Magnetic suspension walking device based on air floating guidance and lateral control method thereof

Abstract

The application provides a kind of magnetic levitation running device based on air floating guidance and its lateral control method, belongs to magnetic levitation guidance system field, including vehicle body, suspension system, rail, air source module, guide module and control module, vehicle body is set on rail, suspension system is set above rail, suspension system provides suspension force when vehicle body runs on rail, guide module is located at both sides of vehicle body and is set on rail, air source module is set above guide module, air source module is used to provide continuous and stable compressed air, guide module is used to spray compressed air into the air gap area between vehicle body and rail track side wall, forms air film support, when vehicle body is laterally offset, the air gap difference of left and right sides causes air pressure difference, thereby forming lateral guidance force, realizes vehicle body automatic centering;Control module is communicated with air source module and guide module, control module adopts closed loop feedback control mode.The application can be low in energy consumption, low in maintenance cost, strong in adaptability and safe and reliable.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of magnetic suspension guiding system, in particular to a magnetic suspension walking device based on air floating guiding and a lateral control method thereof. BACKGROUND

[0002] At present, the wheel-rail and magnetic suspension integrated system has become a research hotspot in the field of rail transportation because it has the compatibility of wheel-rail and the advantages of magnetic suspension. However, the existing integrated scheme still has significant deficiencies in the integrated design of driving and guiding, mainly in the efficiency of magnetic force utilization and the limitation of mechanical guiding.

[0003] Chinese patent application with publication number CN120663755A discloses a wheel-rail-permanent magnetic electric integrated magnetic suspension rail transportation system, which sets the stator on the side of the guide rail to interact with the mover on the vehicle frame to realize the integrated fusion of driving and radial guiding. However, this layout of setting electromagnetic elements on both sides of the track inevitably produces significant lateral component electromagnetic force while achieving the main driving force. In order to maintain the stable operation of the vehicle body and prevent derailment, the system needs to consume more current to drive the stator to generate a magnetic field sufficient to balance or compensate for these lateral forces, which directly leads to an increase in system energy consumption and puts higher design requirements on the driving circuit, increasing the system complexity and operating cost.

[0004] On the other hand, some magnetic suspension vehicles still retain mechanical contact components to ensure the reliability of low-speed operation and guiding. Chinese patent application with publication number CN221113536U discloses a hinged superconducting electric magnetic suspension vehicle suspension frame, which includes a support wheel device and a guide wheel device. Although this structure with traditional guide wheels provides physical contact support at low speed, its defects are also very obvious: first, mechanical contact brings structural complexity, especially for hinged systems, increasing the number of connection and support components; second, mechanical components inevitably wear out, resulting in high future maintenance costs and affecting the long-term reliability of the system; most importantly, the characteristics of this wheel-rail contact guiding make it difficult to smoothly pass through switches on conventional railway steel rails, severely limiting its compatibility and operational flexibility in existing railway networks.

[0005] In summary, the existing technology has contradictions that need to be solved between the efficiency and energy consumption of electromagnetic driving and electromagnetic guiding, and between the advantages of magnetic suspension and the limitations of mechanical guiding. SUMMARY

[0006] The application aims to provide a magnetic suspension running device based on air floating guidance and a lateral control method thereof, effectively solving the contradiction of the prior art in guidance energy efficiency, mechanical wear, turnout passing performance and system reliability, and having the advantages of low energy consumption, low maintenance cost, strong adaptability, safety and reliability and the like.

[0007] To achieve the above object, the application provides the following technical scheme.

[0008] A magnetic suspension running device based on air floating guidance, comprising a vehicle body, a suspension system, a rail, an air source module, a guidance module and a control module, the vehicle body is arranged on the rail, the suspension system is arranged above the rail, the suspension system provides suspension force for the vehicle body running on the rail, the guidance module is located on both sides of the vehicle body and is sleeved on the rail, the air source module is arranged above the guidance module, the air source module is used for providing continuous and stable compressed air, the guidance module is used for spraying the compressed air into the air gap area between the vehicle body and the rail track sidewall to form an air film support, when the vehicle body is laterally offset, the air pressure difference caused by the air gap difference on both sides forms a lateral guidance force, and automatic centering of the vehicle body is realized; the control module is in communication with the air source module and the guidance module, and the control module adopts a closed loop feedback control mode.

