Suspension guiding control method and system and vehicle

Abstract

The invention discloses a suspension guiding control method and system and a vehicle. The method comprises the steps that motion state information of an electromagnet relative to a track is obtained; obtaining a current suspension gap value between the electromagnet and the track and a current suspension gap change rate corresponding to the current suspension gap value; determining control parameters of a controller by using the motion state information, the current suspension gap value and the current suspension gap change rate; and generating a control instruction according to the target suspension gap value, the current suspension gap value and the control parameters so as to adjust the electromagnetic force of the electromagnet. The problems that in the prior art, due to the fact that fixed parameters cannot adapt to the violently-changing motion state, response lags, overshoot is too large and even instability is caused are solved, stable tracking of the suspension gap is achieved, and the response speed and the operation stability are improved.

Description

Technical Field

[0001] This application relates to the field of suspension guidance control, and in particular to a suspension guidance control method, system and vehicle. Background Technology

[0002] The high-speed maglev suspension and guidance control system is a key subsystem of maglev trains, mainly used to achieve safe and reliable levitation and guidance of maglev vehicles. However, as the speed increases, the suspension and guidance system faces the influence of various complex factors during operation, such as strong magnetic coupling between the vehicle and the track, changes in aerodynamic lift, track irregularities, and system response delays. These factors cause the controlled object to exhibit significant nonlinear, time-varying, and uncertain characteristics.

[0003] Existing suspension guidance control methods are typically based on fixed mathematical models or preset fixed control parameters (such as fixed PID (Proportional Integral Derivative) parameters). This fixed-parameter control strategy is ill-suited to adapting to the drastically changing motion of a vehicle under different operating conditions. When the vehicle is subjected to sudden disturbances or operates in complex dynamic environments, the controller's parameters cannot adaptively adjust according to real-time conditions, easily leading to problems such as response lag, excessive overshoot, and even suspension gap instability.

[0004] 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

[0005] The purpose of this application is to provide a suspension guidance control method, system, and vehicle that solves the problems of response lag, excessive overshoot, and even instability caused by the inability of fixed parameters to adapt to drastically changing motion states in existing technologies. It achieves stable tracking of the suspension gap and improves response speed and operational stability.

[0006] This application provides a suspension guidance control method, including: To obtain information about the motion state of the electromagnet relative to the track; Obtain the current suspension gap value between the electromagnet and the track, and the current suspension gap change rate corresponding to the current suspension gap value; The control parameters of the controller are determined using the motion state information, the current suspension gap value, and the current suspension gap change rate. Control commands are generated based on the target suspension gap value, the current suspension gap value, and the control parameters to adjust the electromagnetic force of the electromagnet.

[0007] Optionally, the motion state information includes the current acceleration of the electromagnet; Using the motion state information, the current suspension gap value, and the current suspension gap change rate, the control parameters of the controller are determined, including: Based on the current acceleration, the current suspension gap value, and the current suspension gap change rate, an adjustment value for at least one control parameter of the controller is generated; For each control parameter, an updated value is obtained based on the current value and the adjustment value of the control parameter; Based on the target suspension gap value, the current suspension gap value, and the control parameters, a control command is generated to adjust the electromagnetic force of the electromagnet, including: Control commands are generated based on the target suspension gap value, the current suspension gap value, and the updated value of the control parameters to adjust the electromagnetic force of the electromagnet.

[0008] Optionally, the suspension guidance control method further includes: A first membership function set is preset when the acceleration of the electromagnet is greater than or equal to a first preset value, and a second membership function set is preset when the acceleration of the electromagnet is less than the first preset value; Based on the current acceleration, the current suspension gap value, and the current suspension gap change rate, an adjustment value for at least one control parameter of the controller is generated, including: Based on the relationship between the current acceleration and the first preset value, a target membership function set is determined from the first membership function set and the second membership function set; Using the target membership function set, the current suspension gap value, and the current suspension gap change rate, the fuzzy output of at least one control parameter is calculated; The fuzzy output of at least one of the control parameters is processed to obtain the adjustment value of the at least one control parameter.

[0009] Optionally, using the target membership function set, the current suspension gap value, and the current suspension gap change rate, the fuzzy output of at least one control parameter is calculated, including: Based on the membership functions of each fuzzy set in the target membership function set, calculate the first membership degree set of the gap value relative to each fuzzy set, and calculate the second membership degree set of the current suspension gap change rate relative to each fuzzy set; The fuzzy output of at least one of the control parameters is obtained based on the first membership set, the second membership set, and the fuzzy inference rules.

[0010] Optionally, the fuzzy output of at least one of the control parameters is processed to obtain an adjustment value for the at least one control parameter, including: For each of the control parameters, the fuzzy output of the control parameter is calculated using the centroid method to obtain the adjustment value of the control parameter.

[0011] Optionally, a first membership function set is preset when the acceleration of the electromagnet is greater than or equal to a first preset value, and a second membership function set is preset when the acceleration of the electromagnet is less than the first preset value, including: The influence characteristics of aerodynamic lift on the electromagnet at different speeds were analyzed. Based on the aforementioned influence characteristics, a first membership function set is constructed when the acceleration of the electromagnet is greater than or equal to a first preset value, and a second membership function set is constructed when the acceleration of the electromagnet is less than the first preset value.

[0012] Optionally, the influence characteristics of aerodynamic lift on the electromagnet at different speeds are analyzed, including: Establish an electromagnet simulation model; The electromagnet simulation model was used to perform train dynamics simulations at different speeds, and the simulation results were obtained. Based on the simulation results, the influence characteristics of aerodynamic lift on the electromagnet at different speeds were determined.

[0013] Optionally, for each control parameter, an updated value is obtained based on the current value and the adjusted value of the control parameter, including: For each control parameter, the current value and the adjustment value of the control parameter are added together to obtain the updated value of the control parameter.

[0014] Optionally, the control parameters include at least one of the proportional gain coefficient, integral gain coefficient, and derivative gain coefficient.

[0015] This application also provides a suspension guidance control system, including: Storage modules are used to store computer programs; A levitation guidance control module is used to implement the steps of the levitation guidance control method as described above when executing the computer program.

[0016] Optionally, the suspension guidance control system further includes: The first sensor module is used to collect sensing information, which includes at least the gap information between each electromagnet in the electromagnet module and the track. The magnet action module, connected to the first sensor module and the electromagnet module, is used to receive and process the sensing information collected by the first sensor module, send the processed information to the levitation guidance control module, and receive the control command generated by the levitation guidance control module based on the processed information to adjust the electromagnetic force of the electromagnet.

[0017] Optionally, each of the electromagnets in the electromagnet module includes a levitation electromagnet and a guiding electromagnet, and the first sensor module includes: A guide sensor is used to acquire information about the first gap between the guide electromagnet and the track. A levitation sensor is used to acquire information about the second gap between the levitation electromagnet and the track. The sensing information includes the first gap information and the second gap information.

