Control systems, methods and storage media for vehicles and their magnetic levitation chassis

Abstract

This invention discloses a control system, method, and storage medium for a vehicle and its magnetic levitation chassis. The system includes: a global perception module for acquiring global perception data of the vehicle, which represents data obtained after multimodal fusion of perception data from multiple dimensions of the vehicle; a state acquisition module for acquiring the vehicle's driving state; a controller connected to the global perception module and the state acquisition module, used to construct initial control signals for at least one magnetic levitation actuator based on the global perception data, and adjust the initial control signals based on the driving state to obtain a target control signal; and at least one magnetic levitation actuator connected to the controller for executing control actions based on the target control signal to adjust the posture of the vehicle's magnetic levitation chassis. This invention solves the technical problem of poor control accuracy for magnetic levitation chassis in related technologies.

Description

Technical Field

[0001] This invention relates to the field of vehicle engineering, and more specifically, to a control system, method, and storage medium for a vehicle and its magnetic levitation chassis. Background Technology

[0002] Current vehicle chassis systems continue to face technical challenges in improving ride comfort, handling stability, and energy efficiency. With the deepening trends of electrification and intelligentization, traditional suspension chassis structures are gradually revealing limitations in dynamic response speed, energy recovery capabilities, and multi-system collaborative control. This has led to the increasing application of magnetic levitation technology in vehicle chassis control. However, current control strategies have poor accuracy in controlling magnetic levitation chassis, making it difficult to meet actual needs in terms of positional adjustments, resulting in a poor user experience.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a control system, method, and storage medium for a vehicle and its magnetic levitation chassis, to at least solve the technical problem of poor control accuracy of magnetic levitation chassis in related technologies.

[0005] According to one aspect of the present invention, a control system for a vehicle magnetic levitation chassis is provided, comprising: a global perception module for acquiring global perception data of the vehicle, wherein the global perception data is used to characterize data obtained by multimodal fusion of perception data of multiple dimensions of the vehicle; a state acquisition module for acquiring the driving state of the vehicle; a controller connected to the global perception module and the state acquisition module for constructing initial control signals for at least one magnetic levitation actuator based on the global perception data, and adjusting the initial control signals based on the driving state to obtain a target control signal; and at least one magnetic levitation actuator connected to the controller for executing control actions based on the target control signal to adjust the posture of the vehicle's magnetic levitation chassis.

[0006] Furthermore, the controller includes: a parameter prediction module connected to the global perception module, used to predict the operating parameters of at least one magnetic levitation actuator based on global perception data; and a signal construction module connected to the parameter prediction module and the state acquisition module, used to construct an initial control signal based on the operating parameters, and adjust the initial control signal based on the driving state to obtain a target control signal.

[0007] Furthermore, each magnetic levitation actuator includes: an electromagnetic module, connected to the controller and the vehicle's energy management system, for converting electrical energy output by the energy management system into electromagnetic force based on a target control signal; and a motion module, one end of which is connected to the electromagnetic module and the other end of which is connected to the magnetic levitation chassis, for transmitting electromagnetic force to the magnetic levitation chassis to adjust its posture.

[0008] Furthermore, the electromagnetic module includes at least: a signal converter, the input of which is connected to the controller, and the output of which is connected to the enable terminal of the energy management system. The signal converter is used to convert the target control signal output by the controller into a current drive signal to drive the energy management system to output electrical energy; an excitation winding, wound in the magnetic pole slots of the stator core, with both ends of the excitation winding connected to the output terminal of the energy management system, for generating a time-varying magnetic field based on electrical energy; and a stator core, connected to the motion module, for generating electromagnetic force based on the time-varying magnetic field and transmitting the electromagnetic force to the motion module.

[0009] Furthermore, the stator core is composed of multiple silicon steel sheets, each with a preset thickness value, and the angle between the magnetic pole slot and the axial direction of the stator core is within a preset angle range.

[0010] Furthermore, the excitation winding adopts a distributed winding structure, and the fill factor of the excitation winding is greater than the preset factor.

[0011] Furthermore, the motion module includes at least: a mover connected to the magnetic levitation chassis for moving under the action of electromagnetic force to adjust its posture; and a guide mechanism connected to the mover for constraining the range of motion of the mover.

[0012] Furthermore, the actuator is constructed from carbon fiber composite material.

[0013] Furthermore, the guiding mechanism is a crossed roller bearing, and the radial stiffness of the crossed roller bearing is greater than the preset stiffness.

[0014] Furthermore, each magnetic levitation actuator also includes: a sensing module, connected to the controller, for acquiring the operating conditions of the magnetic levitation actuator and feeding back the operating conditions to the controller; and a cooling module, connected between the electromagnetic module and the motion module, for dissipating the heat generated by the electromagnetic module and the motion module during operation.

[0015] Furthermore, the global perception module includes: a power perception module, connected to the vehicle's power system, for perceiving the vehicle's power data; a road condition prediction module, connected to the vehicle's navigation system, for predicting road condition information ahead of the vehicle; an intent acquisition module, connected to the vehicle's control devices, for recognizing the driver's control intent; and an information processing module, connected to the power perception module, road condition prediction module, intent acquisition module, and controller, for performing multimodal fusion of power data, road condition information, and control intent to obtain global perception data, and sending the global perception data to the controller.

[0016] According to another aspect of the present invention, a control method for a vehicle magnetic levitation chassis is also provided, applied to the control system of the vehicle magnetic levitation chassis in the above embodiments of the present invention. The method includes: acquiring the vehicle's global perception data and driving state; constructing initial control signals for at least one magnetic levitation actuator based on the global perception data; adjusting the initial control signals based on the driving state to obtain a target control signal; and controlling at least one magnetic levitation actuator to perform control actions based on the target control signal to adjust the position and orientation of the vehicle's magnetic levitation chassis.

[0017] Furthermore, based on the global perception data, initial control signals for at least one magnetic levitation actuator are constructed, including: predicting the operating parameters of at least one magnetic levitation actuator based on the global perception data; and constructing the initial control signals based on the operating parameters.

[0018] Furthermore, based on the target control signal, at least one magnetic levitation actuator is controlled to perform control actions, including: converting electrical energy output from the energy management system into electromagnetic force based on the electromagnetic module and the target control signal; and transmitting the electromagnetic force to the magnetic levitation chassis based on the motion module to adjust the posture.

[0019] Furthermore, based on the electromagnetic module and the target control signal, the electrical energy output by the energy management system is converted into electromagnetic force, including: determining the current drive signal based on the target control signal; driving the energy management system to output electrical energy based on the current drive signal; introducing the electrical energy into the excitation winding and using the excitation winding to generate a time-varying magnetic field; and generating electromagnetic force based on the stator core and the time-varying magnetic field.

[0020] Furthermore, based on the motion module, electromagnetic force is transmitted to the magnetic levitation chassis to adjust the posture, including: controlling the mover to move based on the guide mechanism and electromagnetic force to adjust the posture.

[0021] Furthermore, the method also includes: acquiring vehicle power data, road condition information, and the driver's control intentions for the vehicle; and performing multimodal fusion of power data, road condition information, and control intentions to obtain full-domain perception data.

[0022] According to another aspect of the present invention, a control device for a vehicle magnetic levitation chassis is also provided, applied to the control system of the vehicle magnetic levitation chassis in the above embodiments of the present invention. The device includes: an acquisition module for acquiring the vehicle's global perception data and driving state; a construction module for constructing initial control signals for at least one magnetic levitation actuator based on the global perception data; an adjustment module for adjusting the initial control signals based on the driving state to obtain a target control signal; and an execution module for controlling at least one magnetic levitation actuator to perform control actions based on the target control signal to adjust the posture of the vehicle's magnetic levitation chassis.

[0023] According to another aspect of the present invention, a vehicle is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0024] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0025] According to another aspect of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0026] According to another aspect of the present invention, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0027] According to another aspect of the present invention, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of the present invention.

[0028] In this embodiment of the invention, a global perception module is employed to acquire global perception data of the vehicle. This global perception data characterizes the data obtained after multimodal fusion of multiple dimensions of vehicle perception data. A state acquisition module is used to acquire the vehicle's driving state. A controller, connected to the global perception module and the state acquisition module, is used to construct initial control signals for at least one magnetic levitation actuator based on the global perception data, and adjust the initial control signals based on the driving state to obtain a target control signal. At least one magnetic levitation actuator, connected to the controller, is used to execute control actions based on the target control signal to adjust the pose of the vehicle's magnetic levitation chassis. This is achieved by fusing multidimensional perception data through the global perception module. By generating comprehensive perception data, the traditional control system, which relies solely on vehicle feedback for reactive control, suffers from significant delays and poor adaptability. The controller generates an initial control signal based on this comprehensive perception data and dynamically corrects it by combining the vehicle's driving status collected by the state acquisition module, forming a precise target control signal. This enables proactive and adaptive control of each magnetic levitation actuator, avoiding reduced control accuracy of the magnetic levitation chassis due to a single perception dimension and lagging control strategy. This improves the response speed and accuracy of the magnetic levitation chassis's posture control, thus solving the technical problem of poor control accuracy of magnetic levitation chassis in related technologies. Attached Figure Description

[0029] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0030] Figure 1 This is a schematic diagram of a control system for a vehicle magnetic levitation chassis according to an embodiment of the present invention;

[0031] Figure 2 This is a detailed schematic diagram of an optional vehicle magnetic levitation chassis control system according to an embodiment of the present invention;

[0032] Figure 3 This is a flowchart of a control method for a vehicle magnetic levitation chassis according to an embodiment of the present invention;

[0033] Figure 4 This is a schematic diagram of an optional energy management system architecture according to an embodiment of the present invention;

[0034] Figure 5 This is a schematic diagram of an optional thermal management system architecture according to an embodiment of the present invention;

[0035] Figure 6This is a schematic diagram of the architecture of an optional magnetic levitation actuator according to an embodiment of the present invention;

[0036] Figure 7 This is a schematic diagram of the control process of an optional magnetic levitation actuator according to an embodiment of the present invention;

[0037] Figure 8 This is a schematic diagram of a control device for a vehicle magnetic levitation chassis according to an embodiment of the present invention. Detailed Implementation

[0038] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0039] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0040] Figure 1 This is a schematic diagram of a control system for a vehicle magnetic levitation chassis according to an embodiment of the present invention, as shown below. Figure 1 As shown, the system 10 includes the following components:

[0041] The global perception module 102 is used to acquire global perception data of the vehicle. The global perception data is used to represent the data after multimodal fusion of perception data of multiple dimensions of the vehicle.