[0009] Further, the suspension system comprises a mounting support and a suspension electromagnet, the mounting support has ferromagnetism, the suspension electromagnet is adsorbed at the bottom of the mounting support, the suspension electromagnet and the mounting support are connected through a bolt fastening, the suspension electromagnet serves as a magnetic field source, a closed magnetic loop is generated between the suspension system and the rail, and the suspension system generates a vertical repulsive force through the suspension electromagnet to offset the gravity of the vehicle body to realize suspension.

[0010] Further, the air source module comprises a pneumatic valve, a pressure stabilizing gas tank, a silencer, a check valve and a high-pressure air pump, the high-pressure air pump is horizontally fixed on the mounting support above the rail, the pressure stabilizing gas tank is horizontally fixed on the bottom of the vehicle body, the pressure stabilizing gas tank is corresponding to the position of the high-pressure air pump, the pneumatic valve is arranged above the guide module, the pneumatic valve is located on the side of the high-pressure air pump away from the vehicle body, a suspension protection module is installed below the pneumatic valve, the air inlet end of the high-pressure air pump is coaxially fixed with an air inlet filter through a threaded joint, the air inlet filter shell is attached to the air inlet end of the high-pressure air pump, which is used to filter dust and impurities in the air to avoid blocking the subsequent pipeline; the air outlet end of the high-pressure air pump is sealingly connected with the inlet of the silencer through a flange joint with a high-pressure rubber sealing ring, which is used to reduce the noise generated by air flow compression, the outlet end of the silencer is connected with the inlet of the check valve through a threaded joint, the check valve core is arranged along the flow direction of the air flow, which prevents the backflow of compressed air, the outlet end of the check valve is connected with the inlet of the pressure stabilizing gas tank through a high-pressure hose, and the outlet end of the pressure stabilizing gas tank is connected with the inlet of the pneumatic valve through a flange, and a metal sealing gasket is arranged on the connecting surface of the flange, which is used to ensure that the high-pressure air flow does not leak.

[0011] Further, the guide module comprises a plurality of nozzles and a jet channel, the inside of the jet channel is a shunt cavity structure, the end of the jet channel is connected with a plurality of nozzles, the plurality of nozzles are arranged at equal intervals and symmetrically on both sides of the rail to ensure uniform distribution of the lateral guide force, the jet direction of the nozzles is perpendicular to or at a certain angle with the rail track side wall to enhance the effect of the lateral guide force, and the air inlet of the jet channel is sealingly connected with the outlet end of the pneumatic valve, which is used to spray compressed air to the gap between the rail track side wall and clench the rail track.

[0012] Further, the control module comprises a guide sensor, an air pressure sensor and a control box, the air pressure sensor is installed on the top of the tank body of the pressure stabilizing gas tank, the air pressure sensor is in signal communication with the control box, and the air pressure in the tank of the pressure stabilizing gas tank is fed back in real time, the valve body side of the pneumatic valve is electrically connected with the control box through a shielding control cable, and the opening degree of the valve of the pneumatic valve is adjusted by receiving the signal output by the control box, the guide sensor comprises an eddy current displacement sensor and a piezoelectric acceleration sensor, the eddy current displacement sensor and the piezoelectric acceleration sensor are installed on the side of the mounting support of the suspension system and face the rail, the sensing surfaces of the eddy current displacement sensor and the piezoelectric acceleration sensor are vertically erected, which are used to measure the guide gap and the lateral acceleration between the vehicle body and the rail track in real time, and the eddy current displacement sensor, the piezoelectric acceleration sensor and the control box are in signal communication.

[0013] 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.

[0014] 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.

[0015] 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:

[0016]

[0017] 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.

[0018] 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:

[0019]

[0020] in, This is the corrected injection control signal. For lateral acceleration, Kf is feedforward gain. By introducing lateral acceleration compensation, the guiding accuracy and response speed can be improved when the vehicle body enters a curve or is disturbed by side wind.

