Magnetic levitation guiding system and test platform

Abstract

The invention discloses a magnetic levitation guide system and a test platform, and relates to the field of magnetic levitation, the magnetic levitation guide system comprises a guide electromagnet arranged on a levitation frame of the test platform, and a wearing plate is arranged on one side, facing a track, of the guide electromagnet; the connecting module is connected with the guide electromagnet and the suspension frame and is used for keeping a first preset gap between the guide electromagnet and the side surface of the track when the test platform is in a normal operation state; the control module is used for outputting first target current to the guide electromagnet to drive the wearing plate to press the side face of the track when the test platform is in an emergency state, and friction force between the wearing plate and the side face of the track is used for braking the test platform. On the premise that an independent braking system does not need to be additionally arranged, the emergency braking safety of the test platform can be remarkably improved in a function reuse mode, the mechanical maintenance cost is greatly reduced, and the integrity of a track functional surface is protected.

Description

Technical Field

[0001] This invention relates to the field of magnetic levitation, and in particular to a magnetic levitation guidance system and test platform. Background Technology

[0002] Currently, the long-stator medium-speed maglev integrated test platform adopts a dual-sided electromagnetic synchronous drive and suspension drive integrated scheme, which is a basic single-module suspension frame test platform. This test platform mainly includes suspension electromagnets and guide electromagnets, possessing only suspension and guidance functions. When conducting high-speed dynamic tests on the test line, in the event of unexpected situations such as traction cutoff, the test platform can only brake and decelerate by relying on the mechanical friction between the skids on the suspension frame and the upper surface of the track through a suspension descent method. During implementation, this braking method is prone to significant impact on the suspension frame and track due to uneven and difficult-to-control braking force, leading to severe mechanical damage.

[0003] Therefore, how to provide a solution to the above-mentioned technical problems is a problem that needs to be solved by those skilled in the art. Summary of the Invention

[0004] The purpose of this invention is to provide a magnetic levitation guidance system and test platform to at least solve the safety and equipment damage problems caused by the reliance on passive drop and uncontrollable friction during emergency braking of existing test platforms.

[0005] To solve the above-mentioned technical problems, the present invention provides a magnetic levitation guidance system, comprising:

[0006] A guide electromagnet is mounted on the suspension frame of the test platform, and a wear plate is provided on the side of the guide electromagnet facing the track.

[0007] A connecting module connects the guide electromagnet to the suspension frame. The connecting module is used to maintain a first preset gap between the guide electromagnet and the side of the track when the test platform is in normal operation.

[0008] The control module is used to drive the wear plate to press against the side of the track by outputting a first target current to the guide electromagnet when the test platform is in an emergency, wherein the friction between the wear plate and the side of the track is used to brake the test platform.

[0009] Optionally, the connection module includes an air spring;

[0010] The magnetic levitation guidance system also includes:

[0011] The drive module is used to control the air spring to inflate when the test platform is in normal operation, so that the guide electromagnet and the side of the track maintain a first preset gap, and to control the air spring to deflate when the test platform is in an emergency.

[0012] Optionally, the drive module includes a cylinder, an air supply pipe, and a solenoid valve, wherein:

[0013] The air cylinder is connected to the solenoid valve through the air supply pipe, and the solenoid valve is connected to the air spring;

[0014] The control module is also used to control the solenoid valve to open when the test platform is in normal operation, so that the air in the air cylinder can inflate the air spring through the air supply pipe, and to control the solenoid valve to close when the test platform is in an emergency, so that the air spring can deflate.

[0015] Optionally, the connection module includes multiple air springs;

[0016] The guide electromagnet is connected to the suspension frame via at least two air springs, and the at least two air springs are spaced apart along the vertical direction of the guide electromagnet.

[0017] Optionally, the control module is further configured to calculate the first target current based on the target braking distance, deceleration, and the current speed of the test platform when the test platform is in an emergency state.

[0018] Optionally, the control module includes:

[0019] The early warning unit is used to monitor the current status signal of the test platform, and generate an emergency braking signal when the current status signal of the test platform is a first status signal corresponding to the emergency state.

[0020] A calculation unit is used to respond to the emergency braking signal and calculate the first target current based on the target braking distance, deceleration, and the current speed of the test platform.

[0021] The output unit is used to output a current control signal according to the first target current;

[0022] A guide controller is used to respond to the current control signal and output the first target current to the guide electromagnet to drive the wear plate to press against the side of the track.