[0042] The aforementioned all-domain perception module can be an integrated hardware and software module installed on the vehicle. It can simultaneously collect and process raw signals from multiple sensors, including but not limited to vehicle cameras, millimeter-wave radar, lidar, inertial measurement units, wheel speed sensors, steering angle sensors, vehicle acceleration sensors, suspension displacement sensors, navigation and positioning modules, and high-precision map interfaces. It can perform operations such as time synchronization, coordinate alignment, data filtering, and feature extraction on these raw signals to generate all-domain perception data under a unified spatiotemporal reference, so as to support the controller in adjusting the posture of the magnetic levitation chassis.

[0043] The aforementioned global perception data can be a structured data set formed by the fusion of multimodal sensor data output by the global perception module. It may include, but is not limited to, the overall pose of the vehicle, the geometric and dynamic information of the surrounding environment, road surface type and roughness estimation, road curvature and slope prediction, driver operation intention inference results, navigation path preview information, and historical driving behavior statistical characteristics. All of these data are based on a unified timestamp and coordinate system, and have temporal continuity, spatial consistency and semantic interpretability, and can be used as the input basis for the controller to make control decisions.

[0044] The aforementioned multiple dimensions of perception data can refer to a set of different physical quantities used to characterize the vehicle's operating state and external environmental characteristics. These may include, but are not limited to, kinematic, geometric, environmental, behavioral, and predictive dimensions. The perception data corresponding to each dimension can be collected by the corresponding sensor and then fused to form global perception data.

[0045] In one alternative embodiment, considering that the dynamic response performance of a vehicle is influenced by multi-dimensional environmental and state information, the global perception module can construct global perception data by performing multimodal fusion of perception data from multiple dimensions of the vehicle. This eliminates the redundancy and uncertainty of single-source sensing information, providing a high-dimensional, synchronous, and low-latency input basis for the subsequent controller's control decisions.

[0046] The status acquisition module 104 is used to acquire the driving status of the vehicle.

[0047] The aforementioned status acquisition module can be a hardware and software integrated module for collecting various dynamic parameters during vehicle operation. It can be used to convert the vehicle's braking status, steering status, acceleration status, and other driving statuses into electrical signals or digital data streams that can be processed by the controller.

[0048] The aforementioned driving states can be state parameters characterized by the dynamic behavior of a vehicle during driving, including but not limited to braking state, steering state, acceleration state, etc., used to reflect the current motion characteristics of the vehicle.

[0049] In one optional embodiment, considering that the dynamic response performance of the vehicle's magnetic levitation chassis depends on real-time and accurate vehicle body state information, the state acquisition module can be used to acquire the vehicle's driving state, including braking state, steering state, acceleration state, etc., to provide the controller with the state feedback required for control decisions. This ensures that the controller's control decisions can be made in a closed-loop manner based on real operating conditions, thereby avoiding control failure or decreased system stability due to missing or delayed states.

[0050] The controller 106 is connected to the global perception module 102 and the state acquisition module 104. It is used to construct the initial control signal of at least one magnetic levitation actuator 108 based on the global perception data, and adjust the initial control signal based on the driving state to obtain the target control signal.

[0051] The aforementioned controller can be a device used to receive multi-dimensional data output by the global perception module and the state acquisition module, and to generate and dynamically adjust the control commands of the magnetic levitation actuator based on a preset algorithm. The controller can have functions such as real-time calculation, multi-objective optimization and adaptive decision-making.

[0052] The aforementioned magnetic levitation actuator can be an execution device that uses electromagnetic force to achieve non-contact suspension support and dynamic displacement adjustment. It can directly act on the vehicle body or axle through the controllable magnetic attraction or repulsion between the stator and the mover to achieve precise control of the height and attitude of the magnetic levitation chassis.

[0053] The aforementioned initial control signal can be an electrical signal generated by the controller based on the global perception data collected by the global perception module, used to drive the magnetic levitation actuator. This electrical signal does not take into account the vehicle's dynamic response and actuator constraints.

[0054] The aforementioned target control signal can be the final drive command output by the controller after closed-loop correction based on the initial control signal and combined with the vehicle's driving status feedback. It can be used to precisely control the force output and dynamic response characteristics of the magnetic levitation actuator.

[0055] In one optional embodiment, considering that the dynamic response characteristics of the magnetic levitation actuator are significantly affected by the overall vehicle state, generating control signals based solely on a single sensor signal or a fixed lookup table strategy would lead to control lag and overshoot, making it difficult to accurately control the operation of the magnetic levitation actuator. Therefore, the controller can be connected to a global perception module to independently calculate the initial control signal for each magnetic levitation actuator using a multivariable state feedback control architecture based on global perception data. Furthermore, since the magnetic levitation actuator also needs to adjust the orientation of the magnetic levitation chassis according to the vehicle's current driving state, the controller can also be connected to a state acquisition module to dynamically correct the initial control signal based on the vehicle's driving state and ultimately output a target control signal. This ensures that the target control signal can efficiently compensate for dynamic interference from multiple operating conditions.

[0056] At least one magnetic levitation actuator 108 (more than four are shown in the figure) is connected to the controller 106 to perform control actions based on a target control signal to adjust the posture of the vehicle's magnetic levitation chassis.

[0057] The aforementioned control actions can refer to physical response behaviors issued by the controller and executed by the magnetic levitation actuator, which may include, but are not limited to, the generation, magnitude adjustment and direction control of electromagnetic force, and are used to achieve dynamic adjustment of the position and posture of the magnetic levitation chassis.

[0058] The aforementioned magnetic levitation chassis refers to a vehicle chassis that uses magnetic levitation technology to replace traditional springs and shock absorbers. It can achieve non-contact support and vibration isolation between the vehicle body and wheels through electromagnetic force, and has the ability to actively adjust the vehicle height, attitude and dynamic response.

[0059] The aforementioned pose can refer to the overall position and attitude of the magnetic levitation chassis in space, which may include, but is not limited to, the vertical height of the vehicle body, roll angle, pitch angle and roll angle, etc., and can be used to describe the spatial configuration of the magnetic levitation chassis relative to the reference coordinate system.

[0060] In one optional embodiment, considering that the magnetic levitation actuator is the actuating device for actively adjusting the posture of the magnetic levitation chassis, the output force of the magnetic levitation actuator directly determines the dynamic response characteristics of the magnetic levitation chassis posture. Based on this, at least one magnetic levitation actuator can be connected to a controller to receive a target control signal output by the controller, and can generate electromagnetic force based on the target control signal to complete the posture adjustment of the vehicle's magnetic levitation chassis.

[0061] In this embodiment of the invention, a global perception module is employed to acquire global perception data of the vehicle. This global perception data characterizes the data obtained after multimodal fusion of multiple dimensions of vehicle perception data. A state acquisition module is used to acquire the vehicle's driving state. A controller, connected to the global perception module and the state acquisition module, is used to construct initial control signals for at least one magnetic levitation actuator based on the global perception data, and adjust the initial control signals based on the driving state to obtain a target control signal. At least one magnetic levitation actuator, connected to the controller, is used to execute control actions based on the target control signal to adjust the pose of the vehicle's magnetic levitation chassis. This is achieved by fusing multidimensional perception data through the global perception module. By generating comprehensive perception data, the traditional control system, which relies solely on vehicle feedback for reactive control, suffers from significant delays and poor adaptability. The controller generates an initial control signal based on this comprehensive perception data and dynamically corrects it by combining the vehicle's driving status collected by the state acquisition module, forming a precise target control signal. This enables proactive and adaptive control of each magnetic levitation actuator, avoiding reduced control accuracy of the magnetic levitation chassis due to a single perception dimension and lagging control strategy. This improves the response speed and accuracy of the magnetic levitation chassis's posture control, thus solving the technical problem of poor control accuracy of magnetic levitation chassis in related technologies.

[0062] Furthermore, the controller includes: a parameter prediction module connected to the global perception module, used to predict the operating parameters of at least one magnetic levitation actuator based on global perception data; and a signal construction module connected to the parameter prediction module and the state acquisition module, used to construct an initial control signal based on the operating parameters, and adjust the initial control signal based on the driving state to obtain a target control signal.

[0063] The aforementioned parameter prediction module can be a computational module that performs multi-dimensional information fusion and dynamic modeling based on global perception data. It can be used to predict the optimal operating parameters required by at least one magnetic levitation actuator in the future control cycle, including but not limited to the desired force output, displacement target, current reference value, and thermal load trend.

