A vehicle-mounted activatable permanent magnetic eddy current anti-collision buffer system, road anti-collision matching facilities and working method

Abstract

This invention discloses an on-board activated permanent magnet eddy current anti-collision buffer system, road anti-collision supporting facilities, and working method, belonging to the technical field of automotive safety protection technology and road traffic safety facilities. The on-board anti-collision host is installed at the anti-collision beam position at the front of the vehicle body. The on-board anti-collision host includes a shieldable permanent magnet array assembly, a drive mechanism, and a trigger control unit. The shieldable permanent magnet array assembly includes a high permeability shielding shell and a permanent magnet array. The high permeability shielding shell is a closed cavity structure with one open end. The permanent magnet array is slidably assembled within the receiving cavity of the high permeability shielding shell. The power output end of the drive mechanism is fixedly connected to the permanent magnet array. The trigger control unit is electrically connected to the drive mechanism and controls the drive mechanism to perform an activation action according to preset trigger conditions. This invention achieves non-contact, smooth deceleration and buffering in scenarios where a vehicle collides with a fixed obstacle.

Description

Technical Field

[0001] This invention relates to the fields of automotive safety protection technology and road traffic safety facilities technology, specifically to a non-contact vehicle collision avoidance buffer system based on electromagnetic induction eddy current effect, as well as supporting road facilities and working methods. Background Technology

[0002] With the continuous increase in the number of motor vehicles, traffic accidents involving vehicles colliding with fixed road structures (bridge piers, guardrails, tunnel entrances, etc.) occur frequently. These accidents are often caused by loss of vehicle control, brake failure, or driver error, and often result in serious casualties, vehicle damage, and infrastructure damage.

[0003] In existing technologies, protection solutions for this type of accident are mainly divided into two categories: The first category is passive protection solutions for vehicle sections, primarily consisting of front-end crash beams and energy-absorbing box structures. These are contact-based protection, absorbing energy only through plastic deformation of the metal after a rigid impact, but cannot prevent the impact itself. Furthermore, the energy-absorbing structure is subject to one-time damage, resulting in high repair costs, and the impact injury to occupants remains significant. The second category is active safety solutions, such as AEB (Automatic Emergency Braking) systems. These rely on sensors, electronic control systems, and the vehicle's braking system, and are prone to failure in extreme conditions such as sensor malfunction, inclement weather, or brake failure, making them incapable of handling scenarios where the vehicle is completely out of control. The third category is road-level protection solutions, primarily consisting of corrugated guardrails, water-filled barriers, crash barriers, and concrete barriers. These are also contact-based protection, absorbing impact energy through deformation or displacement. Their protective effect is limited, they are easily damaged by impacts, have high maintenance costs, and still cause significant rigid impact to the vehicle and its occupants.

[0004] In addition, existing technologies have also developed magnetic collision avoidance solutions based on the repulsion of like poles of permanent magnets. Such solutions require the installation of permanent magnets on both the vehicle and road sides, which is not only extremely costly, but also causes permanent magnets to continuously release strong magnetic fields, which can seriously interfere with on-board electronic equipment and attract iron filings from the road surface, posing serious safety hazards and making it impossible to promote and apply them on a large scale. Meanwhile, the permanent magnet eddy current retarders that are standard on commercial vehicles can only achieve auxiliary braking during driving through a rotating structure, and cannot cope with linear buffering scenarios where vehicles collide with fixed obstacles.

[0005] In summary, there is a lack of existing technologies that can achieve non-contact collision avoidance buffering, avoid continuous magnetic interference, adapt to existing vehicles and road facilities, be low in cost, and be reliable and effective in dealing with extreme runaway scenarios. Summary of the Invention

[0006] The purpose of this invention is to provide a vehicle-mounted, activatable permanent magnet eddy current anti-collision buffer system, road anti-collision facilities, and operating methods. Based on the eddy current effect of Lenz's law of electromagnetic induction, it achieves non-contact, smooth deceleration and buffering in scenarios where vehicles collide with fixed obstacles. The magnets are activated only in emergency situations, with no magnetic interference during normal driving. The road facilities have no passive cost, effectively reducing personal injury and property damage in traffic accidents.