[0018] Optionally, the magnet actuation module includes: The second sensor module is used to collect electrical state information inside the magnet actuation module. The electrical state information includes at least voltage, current, and switching state information of the power switch module. The safety execution module is connected to the first sensor module and the second sensor module respectively, and is used to perform safety verification and processing on the sensing information and the electrical status information to obtain the processed information, and send the processed information to the suspension guidance control module. The power switch module is connected to the safety execution module and the electromagnet module, and is used to adjust the switch state in response to the drive command generated by the safety execution module so as to drive the electromagnet module to generate electromagnetic force. The safety execution module is also used to receive the control command output by the levitation guidance control module, and generate the drive command to the power switch module after the verification is passed.

[0019] Optionally, the levitation guidance control module and the magnet action module are connected via a dual-channel communication network, which includes a first communication channel and a second communication channel that are independent of each other.

[0020] Optionally, the first communication channel is a first ring communication network, and the second communication channel is a second ring communication network; Both the first ring communication network and the second ring communication network connect the levitation guidance control module and the magnet action module in series to form a closed loop.

[0021] Optionally, the levitation guidance control module includes a main control unit and a backup control unit that are redundant with each other, and both the main control unit and the backup control unit are used to execute the levitation guidance control method as described in any of the above. The suspension guidance control system also includes a suspension guidance controller, which establishes communication connections with both the main control unit and the backup control unit. The levitation guide controller is used to monitor the health status of the main control unit and the backup control unit, select the main control unit to output control commands in normal operation mode, and generate a switching command to activate the backup control unit to output control commands when a fault is detected in the main control unit.

[0022] This application also provides a vehicle, including a vehicle body, an electromagnet module, and a suspension guidance control system as described in any of the above.

[0023] Optionally, the electromagnet module includes multiple levitation electromagnets and multiple guide electromagnets distributed along the length of the vehicle.

[0024] Optional, also includes: The power supply module is electrically connected to both the levitation guidance control system and the electromagnet module, and is used to provide electrical energy for the operation of the levitation guidance control system and for the electromagnet module to generate electromagnetic force.

[0025] Optional, also includes: A heat dissipation module is provided corresponding to the electromagnet module and is used to dissipate the heat generated by the electromagnet module during operation, so as to maintain the temperature of the electromagnet module within a safe temperature range.

[0026] As can be seen, this application determines the controller's control parameters by acquiring the motion state information of the electromagnet relative to the track and combining it with the current suspension gap value and the current suspension gap change rate. This allows the control parameters to change with the real-time motion state of the vehicle, instead of using preset fixed values. Based on these real-time determined control parameters, control commands are generated in conjunction with the target gap value and the current gap value to adjust the electromagnetic force. This enables the controller to match the corresponding control strategy according to the current actual working conditions when subjected to strong coupling between the vehicle and the track or aerodynamic disturbances. This solves the problems of response lag, excessive overshoot, and even instability caused by the inability of fixed parameters to adapt to drastically changing motion states in existing technologies. It achieves stable tracking of the suspension gap and improves response speed and operational stability. Attached Figure Description

[0027] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 A flowchart of the steps of a suspension guidance control method provided in this application; Figure 2A flowchart of a suspension guidance control provided in this application; Figure 3 This is a schematic diagram of a suspension guidance control system provided in this application. Detailed Implementation

[0029] The core of this application is to provide a suspension guidance control method, system, and vehicle, which solves the problems of response lag, excessive overshoot, and even instability caused by the inability of fixed parameters to adapt to drastically changing motion states in existing technologies. It achieves stable tracking of the suspension gap and improves response speed and operational stability.

[0030] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0031] Firstly, referring to Figure 1 This application provides a levitation guidance control method applied to a vehicle, such as a maglev train. The maglev train is equipped with at least one electromagnet, and a levitation gap is formed between the electromagnet and the track. The levitation guidance control method includes: S101: Obtain motion state information of the electromagnet relative to the track.

[0032] Among them, motion state information refers to information that characterizes the motion trend of the electromagnet relative to the track. This motion trend includes, but is not limited to, the electromagnet accelerating away from the track, the electromagnet decelerating away from the track, the electromagnet accelerating towards the track, or the electromagnet decelerating towards the track. Considering that different motion trends directly reflect the current magnitude and direction of the electromagnet's inertia, for example, when the electromagnet is accelerating away from the track, its downward inertial force is the greatest. If the control command is only output according to the current suspension gap error (the difference between the current suspension gap value and the target suspension gap value) to adjust the electromagnet's electromagnetic force, the electromagnetic force will be insufficient to effectively suppress the expansion of the suspension gap, leading to suspension instability. Conversely, when the electromagnet is decelerating towards the track, although the suspension gap is decreasing, the upward inertia makes it risk overshooting the equilibrium point. If the attraction force is increased according to the existing control logic at this time, it is very easy to cause overshooting the track or trigger high-frequency oscillation. Therefore, by obtaining the motion trend of the electromagnet relative to the track, the direction and magnitude of the inertial force can be determined in advance. When generating control commands, the corresponding compensation amount can be pre-added to counteract the inertial influence, so that the electromagnet can smoothly return to the target suspension gap and avoid overshoot or instability caused by reaction lag.

[0033] As an optional embodiment, the velocity and acceleration can be obtained by reading the measured data of the accelerometer or by calculating the signal collected by the gap sensor, thereby obtaining the motion state information of the electromagnet relative to the track. This embodiment does not specifically limit the means of obtaining the motion state information of the electromagnet relative to the track.

[0034] Furthermore, this step can acquire the motion state information of the electromagnet relative to the track on a periodic basis, or it can acquire the motion state information of the electromagnet relative to the track when preset acquisition conditions are met. The preset acquisition conditions include, but are not limited to, the rate of change of the suspension gap exceeding a set threshold, or the detection of vibration signals at the track joint. In this embodiment, the triggering conditions for acquiring the motion state information of the electromagnet relative to the track are not limited.

[0035] This step introduces motion state information as the basis for control, enabling the controller to sense the dynamic inertial characteristics of the electromagnet. This allows the controller to compensate for inertial effects in advance in the control commands, effectively suppressing levitation instability and overshoot caused by inertia, and providing key inertial trend data for the dynamic adjustment of subsequent control parameters.

[0036] S102: Obtain the current suspension gap value between the electromagnet and the track, and the current suspension gap change rate corresponding to the current suspension gap value.

[0037] Specifically, in this embodiment, the current suspension gap value between the electromagnet and the track can be determined by the signal collected by the gap sensor, and the current suspension gap change rate can be calculated based on multiple continuously collected suspension gap values, including the current suspension gap value. The current suspension gap change rate characterizes how quickly the suspension gap changes over time, and is calculated based on a first relational expression, which is: ,in, Let E be the current rate of change of the suspension gap, E be the current suspension gap value, and t be time.