[0023] Optionally, the early warning unit is further configured to generate a mode switching signal when the current status signal of the test platform is a first status signal corresponding to the emergency state;

[0024] The guide controller is used to switch its own operating mode from guide mode to emergency braking mode in response to the mode switching signal. In the emergency braking mode, the guide controller outputs a first target current to the guide electromagnet in response to the current control signal. In the guide mode, the guide controller outputs a second target current to the guide electromagnet according to the motion parameters of the test platform.

[0025] Optionally, the guiding electromagnet includes multiple electromagnetic units, each electromagnetic unit including a magnetic pole and a plate disposed on both sides of the magnetic pole, and two magnetic poles of two adjacent electromagnetic units distributed in a horizontal direction are electrically connected.

[0026] Optionally, the guide electromagnet includes multiple electromagnetic units, each electromagnetic unit including a magnetic pole and a plate disposed on both sides of the magnetic pole, two magnetic poles of two adjacent electromagnetic units distributed in the vertical direction are electrically connected, and two adjacent electromagnetic units distributed in the horizontal direction have a second preset gap.

[0027] To address the aforementioned technical problems, the present invention also provides a test platform, including a suspension frame, a suspension electromagnet, a suspension controller, and a magnetic levitation guidance system as described in any of the above descriptions, all mounted on the suspension frame.

[0028] As can be seen, by reusing the guide electromagnet as a controllable emergency braking actuator, this invention shifts the braking action surface from the upper surface of the track to the side surface of the track, and uses a control module to precisely adjust the current output to the guide electromagnet, thereby actively and linearly controlling the clamping force of the wear plate on the side surface of the track. This achieves uniform and controllable braking force, avoiding severe impacts and mechanical damage caused by uncontrollable braking force. It effectively solves the safety and equipment damage problems caused by the reliance on passive drop and uncontrollable friction during emergency braking of existing test platforms. It achieves the beneficial effects of significantly improving the emergency braking safety of the test platform, greatly reducing mechanical maintenance costs, and protecting the integrity of the track's functional surfaces by using functional reuse without the need to add an independent braking system. Attached Figure Description

[0029] To more clearly illustrate the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of the structure of a magnetic levitation guidance system provided by the present invention;

[0031] Figure 2This is a schematic diagram of another magnetic levitation guidance system provided by the present invention;

[0032] Figure 3 The diagram shows the distribution of magnetic poles and plates of a guiding electromagnet provided by the present invention.

[0033] Figure 4 This is a diagram showing the distribution of magnetic poles and plates of another type of guiding electromagnet provided by the present invention. Detailed Implementation

[0034] The core of this invention is to provide a magnetic levitation guidance system and test platform to at least solve the safety and equipment damage problems caused by the reliance on passive drop and uncontrollable friction during emergency braking of existing test platforms.

[0035] 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 some embodiments of the present invention, not all embodiments. 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.

[0036] Please refer to Figure 1 This invention provides a magnetic levitation guidance system, comprising:

[0037] A guide electromagnet 1 is mounted on the suspension frame of the test platform, and a wear plate 2 is provided on the side of the guide electromagnet 1 facing the track.

[0038] Connection module 3 connects guide electromagnet 1 to suspension frame. Connection module 3 is used to maintain a first preset gap between guide electromagnet 1 and track side when the test platform is in normal operation.

[0039] Control module 4 is used to drive wear plate 2 to press against the side of the track by outputting a first target current to guide electromagnet 1 when the test platform is in an emergency. The friction between wear plate 2 and the side of the track is used to brake the test platform.

[0040] In this embodiment, the test platform is specifically a long-stator medium-speed maglev integrated test platform, used to simulate the core functions of a real maglev train and verify its levitation, guidance, and drive performance on a dedicated test line. The test platform is equipped with a suspension frame, which is the core load-bearing and running mechanism of the test platform and is installed at the bottom of the platform.

[0041] The guide electromagnet 1 is installed on the suspension frame via the connecting module 3. Specifically, one guide electromagnet 1 is installed on each side of the suspension frame. This embodiment also includes a wear plate 2, which is a plate or block made of wear-resistant material. It can be fixed to the surface of the guide electromagnet 1 facing the track by means of bolt connection, bonding, or embedded slot.