[0064] The aforementioned operating parameters can refer to the physical quantities or command quantities that need to be controlled and tracked during the actual operation of the magnetic levitation actuator. These parameters may include, but are not limited to, electromagnetic force, mover displacement command, winding current reference value, voltage requirement, cooling requirement, and power consumption threshold. These parameters can be generated by the control algorithm and used to drive the magnetic levitation actuator to achieve the expected dynamic behavior.

[0065] The aforementioned signal construction module can be a processing module that converts the operating parameters output by the parameter prediction module into executable control signals. This module can receive operating parameters and vehicle driving status information, and dynamically correct the initial control signal by means of compensating for delay, suppressing disturbances, and coordinating the synergy of multiple actuators, thereby generating a target control signal with high precision, high responsiveness, and system robustness. This signal can be used to directly drive the magnetic levitation actuator.

[0066] In one optional embodiment, considering that the dynamic response characteristics of the magnetic levitation actuator are directly affected by multi-source sensing data such as road input, vehicle posture, and driving intention, and that feedback control based solely on the current state has inherent delays, making it difficult to meet the real-time control requirements of the magnetic levitation actuator, the controller may include a parameter prediction module. This parameter prediction module can be connected to the global sensing module to predict the operating parameters of at least one magnetic levitation actuator based on global sensing data. These operating parameters may include, but are not limited to, desired force, displacement target, and current command, in order to generate control pre-compensation quantities in advance.

[0067] Furthermore, considering the need to balance the real-time performance of the control signal and the stability of the system with the forward-looking nature of the predicted values ​​and the feedback correction based on the actual driving state of the vehicle, the controller can also include a signal construction module. This module can be connected to the parameter prediction module and the state acquisition module to construct an initial control signal based on the operating parameters, and adjust the initial control signal based on the driving state to obtain the target control signal. This eliminates prediction errors, suppresses disturbances, and ensures that the output of the magnetic levitation actuator is consistent with the controller's requirements.

[0068] Furthermore, each magnetic levitation actuator includes: an electromagnetic module, connected to the controller and the vehicle's energy management system, for converting electrical energy output by the energy management system into electromagnetic force based on a target control signal; and a motion module, one end of which is connected to the electromagnetic module and the other end of which is connected to the magnetic levitation chassis, for transmitting electromagnetic force to the magnetic levitation chassis to adjust its posture.

[0069] The aforementioned electromagnetic module can be a device composed of a stator core, distributed windings, and a magnetic circuit structure. It can generate controllable electromagnetic force by energizing the circuit, thereby achieving efficient conversion of electrical energy into electromagnetic force.

[0070] The aforementioned energy management system can be an intelligent control system responsible for the distribution, storage, and scheduling of vehicle electrical energy. It can adjust the power supply according to the needs of the magnetic levitation actuator and work with other electrical loads to improve the overall energy efficiency of the vehicle.

[0071] The aforementioned motion module can be a transmission structure connecting the electromagnetic module and the magnetic levitation chassis. It may include, but is not limited to, a lightweight mover, a high-rigidity guide mechanism, and protective sealing components. It can be used to accurately transmit electromagnetic force to the magnetic levitation chassis to achieve dynamic adjustment and stable support of the vehicle body position.

[0072] In one optional embodiment, considering that the magnetic levitation actuators directly participate in the dynamic attitude adjustment of the magnetic levitation chassis, to achieve the accuracy and effectiveness of this adjustment, each magnetic levitation actuator can establish an electrical connection with the controller, the magnetic levitation chassis, and the energy management system to receive the target control signal and obtain the required electrical energy from the energy management system, thereby achieving efficient conversion of electrical energy into electromagnetic force. Based on this electromagnetic force, the attitude of the magnetic levitation chassis can be adjusted. Accordingly, each magnetic levitation actuator can include an electromagnetic module, which can be electrically connected to the controller and the energy management system. This allows it to convert the electrical energy output from the energy management system into electromagnetic force based on the target control signal, generating a controllable electromagnetic force. To precisely adjust the attitude of the magnetic levitation chassis based on this electromagnetic force, each magnetic levitation actuator can also include a motion module. One end of the motion module can be connected to the electromagnetic module to obtain the electromagnetic force, while the other end can be connected to the magnetic levitation chassis. This allows for seamless and low-latency transmission of the electromagnetic force to the magnetic levitation chassis, thereby enabling direct control of the magnetic levitation chassis's attitude.

[0073] Furthermore, the electromagnetic module includes at least: a signal converter, the input of which is connected to the controller, and the output of which is connected to the enable terminal of the energy management system. The signal converter is used to convert the target control signal output by the controller into a current drive signal to drive the energy management system to output electrical energy; an excitation winding, wound in the magnetic pole slots of the stator core, with both ends of the excitation winding connected to the output terminal of the energy management system, for generating a time-varying magnetic field based on electrical energy; and a stator core, connected to the motion module, for generating electromagnetic force based on the time-varying magnetic field and transmitting the electromagnetic force to the motion module.

[0074] The aforementioned signal converter can be an electronic device used to convert the target control signal output by the controller into a current drive signal suitable for driving the power stage circuit.

[0075] The input terminal of the aforementioned signal converter can be an electrical interface port used by the signal converter to receive target control signals from the controller.

[0076] The output of the aforementioned signal converter can be an electrical interface port through which the signal converter outputs the converted current drive signal to the energy management system.

[0077] The enable terminal of the aforementioned energy management system can be an input port in the energy management system used to receive current drive signals. When the port receives a valid level signal, the energy management system can be activated and allowed to output electrical energy; otherwise, it is in standby or off state.

[0078] The aforementioned excitation winding can be a conductive coil wound in the magnetic pole slots of a magnetic material (such as a stator core). It can generate a magnetic field after current is applied, and is the core component in a magnetic levitation actuator that realizes the conversion of electrical energy into magnetic energy.

[0079] The stator core can be a high-permeability material structure used to form the main body of the magnetic circuit. It can be made of stacked silicon steel sheets. The magnetic pole slots of the stator core can be used to accommodate the excitation winding and can transmit electromagnetic force to the motion module through a closed magnetic flux path.

[0080] The aforementioned magnetic pole slots can be groove structures set on the surface or inside of the stator core, which can be used specifically to house the excitation winding in order to guide and concentrate the direction of the magnetic field, thereby improving the magnetic circuit efficiency and electromagnetic force output performance.

[0081] The output of the aforementioned energy management system can be an electrical output interface through which the energy management system provides adjustable DC or pulse power to a load (such as an excitation winding).

[0082] The aforementioned time-varying magnetic field can be excited by the time-varying current in the excitation winding. The spatial distribution and intensity of the magnetic field are dynamically changing with time, and it can be used to realize the electromagnetic force drive and control of the motion module.

[0083] In an alternative embodiment, considering that the controller outputs a target control signal describing the chassis attitude adjustment target, this signal is difficult to directly drive the electromagnetic module and needs to be converted. Therefore, a signal converter can be configured in the electromagnetic module. The input of the signal converter can be connected to the controller to receive the target control signal from the controller. The signal converter may internally include a power amplifier circuit and a current conditioning unit, which can convert the target control signal into a current drive signal with sufficient amplitude and dynamic response capability. The output of the signal converter can be connected to the enable terminal of the energy management system, thereby outputting the current drive signal to the enable terminal of the energy management system to trigger the energy management system to output DC power of the corresponding power level as needed.

[0084] Furthermore, considering that the electromagnetic module can also convert this electrical energy into electromagnetic force to adjust the position and orientation of the magnetic levitation chassis, the electromagnetic module can also include an excitation winding and a stator core. The excitation winding can be wound around the magnetic pole slots of the stator core, and the two ends of the excitation winding can be directly connected to the output terminals of the energy management system. This allows the electrical energy output by the energy management system to form a closed current loop through the excitation winding, thereby establishing a magnetic field in the stator core that varies with the control signal.

[0085] Furthermore, since the stator core is the main body of the magnetic circuit, it is necessary to efficiently conduct the magnetic flux generated by the excitation winding to the motion module to generate driving force. Based on this, the stator core can be connected to the motion module, so that the electromagnetic force generated by the time-varying magnetic field in the air gap of the stator core can be directly transmitted to the motion module through the core structure, allowing the motion module to move according to this electromagnetic force to adjust the position and posture of the magnetic levitation chassis.

[0086] Furthermore, the stator core is composed of multiple silicon steel sheets, each with a preset thickness value, and the angle between the magnetic pole slot and the axial direction of the stator core is within a preset angle range.

[0087] The aforementioned silicon steel sheets can be a material with high magnetic permeability, low coercivity, and low iron loss characteristics. They can be used in the manufacture of power equipment and iron cores, and the eddy current loss can be effectively suppressed through the lamination structure.

[0088] The aforementioned preset thickness value can be a pre-determined thickness of a single silicon steel sheet based on electromagnetic performance and manufacturing process requirements. It can be used to balance magnetic flux density and eddy current losses, and is a key design parameter for improving the working efficiency of the stator core. For example, in this embodiment, the preset thickness can be 0.2 mm, but it is not limited to this.

[0089] The aforementioned preset angle range can be the range of inclination angles between the magnetic pole slot axis and the stator core axis, pre-defined in the stator core design to reduce cogging torque and vibration noise in the magnetic circuit. For example, in this embodiment, the preset angle range can be from 0.5 degrees to 5 degrees, but is not limited to this. This allows for uniform magnetic flux distribution through the inclined slot structure, improving the operational stability and efficiency of the magnetic levitation actuator.

