0041] In a preferred embodiment of the present invention, in step S1, the signals include two guide gap signals and two acceleration signals; the two guide gap signals are mutually redundant, and the two acceleration signals are mutually redundant.

[0042] The specific workflow of this invention is as follows: Step S1. The guidance sensor and air pressure sensor collect signals such as the train's lateral offset, the pressure of the pressure-stabilizing air tank, and the lateral acceleration in real time; the sensors adopt dual-channel redundant output, and the collected signals are sent to the control unit through the acquisition interface.

[0043] Step S2. The control box denoises and fuses the lateral offset, lateral acceleration, and air pressure signals from S1, calculating the instantaneous lateral offset and its rate of change. After calculating the offset and rate of change, the control box calculates the required control quantity based on a preset control algorithm; this control quantity is expressed in the form of "control current" and is used to drive the pneumatic valve or to generate injection control signals to achieve vehicle centering. The control box also performs redundancy detection; if a displacement or air pressure signal is abnormal, it switches to the backup channel and limits the control gain to ensure safety.

[0044] Step S3. The air injection control signal i(t) output from the control box drives the air source module to work: the high-pressure air pump establishes the air source, the pressure-stabilizing air tank achieves pressure stability, the pneumatic valve 6 and the zone valve regulate the air pressure and supply air to the nozzle 4 through the injection channel to form an air film guiding force; the air pressure sensor continuously monitors the pressure of the pressure-stabilizing air tank and the actual injection pressure and feeds it back to the control box for closed-loop correction. When the air pressure or flow rate does not reach the command value, the control box can ensure safe alignment by limiting the rate of change of i(t) or adjusting the nozzle zone output.

[0045] In this embodiment, a PID controller with finite time window integration can be used in the control box, and its calculation formula is as follows:

[0046] Step S4. During and after gas injection completion or injection adjustment, the accelerometer continues to collect lateral acceleration signals to detect transient response and residual vibration. The acceleration signal is used to compensate for the differential or feedforward elements in the PID controller: the PID controller combines acceleration information with displacement and velocity information to estimate dynamic error and adjusts the control quantity in a timely manner to reduce overshoot and residual vibration. If the acceleration data indicates unexpected high-frequency disturbances, the PID controller can temporarily reduce integral action or adjust the integral window to avoid accumulating error lag. The control box calculates the target nozzle outlet pressure or target injection flow rate based on the current lateral offset, dynamic response, and system constraints to achieve the desired lateral restoring force. The calculation considers gas source capacity, the current opening degree and response delay of nozzles in each zone, and performs constraint solving to ensure that alignment is achieved as quickly as possible without exceeding equipment limits.

[0047] Step S5. Based on the current lateral offset and dynamic response control requirements, the control box uses the monitoring information obtained in step S4 (lateral offset, lateral acceleration, pressure of the stabilizing air tank, and solenoid valve opening status, etc.) to calculate the target injection flow rate that each zone nozzle 4 should achieve, and converts it into the valve opening of the pneumatic valve 6, the drive current of the independent flow regulating valve of each zone, and the high-pressure air pump drive command. During the calculation process, the air source capacity, valve opening limit, response time delay, and safety margin are comprehensively considered to ensure that fine adjustment is performed as quickly as possible after step S4 without exceeding the equipment limit, so as to ensure the vehicle's lateral centering.

[0048] Step S6. The control module continuously executes the S1–S5 process with a fixed or adaptive sampling period to form a real-time closed-loop control loop. The control module simultaneously records key operating data and abnormal events for subsequent offline analysis and parameter optimization; the remote maintenance interface can be used to upload logs and issue control updates, thereby achieving long-term performance optimization and adaptive control iteration.

[0049] In summary, compared with existing technologies, this method can better control the guide gap of the maglev car body on the rails and can make real-time adjustments to achieve more precise active control.

[0050] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art can still adjust the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Therefore, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention also intends to include these modifications and variations.