[0038] It can be understood that the current suspension gap value can characterize the actual distance between the electromagnet and the track. By comparing the current suspension gap value with the target suspension gap value, the suspension gap error is obtained, thus forming a position feedback loop to ensure that the electromagnet can maintain the set equilibrium position. The current suspension gap change rate serves as a key state variable reflecting the dynamic characteristics of the system, used to identify the motion trend and intensity of the electromagnet in real time, and thus as the basis for adjusting the controller parameters (such as proportional, integral, or derivative gain coefficients).

[0039] As an optional embodiment, the current rate of change of the suspension gap can also be obtained by directly reading the data from the speed sensor installed on the electromagnet. This embodiment does not limit the specific means of obtaining the current rate of change of the suspension gap.

[0040] In this embodiment, the electromagnets include, but are not limited to, levitation electromagnets and guide electromagnets. Correspondingly, the current levitation gap value includes the current levitation gap value of the levitation electromagnet and the guide gap value of the guide electromagnet (collectively referred to here as the current levitation gap value), and the current levitation gap change rate includes the current levitation gap change rate of the levitation electromagnet and the guide gap change rate of the guide electromagnet (collectively referred to here as the current levitation gap change rate). In this embodiment, the control process for each electromagnet is the same; therefore, only one electromagnet is used as an example for explanation. The control process for another type of electromagnet is similar.

[0041] This step, by simultaneously acquiring the current suspension gap value and its rate of change, enables the control system to more accurately determine the stability of the current suspension state and provides precise input for the dynamic adjustment of subsequent control parameters, thereby improving the timeliness and accuracy of the control response.

[0042] S103: Determine the controller's control parameters using motion state information, current suspension gap value, and current suspension gap change rate.

[0043] In this embodiment, the controller can specifically be a PID controller, and the control parameters include, but are not limited to, the proportional gain coefficient, the integral gain coefficient, and the derivative gain coefficient. The proportional gain coefficient determines the control system's response sensitivity to suspension gap errors, enabling rapid adjustment of the electromagnetic force to reduce the error when a deviation occurs in the suspension gap. The integral gain coefficient is used to accumulate historical error information to eliminate steady-state error and ensure suspension accuracy. The derivative gain coefficient reflects the changing trend of the suspension gap and is used to predict the direction of error change, thereby suppressing the system's oscillation tendency.

[0044] In this embodiment, the controller's control parameters are not a set of fixed values, but rather dynamic parameters calculated in real time based on motion state information, the current suspension gap value, and the current suspension gap change rate. Specifically, when the motion state information indicates that the electromagnet is accelerating away from the track or decelerating towards the track, resulting in a large inertial impact, or when the current suspension gap change rate is large, indicating that the suspension gap is fluctuating violently, control parameters adapted to the current operating condition are dynamically calculated to meet the control system's requirements for inertial suppression and response speed, preventing collisions or instability due to overshoot. When the electromagnet is in a stable suspension state and the current suspension gap value is stable near the target suspension gap value, control parameters adapted to this stable state are dynamically calculated to meet the control system's requirements for noise suppression and steady-state accuracy, thereby eliminating residual errors. The control parameters calculated in this way can match the instantaneous operating state of the electromagnet in real time, avoiding the problem of not being able to simultaneously consider fast response and system stability when using fixed parameters.

[0045] This step integrates motion state information with gap feedback information, enabling dynamic adjustment of control parameters. This allows the control system to automatically switch control strategies based on real-time operating conditions, enhancing response speed and suppressing inertia under strong disturbances, and improving steady-state accuracy and noise resistance under stable operating conditions. This, in turn, enhances the adaptability of the control system to different operating environments.

[0046] S104: Generate control commands based on the target suspension gap value, the current suspension gap value, and control parameters to adjust the electromagnetic force of the electromagnet.

[0047] Specifically, after dynamically calculating the control parameters adapted to the current operating conditions, the difference between the target suspension gap value and the current suspension gap value is first calculated to obtain the current suspension gap error. Then, the PID controller performs proportional, integral, and derivative operations based on the current suspension gap error using the dynamically calculated proportional gain coefficient, integral gain coefficient, and derivative gain coefficient to solve for the control command used to drive the power switch module. Then, the electromagnetic force generated by the electromagnet is adjusted by adjusting the coil current to make the actual suspension state approach the target state.

[0048] As another optional embodiment, control commands can be generated based on the target suspension gap value, the current suspension gap value, and the current suspension gap change rate to adjust the electromagnetic force of the electromagnet.

[0049] Specifically, the process begins by executing the steps described above: based on motion state information, the current suspension gap value, and the current suspension gap change rate, the proportional gain coefficient, integral gain coefficient, and derivative gain coefficient adapted to the current operating condition are dynamically calculated. Then, using the dynamically calculated control parameters, proportional, integral, and derivative operations are performed on the difference between the target suspension gap value and the current suspension gap value (i.e., the current suspension gap error) to obtain the basic feedback control quantity. The current suspension gap change rate is then multiplied by a preset feedforward gain coefficient to obtain the feedforward compensation quantity. Finally, the basic feedback control quantity and the feedforward compensation quantity are linearly superimposed to synthesize the final control command, which drives the power switching module to adjust the electromagnetic force of the electromagnet, referring to... Figure 2 As shown.

[0050] In this optional embodiment, dynamically adjusted control parameters form a feedback control loop, primarily responsible for eliminating steady-state errors and suppressing system oscillations. The directly introduced current rate of change of the suspension gap serves as a feedforward quantity, capable of directly generating a reverse compensation force when the electromagnet experiences sudden speed changes or inertial impacts. This approach eliminates the need to wait for the suspension gap error to expand before adjustment, instead proactively offsetting the inertial force. By combining dynamic parameter feedback with feedforward compensation, control accuracy under complex operating conditions is ensured, effectively reducing electromagnet overshoot and vibration amplitude when the vehicle is running at high speed or traversing uneven track sections, thereby improving the smoothness of vehicle operation.

[0051] As can be seen, this application obtains the motion state information of the electromagnet relative to the track, and determines the control parameters of the controller by combining the current suspension gap value and the current suspension gap change rate. This allows the control parameters to change with the real-time motion state of the vehicle, instead of using preset fixed values. Based on these real-time determined control parameters, control commands are generated in conjunction with the target gap, the current gap, and the current suspension gap change rate to adjust the electromagnetic force. This enables the controller to match the corresponding control strategy according to the current actual working conditions when subjected to strong coupling between the vehicle and the track or aerodynamic disturbances. This solves the problem of response lag, excessive overshoot, or even instability caused by the inability of fixed parameters to adapt to drastically changing motion states in existing technologies. It achieves stable tracking of the suspension gap and improves response speed and operational stability.

[0052] Based on the above embodiments: In one exemplary embodiment, the motion state information includes the current acceleration of the electromagnet; Using motion state information, the current suspension gap value, and the current suspension gap change rate, the controller's control parameters are determined, including: Based on the current acceleration, the current suspension gap value, and the current suspension gap change rate, generate an adjustment value for at least one control parameter of the controller; For each control parameter, the updated value of the control parameter is obtained based on the current value and the adjustment value of the control parameter; Based on the target suspension gap value, the current suspension gap value, and control parameters, control commands are generated to adjust the electromagnetic force of the electromagnet, including: Control commands are generated based on the target suspension gap value, the current suspension gap value, and the updated values ​​of the control parameters to adjust the electromagnetic force of the electromagnet.