[0090] In one alternative embodiment, considering that silicon steel sheets generate eddy current losses in a magnetic field, and that eddy current losses are proportional to the square of the material thickness, using a thicker core would significantly increase the induced eddy currents during magnetic flux changes, leading to increased heating and decreased efficiency. Therefore, in this embodiment, the stator core can be constructed by stacking multiple silicon steel sheets of a preset thickness. By limiting the thickness of each silicon steel sheet, the cross-sectional area of ​​the eddy current path can be significantly reduced, thereby suppressing eddy current losses.

[0091] Meanwhile, considering that if the arrangement direction of the magnetic pole slots is completely perpendicular to the stator core axis, it will lead to uneven distribution of magnetic flux between the teeth and yoke, thereby increasing the risk of local magnetic saturation and inducing cogging torque pulsation, affecting the dynamic smoothness of the magnetic levitation actuator. Based on this, the angle between the axial direction of the stator core's magnetic pole slots and the stator core axis can be within a preset angle range to form an oblique slot structure. This allows the magnetic flux to gradually transition along the oblique direction, homogenizing the magnetic circuit distribution, reducing the peak value of cogging torque, and reducing vibration noise.

[0092] Furthermore, the excitation winding adopts a distributed winding structure, and the fill factor of the excitation winding is greater than the preset factor.

[0093] The aforementioned distributed winding structure refers to a winding arrangement in which the electromagnetic coil is not concentrated in a few slots along the circumferential direction in the magnetic pole slots of the stator core, but is evenly distributed in multiple slots. The purpose of adopting this structure is to reduce cogging torque, reduce harmonic content, and improve the uniformity of magnetic field distribution, thereby improving the stability and efficiency of the electromagnetic module operation.

[0094] The aforementioned fill factor can refer to the ratio of the effective cross-sectional area occupied by the conductor in the magnetic pole slot to the total usable area in the slot in the excitation winding. It can be used to reflect the tightness of the coil in the slot in the excitation winding. The higher the fill factor, the more conductors per unit volume, the lower the copper loss of the excitation winding, and the higher the power density.

[0095] The aforementioned preset coefficient can refer to a target value of the fill factor pre-set during the design or manufacturing process based on performance objectives, thermal management requirements, and process constraints, used to guide winding design and process control. For example, in this embodiment, the preset coefficient can be 0.75, but it is not limited to this. This ensures that the excitation winding is densely arranged in the slot, thereby improving copper utilization.

[0096] In one alternative embodiment, considering that the excitation winding generates significant copper losses during continuous operation, and that copper losses are proportional to the resistance of the excitation winding, which in turn is related to the cross-sectional area of ​​the conductor and the length of the excitation winding, a centralized winding would require the conductor to be bent multiple times within a limited space. This would reduce the effective conductor fill rate, increase the resistance of the excitation winding, and exacerbate heat generation. It would also lead to a deterioration in magnetic circuit symmetry, resulting in localized magnetic flux distortion and additional eddy current losses. Therefore, the excitation winding can employ a distributed winding structure to evenly distribute the coils within the stator core's pole slots. This reduces the number of conductor bends and path length, increases the conductor fill area per unit volume, and allows for adjustments to the coil arrangement to ensure a fill factor greater than a preset factor. This ensures that a larger current density can be applied within the same volume without significantly increasing the temperature rise, thereby reducing Joule heat loss while maintaining a high force constant and improving the efficiency and thermal stability of the electromagnetic module.

[0097] Furthermore, the motion module includes at least: a mover connected to the magnetic levitation chassis for moving under the action of electromagnetic force to adjust its posture; and a guide mechanism connected to the mover for constraining the range of motion of the mover.

[0098] The aforementioned mover can be a movable component in a magnetic levitation actuator that can generate relative displacement under the drive of electromagnetic force. It can be directly connected to the magnetic levitation chassis or wheel suspension structure to convert electromagnetic force into kinetic energy, thereby realizing the dynamic adjustment of the magnetic levitation chassis position and attitude.

[0099] The aforementioned guiding mechanism can be a structure used to constrain the motion trajectory of the mover, limit the degrees of freedom of the mover, and maintain motion stability. It can be composed of high-rigidity bearings or guide rails to ensure that the mover slides or translates only in a predetermined direction, preventing the mover from swaying, tilting, or lateral displacement.

[0100] The aforementioned range of motion can be the displacement range that the mover can achieve under the constraint of the guide mechanism and driven by electromagnetic force. It can be expressed in terms of bidirectional stroke. This range of motion can determine the magnetic levitation actuator's ability to adjust the vehicle's height and attitude.

[0101] In one optional embodiment, considering that the magnetic levitation actuator needs to generate controllable electromagnetic force to drive the motion module to move during operation, so as to achieve rapid adjustment of the magnetic levitation chassis posture, the motion module includes at least a mover that can be connected to the magnetic levitation chassis to receive electromagnetic force and convert it into vertical or lateral displacement of the magnetic levitation chassis, thereby achieving precise adjustment of the magnetic levitation chassis posture.

[0102] Furthermore, considering that without physical constraints, the mover would experience uncontrollable offset or rotation under lateral disturbances or forces, leading to failure or even instability in the pose adjustment of the magnetic levitation chassis. Simultaneously, without positioning guidance during axial movement, radial imbalance forces could arise due to magnetic circuit asymmetry or assembly errors, causing vibration, noise, and reduced efficiency. Therefore, the motion module also includes at least a guiding mechanism. This guiding mechanism is connected to the mover via a rolling or sliding engagement, allowing the mover to move only along the designed axial direction while suppressing displacement and rotation in other directions. This ensures the uniqueness and predictability of the mover's trajectory, thereby maintaining system dynamic stability and control accuracy without introducing frictional damping.

[0103] Furthermore, the actuator is constructed from carbon fiber composite material.

[0104] The aforementioned carbon fiber composite material can be a high-performance structural material composed of carbon fiber and resin matrix. It can have high specific strength, high specific modulus, low density, corrosion resistance and good damping characteristics. This material can be used in the construction of movers to achieve the lightweighting of movers.

[0105] In one alternative embodiment, considering that the mover needs to achieve rapid displacement and precise force control under high-frequency dynamic response, and that the mass of the mover directly affects the inertial characteristics and power consumption level of the system, if the mover is made of traditional metal materials, the density of the mover will be high, resulting in an excessively large mover mass. This would increase the energy consumption required by the electromagnetic module and reduce the dynamic response bandwidth and control accuracy of the controller. Therefore, the mover can be made of carbon fiber composite material. Utilizing the material's high specific stiffness and low density, the mass of the mover can be significantly reduced while ensuring that the structural stiffness and strength meet the requirements for load bearing and guidance. This reduces system inertia, improves the electromagnetic force's ability to follow the target control signal, reduces the energy input required per unit displacement, and reduces vibration and overshoot caused by mass inertia, thereby improving the overall stability of the magnetic levitation chassis control.

[0106] Furthermore, the guiding mechanism is a crossed roller bearing, and the radial stiffness of the crossed roller bearing is greater than the preset stiffness.

[0107] The aforementioned crossed roller bearing can be a type of rolling bearing, in which the rollers inside are arranged in a crossed pattern. It can simultaneously withstand radial loads, axial loads, and overturning moments, and features high rigidity, high precision, and a compact structure.

[0108] The radial stiffness mentioned above refers to the bearing's ability to resist deformation in the radial direction. It can be defined as the reciprocal of the radial displacement produced when a unit radial force is applied. The larger the value of the radial stiffness, the stronger the bearing's resistance to deformation.

[0109] The aforementioned preset stiffness can refer to a stiffness threshold or benchmark value pre-set according to design requirements or performance targets, used to evaluate whether the stiffness of a poorly performing roller bearing meets functional requirements. For example, in this embodiment, the preset stiffness can be 500 N / μm (Newton / Micrometer), but is not limited to this. This minimizes the deformation generated by the crossed roller bearing, thereby achieving precise constraint on the movement of the mover.

[0110] In one optional embodiment, considering that the magnetic levitation actuator needs to withstand both vertical levitation force and lateral disturbance force during operation, if the radial stiffness of the guiding mechanism is insufficient, uncontrollable radial displacement will occur between the mover and stator under lateral loads caused by vehicle steering, crosswinds, or uneven road surfaces. This leads to uneven air gap and unbalanced magnetic flux distribution, resulting in decreased control stability, increased force output fluctuations, and even the risk of magnetic pole contact. Therefore, the guiding mechanism can employ crossed roller bearings. The radial stiffness of these crossed roller bearings can be greater than a preset stiffness. Furthermore, the structure of these crossed roller bearings can utilize cylindrical rollers arranged at right angles and pre-tightly assembled, allowing the rollers in the crossed roller bearing to form multi-point contact bearing in both the radial and axial directions. This significantly improves the overall resistance to lateral deformation, ensuring that the mover maintains a precise coaxial relationship with the stator under high dynamic excitation, maintaining magnetic circuit geometric consistency, and guaranteeing the linear output of electromagnetic force and the reliability of closed-loop control.

[0111] Furthermore, each magnetic levitation actuator also includes: a sensing module, connected to the controller, for acquiring the operating conditions of the magnetic levitation actuator and feeding back the operating conditions to the controller; and a cooling module, connected between the electromagnetic module and the motion module, for dissipating the heat generated by the electromagnetic module and the motion module during operation.

[0112] The aforementioned sensing module can be a multi-sensor combination module integrated inside the magnetic levitation actuator. It can be used to collect operating parameters of the magnetic levitation actuator, such as displacement, velocity, acceleration, current, voltage, temperature, and electromagnetic force, and transmit the collected data to the controller in the form of electrical signals to realize closed-loop feedback control.