Claims

1. A magnetic levitation traveling device based on air buoyancy guidance, characterized in that: The system includes a car body (1), a suspension system (2), rails (3), an air source module, a guide module, and a control module. The car body (1) is mounted on the rails (3), and the suspension system (2) is mounted above the rails (3). The suspension system (2) provides levitation force for the car body (1) when it runs on the rails (3). The guide module is located on both sides of the car body (1) and is mounted on the rails (3). The air source module is mounted above the guide module. The air source module is used to provide continuous and stable compressed air. The guide module is used to inject compressed air into the air gap area between the car body (1) and the side wall of the rails (3) to form an air film support. When the car body (1) shifts laterally, the air gap difference between the left and right sides causes an air pressure difference, thereby forming a lateral guiding force and realizing automatic centering of the car body. The control module is connected to the air source module and the guide module. The control module adopts a closed-loop feedback control method.

2. The magnetic levitation traveling device based on air buoyancy guidance according to claim 1, characterized in that: The suspension system (2) includes a mounting bracket and a suspension electromagnet. The mounting bracket is ferromagnetic, and the suspension electromagnet is adsorbed on the bottom of the mounting bracket. The suspension electromagnet and the mounting bracket are fastened together by bolts. The suspension electromagnet serves as a magnetic field source. A closed magnetic circuit is generated between the suspension system (2) and the rail (3). The suspension system (2) generates a vertical repulsive force on the rail (3) through the suspension electromagnet to counteract the gravity of the vehicle body (1) in order to achieve suspension.

3. The magnetic levitation traveling device based on air buoyancy guidance according to claim 2, characterized in that: The air source module includes a pneumatic valve (6), a pressure-stabilizing air tank, a muffler, a check valve, and a high-pressure air pump. The high-pressure air pump is horizontally fixed on a mounting bracket above the rail (3). The pressure-stabilizing air tank is horizontally fixed on both sides of the bottom of the car body (1). The pressure-stabilizing air tank corresponds to the position of the high-pressure air pump. The pneumatic valve (6) is located above the guide module and on the side of the high-pressure air pump away from the car body. A suspension protection module (7) is installed below the pneumatic valve (6). An air intake filter is coaxially fixed to the air intake end of the high-pressure air pump through a threaded joint. The outer shell of the air intake filter fits against the air intake end face of the high-pressure air pump for... The high-pressure air pump is sealed to the inlet of the silencer through a flange joint with a high-pressure resistant rubber sealing ring to reduce the noise generated by the airflow compression. The outlet of the silencer is connected to the inlet of the check valve through a threaded joint. The valve core of the check valve is set along the airflow direction to prevent the compressed air from flowing back. The outlet of the check valve is connected to the inlet of the pressure-stabilizing air tank through a high-pressure hose. The outlet of the pressure-stabilizing air tank is connected to the inlet of the pneumatic valve (6) through a flange. A metal sealing gasket is provided on its connection surface. The metal sealing gasket is used to ensure that there is no leakage of high-pressure airflow.

4. A magnetic levitation traveling device based on air buoyancy guidance according to claim 3, characterized in that: The guiding module includes several nozzles (4) and a spray channel (5). The spray channel (5) has a flow-dividing cavity structure inside. The end of the spray channel (5) is connected to several nozzles (4). The several nozzles (4) are evenly spaced and symmetrically arranged on both sides of the rail (3) to ensure uniform distribution of lateral guiding force. The spray direction of the nozzles (4) is perpendicular to or at a certain angle to the side wall of the rail (3) to enhance the effect of lateral guiding force. The air inlet of the spray channel (5) is sealed to the outlet end of the pneumatic valve (6) to spray compressed air into the gap of the side wall of the rail (3) and clamp the rail (3).