[0021] A lateral control method for a vehicle body of a magnetic levitation running device based on air floating guidance, comprising the following steps:

[0022] Step S1. Real-time collection of the lateral position and lateral acceleration of the vehicle body through a guiding sensor, and collection of the air pressure signal through an air pressure sensor;

[0023] Step S2. Calculation of the offset and the rate of change by the control box through the signals transmitted in step S1, to obtain a control current;

[0024] Step S3. Generation of high-pressure gas by the high-pressure gas pump driven by the control current, for realizing lateral centering of the vehicle body;

[0025] Step S4. Collection of the lateral acceleration monitoring signal after adjustment for compensation;

[0026] Step S5. Input of the collected monitoring signal into the control box to recalculate the air pressure to be reached;

[0027] Step S6. Continuous iterative calculation of the control module, to realize closed-loop adaptive control, thereby maintaining the lateral stability of the vehicle body.

[0028] Advantages of the present application:

[0029] 1. The present application integrates air floating guidance and electromagnetic suspension, so that the lateral guidance and vertical suspension perform their respective functions. The air floating guidance undertakes the lateral centering and stability control of the vehicle body, significantly reduces the demand for electromagnetic force for compensating the lateral component, and reduces the working current and energy consumption of the electromagnetic drive; the suspension system is used for vertical suspension and control, improves the uniformity of the suspension force distribution and the anti-disturbance ability of the system, and thus balances the energy efficiency and stability.

[0030] 2. The present application uses non-contact gas guidance to replace or assist the traditional mechanical guidance, avoids the wear and frequent maintenance problems caused by mechanical contact, prolongs the operation life and reduces the operation and maintenance cost; at the same time, since the gas guidance does not depend on wheel-rail friction, the device has better passability and compatibility in special sections such as turnouts and crossing sections, and improves the application range and operation flexibility in the existing railway network.

[0031] 3. The partition controllable design of the gas source module and the jet channel enables the guiding force to have high-precision spatial distribution capability. The fast-response valve between the nozzle and the jet channel can adjust the output of the aerodynamic valve on demand according to the curve, side wind or load change, which can realize rapid transient response and reduce noise and airflow pulsation through filtering / silencing measures, and is suitable for complex working conditions and convenient for maintenance and expansion.

[0032] 4、The control module of the application adopts multi-channel redundant sensing and adaptive closed-loop control strategy (including finite time window integration or predictive control), which improves the lateral alignment convergence speed and steady-state accuracy while enhancing fault tolerance. Redundant sensing, fault detection and switching logic can maintain control performance and automatically reconfigure actuator allocation when a single road fails, thereby significantly improving system reliability and safety. BRIEF DESCRIPTION OF DRAWINGS

[0033] Figure 1 is a schematic diagram of the device of the application;

[0034] Figure 2 is a partial detail view of the device of the application;

[0035] Figure 3 is a flow chart of the lateral control method of the vehicle body 1 in the device of the application;

[0036] In the figure: 1, vehicle body, 2, levitation system, 3, rail, 4, nozzle, 5, injection channel, 6, pneumatic valve, 7, levitation protection module. DETAILED DESCRIPTION

[0037] In order to make the purpose, technical scheme and advantages of the embodiments of the application clearer, the technical scheme in the embodiments of the application will be described clearly and completely below in combination with the drawings in the embodiments of the application. Obviously, the described embodiments are part of the embodiments of the application, rather than all the embodiments of the application. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the application. Therefore, the following detailed description of the embodiments of the application provided in the drawings is not intended to limit the scope of the claimed application, but only to represent selected embodiments of the application.

[0038] As Figure 1 shown, a magnetic levitation running device based on air floating guidance includes a vehicle body 1, a levitation system 2, a rail 3, a gas source module, a guidance module and a control module. The vehicle body 1 is arranged on the rail 3, the levitation system 2 is arranged above the rail 3, the levitation system 2 provides levitation force for the vehicle body 1 running on the rail 3, the guidance module is located on both sides of the vehicle body 1 and is sleeved on the rail 3, the gas source module is arranged above the guidance module, the gas source module is used to provide continuous and stable compressed air, the guidance module is used to inject compressed air into the air gap area between the vehicle body 1 and the rail 3 track side wall, forming a gas film support, when the vehicle body 1 is laterally offset, the left and right air gap difference causes air pressure difference, thereby forming a lateral guidance force, realizing automatic alignment of the vehicle body; the control module is in communication with the gas source module and the guidance module, and the control module adopts a closed-loop feedback control mode.

[0039] As a preferred embodiment of the present application, the suspension system 2 comprises a mounting support with ferromagnetic property and a suspension electromagnet, which is attached to the bottom of the mounting support and fastened to the mounting support by bolts, and the suspension electromagnet serves as a magnetic field source to form a closed magnetic circuit with the rail 3 and generate a vertical repulsive force to counteract the gravity of the vehicle body 1 to achieve suspension.