[0113] The aforementioned operating conditions refer to the set of dynamic state parameters of the magnetic levitation actuator during actual operation, which may include, but are not limited to, electromagnetic input power, output thrust, mover displacement, speed, temperature rise rate, power supply voltage fluctuation and external load disturbance, to reflect the working load and environmental conditions of the magnetic levitation actuator during vehicle operation.

[0114] The aforementioned cooling module can be a heat conduction and heat dissipation structure located between the electromagnetic module and the motion module. It can be composed of a heat conduction channel, liquid cooling channel, or phase change heat dissipation layer made of high thermal conductivity material. It is used to efficiently absorb and dissipate the heat generated by the electromagnetic module due to eddy currents and copper losses, and by the motion module due to friction and physical losses, so as to maintain the internal temperature of the actuator within a safe operating range.

[0115] In one optional embodiment, considering that during the operation of the magnetic levitation actuator, the electromagnetic module generates Joule heat due to the current flowing through the excitation winding, while the motion module also generates heat due to relative motion and eddy current effects, if this heat cannot be dissipated in time, it will lead to a decrease in the insulation performance of the excitation winding coil, demagnetization of the permanent magnet material, bearing lubrication failure, and thermal deformation of the material, thereby causing a decrease in force output stability, a reduction in control accuracy, or even system failure. Based on this, each magnetic levitation actuator can also be equipped with a cooling module. This cooling module can be directly connected between the electromagnetic module and the motion module, forming a heat conduction path, which can quickly transfer the heat generated by the electromagnetic module and the motion module to the external heat dissipation structure, ensuring that the temperature of the core components is maintained within the allowable operating range and maintaining the stability of electromagnetic characteristics and device stiffness.

[0116] Furthermore, considering that the controller needs to dynamically adjust the output current and control strategy based on the actual operating state of the magnetic levitation actuator, if it cannot obtain the current, voltage, and temperature of the electromagnetic module, as well as the position, velocity, and acceleration of the motion module and other operating information of the magnetic levitation actuator, the controller will be unable to accurately determine the system state, leading to control delays, oscillations, or instability. Therefore, a sensing module can be integrated into each magnetic levitation actuator. This sensing module can directly collect the aforementioned physical quantities and feed them back to the controller, enabling the control system to achieve precise and rapid force output adjustment based on real-time closed-loop information, thereby improving dynamic response capability and robustness.

[0117] Furthermore, the global perception module includes: a power perception module, connected to the vehicle's power system, for perceiving the vehicle's power data; a road condition prediction module, connected to the vehicle's navigation system, for predicting road condition information ahead of the vehicle; an intent acquisition module, connected to the vehicle's control devices, for recognizing the driver's control intent; and an information processing module, connected to the power perception module, road condition prediction module, intent acquisition module, and controller, for performing multimodal fusion of power data, road condition information, and control intent to obtain global perception data, and sending the global perception data to the controller.

[0118] The aforementioned power sensing module can be a module used to collect operating parameters of the vehicle's power system. These operating parameters may include, but are not limited to, information such as motor speed, torque output, battery power, and electric drive efficiency, to reflect the current power status of the vehicle.

[0119] The aforementioned power system can be the system in an electric vehicle responsible for converting electrical energy into kinetic energy and driving the wheels, and may include, but is not limited to, motors, electronic control units, reducers, power batteries, and energy recovery devices.

[0120] The aforementioned power data can be electrical parameters generated during the operation of the power system, including but not limited to information such as motor speed, output torque, power consumption, current, voltage, temperature, and energy recovery status.

[0121] The aforementioned traffic prediction module can be an intelligent module that uses algorithms to predict the slope, curvature, road surface smoothness, obstacles, and traffic conditions of the road ahead, based on vehicle navigation system data, high-precision map information, and real-time traffic flow data.

[0122] The aforementioned navigation system can be an electronic system in a vehicle used to provide route planning and location positioning. It can integrate GPS (Global Positioning System), inertial navigation, high-precision maps, and real-time traffic information to provide the vehicle with driving routes and terrain data.

[0123] The aforementioned road condition information can be data on the characteristics of the road environment ahead, obtained jointly by the navigation system and external sensors. This may include, but is not limited to, road surface type (such as asphalt, gravel), slope, curve radius, bumpiness, water accumulation, icing, construction areas, etc.

[0124] The aforementioned intent acquisition module can be a perception module that identifies the driver's driving intent by collecting the driver's operation behavior on control devices such as the accelerator pedal, brake pedal, steering wheel, and gear shift lever, and combining temporal features with machine learning models.

[0125] The aforementioned control devices can be physical devices in the vehicle that the driver can directly operate to control the vehicle's movement, including but not limited to accelerator pedal, brake pedal, steering wheel, gear selector, driving mode knob, etc.

[0126] The aforementioned control intent can be a driving objective inferred by the intent acquisition module, which can be applied by the driver through the control device.

[0127] The aforementioned information processing module can be a multi-source heterogeneous data fusion processing module that can receive raw data from the power perception module, road condition prediction module, and intent acquisition module, and generate unified global perception data through weighted fusion, time-series alignment, and feature extraction algorithms to support the controller in making decisions.

[0128] In one alternative embodiment, considering that the dynamic adjustment performance of the magnetic levitation actuator on the magnetic levitation chassis depends not only on the feedback of the current vehicle body state, but also on the combined influence of the vehicle's power state, changes in road conditions ahead, and the driver's operating intentions, if control is based solely on the data from the first sensor, the system response will be delayed and unable to predict future operating conditions, resulting in low accuracy in adjusting the magnetic levitation chassis, thereby reducing the comfort and stability of the occupants.

[0129] Based on this, the global perception module can include a power perception module, a road condition prediction module, and an intent acquisition module. The power perception module can be connected to the vehicle's power system to obtain the vehicle's power data. The road condition prediction module can be connected to the vehicle's navigation system to obtain the vehicle's navigation data, thereby predicting the road conditions ahead of the vehicle. The intent acquisition module can be connected to the vehicle's control devices to obtain the driver's active operation tendencies, thereby parsing the driver's operation intent.

[0130] To perform multimodal fusion of these three types of heterogeneous information, the global perception module may also include an information processing module. This information processing module can be connected to the power perception module, road condition prediction module, intent acquisition module, and controller, respectively. This allows for time alignment and feature-level fusion of power data, road condition information, and driving intent to eliminate delays between different information sources and form a global perception data that covers power demand, environmental prediction, and driving objectives. The information processing module can then send this global perception data to the controller, providing a forward-looking and consistent input basis for the formulation of subsequent control strategies.

[0131] For ease of understanding, Figure 2 This is a detailed schematic diagram of an optional vehicle magnetic levitation chassis control system according to an embodiment of the present invention, as shown below. Figure 2 As shown, in the control system 10 of the vehicle magnetic levitation chassis, the global perception module 102 and the state acquisition module 104 are connected to the controller 106. This allows the controller 106 to determine the target control signal for at least one magnetic levitation actuator 108 (more than four are shown in the figure) based on the global perception data output by the global perception module 102 and the driving state output by the state acquisition module 104. The controller 106 can then send this target control signal to at least one magnetic levitation actuator 108. The energy management system 20 is connected to at least one magnetic levitation actuator 108, enabling the energy management system 20 to output electrical energy to at least one magnetic levitation actuator 108 based on the target control signal. This allows at least one magnetic levitation actuator 108 to generate electromagnetic force based on the electrical energy, thereby adjusting the posture of the magnetic levitation chassis.

[0132] According to an embodiment of the present invention, an embodiment of a control method for a vehicle magnetic levitation chassis is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0133] Figure 3 This is a flowchart of a control method for a vehicle magnetic levitation chassis according to an embodiment of the present invention, such as... Figure 3 As shown, this method, applied to the control system of the vehicle magnetic levitation chassis in the above embodiments of the present invention, includes the following steps:

[0134] Step S302: Obtain the vehicle's global perception data and driving status.

[0135] In one alternative embodiment, considering that the adjustment performance of the magnetic levitation actuator on the magnetic levitation chassis depends on the accurate perception of the vehicle's driving status and multi-dimensional sensor data, if the driving status, including braking and steering, as well as the full-domain perception data including the vehicle's power data, road condition prediction information for the road ahead, and driver intentions, cannot be obtained, the control system will have difficulty in determining the vehicle's driving intentions and the source of disturbances. This will cause the output of the magnetic levitation actuator to deviate from the actual demand, thereby leading to lag in the posture control of the magnetic levitation chassis, decreased stability, or energy waste.

[0136] Based on this, the control system of the vehicle's magnetic levitation chassis (hereinafter referred to as the control system) can continuously collect the vehicle's power data, road condition information, and driver's control intentions through a sensor network, and fuse these data into a unified state vector to construct a comprehensive perception information. Simultaneously, the control system can also acquire the vehicle's driving status and use the comprehensive perception data and driving status as input to the control algorithm, ensuring that the control system can adjust the force output of the magnetic levitation actuators in real time according to actual operating conditions, achieving precise, efficient, and coordinated dynamic control of the magnetic levitation chassis.