[0053] In this embodiment, the motion state information can specifically be the acceleration of the electromagnet. Due to the mounting structure of the gap sensor, its detection surface faces the lower surface of the long stator. The direction closer to the track is defined as the negative direction, and the direction farther from the track is defined as the positive direction. Therefore, a current acceleration less than 0 collected by the sensor indicates that the electromagnet has an acceleration component toward the track (i.e., a tendency to accelerate toward the track or decelerate away from the track), while a current acceleration greater than or equal to 0 indicates that the electromagnet has an acceleration component away from the track (i.e., a tendency to decelerate toward the track or accelerate away from the track).

[0054] For example, if the current suspension gap value E is 12mm and the current suspension gap change rate ΔE is -1mm / s, it means that the suspension gap is decreasing at a rate of 1mm / s (i.e., the electromagnet is moving closer to the track). There are two scenarios as follows: Scenario 1: The current acceleration is less than 0, which means that the electromagnet is accelerating closer to the track. The absolute value of the current rate of change of the suspension gap ΔE is increasing. At the next moment, the current rate of change of the suspension gap ΔE may become -1.5mm / s, and the suspension gap will decrease even faster. Scenario 2: If the current acceleration is greater than or equal to 0, it means that the electromagnet is decelerating and approaching the track. The absolute value of the current rate of change of the suspension gap ΔE is decreasing. At the next moment, the current rate of change of the suspension gap ΔE may become -0.5mm / s, and the suspension gap decreases even more slowly.

[0055] For example, if the current suspension gap value E is 5mm and the current suspension gap change rate ΔE is 1mm / s, it means that the suspension gap is increasing at a rate of 1mm / s, that is, the electromagnet is moving away from the track. There are two scenarios: Scenario 1: The current acceleration is less than 0, which means that the electromagnet is decelerating away from the track. The absolute value of the current rate of change of the suspension gap ΔE is decreasing. At the next moment, the current rate of change of the suspension gap ΔE may become 0.5 mm / s, and the suspension gap increases more slowly. Scenario 2: If the current acceleration is greater than or equal to 0, it means that the electromagnet is accelerating away from the track. The absolute value of the current rate of change of the suspension gap ΔE is increasing. At the next moment, ΔE may become 1.5 mm / s, and the suspension gap will increase even faster.

[0056] Therefore, an adjustment value for at least one control parameter of the controller can be generated based on the current acceleration, the current suspension gap value, and the current suspension gap change rate.

[0057] The proportional gain coefficient, integral gain coefficient, and derivative gain coefficient of the control parameters mentioned above will still be used as examples for explanation.

[0058] For the proportional gain coefficient, an adjustment value for the proportional gain coefficient is generated using the current acceleration, the current suspension gap value, and the current suspension gap change rate. Afterwards, The current value of the proportional gain coefficient By adding them together, we can obtain the updated value of the proportional gain coefficient. It can be understood that the updated value of the proportional gain coefficient obtained in this dynamic calculation is... This is the current value of the proportional gain coefficient to be used in the next dynamic calculation.

[0059] For the integral gain coefficient, an adjustment value for the integral gain coefficient is generated using the current acceleration, the current suspension gap value, and the current suspension gap change rate. Afterwards, With the current value of the integral gain coefficient By adding them together, we can obtain the updated value of the integral gain coefficient. It can be understood that the updated value of the integral gain coefficient obtained from this dynamic calculation is... This is the current value of the integral gain coefficient to be used in the next dynamic calculation.

[0060] For the differential gain coefficient, an adjustment value is generated using the current acceleration, current suspension gap value, and current suspension gap change rate. Afterwards, With the current value of the differential gain coefficient By adding them together, we can obtain the updated value of the differential gain coefficient. It can be understood that the updated value of the differential gain coefficient obtained from this dynamic calculation... This is the current value of the differential gain coefficient to be used in the next dynamic calculation.

[0061] Then, the difference between the target suspension gap value and the current suspension gap value is calculated to obtain the current suspension gap error. Then, the PID controller performs proportional, integral and derivative operations based on the current suspension gap error and the updated values ​​of the dynamically calculated proportional gain coefficient, integral gain coefficient and derivative gain coefficient to solve the control command for driving the power switch module. Then, the electromagnetic force generated by the electromagnet is adjusted by adjusting the coil current so that the actual suspension state approaches the target state.

[0062] In one exemplary embodiment, the levitation guidance control method further includes: A first membership function set is preset when the acceleration of the electromagnet is greater than or equal to a first preset value, and a second membership function set is preset when the acceleration of the electromagnet is less than the first preset value; Based on the current acceleration, current suspension gap value, and current suspension gap change rate, generate an adjustment value for at least one control parameter of the controller, including: Based on the relationship between the current acceleration and the first preset value, the target membership function set is determined from the first membership function set and the second membership function set; Using the target membership function set, the current suspension gap value, and the current suspension gap change rate, the fuzzy output of at least one control parameter is calculated; The fuzzy output of at least one control parameter is processed to obtain the adjustment value of at least one control parameter.

[0063] In this embodiment, fuzzy control based on acceleration state switching is used when dynamically calculating the adjustment value of the control parameters.

[0064] Specifically, multiple fuzzy sets (fuzzy language variable sets) are first defined for the current suspension gap value and the current suspension gap change rate. These multiple fuzzy sets can include the following seven fuzzy sets: negative large NB, negative medium NM, negative small NS, zero ZE, positive small PS, positive medium PM, and positive large PB.

[0065] This embodiment defines two different membership function sets for the relationship between the electromagnet and a first preset value (e.g., 0). One set corresponds to a current acceleration greater than or equal to the first preset value, and the other set corresponds to a current acceleration less than the first preset value. The first membership function set includes multiple membership functions, the number of which is the same as the number of fuzzy sets. For example, it may include seven membership functions, each corresponding to one of the seven fuzzy sets mentioned above. Similarly, the second membership function set includes multiple membership functions, the number of which is the same as the number of fuzzy sets. For example, it may include seven membership functions, each corresponding to one of the seven fuzzy sets mentioned above.

[0066] It is understandable that for the same fuzzy set (e.g., Zhengda PB), membership functions with different shapes or parameters exist in the first and second membership function sets. This differentiated design allows the controller to adjust the shape of the membership function to improve control sensitivity and damping effect under dangerous conditions of accelerating towards the track, thereby quickly suppressing the risk of impact. Conversely, under safe conditions of decelerating towards or away from the track, the sensitivity is reduced to avoid oscillations caused by over-adjustment, thus significantly improving the dynamic stability and anti-interference capability of the suspension system. When the current acceleration of the electromagnet is greater than or equal to 0, the corresponding membership function in the first membership function set is called for fuzzification calculation; when the current acceleration of the electromagnet is less than 0, the corresponding membership function in the second membership function set is called for fuzzification calculation.