[0040] The suspension electromagnet is installed at the bottom of the mounting support, facing the top surface of the rail 3, which is made of ferromagnetic material. When the suspension electromagnet is connected to a controllable direct current, it generates a strong magnetic field, forming a single repulsive force with the rail 3. By concentrating the suspension electromagnet at the bottom of the mounting support, it ensures that most of the applied suspension force is a high-efficiency vertical component, effectively avoiding the waste of energy.

[0041] As a preferred embodiment of the present application, the air source module comprises a pneumatic valve 6, a pressure stabilizing gas tank, a silencer, a check valve, and a high-pressure air pump, which is horizontally fixed on the mounting support above the rail 3. The pressure stabilizing gas tank is horizontally fixed on both sides of the bottom of the vehicle body 1, corresponding to the position of the high-pressure air pump. The pneumatic valve 6 is arranged above the guide module, and the pneumatic valve 6 is located on the side of the high-pressure air pump away from the vehicle body. The suspension protection module 7 is installed below the pneumatic valve 6 to support the vehicle body 1 in contact with the top surface of the rail 3 when there is no or insufficient suspension force, preventing direct collision with the suspension electromagnet and causing damage. The air inlet end of the high-pressure air pump is coaxially fixed with an air inlet filter through a threaded joint, and the air inlet filter shell is attached to the air inlet end of the high-pressure air pump to filter dust and impurities in the air and prevent blockage of the subsequent pipeline. The air outlet end of the high-pressure air pump is sealed connected with the inlet of the silencer through a flange joint with a high-pressure rubber sealing ring to reduce the noise generated by air compression. The outlet end of the silencer is connected with the inlet of the check valve through a threaded joint, and the check valve core is arranged in the direction of the air flow to prevent backflow of compressed air. The outlet end of the check valve is connected with the inlet of the pressure stabilizing gas tank through a high-pressure hose, and the outlet end of the pressure stabilizing gas tank is connected with the inlet of the pneumatic valve 6 through a flange, and the connecting surface is provided with a metal sealing gasket to ensure that the high-pressure air flow is leak-free.

[0042] As a preferred embodiment of the present application, the guide module comprises a plurality of nozzles 4 and jet channels 5, the inside of the jet channel 5 is a shunt cavity structure, the end of the jet channel 5 is connected with a plurality of nozzles 4, the plurality of nozzles 4 are arranged equidistantly and symmetrically on both sides of the rail 3 to ensure uniform distribution of the lateral guide force, the jet direction of the nozzle 4 is perpendicular to the track side wall of the rail 3 or forms a certain angle to enhance the effect of the lateral guide force, thereby forming a stable air film support on the track side wall of the rail 3. The air inlet of the jet channel 5 is sealingly connected with the outlet end of the pneumatic valve 6, which is used to jet compressed air to the gap between the track side wall of the rail 3 and clamp the track of the rail 3, and prevent the car body from derailing if necessary.

[0043] As a preferred embodiment of the present application, the control module comprises a guide sensor, an air pressure sensor and a control box, the air pressure sensor is installed on the top of the tank body of the pressure stabilizing gas storage tank, the air pressure sensor is in signal communication with the control box, and the air pressure in the tank of the pressure stabilizing gas storage tank is fed back in real time, the side surface of the valve body of the pneumatic valve 6 is electrically connected with the control box through a shielding control cable to adjust the valve opening of the pneumatic valve 6 by receiving the signal output by the control box, the guide sensor comprises 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 surface of the mounting support of the suspension system 2 and face the rail 3, the sensing surface of the eddy current displacement sensor and the piezoelectric acceleration sensor is in a vertical upright state, which is used to measure the guide gap and lateral acceleration between the car body 1 and the track of the rail 3 in real time, and feed back the guide gap, lateral acceleration and air pressure sensor signal to the control box to adjust the electromagnetic drive current. The eddy current displacement sensor and the piezoelectric acceleration sensor are in signal communication with the control box.