[0137] For example, the control system can acquire the vehicle's driving status through onboard high-precision IMU (Inertial Measurement Unit), wheel speed sensors, steering angle sensors, and vehicle acceleration sensors. Furthermore, the control system can receive vehicle position, road curvature, slope, and road surface roughness information from high-precision maps and GNSS (Global Navigation Satellite System), and can combine this information with a forward-facing camera and millimeter-wave radar to perceive road obstacles, road surface unevenness characteristics, and traffic flow conditions, forming road condition information. The control system can also obtain the driver's driving intentions based on controls such as the steering wheel, accelerator pedal, and brake pedal. Subsequently, the control system can synchronously fuse this data to form a comprehensive perception state vector that includes vehicle dynamics, environmental characteristics, and driver intentions, serving as the basis for control decisions.

[0138] Step S304: Based on the global perception data, construct the initial control signal for at least one magnetic levitation actuator.

[0139] In one alternative embodiment, considering that a single sensor or local information cannot accurately reflect the vehicle's motion requirements, it is necessary to construct global perception data to eliminate information silos and improve the integrity and reliability of control inputs. Based on this, for each magnetic levitation actuator, the control system can extract state variables directly related to the actuator from the fused global perception data, according to the actuator's spatial position, load distribution, and dynamic coupling relationship within the magnetic levitation chassis. Then, based on these state variables, the control system calculates an initial control signal that satisfies the output force required by the actuator under the current operating conditions. This ensures that the initial control signal reflects the actuator's functional positioning within the overall coordinated control of the magnetic levitation chassis, rather than responding independently to local disturbances.

[0140] For example, the control system can input global perception data into a deep reinforcement learning model, and through this model, output the target impedance characteristics and desired force reference values ​​for each magnetic levitation actuator. Subsequently, the control system can combine the current displacement, velocity, and temperature feedback of each magnetic levitation actuator, employing an adaptive feedforward and feedback composite control algorithm to generate initial control signals for each actuator. The feedforward component can be directly calculated from the force and displacement curves mapped from the predicted road conditions and driving intentions. The feedback component can be dynamically tuned by an adaptive PID (Proportional-Integral-Derivative) controller based on real-time errors and the saturation constraints of the magnetic levitation actuators, ensuring that the initial control signal can quickly complete a closed-loop response and satisfy the multi-objective constraints of force density and heat dissipation.

[0141] Step S306: Based on the driving state, adjust the initial control signal to obtain the target control signal.

[0142] In one optional embodiment, considering that the dynamic load and attitude change characteristics of the magnetic levitation chassis vary significantly under different driving conditions, such as acceleration, braking, turning, or traversing uneven road surfaces, using the initial control signal would fail to effectively match real-time dynamic requirements, leading to suspension response lag or over-adjustment, thereby affecting vehicle stability and ride comfort. Therefore, the control system can dynamically correct the amplitude, frequency response characteristics, and phase compensation of the initial control signal based on real-time vehicle driving conditions, ensuring that the final target control signal can synchronously adapt to changes in force requirements and damping characteristics under the current operating conditions. This guarantees that the reaction force output by the magnetic levitation actuator maintains dynamic balance with external disturbances and vehicle inertial forces.

[0143] For example, when braking is detected, the control system can simultaneously acquire the longitudinal deceleration signal and use it as feedback input to the control loop to dynamically correct the reference force output of each magnetic levitation actuator, thereby suppressing the vehicle's pitch tendency. When steering is detected, the control system can combine the yaw rate and steering angle signals to calculate the vehicle's roll tendency and decouple the lateral force distribution requirements. It can then asymmetrically adjust the initial control signals of the left and right magnetic levitation actuators to counteract the vehicle tilt caused by centrifugal force. This allows for real-time adaptive correction of the initial control signal while maintaining chassis attitude stability, ultimately outputting the target control signal.

[0144] Step S308: Based on the target control signal, control at least one magnetic levitation actuator to perform control actions to adjust the position and orientation of the vehicle's magnetic levitation chassis.

[0145] In one optional embodiment, considering that the attitude change of the magnetic levitation chassis directly depends on the electromagnetic force generated by the magnetic levitation actuator and the distribution of that electromagnetic force, and that the target control signal is a superior command calculated by fusing the vehicle dynamics model with multi-source sensing information, this signal can reflect the comprehensive requirements of vehicle attitude deviation, road excitation response, and driving intention. Based on this, the control system can apply corresponding current to the windings of each magnetic levitation actuator according to the amplitude, direction, and frequency of the target control signal, so that the electromagnetic force can counteract the displacement and tilt angle deviation of the vehicle body in real time, thereby completing the attitude adjustment of the magnetic levitation chassis.

[0146] For example, the control system can drive the electromagnetic modules of each magnetic levitation actuator based on the target control signal to generate precise electromagnetic force. This electromagnetic force acts directly on the magnetic levitation chassis through the lightweight mover and the high-rigidity guide mechanism to achieve real-time displacement and tilt compensation of the magnetic levitation chassis posture, and complete the coordinated posture adjustment of the magnetic levitation chassis in the vertical, lateral and longitudinal degrees of freedom.

[0147] Furthermore, based on the global perception data, initial control signals for at least one magnetic levitation actuator are constructed, including: predicting the operating parameters of at least one magnetic levitation actuator based on the global perception data; and constructing the initial control signals based on the operating parameters.

[0148] In one alternative embodiment, considering that the dynamic response characteristics of the magnetic levitation actuator are closely related to its real-time operating conditions, feedback control based solely on the current vehicle body state will fail to effectively predict impending road disturbances or changes in driving intent, leading to control lag and energy waste. Therefore, the control system can input comprehensive perception data from vehicle sensors, the navigation system, and the environmental perception module into a predictive model to calculate the force output, displacement stroke, and power consumption requirements of each magnetic levitation actuator in future control cycles. Based on these predicted operating parameters, the system generates initial control signals corresponding to each actuator, enabling the control system to complete energy distribution and torque presetting before disturbances occur, achieving active rather than passive magnetic levitation chassis control.

[0149] Furthermore, based on the target control signal, at least one magnetic levitation actuator is controlled to perform control actions, including: converting electrical energy output from the energy management system into electromagnetic force based on the electromagnetic module and the target control signal; and transmitting the electromagnetic force to the magnetic levitation chassis based on the motion module to adjust the posture.

[0150] In one alternative embodiment, considering that the core function of the magnetic levitation actuator is to directly convert electrical energy into controllable electromagnetic force to achieve contactless adjustment of the vehicle's posture, the control system needs to establish a complete energy conversion and force transmission path from the target control signal to the physical response. Based on this, the control system can receive the target control signal and input it to the electromagnetic module. The electromagnetic module can modulate the electrical energy provided by the energy management system according to the amplitude and frequency of the target control signal to drive the excitation winding to generate a time-varying current, thereby forming a controllable electromagnetic field in the magnetic circuit, and using this electromagnetic field to generate electromagnetic force. This electromagnetic force can be directly transmitted to the load-bearing structure of the magnetic levitation chassis through the mover in the motion module, thus allowing adjustment of the displacement or posture of the magnetic levitation chassis relative to the vehicle body based on this electromagnetic force.

[0151] For example, the control system can control the energy management system to provide electrical energy based on the target control signal, and input this electrical energy into the electromagnetic module of the magnetic levitation actuator. This electromagnetic module can form a controllable magnetic circuit through the excitation winding and the stator core structure, converting the electrical energy into electromagnetic forces that work in a coordinated radial and axial direction. This electromagnetic force can act on the lightweight mover through a closed magnetic circuit path. The mover can be connected to the magnetic levitation chassis via a high-rigidity cross roller guide mechanism, allowing the electromagnetic force to be directly transmitted to the magnetic levitation chassis to achieve the attitude adjustment of the magnetic levitation chassis.

[0152] Furthermore, based on the electromagnetic module and the target control signal, the electrical energy output by the energy management system is converted into electromagnetic force, including: determining the current drive signal based on the target control signal; driving the energy management system to output electrical energy based on the current drive signal; introducing the electrical energy into the excitation winding and using the excitation winding to generate a time-varying magnetic field; and generating electromagnetic force based on the stator core and the time-varying magnetic field.

[0153] In one alternative embodiment, considering that the generation of electromagnetic force requires the interaction of current with a conductor in a magnetic field, and the strength and changing characteristics of this magnetic field are directly determined by the current flowing through the excitation winding, it is necessary to precisely adjust the current drive signal according to the target control signal to ensure that the magnitude and dynamic response of the electromagnetic force meet the control requirements of the control system. Based on this, the control system can analyze the force output command required by the target control signal and map this command into corresponding current amplitude and waveform parameters to form a current drive signal. Subsequently, the control system can control the energy management system to output electrical energy based on this current drive signal, so that the electrical energy can be supplied to the excitation winding of the magnetic levitation actuator at a matched voltage and current level. After the electrical energy enters the excitation winding, it can form a time-varying current, thereby establishing a time-varying magnetic field in the stator core. Due to the high permeability and closed magnetic circuit structure of the stator core, this time-varying magnetic field can form a concentrated and controllable magnetic flux density distribution in the air gap, thereby generating an electromagnetic attraction or repulsion force between the mover and stator synchronized with the current change, realizing a direct and contactless conversion from electrical signal to electromagnetic force.

[0154] For example, the control system can generate a corresponding current drive signal based on the target control signal. This current drive signal can be output to the energy management system, enabling the energy management system to output matching electrical energy on demand. This electrical energy can be delivered to the excitation winding of the magnetic levitation actuator through a power conditioning circuit, creating a time-varying current distribution in the excitation winding, thereby inducing a time-varying magnetic field inside the stator core. This time-varying magnetic field can interact with the magnetic circuit structure of the stator core, forming a periodically changing electromagnetic force in the air gap region, achieving a dynamic response to the target control signal and completing the efficient conversion of electrical energy into electromagnetic force.