[0042] One end of the connecting module 3 is connected to the suspension frame support arm, and the other end is connected to the guide electromagnet 1. It is configured to provide a constraint force that directs the guide electromagnet 1 toward the outside of the track when the test platform is in normal operation, thereby maintaining a preset gap between the guide electromagnet 1 and the track side, thus preventing accidental contact and wear between the wear plate 2 and the track side. In an emergency, this constraint force is released or significantly reduced, allowing the guide electromagnet 1 to move laterally under electromagnetic attraction. As an optional embodiment, the connecting module 3 can be implemented using a pneumatic solution, an elastic solution, or other solutions such as electric or hydraulic linear actuators; this embodiment does not impose specific limitations.

[0043] When the test platform is determined to be in an emergency, control module 4 outputs a target current to guide electromagnet 1. This current causes guide electromagnet 1 to generate a magnetic field, creating a lateral electromagnetic attraction between the side of the guide rail and the side of guide electromagnet 1 on which the wear plate 2 is mounted. This attraction has a preset relationship with the magnitude of the current, so the magnitude of the electromagnetic attraction can be controlled by controlling the current. This electromagnetic attraction pulls the entire guide electromagnet 1, along with the wear plate 2, laterally until the wear plate 2 is pressed firmly against the side of the rail. At this point, the pressing force of the wear plate 2 on the side of the rail is equal to the electromagnetic attraction.

[0044] When the wear plate 2 is pressed against the side of the stationary track, the test platform continues to move forward due to inertia, resulting in relative longitudinal sliding between the wear plate 2 and the track side, thus generating a sliding friction force opposite to the direction of motion. This sliding friction force acts in the opposite direction to the entire forward-moving test platform through the path of the wear plate 2, guide electromagnet 1, connecting module 3, and suspension frame, thereby forming a braking force that decelerates the test platform.

[0045] In summary, this embodiment reuses the guide electromagnet 1 as a braking actuator, eliminating the need for an additional independent eddy current braking or mechanical braking system, thus saving cost and space. By controlling the controllable transmission chain of current, electromagnetic attraction, normal force, and friction, the braking force is made precisely adjustable instead of uncontrollable. Since the upper surface of the track is the reference surface for driving the long stator and suspension, this embodiment transfers the braking action surface to the side of the track, achieving protection of the critical functional surface and avoiding mechanical damage to the upper surface of the track. At the same time, the braking impact load is changed from vertical to lateral, significantly reducing the impact on the suspension frame structure.

[0046] Reference Figure 2 As shown, this magnetic levitation guidance system is based on the above embodiment:

[0047] In one exemplary embodiment, the connection module 3 includes an air spring;

[0048] The magnetic levitation guidance system also includes:

[0049] The drive module 5 is used to control the air spring to inflate when the test platform is in normal operation so that the guide electromagnet 1 maintains a first preset gap with the side of the track, and to control the air spring to deflate when the test platform is in an emergency.

[0050] In this embodiment, the connecting module 3 includes an air spring containing an inflatable and deflated rubber bladder. When inflated, the rubber bladder expands, generating and maintaining a stable outward thrust; when deflated, the rubber bladder contracts, and the thrust disappears. Therefore, in this embodiment, when the test platform is in normal operation, the air spring is inflated to apply a thrust to the guide electromagnet 1, causing it to move towards the outside of the track, thus maintaining a preset gap between the guide electromagnet 1 and the side of the track. In an emergency, the air spring is deflated to release the thrust, providing conditions for the guide electromagnet 1 to move laterally towards the track under electromagnetic attraction.

[0051] In this embodiment, the rapid deflation of the air spring, combined with the controlled energization of the electromagnet, enables the magnetic levitation guidance system to switch from normal guidance to emergency braking. After the air spring deflates, its outward mechanical constraint on the guide electromagnet 1 is released, and the movement of the guide electromagnet 1 becomes controlled by electromagnetic force. This allows the magnetic levitation guidance system to adjust the pressure of the guide electromagnet 1 against the side of the track by adjusting the input current, thereby controlling the magnitude of the braking friction. In this way, the braking force can be adjusted according to preset requirements, enabling the test platform to achieve relatively smooth deceleration and reducing the impact caused by fluctuations in braking force during braking. This mode-switching mechanism, combined with a controllable braking process, improves the test platform's ability to cope with emergency situations during testing and reduces the mechanical damage to the test platform and track caused by braking methods in related technologies.