[0044] Both the eddy current displacement sensor and the piezoelectric acceleration sensor are arranged in a dual-channel redundant manner, and the collected signals are input into the control box after filtering and fusion. The control box executes a closed-loop control algorithm based on the feedback of the guide gap, lateral acceleration and air pressure sensor signals, and issues control instructions to the gas source module, nozzles 4 and pneumatic valve 6, while recording operation data and supporting remote parameter issuance and online diagnosis.

[0045] As a preferred embodiment of the present application, the air pressure sensor detects the internal air pressure of the pressure stabilizing gas storage tank in real time, further realizes stable output of air pressure, provides continuous and reliable air source support for the nozzles 4 and the jet channel 5, and feeds back the signal to the control box, which adjusts the output pressure and jet flow of the pneumatic valve 6, so that the guide process has self-adaptive ability. The information of the air pressure sensor and the guide sensor is transmitted to the control box together, which can realize stable control of the air flow output by the pneumatic valve 6, so that the nozzles 4 obtain stable and continuous air source supply.

[0046] As a preferred embodiment of the present application, the internal shunt cavity structure of the injection channel 5 is a common stable pressure shunt cavity, the end of the injection channel 5 is provided with multiple independent shunt branch pipes according to the number of nozzles 4, an independent flow regulating valve is installed in series on each shunt branch pipe, the independent flow regulating valve is a high-frequency response proportional electromagnetic valve, the independent flow regulating valve is located between the common stable pressure shunt cavity and the nozzle 4, the signal input end of the independent flow regulating valve is independently connected with the control box, the control box independently controls the injection pressure and flow of each nozzle 4 by adjusting the opening or duty cycle of each independent flow regulating valve, so as to realize the fine adjustment of the guiding force in the uneven working conditions such as straight driving, curve passing or uneven gap caused by suspension.

[0047] The nozzle 4 of the guiding module can be independently controlled in each region through the independent flow regulating valve installed in series on each shunt branch pipe, and the nozzle 4 in each region can be opened or closed or the injection angle can be adjusted as needed during operation to adapt to complex working conditions such as curves, cross sections or crosswinds; the control box has an operation data recording and remote maintenance interface, which is convenient for online diagnosis and remote issuance of control parameters.

[0048] As a preferred embodiment of the present application, the number of nozzles 4 is 3.

[0049] As a preferred embodiment of the present application, the control unit of the control module is integrated with a PID control algorithm, the output of the aerodynamic valve 6 is calculated according to the lateral offset and the change rate, and the calculation formula of the control current is:

[0050]

[0051] Wherein, is an air injection control signal, is a lateral offset of the vehicle body 1 relative to the track center of the rail 3, is a proportional gain, is a differential gain, is an integral gain, and T is a limited time window integral length, is used to accumulate the lateral offset in the limited time window to compensate for long-term deviation and reduce steady-state error; is used to represent the change rate of the lateral offset to suppress overshoot caused by rapid change of deviation in advance and improve system stability.

[0052] As a preferred embodiment of the present application, the control unit further corrects the injection pressure of the nozzle 4 according to the track environmental disturbance of the rail 3, and the correction control formula is:

[0053]

[0054] wherein, is the corrected jet control signal, is the lateral acceleration, is the feedforward gain. By introducing the lateral acceleration compensation, the guiding accuracy and response speed can be improved when the vehicle body 1 enters a curve or is disturbed by a side wind.

[0055] A lateral control method for a vehicle body 1 of a magnetic levitation running device based on air floating guidance, comprising the following steps:

[0056] Step S1. Real-time collection of lateral position and lateral acceleration of the vehicle body 1 by a guiding sensor, and collection of air pressure signals by an air pressure sensor;

[0057] Step S2. Calculation of offset and change rate by a control box through the signals transmitted in step S1 to obtain a control current;

[0058] Step S3. Generation of high-pressure gas by a high-pressure air pump driven by the control current for realizing lateral centering of the vehicle body 1;

[0059] Step S4. Compensation of the collected lateral acceleration monitoring signals after adjustment;

[0060] Step S5. Input of the collected monitoring signals into the control box to recalculate the air pressure to be reached;

[0061] Step S6. Continuous iterative calculation of the control module to realize closed-loop adaptive control, thereby maintaining the lateral stability of the vehicle body 1.

[0062] As a preferred embodiment of the present application, in step S1, the signals include 2-way guiding gap signals and 2-way acceleration signals; the 2-way guiding gap signals are mutually redundant, and the 2-way acceleration signals are mutually redundant.