[0155] For ease of understanding, Figure 4This is a schematic diagram of an optional energy management system architecture according to an embodiment of the present invention, such as... Figure 4 As shown in the diagram, the energy management system in this architecture consists of three main modules: power allocation strategy, energy recovery mechanism, and thermal management control. The power allocation strategy includes active power control, dynamic management constraints, and priority management. Active power control includes power demand calculation, allocation algorithms, and dynamic adjustments.

[0156] Energy recovery mechanisms include vibration energy recovery, braking energy recovery, and energy storage management. Vibration energy recovery includes electromagnetic damping power generation, energy conversion efficiency, and grid quality control.

[0157] Thermal management control includes temperature control, cooling control, and overheat protection.

[0158] Specifically, active power control dynamically adjusts the input power of the magnetic levitation actuators by monitoring the instantaneous power consumption of each magnetic levitation actuator and the energy load of the whole vehicle in real time, so as to ensure that the total energy consumption is reduced while meeting the dynamic performance requirements and avoid power overload or redundant supply.

[0159] Dynamic management limits set upper and lower limits for power output based on the vehicle's current driving status, battery SOC (State of Charge) threshold, and thermal management system load, to prevent system instability or energy collapse due to sudden power changes under extreme conditions.

[0160] Priority management prioritizes energy distribution based on driving mode and safety level, with braking stability and vehicle attitude control taking precedence over comfort adjustment, ensuring that critical functions always receive sufficient power when energy is limited.

[0161] The power demand calculation integrates data from vehicle acceleration, road excitation frequency, suspension displacement feedback, and driver intention recognition. It uses a state-space model to estimate the instantaneous power demand corresponding to the electromagnetic force required by each magnetic levitation actuator in real time, which serves as the input basis for allocation decisions.

[0162] The allocation algorithm adopts a multi-objective optimization strategy based on model prediction, with the constraints of reducing total energy consumption, improving control accuracy and balancing thermal load. It dynamically allocates power among multiple magnetic levitation actuators to ensure that the overall efficiency of the control system is better and there is no local overload.

[0163] The system dynamically adjusts the power supply voltage and duty cycle of each magnetic levitation actuator based on the power deviation and temperature change rate feedback within the control cycle, with a millisecond-level response frequency, to achieve real-time closed-loop matching between power supply and demand.

[0164] Vibration energy recovery utilizes a reverse electromagnetic induction mechanism to convert the kinetic energy of vibration into electrical energy during suspension compression and rebound. After rectification and voltage stabilization, the electrical energy is stored in a supercapacitor, enabling the reuse of low-frequency vibration energy.

[0165] During emergency deceleration or active braking, the regenerative braking system switches the magnetic levitation actuator to power generation mode, using the vehicle's inertia to generate regenerative electrical energy by reversing the motor.

[0166] The energy storage management adopts a two-level energy storage architecture, with lithium-ion batteries providing continuous power and supercapacitors handling instantaneous pulse power demands. Intelligent charge and discharge management strategies extend battery life and improve the responsiveness of the control system.

[0167] In non-braking conditions, electromagnetic damping power generation actively adjusts the phase of the actuator coil current to make the electromagnetic force exhibit damping characteristics and synchronously output induced electrical energy, thereby achieving lossless energy recovery and attitude stability coordinated control.

[0168] Energy conversion efficiency refers to the overall efficiency of the process from battery electrical energy to electromagnetic force via power drive circuit and magnetic levitation actuator, and then to energy recovery and feedback to the energy storage unit.

[0169] Power grid quality control uses a bidirectional DC-DC (Direct Current to Direct Current) converter and an active filter circuit to suppress voltage fluctuations, harmonics, and electromagnetic interference caused by the switching action of the magnetic levitation system, ensuring that the power quality of the vehicle's low-voltage power grid meets expectations.

[0170] Temperature control is based on the internal temperature sensor network of each actuator to build a heat distribution map in real time. Combined with the thermal resistance model, the temperature rise trend is predicted, and the local cooling unit is activated in advance to avoid local hot spots from causing demagnetization of magnetic materials or insulation failure.

[0171] The cooling control adopts an integrated liquid cooling circuit, with high thermal conductivity coolant flowing through the stator core and winding heat sinks. Combined with a variable frequency water pump and intelligent temperature control valve, it can achieve precise heat dissipation on demand and maintain each component within the optimal operating temperature range.

[0172] When the temperature sensor detects that the core temperature of any magnetic levitation actuator exceeds the safety threshold, the overheat protection immediately triggers the power reduction operation mode, cuts off the power supply to non-critical actuators, activates emergency air cooling, and reports diagnostic codes to ensure the safe shutdown of the control system.

[0173] Furthermore, based on the motion module, electromagnetic force is transmitted to the magnetic levitation chassis to adjust the posture, including: controlling the mover to move based on the guide mechanism and electromagnetic force to adjust the posture.

[0174] In one optional embodiment, considering that electromagnetic force needs to be stably and accurately transmitted to the magnetic levitation chassis through the motion module to achieve effective adjustment of the chassis's posture, and that electromagnetic force without constraint guidance can cause the mover to deviate or rotate unexpectedly under the action of the electromagnetic force, leading to control instability or even system failure, the control system can utilize a guiding mechanism to restrict the mover to move only in a predetermined direction. This ensures that the direction of the electromagnetic force is consistent with the posture adjustment requirements. Simultaneously, the control system can also utilize the material properties of the guiding mechanism to suppress external disturbances and vibrations that interfere with the mover's motion accuracy, enabling the electromagnetic force to be efficiently and controllably converted into translation and rotation of the vehicle body posture, thereby achieving precise adjustment of the magnetic levitation chassis's posture.

[0175] For example, the control system can generate a time-varying magnetic field through the stator windings, which interacts with the permanent magnet of the mover to form a controllable electromagnetic force. This electromagnetic force can be transmitted to the load-bearing structure of the magnetic levitation chassis via a high-rigidity crossed roller guide mechanism. This guide mechanism can restrict the mover to move only along the axial degree of freedom and suppress lateral offset, thereby achieving precise displacement of the mover within a limited stroke. The displacement change of the mover can directly drive the relevant components of the magnetic levitation chassis to adjust their posture, completing the dynamic correction of vehicle height, pitch angle, or roll angle. Throughout the process, the magnitude and direction of the electromagnetic force are controlled in real time by the control system in a closed loop, ensuring that the posture response is consistent with the target attitude trajectory.

[0176] Furthermore, the method also includes: acquiring vehicle power data, road condition information, and the driver's control intentions for the vehicle; and performing multimodal fusion of power data, road condition information, and control intentions to obtain full-domain perception data.

[0177] In one alternative embodiment, considering that the dynamic response performance of a vehicle is influenced by the output characteristics of the powertrain, road surface excitation input, and driver operation behavior, a single information source cannot fully reflect the control requirements of the control system under actual operating conditions. Therefore, the control system can utilize a multimodal data fusion module to uniformly sample power data from the powertrain, road condition information from the navigation system, and control intentions from the control devices onto the same time reference. This data is then fused using feature layer alignment and weighted superposition to generate comprehensive perception data covering power input, road condition prediction, and driving intentions. This provides a complete, synchronous, and causally correlated input state space for subsequent control strategies.

[0178] For example, the control system can synchronously collect vehicle power data, road condition information, and driver control intentions through a multimodal sensor network. It can also use feature-level fusion algorithms to perform spatiotemporal alignment and semantic association on the motor torque response, battery output characteristics, and vehicle acceleration in the power data; the road surface roughness spectrum, slope change, curvature prediction, and friction coefficient estimation in the road condition information; and the steering wheel angle rate, throttle opening change gradient, and brake pressure rise slope in the control intentions. This will construct a unified high-dimensional state representation and output spatiotemporally consistent global perception data as the input basis for subsequent control decisions.

[0179] Throughout the control process, in order to avoid the cooling module being insufficient to support the cooling requirements of the magnetic levitation actuator, the control system can also call the vehicle's thermal management system to cool the magnetic levitation actuator. Figure 5 This is a schematic diagram of an optional thermal management system architecture according to an embodiment of the present invention, such as... Figure 5 As shown, in this architecture, the thermal management system can monitor temperatures, primarily the coolant temperature, power device temperature, and excitation winding coil temperature. After monitoring these temperatures, the thermal management system inputs them into a temperature fusion algorithm for thermal state estimation. Subsequently, the thermal management system can implement power limiting and formulate a cooling strategy based on the thermal state estimation results. Finally, the thermal management system can perform cooling control based on the final power requirements and cooling strategy.

[0180] Figure 6 This is a schematic diagram of an optional magnetic levitation actuator according to an embodiment of the present invention, such as... Figure 6 As shown, in this architecture, the magnetic levitation actuator includes an electromagnetic module, a motion module, a sensing module, and a cooling module. The electromagnetic module includes a signal converter, a stator core, an excitation winding, and a permanent magnet array. The motion module includes a mover, a guiding mechanism, a protective housing, and a connection interface. The sensing module includes a gap sensor, a temperature sensor, a current sensor, and an acceleration sensor. The cooling module includes liquid cooling channels, heat sinks, and a temperature controller.