[0052] In an exemplary embodiment, the drive module 5 includes a cylinder, an air supply duct, and a solenoid valve, wherein:

[0053] The air cylinder is connected to the solenoid valve via an air supply pipe, and the solenoid valve is connected to the air spring.

[0054] Control module 4 is also used to control the solenoid valve to open when the test platform is in normal operation, so that the air in the air cylinder can be used to inflate the air spring through the air supply pipe, and to control the solenoid valve to close when the test platform is in an emergency, so that the air spring can be deflated.

[0055] In this embodiment, the air cylinder serves as a compressed air storage device and is connected to a solenoid valve via an air supply pipe. The solenoid valve acts as an air circuit switch and is controlled by an electrical signal from the control module 4. During normal operation of the test platform, the control module 4 issues a command to open the solenoid valve, allowing the compressed air in the air cylinder to enter the air spring through the air supply pipe, causing it to inflate and expand. This expands the air spring, applying an outward thrust to the guide electromagnet 1 to maintain a set gap with the side of the track. When the test platform enters an emergency state requiring braking, the control module 4 issues a command to close the solenoid valve, cutting off the air supply. The gas in the air spring is then discharged through the exhaust channel or valve body, causing it to contract rapidly and releasing the outward thrust on the guide electromagnet 1.

[0056] In this embodiment, the switching action of the solenoid valve can be directly and quickly controlled by the electrical signal of the control module 4, ensuring the timeliness and reliability of the switching from the normal state to the emergency braking state, thereby realizing rapid and controllable braking control of the test platform.

[0057] In one exemplary embodiment, the connection module 3 includes a plurality of air springs;

[0058] The guide electromagnet 1 is connected to the suspension frame via at least two air springs, and the at least two air springs are spaced apart along the vertical direction of the guide electromagnet 1.

[0059] In this embodiment, the guide electromagnet 1 is connected to the suspension frame via at least two air springs that maintain a certain distance in the vertical direction. This arrangement distributes the support points of the guide electromagnet 1 at different heights, making the outward thrust on the guide electromagnet 1 in the inflated state more evenly distributed along its height direction. This ensures that the guide electromagnet 1 maintains a stable posture during operation and reduces tilting or deflection that may occur due to uneven force distribution. In emergency braking mode, when multiple air springs deflate simultaneously, the guide electromagnet 1 moves towards the side of the track under the action of electromagnetic attraction, and its movement is also more stable, avoiding abnormal vibrations or impacts caused by uneven release of single-point constraints.

[0060] In an exemplary embodiment, the control module 4 is further configured to calculate a first target current based on the target braking distance, deceleration, and the current speed of the test platform when the test platform is in an emergency state.

[0061] In this embodiment, after receiving an emergency braking signal, the control module 4 can calculate the required braking force according to the preset target braking distance, deceleration and the real-time acquisition of the current movement speed of the test platform, and then determine the guide electromagnet 1 as the first target current required to achieve the braking force.

[0062] Specifically, it can be based on the first relation. Second relation and the third relation The first target current required to achieve the braking force is obtained. Here, V is the current test speed, S is the defined target braking distance, a is the deceleration, M is the weight of the test platform, and K is the braking force coefficient.

[0063] By calculating the current based on the motion state and braking target, the output target current can be matched with the desired braking effect, making the braking process more in line with the preset deceleration requirements, thereby making the deceleration process of the test platform smoother and reducing drastic speed changes.

[0064] In one exemplary embodiment, the control module 4 includes:

[0065] The early warning unit 41 is used to monitor the current status signal of the test platform and generate an emergency braking signal when the current status signal of the test platform is the first status signal corresponding to the emergency state.

[0066] The calculation unit 42 is used to respond to the emergency braking signal and calculate the first target current based on the target braking distance, deceleration and the current speed of the test platform;

[0067] Output unit 43 is used to output a current control signal according to the first target current;

[0068] The guide controller 44 is used to respond to the current control signal and output a first target current to the guide electromagnet 1 to drive the wear plate 2 to press against the side of the track.