[0067] In actual operation, the relationship between the current acceleration and the first preset value is first determined: if the current acceleration is greater than or equal to the first preset value, the first membership function set is determined as the target membership function set; if the current acceleration is less than the first preset value, the second membership function set is determined as the target membership function set.

[0068] Based on the membership functions in the selected target membership function set, the current suspension gap value and the current suspension gap change rate are mapped to corresponding fuzzy linguistic variables. Combined with a pre-set fuzzy inference rule base, inference is performed to obtain the fuzzy output of the control parameters (e.g., the inference result is a proportional gain adjustment of PB). Subsequently, the fuzzy output of the control parameters is defuzzified to obtain the precise adjustment value of the control parameters, such as... This state-specific precise control strategy ensures that the maglev train maintains the optimal suspension gap in different operating phases, effectively extending equipment life and improving ride comfort.

[0069] In one exemplary embodiment, the fuzzy output of at least one control parameter is calculated using the target membership function set, the current suspension gap value, and the current suspension gap change rate, including: Based on the membership functions of each fuzzy set in the target membership function set, calculate the first membership degree set of the gap value relative to each fuzzy set, and calculate the second membership degree set of the current suspension gap change rate relative to each fuzzy set. The fuzzy output of at least one control parameter is obtained based on the first membership set, the second membership set, and the fuzzy inference rules.

[0070] In this embodiment, after determining the target membership function set, fuzzification processing is performed: Based on the membership function corresponding to the first fuzzy set (negative large NB) in the target membership function set, the membership degree u1_NB of the current suspension gap value relative to the first fuzzy set is calculated; based on the membership function corresponding to the second fuzzy set (negative medium NM) in the target membership function set, the membership degree u1_NM of the current suspension gap value relative to the second fuzzy set is calculated; based on the membership function corresponding to the third fuzzy set (negative small NS) in the target membership function set, the membership degree u1_NS of the current suspension gap value relative to the third fuzzy set is calculated; based on the membership function corresponding to the fourth fuzzy set (zero ZE) in the target membership function set, the membership degree u1_NS of the current suspension gap value relative to the fourth fuzzy set is calculated. The membership degree u1_ZE of the set is calculated by: 1) Calculating the membership degree u1_PS of the current suspension gap value relative to the fifth fuzzy set (positive small PS) based on the membership function corresponding to the fifth fuzzy set in the target membership function set; 2) Calculating the membership degree u1_PM of the current suspension gap value relative to the sixth fuzzy set (positive middle PM) based on the membership function corresponding to the sixth fuzzy set in the target membership function set; and 3) Calculating the membership degree u1_PB of the current suspension gap value E relative to the seventh fuzzy set (positive large PB) based on the membership function corresponding to the seventh fuzzy set in the target membership function set. This constitutes the first membership degree set U1, which contains the elements {u1_NB, u1_NM, u1_NS, u1_ZE, u1_PS, u1_PM, u1_PB}.

[0071] The above is only the method for calculating the membership degree of the current suspension gap value E relative to each fuzzy set. For the current suspension gap change rate... Using the same calculation method, the membership degree (u2_XX) of the target membership function set is calculated relative to each fuzzy set using the corresponding membership function, to obtain the second membership degree set U2, which contains the elements {u2_NB, u2_NM, u2_NS, u2_ZE, u2_PS, u2_PM, u2_PB}.

[0072] In this embodiment, the fuzzy inference rules include a set of sub-inference rules corresponding to each control parameter to be adjusted. Each set of sub-inference rules defines the fuzzy mapping relationship between input variables and output variables: if E belongs to a certain fuzzy set, and If a control parameter belongs to a certain fuzzy set, then the adjustment value of the control parameter corresponding to that sub-inference rule is determined to belong to that specific fuzzy set. This specific fuzzy set is a contributor to the fuzzy output of that control parameter. The adjustment value of the control parameter is... Taking this as an example, the sub-reasoning rules corresponding to Ki include: E belongs to PB and If it belongs to NS, then This belongs to PM. The above is only an example of a single fuzzy inference rule. Since each of the two input variables contains 7 fuzzy sets, their complete combination constitutes the fuzzy inference rule base. Therefore, each set of inference rules includes a total of 49 fuzzy inference rules. In a single control operation, these 49 rules will be evaluated in parallel and converged into a unique fuzzy output for each control parameter through a fuzzy synthesis algorithm.

[0073] As an optional implementation, considering that at any given time, the membership degree of the current suspension gap value and the current suspension gap change rate relative to most fuzzy sets is usually 0, that is, only a few adjacent fuzzy sets have non-zero membership degrees, a sparsity strategy can be adopted when actually performing fuzzy inference. Only those fuzzy inference rules associated with fuzzy sets involving non-zero membership degrees can be selected and activated. These activated rules are used to determine the final fuzzy output of the control parameter, thereby ignoring invalid rules with zero antecedent membership degrees, so as to reduce computational complexity and improve real-time performance.

[0074] In one exemplary embodiment, processing the fuzzy output of at least one control parameter to obtain an adjustment value for at least one control parameter includes: For each control parameter, the fuzzy output of the control parameter is calculated using the centroid method to obtain the adjustment value of the control parameter.

[0075] Construct a comprehensive fuzzy output set of control parameters. This step involves weighting and truncating or scaling the conclusions of all activated fuzzy inference rules (i.e., the fuzzy sets output by each rule) based on the trigger strength of each rule (obtained from the membership degree of the input variables through fuzzy computation), and then performing a union operation on all processed sub-fuzzy sets to form a complete, non-standardized comprehensive fuzzy output membership function curve. The geometric centroid of the region enclosed by this comprehensive fuzzy output membership function curve and the horizontal axis is calculated. Specifically, the product of the horizontal axis (representing the precise value of the control parameter adjustment) and the corresponding comprehensive membership degree value is integrated over the entire output universe (or summed in the discretized system), and the result is divided by the integral (or summed) of the comprehensive membership degree value over the entire output universe. The projection of the calculated centroid point onto the horizontal axis is determined as the final adjustment value (i.e., the precise value) of the control parameter, which is directly used to update the corresponding parameters in the controller.

[0076] The centroid method in this embodiment fully considers the contribution and membership degree of all activated rules, rather than relying solely on peak or boundary values. Therefore, when the input variables (levitation gap and its rate of change) change slightly, the output control parameter adjustment value will also change smoothly, effectively avoiding jitter or abrupt changes in the control process and improving the stability of the levitation system. By utilizing all shape information of the fuzzy output set (including width, height, and asymmetry), it can more accurately reflect the comprehensive results of fuzzy inference, making control decisions more precise. Even when the output membership function has an irregular shape or multiple peaks, the centroid method can still calculate a representative single accurate value, exhibiting good adaptability and anti-interference ability, making it very suitable for nonlinear systems like magnetic levitation that require extremely high control precision.