[0007] To achieve the above objectives, this invention provides an on-board activated permanent magnet eddy current anti-collision buffer system, including an on-board anti-collision host. The on-board anti-collision host is fixedly installed at the anti-collision beam position at the front of the vehicle body, replacing the original energy-absorbing box structure. The on-board anti-collision host includes a shieldable permanent magnet array assembly, a drive mechanism, and a trigger control unit. The shieldable permanent magnet array assembly includes a high-permeability shielding shell and a permanent magnet array. The high-permeability shielding shell is a closed cavity structure with one open end, made of high-permeability materials such as electrical pure iron or permalloy, achieving complete magnetic field enclosure. When the permanent magnet array is completely housed within the high-permeability shielding shell, the magnetic field leakage intensity outside the high-permeability shielding shell is less than or equal to 0.5 mT. The permanent magnet array can be slidably assembled into the cavity of the high permeability shielding shell. It adopts a Halbach permanent magnet array structure, which concentrates the magnetic field towards one side of the opening. The permanent magnet array is made of N35-N52 neodymium iron boron permanent magnets. The magnetic induction intensity of the working surface is 0.8-1.5T, which can significantly improve the utilization rate of the effective magnetic field and reduce the interference of the reverse magnetic field on the vehicle electronic equipment.

[0008] The trigger control unit is electrically connected to the drive mechanism, which is connected to the permanent magnet array. The trigger control unit includes an MCU controller, a signal acquisition module, and a manual emergency trigger button. The signal acquisition module is electrically connected to the vehicle's existing AEB automatic emergency braking system, ESP stability control system, millimeter-wave radar, lidar, onboard camera, brake pedal sensor, and steering angle sensor, collecting real-time vehicle operating status, information on obstacles ahead, and collision risk data. The signal acquisition module is also electrically connected to the MCU controller, which has built-in preset trigger conditions. When these conditions are met, an activation command is immediately sent to the drive mechanism. Both the MCU controller and the manual emergency trigger button are electrically connected to the drive mechanism to enable both automatic and manual activation. The trigger conditions include: a time-to-collision (TTC) time between the vehicle and a fixed obstacle ahead of the vehicle is less than or equal to 1.5 seconds and the driver has not taken effective braking measures; the vehicle's electronic control system detects brake failure and / or steering loss of control; or the driver actively presses the manual emergency trigger button.

[0009] The road collision avoidance system includes a high-purity aluminum sensing plate and a fixed installation assembly. The high-purity aluminum sensing plate is made of high-purity aluminum with a conductivity greater than or equal to 35 MS / m and serves as the sensing element for the eddy current effect. The thickness of the high-purity aluminum sensing plate ranges from 5-50 mm, adjusted according to the protection level required for different scenarios. The fixed installation assembly includes a steel structure support bracket and a shock-absorbing buffer layer. The shock-absorbing buffer layer is placed between the high-purity aluminum sensing plate and the fixed structure to buffer rigid impacts under extreme conditions. The high-purity aluminum sensing plate is fixedly mounted on the surface of easily impacted fixed structures such as bridge piers, road corrugated guardrails, tunnel entrance walls, tollbooth islands, underground parking garage walls, and central median barriers via the steel structure support bracket. It operates completely passively, requiring no power supply or any electronic control unit.

[0010] Furthermore, the high-purity pure aluminum induction plate can be constructed using a multi-piece splicing structure, with copper conductive connectors installed at the joints between adjacent induction plates to ensure the electrical continuity of the eddy current circuit.

[0011] The working principle of this invention is based on Faraday's law of electromagnetic induction and Lenz's law. When the magnetic flux in a closed conductor circuit changes, an induced electromotive force and an induced current are generated in the circuit. The magnetic field generated by the induced current will impede the relative motion that causes the change in magnetic flux.

[0012] Under normal driving conditions, the onboard permanent magnet array is completely enclosed within a high-permeability shielding shell, ensuring a completely sealed magnetic field. There is no magnetic leakage outside the vehicle, so it does not interfere with onboard electronic equipment or attract road debris, thus not affecting normal vehicle operation. When the trigger control unit detects an emergency scenario such as loss of vehicle control or collision risk, it immediately controls the drive mechanism to extend the permanent magnet array, releasing a strong magnetic field. As the vehicle approaches an obstacle equipped with a high-purity aluminum induction plate, the permanent magnet array and the high-purity aluminum induction plate experience high-speed relative motion. The magnetic flux passing through the high-purity aluminum induction plate changes drastically, generating strong eddy currents within the plate. These eddy currents, according to Lenz's law, generate a reverse magnetic field, forming an eddy current repulsive force opposite to the vehicle's direction of motion. This force hinders the vehicle's approach, smoothly converting its kinetic energy into heat energy for dissipation, achieving non-contact deceleration and buffering. This significantly reduces the impact speed and can even bring the vehicle to a complete stop before impact, fundamentally preventing rigid collisions.

[0013] The beneficial effects of this invention are: (1) Non-contact collision protection reduces damage from the source: This invention uses eddy current repulsion to achieve smooth deceleration and buffering of the vehicle. It can absorb the vehicle's kinetic energy without rigid impact, greatly reducing vehicle damage and impact injury to the occupants. The core buffer components are reusable, have no one-time damage, and have extremely low maintenance costs.