[0069] In this embodiment, the early warning unit 41 can be configured to directly receive the real-time detection results of the electrical system of the test platform as a status signal input. The detection results may include, but are not limited to, the power supply status of the traction system (such as whether it is cut off), the on / off signals of critical circuits, the status of the main circuit breaker, and major fault codes reported by the suspension or drive control system. When the early warning unit 41 determines that the preset emergency state conditions are met based on these input signals, it generates an emergency braking signal. After receiving the emergency braking signal, the calculation unit 42 calculates the first target current required to achieve the expected braking effect according to the set target braking distance, deceleration parameters, and the real-time collected current speed of the test platform, according to the above three formulas. The output unit 43 converts the first target current into a corresponding current control signal. The guide controller 44 responds to the current control signal and outputs the first target current to the coil of the guide electromagnet 1, so that it generates a corresponding electromagnetic force to drive the wear plate 2 to perform a clamping action.

[0070] This embodiment directly utilizes the status signals of a highly reliable electrical system as the basis for braking triggering, which can shorten the response time from the occurrence of a fault to the initiation of braking and improve the reliability and authority of the response. The early warning unit 41 makes a comprehensive judgment based on multi-dimensional and reliable signal sources, which helps to reduce false triggering and ensures reliable operation in real emergency situations.

[0071] As an optional embodiment, after receiving an emergency braking signal, a control signal can be output to the solenoid valve to control the air spring to deflate. Alternatively, the guide controller 44 can be driven to operate after receiving a feedback signal indicating that the air spring has been deflated (such as a pressure sensor signal or a solenoid valve position feedback signal).

[0072] In this embodiment, when initiating emergency braking, the air spring is first deflated to release its outward thrust on the guide electromagnet 1, and then braking current is output to the guide electromagnet 1. This sequential execution means that when the electromagnet generates magnetic attraction, it no longer needs to overcome the thrust of the air spring, thus allowing electrical energy to be used more directly to press the wear plate 2 against the side of the track. After issuing the deflation command, the system waits for and confirms receipt of a signal indicating that the air spring has completed deflation (e.g., a zero-pressure signal from the pressure sensor or a closed signal from the solenoid valve) before issuing the energizing command. This reduces the possibility of misalignment or overall failure due to air pipeline response delays, valve malfunctions, or other pneumatic component abnormalities, making the braking process more reliable and improving consistency between different braking operations. This embodiment reduces the instantaneous impact on the suspension frame and related connecting components caused by sudden force changes during state transitions, mitigating the potential adverse effects of the braking operation itself on the test platform structure from a control process perspective.

[0073] In an exemplary embodiment, the early warning unit 41 is further configured to generate a mode switching signal when the current status signal of the test platform is a first status signal corresponding to an emergency state;

[0074] The guide controller 44 is used to switch its own working mode from guide mode to emergency braking mode in response to the mode switching signal. In emergency braking mode, the guide controller 44 outputs a first target current to the guide electromagnet 1 in response to the current control signal. In guide mode, the guide controller 44 outputs a second target current to the guide electromagnet 1 according to the motion parameters of the test platform.

[0075] In this embodiment, while the early warning unit 41 determines that an emergency state has been entered and generates an emergency braking signal, it can also generate an independent mode switching signal. This mode switching signal is sent to the guide controller 44, instructing it to switch its internal operating mode from guide mode to emergency braking mode. In guide mode, the guide controller 44 typically calculates and outputs a relatively small second target current based on the real-time lateral displacement, speed, and other motion parameters of the test platform using a closed-loop control algorithm. The purpose of this is to dynamically adjust the magnetic force of the guide electromagnet 1 to maintain a stable guide gap between the test platform and the side of the track. After switching to emergency braking mode, the guide controller 44 will no longer perform the above-mentioned guide control, but will instead directly respond to the current control signal provided by the calculation unit 42 of the control module 4, and output the first target current accordingly to drive the wear plate 2 to perform a clamping action to generate braking force.

[0076] This embodiment decouples the current control logic for precision guidance from the current control logic for braking within the controller by setting an independent mode switching signal and a clear mode division. This ensures that in an emergency, the guidance controller 44 can quickly and clearly switch to execute the braking current output, avoiding any limitation or interference from its original guidance control algorithm designed to maintain a small gap on the braking current output, thereby improving braking efficiency.

[0077] In an exemplary embodiment, the guide electromagnet 1 includes a plurality of electromagnetic units, each electromagnetic unit including a magnetic pole and a plate disposed on both sides of the magnetic pole, and two magnetic poles of two adjacent electromagnetic units distributed in a horizontal direction are electrically connected.