[0181] Figure 7 This is a schematic diagram of the control process of an optional magnetic levitation actuator according to an embodiment of the present invention, as shown below. Figure 7As shown, the control system can obtain gap feedback from the gap sensor in the sensing module, current feedback from the current sensor, and acceleration feedback from the acceleration sensor. Subsequently, the control system can integrate the gap feedback, current feedback, and acceleration feedback through a state observer and input them into an adaptive algorithm, outputting a correction amount for the target control signal. Then, the control system can correct the target control signal based on this correction amount and convert the corrected target control signal into a current drive signal, which is then input into the current controller. Simultaneously, the control system can also perform fault detection on the magnetic levitation actuator and construct protection logic based on the fault detection results. Next, the control system can input the current drive signal output from the current controller and the protection logic into a power amplifier, and use this power amplifier to output the final energy to the excitation winding. The excitation winding can then output electromagnetic force based on this electrical energy for magnetic levitation chassis control.

[0182] According to an embodiment of the present invention, a control device for a vehicle magnetic levitation chassis is provided. It should be noted that this device can be used to execute the control method for the vehicle magnetic levitation chassis described above. The specific implementation process and application scenarios are the same as those in the above embodiment, and will not be repeated here. Figure 8 This is a schematic diagram of a control device for a vehicle magnetic levitation chassis according to an embodiment of the present invention, as shown below. Figure 8 As shown, the device is applied to the control system of the vehicle magnetic levitation chassis in the above embodiments of the present invention, and includes:

[0183] The first acquisition module 802 is used to acquire the vehicle's global perception data and driving status.

[0184] Module 804 is used to construct initial control signals for at least one magnetic levitation actuator based on global perception data.

[0185] The adjustment module 806 is used to adjust the initial control signal based on the driving state to obtain the target control signal.

[0186] The execution module 808 is used to control at least one magnetic levitation actuator to perform control actions based on the target control signal, so as to adjust the position and posture of the vehicle's magnetic levitation chassis.

[0187] Furthermore, the module is also used to: predict the operating parameters of at least one magnetic levitation actuator based on global perception data; and construct an initial control signal based on the operating parameters.

[0188] Furthermore, the execution module is also used to: convert electrical energy output from the energy management system into electromagnetic force based on the electromagnetic module and target control signal; and to transmit the electromagnetic force to the magnetic levitation chassis based on the motion module to adjust the posture.

[0189] Furthermore, the execution module is also used to: determine the current drive signal based on the target control signal; drive the energy management system to output electrical energy based on the current drive signal; introduce electrical energy into the excitation winding and use the excitation winding to generate a time-varying magnetic field; and generate electromagnetic force based on the stator core and the time-varying magnetic field.

[0190] Furthermore, the execution module is also used to: control the movement of the mover based on the guiding mechanism and electromagnetic force to adjust its posture.

[0191] Furthermore, the device also includes: a second acquisition module for acquiring vehicle power data, road condition information, and the driver's control intentions for the vehicle; and a data fusion module for performing multimodal fusion of power data, road condition information, and control intentions to obtain full-domain perception data.

[0192] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0193] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0194] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0195] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of the present invention.

[0196] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of the present invention.

[0197] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0198] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0199] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0200] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0201] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0202] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0203] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A control system for a vehicle magnetic levitation chassis, characterized in that, include: The global perception module is used to acquire global perception data of the vehicle. The global perception data is used to represent the data after multimodal fusion of perception data of multiple dimensions of the vehicle. The status acquisition module is used to acquire the driving status of the vehicle; The controller, connected to the global perception module and the state acquisition module, is used to construct initial control signals for at least one magnetic levitation actuator based on the global perception data, and to adjust the initial control signals based on the driving state to obtain the target control signal; The at least one magnetic levitation actuator is connected to the controller and is used to perform control actions based on the target control signal to adjust the position and orientation of the vehicle's magnetic levitation chassis.

2. The control system for the vehicle magnetic levitation chassis according to claim 1, characterized in that, The controller includes: The parameter prediction module, connected to the global perception module, is used to predict the operating parameters of the at least one magnetic levitation actuator based on the global perception data. The signal construction module, connected to the parameter prediction module and the state acquisition module, is used to construct the initial control signal based on the operating parameters, and adjust the initial control signal based on the driving state to obtain the target control signal.

3. The control system for the vehicle magnetic levitation chassis according to claim 1, characterized in that, Each magnetic levitation actuator includes: An electromagnetic module, connected to the controller and the vehicle's energy management system, is used to convert electrical energy output by the energy management system into electromagnetic force based on the target control signal. A motion module, one end of which is connected to the electromagnetic module and the other end of which is connected to the magnetic levitation chassis, is used to transmit the electromagnetic force to the magnetic levitation chassis to adjust the posture.

4. The control system for the vehicle magnetic levitation chassis according to claim 3, characterized in that, The electromagnetic module includes at least: A signal converter, the input of which is connected to the controller, and the output of which is connected to the enable terminal of the energy management system, is used to convert the target control signal output by the controller into a current drive signal to drive the energy management system to output the electrical energy. An excitation winding is wound inside the magnetic pole slots of the stator core. The two ends of the excitation winding are connected to the output terminals of the energy management system to generate a time-varying magnetic field based on the electrical energy. The stator core is connected to the motion module and is used to generate the electromagnetic force based on the time-varying magnetic field and transmit the electromagnetic force to the motion module.

5. The control system for the vehicle magnetic levitation chassis according to claim 4, characterized in that, The stator core is composed of multiple silicon steel sheets, each with a preset thickness, and the angle between the magnetic pole slot and the axial direction of the stator core is within a preset angle range.

6. The control system for the vehicle magnetic levitation chassis according to claim 4, characterized in that, The excitation winding adopts a distributed winding structure, and the fill factor of the excitation winding is greater than a preset factor.

7. The control system for the vehicle magnetic levitation chassis according to claim 3, characterized in that, The motion module includes at least: The mover, connected to the magnetic levitation chassis, is used to move under the action of the electromagnetic force to adjust the posture; A guiding mechanism, connected to the mover, is used to constrain the range of motion of the mover.

8. The control system for the vehicle magnetic levitation chassis according to claim 7, characterized in that, The mover is made of carbon fiber composite material.

9. The control system for a vehicle magnetic levitation chassis according to claim 7, characterized in that, The guiding mechanism is a crossed roller bearing, and the radial stiffness of the crossed roller bearing is greater than the preset stiffness.

10. The control system for a vehicle magnetic levitation chassis according to claim 3, characterized in that, Each magnetic levitation actuator also includes: A sensing module, connected to the controller, is used to acquire the operating conditions of the magnetic levitation actuator and feed back the operating conditions to the controller; A cooling module, connected between the electromagnetic module and the motion module, is used to dissipate the heat generated by the electromagnetic module and the motion module during operation.

11. The control system for a vehicle magnetic levitation chassis according to any one of claims 1 to 10, characterized in that, The global perception module includes: A power sensing module, connected to the vehicle's power system, is used to sense the vehicle's power data; A road condition prediction module, connected to the vehicle's navigation system, is used to predict road condition information ahead of the vehicle. An intent acquisition module, connected to the vehicle's control device, is used to identify the driver's intent to control the vehicle. The information processing module, connected to the power perception module, the road condition prediction module, the intent acquisition module, and the controller, is used to perform multimodal fusion of the power data, road condition information, and control intent to obtain the global perception data, and send the global perception data to the controller.

12. A control method for a vehicle magnetic levitation chassis, characterized in that, A control system applied to the vehicle magnetic levitation chassis according to any one of claims 1 to 11, the method comprising: Acquire vehicle's overall perception data and driving status; Based on the global perception data, initial control signals for at least one magnetic levitation actuator are constructed respectively; Based on the driving state, the initial control signal is adjusted to obtain the target control signal; Based on the target control signal, the at least one magnetic levitation actuator is controlled to perform control actions to adjust the position and orientation of the vehicle's magnetic levitation chassis.

13. The control method for a vehicle magnetic levitation chassis according to claim 12, characterized in that, Based on the global perception data, initial control signals for at least one magnetic levitation actuator are constructed, including: Based on the global perception data, the operating parameters of the at least one magnetic levitation actuator are predicted respectively. Based on the operating parameters, the initial control signal is constructed.

14. The control method for a vehicle magnetic levitation chassis according to claim 12, characterized in that, Based on the target control signal, control the at least one magnetic levitation actuator to perform control actions, including: Based on the electromagnetic module and the target control signal, the electrical energy output by the energy management system is converted into electromagnetic force; Based on the motion module, the electromagnetic force is transmitted to the magnetic levitation chassis to adjust the posture.

15. The control method for a vehicle magnetic levitation chassis according to claim 14, characterized in that, Based on the electromagnetic module and the target control signal, the electrical energy output by the energy management system is converted into electromagnetic force, including: Based on the target control signal, determine the current drive signal; Based on the current driving signal, the energy management system is driven to output the electrical energy; The electrical energy is introduced into the excitation winding, and the excitation winding is used to generate a time-varying magnetic field. The electromagnetic force is generated based on the stator core and the time-varying magnetic field.

16. The control method for a vehicle magnetic levitation chassis according to claim 14, characterized in that, Based on the motion module, the electromagnetic force is transmitted to the magnetic levitation chassis to adjust the posture, including: Based on the guiding mechanism and the electromagnetic force, the mover is controlled to move in order to adjust the posture.

17. The control method for a vehicle magnetic levitation chassis according to claim 12, characterized in that, The method further includes: Acquire the vehicle's power data, road condition information, and the driver's intention to control the vehicle; The power data, road condition information, and control intentions are fused in a multimodal manner to obtain the global perception data.

18. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 12 to 17.

19. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method of any one of claims 12 to 17.

20. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method according to any one of claims 12 to 17.

Images