[0077] In an exemplary embodiment, a first membership function set is preset when the acceleration of the electromagnet is greater than or equal to a first preset value, and a second membership function set is preset when the acceleration of the electromagnet is less than the first preset value, including: Analyze the influence characteristics of aerodynamic lift on electromagnets at different speeds; Based on the influence characteristics, a first membership function set is constructed when the acceleration of the electromagnet is greater than or equal to a first preset value, and a second membership function set is constructed when the acceleration of the electromagnet is less than the first preset value; The study analyzes the influence characteristics of aerodynamic lift on electromagnets at different speeds, including establishing an electromagnet simulation model; using the electromagnet simulation model to perform train dynamics simulations at different speeds and obtaining simulation results; and based on the simulation results, determining the influence characteristics of aerodynamic lift on electromagnets at different speeds.

[0078] In this embodiment, based on the working principle of a conventional maglev train levitation achieved by adjusting the current in the electromagnet coil in real time to generate a controllable attractive force, a current-gap-magnetic force mathematical model describing the nonlinear relationship between the electromagnet current, the levitation gap, and the electromagnetic force is first established. Then, based on measured electromagnetic force test data of the levitation electromagnet assembly and the guiding electromagnet assembly under different target gaps and different excitation current conditions, the parameters of the current-gap-magnetic force mathematical model are identified and corrected, resulting in a high-precision electromagnet simulation model. Furthermore, the high-precision electromagnet simulation model is used to simulate the train's dynamic response under different operating conditions, and statistical analysis is performed to derive the acceleration impact law of external disturbances such as aerodynamic lift on the electromagnet at different train speeds. Finally, the levitation control algorithm corresponding to the electromagnet is optimized based on the aforementioned acceleration impact law. It should be noted that the specific implementation method for optimizing the levitation control algorithm is to dynamically adjust the domain range, shape parameters, and overlap of the membership functions corresponding to each fuzzy linguistic variable in the first and second membership function sets.

[0079] By establishing a high-precision electromagnet simulation model and quantifying the aerodynamic lift impact law at different speeds, this embodiment can accurately identify the characteristics of trains operating under two different conditions: low-speed stable operation and high-speed strong wind disturbance. Based on this, two sets of differentiated membership function sets (the first membership function set and the second membership function set) are constructed, allowing the suspension control algorithm to no longer rely on a single fixed control parameter. Instead, it can adaptively switch or adjust the fuzzy control strategy according to the real-time monitored electromagnet acceleration amplitude. This effectively solves the problems of traditional fixed-parameter controllers easily oscillating and diverging under high-speed aerodynamic disturbances, or being overly sensitive in low-speed conditions leading to increased energy consumption, significantly improving the robustness of the system across the entire speed range. This embodiment does not directly set control parameters based on theoretical formulas, but first identifies and corrects the parameters of the current-gap-magnetic mathematical model using measured electromagnetic force test data, constructing a high-fidelity electromagnet simulation model. This process eliminates nonlinear errors (such as magnetic saturation and edge effects) between the theoretical model and actual physical components, making the acceleration impact law derived from the simulation results highly consistent with the actual operating scenario. The membership function set optimized based on this principle can more accurately match the actual aerodynamic disturbance characteristics, reduce the number of on-site debugging sessions, and improve the reliability of the control algorithm in practical engineering applications.

[0080] Secondly, please refer to Figure 3 This application also provides a suspension guidance control system, including: Storage modules are used to store computer programs; The levitation guidance control module is used to implement the steps of any of the levitation guidance control methods described above when executing a computer program.

[0081] In this embodiment, the storage module not only stores the computer program, but also pre-sets a parameter library of the current-gap-magnetic mathematical model corrected by measured data, as well as a first membership function set and a second membership function set preset for different operating conditions (such as high speed and strong wind, low speed and stable conditions). During operation, the levitation guidance control module calls these model parameters and fuzzy rules in real time, combines them with the received feedback information, dynamically calculates and outputs the optimal current adjustment command (control command), and ensures that the electromagnet can maintain a stable levitation gap and guiding position under different speeds and interference environments.

[0082] In one exemplary embodiment, the suspension guidance control system further includes: The first sensor module is used to collect sensing information, which includes at least the gap information between each electromagnet in the electromagnet module and the track. The magnet action module, connected to the first sensor module and the electromagnet module, is used to receive and process the sensing information collected by the first sensor module, send the processed information to the suspension guidance control module, and receive the control command generated by the suspension guidance control module based on the processed information to adjust the electromagnetic force of the electromagnet.

[0083] In this embodiment, the processing includes, but is not limited to, analog-to-digital conversion. After converting the sensing information into the current suspension gap value, the current suspension gap change rate and the current acceleration are calculated. The processed information (current suspension gap value, current suspension gap change rate, and current acceleration) is packaged and sent to the suspension guidance control module. The suspension guidance control module calculates control parameters and control commands based on the received current suspension gap value, current suspension gap change rate, and current acceleration. The control commands are then sent to the magnet actuation module so that the magnet actuation module can control the coil current of the electromagnet, thereby adjusting the electromagnetic force of the electromagnet.

[0084] In an exemplary embodiment, each electromagnet in the electromagnet module includes a levitation electromagnet and a guide electromagnet, and the first sensor module includes: A guide sensor is used to acquire information about the initial gap between the guide electromagnet and the track. A levitation sensor is used to acquire information about the second gap between the levitation electromagnet and the track. The sensing information includes first gap information and second gap information.

[0085] In this embodiment, the levitation electromagnet primarily generates a vertical attractive force, while the guide electromagnet primarily generates a horizontal force. The first gap information collected by the guide sensor represents the lateral gap, and the second gap information collected by the levitation sensor represents the vertical gap. The sensing information in this embodiment is the combination of the first and second gap information.

[0086] In one exemplary embodiment, the magnet actuation module includes: The second sensor module is used to collect electrical status information inside the magnet action module. The electrical status information includes at least voltage, current and switching status information of the power switch module. The safety execution module is connected to the first sensor module and the second sensor module respectively. It is used to perform safety verification and processing on the sensing information and electrical status information, obtain the processed information, and send the processed information to the suspension guidance control module. The power switch module, connected to the safety execution module and the electromagnet module, is used to adjust the switch state in response to the drive command generated by the safety execution module, so as to drive the electromagnet module to generate electromagnetic force. The safety execution module is also used to receive control commands output by the levitation guidance control module, and generate drive commands to the power switch module after verification.

[0087] The safety execution module integrates the external gap information of the first sensor module with the internal electrical information of the second sensor module (such as the physical consistency between current surges and gap changes). This can eliminate abnormal noise or fault data, ensuring that the feedback data transmitted to the suspension guidance control module is true and reliable. On the other hand, it verifies the control commands issued by the suspension guidance control module and only converts the commands into drive signals when they meet the current electrical state and safety thresholds. This effectively prevents the risks of overcurrent, instability, or derailment caused by sensor drift, algorithm malfunction, or power device failure.