[0063] The specific working process of the present application is as follows:

[0064] Step S1. Real-time collection of lateral position and lateral acceleration of the vehicle body 1 by a guiding sensor, and collection of air pressure signals by an air pressure sensor;

[0065] Step S2. The control box denoises and fuses the lateral offset and lateral acceleration, air pressure signals from S1, and calculates 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 the preset control algorithm; the control quantity is expressed in the form of "control current" and used to drive the pneumatic valve or to generate a jet control signal to realize the centering of the vehicle body. The control box also performs redundancy detection, and if a displacement or air pressure signal is abnormal, it switches to the backup channel and performs amplitude limiting processing on the control gain to ensure safety.

[0066] Step S3.

[0067] The air jet control signal i(t) output by the control box drives the air source module to work: the high-pressure air pump establishes the air source, the pressure stabilizing gas tank realizes pressure stabilization, the pneumatic valve 6 and the partition valve adjust the air pressure and supply air to the nozzle 4 through the jet channel to form the air film guiding force; the air pressure sensor continuously monitors the pressure of the pressure stabilizing gas tank and the actual jet pressure and feeds back to the control box for closed-loop correction. When the air pressure or flow rate fails to reach the command value, the control box can limit the rate of change of i(t) or adjust the nozzle partition output to ensure safe centering.

[0068] In this embodiment, a PID controller with a limited time window integral can be used in the control box, and its calculation formula is:

[0069] Step S4. During and after the completion of the gas jet, the acceleration sensor continues to collect lateral acceleration signals to detect transient response and residual vibration. The acceleration signal is used to compensate the derivative or feedforward link in the PID controller: the PID controller combines the acceleration information with the displacement and speed information to estimate the dynamic error and adjust the control quantity in time to reduce the overshoot and residual vibration. If the acceleration data indicates that there is an unexpected high-frequency disturbance, the PID controller can temporarily reduce the integral action or adjust the integral window to avoid accumulated error lag. The control box calculates the target nozzle outlet pressure or target jet flow rate based on the current lateral offset, dynamic response, and system constraints to achieve the desired lateral restoring force. The calculation considers the air source capacity, the current opening of each partition nozzle, and the response delay, and performs constraint solving to ensure that the centering is as fast as possible without exceeding the equipment limit.

[0070] Step S5. The control box controls the target jet flow of each sub-zone nozzle 4 based on the current lateral deviation and the control requirements of dynamic response, and converts it into the valve opening of the pneumatic valve 6, the driving current of each sub-zone independent flow regulating valve, and the driving instruction of the high-pressure gas pump, etc. The calculation process takes into account the gas source capacity, valve opening limit, response delay and safety margin to ensure that the fine adjustment after step S4 is as fast as possible without exceeding the equipment limit, and to ensure the lateral centering of the vehicle.

[0071] 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 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 realizing long-term performance optimization and adaptive control iteration.

[0072] In summary, the method can better control the guide gap of the maglev vehicle body on the rail compared to the prior art, and can be adjusted in real time to achieve more fine active control.

[0073] The above only describes the preferred embodiments of the present application and is not intended to limit the present application. Those skilled in the art can still adjust the technical solutions described in the foregoing embodiments or make equivalent substitutions for some technical features. Therefore, if these modifications and variations of the present application fall within the scope of the claims of the present application and equivalent technologies, the present application 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. 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... Filtering dust and impurities in the air to avoid clogging subsequent pipelines; the outlet of 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 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 compressed air backflow; 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. 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.

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 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).

4. A magnetic levitation traveling device based on air buoyancy guidance according to claim 3, 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.

5. A magnetic levitation traveling device based on air buoyancy guidance according to claim 4, characterized in that: The pressure sensor detects the internal pressure of the pressure-stabilized gas storage tank in real time, realizes stable pressure output, provides continuous and reliable air source support for the nozzle (4) and the injection channel (5), and feeds 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 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.

6. A magnetic levitation traveling device based on air buoyancy guidance according to claim 5, 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.

7. A magnetic levitation traveling device based on air buoyancy guidance according to claim 6, characterized in that: The control unit adjusts the injection pressure of the nozzle (4) based on the disturbance of the track environment of the rail (3). The adjustment 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.

8. The lateral control method for the vehicle body (1) in a magnetic levitation traveling device based on air buoyancy guidance according to any one of claims 1-7, 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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