[0078] In this embodiment, the guide electromagnet 1 is composed of multiple electromagnetic units, each containing a magnetic pole and pole plates mounted on both sides of that magnetic pole. The magnetic poles of two adjacent electromagnetic units arranged horizontally (i.e., laterally) are electrically connected to form an independent loop. The guide controller 44 outputs a control current to this loop, magnetizing the two magnetic poles and their pole plates within the loop, thereby forming the desired magnetic field polarity on the surface of the pole plates. Please refer to... Figure 3 This embodiment illustrates a specific arrangement of eight magnetic poles, referred to as the first to the eighth magnetic poles. Each magnetic pole has a pole plate on both sides. Horizontally, the coils of the first and second magnetic poles are electrically connected to form a first circuit; the coils of the third and fourth magnetic poles are electrically connected to form a second circuit, and so on, with the fifth and sixth magnetic poles forming a third circuit, and the seventh and eighth magnetic poles forming a fourth circuit. The guide controller 44 can perform independent or coordinated current control on these four circuits.

[0079] In normal guiding mode, a small and potentially dynamically adjustable current is output to the aforementioned circuits. By controlling the magnetic field, the plates exhibit a specific polarity distribution (e.g., alternating N and S) to generate a guiding force for fine-tuning the lateral position. In emergency braking mode, a first target current is output to all circuits, thereby generating a strong lateral electromagnetic attraction force with the opposite polarity induced on the side of the track, used to drive the wear plate 2 to press firmly.

[0080] In this embodiment, the electromagnet is divided into multiple electromagnetic units controlled by independent circuits, which improves the modularity of the system and allows for more precise adjustment of the magnetic field distribution. For example, different currents can be applied to the circuits on the left and right sides or at different positions when cornering to optimize guiding performance. The design of multiple independent circuits provides redundancy. In emergency braking, even if individual circuits fail, the remaining circuits can still output most of the braking force, improving the reliability of the system.

[0081] In an exemplary embodiment, the guide electromagnet 1 includes a plurality of electromagnetic units, each electromagnetic unit including a magnetic pole and a plate disposed on both sides of the magnetic pole, two magnetic poles of two adjacent electromagnetic units distributed in the vertical direction are electrically connected, and two adjacent electromagnetic units distributed in the horizontal direction have a second preset gap between them.

[0082] In this embodiment, the wiring method of the magnetic poles of the guide electromagnet 1 is changed so that the upper and lower magnetic poles form a single loop, and adjacent pole plates are separated. By controlling the current flow direction of the guide controller 44, the magnetic field loop in the pole plates is made to have alternating N and S poles, as shown below. Figure 4 As shown, due to the movement of the test platform, the magnetic field generated by the coil produces strong eddy currents within the track. The magnetic field generated by the eddy currents is opposite in direction to the magnetic field of the coil, resulting in an electromagnetic reaction force. Simultaneously, the original frictional emergency braking force is retained. The combination of mechanical friction braking and eddy current braking increases the total emergency braking force. With the same input current, by stimulating the eddy current braking effect, additional, non-contact braking force can be obtained, significantly increasing the total emergency braking force output and helping to shorten the braking distance. Without adding a separate eddy current braking coil, simply changing the internal wiring and control strategy of the existing guide electromagnet 1 enables it to have eddy current braking capability, further reducing maintenance costs.

[0083] In summary, the control module 4 provided in this application outputs high / low level signals to control the solenoid valve in the drive module 5, and outputs a current analog signal to the guide controller 44. The solenoid valve of the drive module 5 controls the air spring to be in an inflated or deflated state through the valve. The guide electromagnet 1 and the suspension frame support arm are connected by a flexible air spring connection structure. In the state of the air spring, the wear plates 2 connected to the guide electromagnets 1 on both sides are attracted to the lateral guide rail surface. The wear plates 2 contact and rub against the lateral guide rail surface, thereby generating an emergency braking force opposite to the direction of movement of the test platform. The guide controller 44 then outputs a control current to control the magnitude of the emergency braking force. At the same time, in order to generate an emergency braking force of the same magnitude, this invention also provides a new magnetic pole circuit wiring method for the guide electromagnet, and separates adjacent pole plates. By controlling the current flow direction of the guide controller 44, the magnetic field circuit in the pole plate is changed to an alternating arrangement of N and S poles. The eddy current braking force generated combines with the original friction force, thereby increasing the total emergency braking force. This guidance system can simultaneously perform guidance and emergency braking functions, avoiding mechanical damage to the test platform and track caused by existing levitation and landing braking methods, reducing the maintenance cost of the test platform, and improving the safety and reliability of the test platform in carrying out tests.