[0088] In one exemplary embodiment, the levitation guidance control module and the magnet action module are connected via a dual-channel communication network, which includes a first communication channel and a second communication channel that are independent of each other.

[0089] In this embodiment, the first communication channel and the second communication channel are completely isolated in terms of physical wiring, and are routed through different cable trays or use shielded cables of different colors to prevent single-point physical damage from causing simultaneous failure of both channels.

[0090] In one exemplary embodiment, the first communication channel is a first ring communication network, and the second communication channel is a second ring communication network; Both the first and second ring communication networks connect the suspension guidance control module and the magnet action module in series to form a closed loop.

[0091] In this embodiment, a ring network topology is used to enable bidirectional data transmission within the loop. If a cable breaks or a communication interface at a node fails, the data stream will automatically reroute in the opposite direction of the loop, forming a self-healing loop and ensuring uninterrupted communication between the levitation guidance control module and the magnet actuation module.

[0092] In one exemplary embodiment, the levitation guidance control module includes a main control unit and a backup control unit that are redundant with each other, both of which are used to execute the levitation guidance control method as described above; The suspension guidance control system also includes a suspension guidance controller, which establishes communication connections with both the main control unit and the backup control unit; The levitation guide controller is used to monitor the health status of the main control unit and the backup control unit. In normal operation mode, it selects the main control unit to output control commands, and when a failure is detected in the main control unit, it generates a switching command to activate the backup control unit to output control commands.

[0093] The main control unit, as the core of the main control under normal operating conditions, establishes a communication link directly with the magnet action module through the first ring communication network. It is responsible for sending current control commands generated by fuzzy inference calculation in real time and receiving sensor feedback data from the lower level. At the same time, although the backup control unit is physically connected to the magnet action module through an independent second ring communication network, its communication interface can be configured to monitor and synchronize in normal operating mode.

[0094] Specifically, while receiving commands from the main control unit via the first ring network, the magnet actuation module simultaneously forwards the collected raw sensing information (including first and second gap information and electrical status information) and key intermediate calculation results issued by the main control unit (such as real-time acceleration determination values, currently selected membership function set identifiers, integrator status, etc.) to the second ring network in real time. After receiving this data, the backup control unit runs the same levitation guidance control algorithm process as the main control unit in parallel locally. That is, the controller status register, fuzzy logic inference engine, and integral accumulator within the backup unit maintain microsecond-level dynamic consistency with the main control unit, remaining in a hot-backup ready state.

[0095] The levitation guide controller, acting as an arbitration node, periodically sends heartbeat detection packets to the primary and backup units and compares their operational health flags. If a hardware failure (such as CPU overload or memory error), software deadlock, or abnormal computation result (such as output current command exceeding physical limits) is detected in the primary control unit, the levitation guide controller sends a blocking command to the first ring network, cutting off the primary control unit's drive permission to the magnet actuation module. It then sends an activation signal to the backup control unit, switching it from synchronous monitoring mode to active control mode. Since the backup control unit has pre-synchronized the latest system status and sensor data, its first control command directly matches the current actual operating condition of the electromagnet, without requiring re-initialization or a convergence process. Subsequently, the safety execution module of the magnet actuation module automatically recognizes the drive command from the second ring network (i.e., the backup control unit), completing a smooth, uninterrupted transfer of control.

[0096] This embodiment, based on the redundancy design of physical isolation of dual-ring networks and real-time hot synchronization of data, eliminates the switching delay and state change risks present in traditional cold backup or warm backup schemes, ensuring that the suspension gap fluctuates little under extreme conditions of single-point controller failure, thus guaranteeing absolute operational safety.

[0097] Furthermore, considering that current levitation and guidance systems mostly employ a decentralized single-point control method, where each levitation / guidance point is independently controlled according to its own target gap, while this can basically achieve levitation and guidance stability for maglev vehicles, it has limitations. Due to the inherent structural characteristics of the train (such as the differences in structure between the front and middle car bodies) and the operating environment (such as crosswind interference), even if load distribution is achieved through secondary suspension (such as air springs), the actual levitation / guidance loads that each single point needs to overcome still differ and dynamically change during train operation. To address this, while existing systems use differentiated control parameters for different locations to meet the varying load control requirements of the vehicle, when pursuing higher targets for levitation stability and vehicle comfort, a purely single-point control optimization strategy is insufficient to balance overall vehicle performance. It may even lead to coupling interference due to adjacent control points excessively pursuing local optima, thereby reducing overall vehicle performance.

[0098] To address this, this application introduces a suspension guidance system-level control unit, constructing a collaborative control logic that prioritizes single-point control while supplementing it with centralized coordination. Simulation iterations are performed with the goal of optimizing overall vehicle comfort, resulting in a target gap fine-tuning strategy covering different speed levels for each control point. This strategy effectively avoids control conflicts between adjacent control points, achieving improved comfort across the entire vehicle speed range.

[0099] Building upon this foundation, this application optimizes the system topology, converging data from various subsystems into a single control unit at the suspension guidance system level. This ensures that all vehicle control data is within the same timeframe and supports real-time comparative analysis. This architecture significantly enhances the intelligent diagnostic capabilities of system components, enabling the analysis of the operational status of suspension guidance system components and the uncovering of patterns in fault and abnormal data. Through the monitoring and identification of abnormal states, it ultimately achieves fault prediction and early warning.

[0100] Thirdly, embodiments of this application also provide a vehicle, including a vehicle body, an electromagnet module, and a suspension guidance control system as described in any of the embodiments above.

[0101] In one exemplary embodiment, the electromagnet module includes a plurality of levitation electromagnets and a plurality of guide electromagnets distributed along the length of the vehicle.

[0102] In one exemplary embodiment, it further includes: The power supply module is electrically connected to both the levitation guidance control system and the electromagnet module, and is used to provide electrical energy for the operation of the levitation guidance control system and for the electromagnet module to generate electromagnetic force.

[0103] In one exemplary embodiment, it further includes: The heat dissipation module is configured in correspondence with the electromagnet module to dissipate the heat generated by the electromagnet module during operation, so as to keep the temperature of the electromagnet module within a safe temperature range.

[0104] 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.

[0105] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. 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 this application. Therefore, this application 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 suspension guidance control method, characterized in that, include: To obtain information about the motion state of the electromagnet relative to the track; Obtain the current suspension gap value between the electromagnet and the track, and the current suspension gap change rate corresponding to the current suspension gap value; The control parameters of the controller are determined using the motion state information, the current suspension gap value, and the current suspension gap change rate. Control commands are generated based on the target suspension gap value, the current suspension gap value, and the control parameters to adjust the electromagnetic force of the electromagnet.