5. A magnetic levitation traveling device based on air buoyancy guidance according to claim 4, characterized in that: The control module includes a guide sensor, a pressure sensor, and a control box. The pressure sensor is installed on the top of the pressure-stabilized gas storage tank and is connected to the control box to provide real-time feedback on the gas pressure inside the pressure-stabilized gas storage tank. The valve body of the pneumatic valve (6) is electrically connected to the control box via a shielded control cable. The valve opening of the pneumatic valve (6) is adjusted by receiving the signal output from the control box. The guide sensor includes an eddy current displacement sensor and a piezoelectric acceleration sensor. Both the eddy current displacement sensor and the piezoelectric acceleration sensor are installed on the side of the mounting support of the suspension system (2) and face the rail (3). The sensing surfaces of the eddy current displacement sensor and the piezoelectric acceleration sensor are vertically upright and are used to measure the guide gap and lateral acceleration between the car body (1) and the rail (3) in real time. The eddy current displacement sensor and the piezoelectric acceleration sensor are connected to the control box.

6. A magnetic levitation traveling device based on air buoyancy guidance according to claim 5, characterized in that: The pressure sensor detects the internal pressure of the pressure-stabilized gas storage tank in real time, further realizing the stable output of the pressure, providing a continuous and reliable air source support for the nozzle (4) and the injection channel (5), and feeding the signal back to the control box. The information of the pressure sensor and the guide sensor are transmitted to the control box together, which can realize the stable control of the airflow output by the pneumatic valve (6), so that the nozzle (4) can obtain a stable and continuous air source supply.

7. A magnetic levitation traveling device based on air buoyancy guidance according to claim 6, characterized in that: The internal flow distribution chamber structure of the injection channel (5) is a common pressure-stabilized flow distribution chamber. The end of the injection channel (5) is provided with multiple independent flow distribution branches according to the number of nozzles (4). Each flow distribution branch is equipped with an independent flow regulating valve in series. The independent flow regulating valve is a high-frequency response proportional solenoid valve. The independent flow regulating valve is located between the common pressure-stabilized flow distribution chamber and the nozzle (4). The signal input terminal of the independent flow regulating valve is independently connected to the control box. The control box independently controls the injection pressure and flow of each nozzle (4) by adjusting the opening degree or duty cycle of each independent flow regulating valve.

8. A magnetic levitation traveling device based on air buoyancy guidance according to claim 7, characterized in that: The control module integrates a PID control algorithm within its control unit. Based on the lateral offset and rate of change, it calculates and adjusts the output of the pneumatic valve (6). The formula for calculating the control current is: in, This is an air injection control signal. The lateral offset of the car body (1) relative to the center of the rail (3) is the amount of the offset. For proportional gain, For differential gain, Let T be the integral gain, and T be the finite time window integration length. Used for lateral offset within a finite time window Accumulation is performed to compensate for long-term deviations and reduce steady-state errors; Used to characterize lateral offset The rate of change of the deviation is used to suppress overshoot caused by rapid changes in the deviation in advance and improve system stability.

9. A magnetic levitation traveling device based on air buoyancy guidance according to claim 8, characterized in that: The control unit further corrects the injection pressure of the nozzle (4) based on the track environment disturbance of the rail (3), and the correction control formula is as follows: in, This is the corrected injection control signal. For lateral acceleration, As a feedforward gain, by introducing lateral acceleration compensation, the guidance accuracy and response speed can be improved when the vehicle (1) enters a curve or is subjected to crosswind disturbance.

10. A method for lateral control of the vehicle body (1) in a magnetic levitation traveling device based on air buoyancy guidance according to any one of claims 1-9, characterized in that, Includes the following steps: Step S1. The lateral position and lateral acceleration of the vehicle body (1) are collected in real time by the guide sensor, and the air pressure signal is collected by the air pressure sensor. Step S2. Calculate the offset and rate of change using the signal transmitted in step S1 through the control box to obtain the control current; Step S3. The high-pressure gas is generated by the high-pressure air pump driven by the control current to achieve the lateral centering of the vehicle body (1); Step S4. After adjustment, collect lateral acceleration monitoring signals for compensation; Step S5. Input the collected monitoring signal into the control box to recalculate the required air pressure; Step S6. The control module continuously iterates and calculates to achieve closed-loop adaptive control, thereby maintaining the lateral stability of the vehicle body (1).

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