[0084] This invention also provides a test platform, including a suspension frame, a suspension electromagnet, a suspension controller, and a magnetic levitation guidance system as described in any of the embodiments above.

[0085] For an introduction to the experimental platform provided by this invention, please refer to the above embodiments; further details of this invention will not be repeated here.

[0086] The test platform provided by this invention has the same beneficial effects as the magnetic levitation guidance system described above.

[0087] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0088] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A magnetic levitation guidance system, characterized in that, include: A guide electromagnet is mounted on the suspension frame of the test platform, and a wear plate is provided on the side of the guide electromagnet facing the track. A connecting module connects the guide electromagnet to the suspension frame. The connecting module is used to maintain a first preset gap between the guide electromagnet and the side of the track when the test platform is in normal operation. The control module is used to drive the wear plate to press against the side of the track by outputting a first target current to the guide electromagnet when the test platform is in an emergency, wherein the friction between the wear plate and the side of the track is used to brake the test platform.

2. The magnetic levitation guidance system according to claim 1, characterized in that, The connection module includes an air spring; The magnetic levitation guidance system also includes: The drive module is used to control the air spring to inflate when the test platform is in normal operation, so that the guide electromagnet and the side of the track maintain a first preset gap, and to control the air spring to deflate when the test platform is in an emergency.

3. The magnetic levitation guidance system according to claim 2, characterized in that, The drive module includes a cylinder, an air supply pipe, and a solenoid valve, wherein: The air cylinder is connected to the solenoid valve through the air supply pipe, and the solenoid valve is connected to the air spring; The control module is also used to control the solenoid valve to open when the test platform is in normal operation, so that the air in the air cylinder can inflate the air spring through the air supply pipe, and to control the solenoid valve to close when the test platform is in an emergency, so that the air spring can deflate.

4. The magnetic levitation guidance system according to claim 2, characterized in that, The connection module includes multiple air springs; The guide electromagnet is connected to the suspension frame via at least two air springs, and the at least two air springs are spaced apart along the vertical direction of the guide electromagnet.

5. The magnetic levitation guidance system according to claim 1, characterized in that, The control module is also used to calculate the first target current based on the target braking distance, deceleration, and the current speed of the test platform when the test platform is in an emergency.

6. The magnetic levitation guidance system according to claim 5, characterized in that, The control module includes: The early warning unit is used to monitor the current status signal of the test platform, and generate an emergency braking signal when the current status signal of the test platform is a first status signal corresponding to the emergency state. A calculation unit is used to respond to the emergency braking signal and calculate the first target current based on the target braking distance, deceleration, and the current speed of the test platform. The output unit is used to output a current control signal according to the first target current; A guide controller is used to respond to the current control signal and output the first target current to the guide electromagnet to drive the wear plate to press against the side of the track.

7. The magnetic levitation guidance system according to claim 6, characterized in that, The early warning unit is also used to generate a mode switching signal when the current status signal of the test platform is a first status signal corresponding to the emergency state; The guide controller is used to switch its own operating mode from guide mode to emergency braking mode in response to the mode switching signal. In the emergency braking mode, the guide controller outputs a first target current to the guide electromagnet in response to the current control signal. In the guide mode, the guide controller outputs a second target current to the guide electromagnet according to the motion parameters of the test platform.

8. The magnetic levitation guidance system according to any one of claims 1-7, characterized in that, The guiding electromagnet includes multiple electromagnetic units, each of which includes a magnetic pole and a plate disposed on both sides of the magnetic pole. Two magnetic poles of two adjacent electromagnetic units distributed in a horizontal direction are electrically connected.

9. The magnetic levitation guidance system according to any one of claims 1-7, characterized in that, The guiding electromagnet includes multiple electromagnetic units. Each electromagnetic unit includes a magnetic pole and a plate disposed on both sides of the magnetic pole. Two magnetic poles of two adjacent electromagnetic units distributed in the vertical direction are electrically connected, and two adjacent electromagnetic units distributed in the horizontal direction have a second preset gap.

10. An experimental platform, characterized in that, It includes a suspension frame, a suspension electromagnet, a suspension controller, and a magnetic levitation guidance system as described in any one of claims 1-9, all mounted on the suspension frame.

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