2. The suspension guidance control method according to claim 1, characterized in that, The motion state information includes the current acceleration of the electromagnet; Using the motion state information, the current suspension gap value, and the current suspension gap change rate, the control parameters of the controller are determined, including: Based on the current acceleration, the current suspension gap value, and the current suspension gap change rate, an adjustment value for at least one control parameter of the controller is generated; For each control parameter, an updated value is obtained based on the current value and the adjustment value of the control parameter; Based on the target suspension gap value, the current suspension gap value, and the control parameters, a control command is generated to adjust the electromagnetic force of the electromagnet, including: Control commands are generated based on the target suspension gap value, the current suspension gap value, and the updated value of the control parameters to adjust the electromagnetic force of the electromagnet.

3. The suspension guidance control method according to claim 2, characterized in that, The suspension guidance control method further includes: A first membership function set is preset when the acceleration of the electromagnet is greater than or equal to a first preset value, and a second membership function set is preset when the acceleration of the electromagnet is less than the first preset value; Based on the current acceleration, the current suspension gap value, and the current suspension gap change rate, an adjustment value for at least one control parameter of the controller is generated, including: Based on the relationship between the current acceleration and the first preset value, a target membership function set is determined from the first membership function set and the second membership function set; Using the target membership function set, the current suspension gap value, and the current suspension gap change rate, the fuzzy output of at least one control parameter is calculated; The fuzzy output of at least one of the control parameters is processed to obtain the adjustment value of the at least one control parameter.

4. The suspension guidance control method according to claim 3, characterized in that, Using the target membership function set, the current suspension gap value, and the current suspension gap change rate, the fuzzy output of at least one control parameter is calculated, including: Based on the membership functions of each fuzzy set in the target membership function set, calculate the first membership degree set of the gap value relative to each fuzzy set, and calculate the second membership degree set of the current suspension gap change rate relative to each fuzzy set; The fuzzy output of at least one of the control parameters is obtained based on the first membership set, the second membership set, and the fuzzy inference rules.

5. The suspension guidance control method according to claim 3, characterized in that, Processing the fuzzy output of at least one of the control parameters to obtain the adjustment value of the at least one control parameter includes: For each of the control parameters, the fuzzy output of the control parameter is calculated using the centroid method to obtain the adjustment value of the control parameter.

6. The suspension guidance control method according to claim 3, characterized in that, A first membership function set is preset when the acceleration of the electromagnet is greater than or equal to a first preset value, and a second membership function set is preset when the acceleration of the electromagnet is less than the first preset value, including: The influence characteristics of aerodynamic lift on the electromagnet at different speeds were analyzed. Based on the aforementioned influence characteristics, a first membership function set is constructed when the acceleration of the electromagnet is greater than or equal to a first preset value, and a second membership function set is constructed when the acceleration of the electromagnet is less than the first preset value.

7. The suspension guidance control method according to claim 6, characterized in that, The influence characteristics of aerodynamic lift on the electromagnet at different speeds were analyzed, including: Establish an electromagnet simulation model; The electromagnet simulation model was used to perform train dynamics simulations at different speeds, and the simulation results were obtained. Based on the simulation results, the influence characteristics of aerodynamic lift on the electromagnet at different speeds were determined.

8. The suspension guidance control method according to claim 2, characterized in that, For each control parameter, an updated value is obtained based on the current value and the adjusted value of the control parameter, including: For each control parameter, the current value and the adjustment value of the control parameter are added together to obtain the updated value of the control parameter.

9. The suspension guidance control method according to any one of claims 1 to 8, characterized in that, The control parameters include at least one of the proportional gain coefficient, integral gain coefficient, and derivative gain coefficient.

10. A suspension guidance control system, characterized in that, include: Storage modules are used to store computer programs; A levitation guidance control module is used to implement the steps of the levitation guidance control method as described in any one of claims 1 to 9 when executing the computer program.

11. The suspension guidance control system according to claim 10, characterized in that, The suspension guidance control system also includes: The first sensor module is used to collect sensing information, which includes at least the gap information between each electromagnet in the electromagnet module and the track. The magnet action module, connected to the first sensor module and the electromagnet module, is used to receive and process the sensing information collected by the first sensor module, send the processed information to the levitation guidance control module, and receive the control command generated by the levitation guidance control module based on the processed information to adjust the electromagnetic force of the electromagnet.

12. The suspension guidance control system according to claim 11, characterized in that, Each of the electromagnets in the electromagnet module includes a levitation electromagnet and a guiding electromagnet, and the first sensor module includes: A guide sensor is used to acquire information about the first gap between the guide electromagnet and the track. A levitation sensor is used to acquire information about the second gap between the levitation electromagnet and the track. The sensing information includes the first gap information and the second gap information.

13. The suspension guidance control system according to claim 11, characterized in that, The magnet actuation module includes: The second sensor module is used to collect electrical state information inside the magnet actuation module. The electrical state information includes at least voltage, current, and switching state information of the power switch module. The safety execution module is connected to the first sensor module and the second sensor module respectively, and is used to perform safety verification and processing on the sensing information and the electrical status information to obtain the processed information, and send the processed information to the suspension guidance control module. The power switch module is connected to the safety execution module and the electromagnet module, and is used to adjust the switch state in response to the drive command generated by the safety execution module so as to drive the electromagnet module to generate electromagnetic force. The safety execution module is also used to receive the control command output by the levitation guidance control module, and generate the drive command to the power switch module after the verification is passed.

14. The suspension guidance control system according to claim 11, characterized in that, The levitation guidance control module and the magnet action module are connected through a dual-channel communication network, which includes a first communication channel and a second communication channel that are independent of each other.

15. The suspension guidance control system according to claim 14, characterized in that, The first communication channel is a first ring communication network, and the second communication channel is a second ring communication network; Both the first ring communication network and the second ring communication network connect the levitation guidance control module and the magnet action module in series to form a closed loop.

16. The suspension guidance control system according to any one of claims 10 to 15, characterized in that, The suspension guidance control module includes a main control unit and a backup control unit that are redundant with each other. Both the main control unit and the backup control unit are used to execute the suspension guidance control method as described in any one of claims 1 to 9. The suspension guidance control system also includes a suspension guidance controller, which establishes communication connections with both the main control unit and the backup control unit. The levitation guide controller is used to monitor the health status of the main control unit and the backup control unit, select the main control unit to output control commands in normal operation mode, and generate a switching command to activate the backup control unit to output control commands when a fault is detected in the main control unit.

17. A vehicle, characterized in that, It includes the vehicle body, the electromagnet module, and the suspension guidance control system as described in any one of claims 10 to 16.

18. The vehicle according to claim 17, characterized in that, The electromagnet module includes multiple levitation electromagnets and multiple guide electromagnets distributed along the length of the vehicle.

19. The vehicle according to claim 17, characterized in that, Also includes: The power supply module is electrically connected to both the levitation guidance control system and the electromagnet module, and is used to provide electrical energy for the operation of the levitation guidance control system and for the electromagnet module to generate electromagnetic force.

20. The vehicle according to any one of claims 17 to 19, characterized in that, Also includes: A heat dissipation module is provided corresponding to the electromagnet module and is used to dissipate the heat generated by the electromagnet module during operation, so as to maintain the temperature of the electromagnet module within a safe temperature range.

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