[0014] (2) Activated shielding design with no continuous magnetic interference: During normal driving, the permanent magnet is completely enclosed in a high magnetic permeability shielding shell, with no external magnetic field leakage. It will not interfere with core electronic devices such as vehicle ECU, ABS and airbags, nor will it attract iron filings from the road surface. It will not affect the normal driving of the vehicle at all. It is only activated in emergency scenarios, which is safe and reliable.

[0015] (3) The supporting facilities are passive and low-cost, and easy to promote on a large scale: only pure aluminum induction plates need to be installed on the road section. No power supply or complex electrical control is required. The structure is simple, and the installation and maintenance are convenient. It can be directly adapted to existing road infrastructure such as bridge piers and guardrails. The transformation cost is extremely low, and it can be promoted and applied on a large scale in road scenarios across the country.

[0016] (4) Reliable triggering and adaptable to extreme loss of control scenarios: This invention can be linked with the vehicle's existing safety system and has a manual emergency triggering function. It does not rely on a single sensor and vehicle braking system. In extreme conditions such as brake failure, steering failure, and AEB system failure, it can still stably play a collision avoidance and buffering role, making up for the core defects of the existing active safety system.

[0017] (5) No mechanical wear and long service life: There is no mechanical contact or friction in the core buffer process, no component wear, the vehicle device is in a closed shielded state on a daily basis, the service life is the same as the vehicle cycle, and there is almost no need for daily maintenance. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall system operation of the present invention. The main body on the left is a simplified outline of a five-seater family car, with the vehicle-mounted anti-collision unit located at the front bumper beam, its opening facing directly forward of the vehicle. The main body on the right is a circular bridge pier (a fixed road structure), facing the side of the vehicle, where a fixed aluminum road anti-collision device is located. A solid arrow indicates the direction of the vehicle's movement (towards the bridge pier). An arrow from the opening of the vehicle-mounted anti-collision unit towards the aluminum plate indicates the direction of the magnetic field released by the permanent magnet. Inside the pure aluminum induction plate, a closed loop represents the eddy current circuit. A solid arrow from the aluminum plate towards the vehicle indicates the direction of the eddy current repulsion force.

[0019] Figure 2This is a schematic cross-sectional view of the vehicle-mounted anti-collision main unit of the present invention. The horizontally placed rectangular sealed cavity in the figure is a high-permeability shielding shell, with an open end on the left (facing the front of the vehicle) and a closed end on the right. Inside the cavity, a permanent magnet array is arranged, with an aluminum alloy heat sink fixed to the back of the array. The drive mechanism (electric push rod) has its fixed end installed on the inner wall of the closed end on the right side of the shielding shell, and its power output end is fixedly connected to the heat sink of the permanent magnet array. The position of the permanent magnet array (extended in the active state) is shown (near the open end of the shell), and the position of the permanent magnet array (retracted into the cavity) is also shown, clearly demonstrating the core design of the shell activation. On the right side of the exterior of the high-permeability shielding shell, a trigger control unit is arranged, and its electrical connection with the drive mechanism is indicated by lines.

[0020] Figure 3 This is a cross-sectional schematic diagram of the installation of the aluminum road crash barrier of the present invention. The left side shows the high-purity aluminum induction plate, the middle shows the shock-absorbing buffer layer, and the right side shows the road fixed structure (concrete bridge pier / steel guardrail). The steel structure fixing bracket passes through the high-purity aluminum induction plate and the shock-absorbing buffer layer, and is fixedly connected to the road fixed structure behind it, fully demonstrating the installation method. At both ends of the induction plate, the joint between two adjacent high-purity aluminum induction plates is drawn, and a copper conductive connector is set at the joint, demonstrating the electrical continuity design of the multi-plate splicing.

[0021] In the diagram, 1-vehicle anti-collision host, 2-vehicle body, 3-road aluminum anti-collision facilities, 4-road fixed structures.

[0022] 11-High permeability shielding shell; 12-Permanent Magnet Array; 13-Drive mechanism; 14-Trigger control unit; 15-Aluminum alloy heat sink base; 31-High-purity pure aluminum induction plate; 32-Steel structure fixed bracket; 33 - Shock-absorbing and cushioning padding layer; 34 - Copper conductive connector. Detailed Implementation

[0023] The technical solutions in the embodiments of the present invention will be clearly and completely described below. 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 are within the scope of protection of the present invention.

[0024] Note: Unless otherwise specified, the experimental methods in the following examples are conventional methods, performed according to the techniques or conditions described in the literature in this field or according to the product instructions. Unless otherwise specified, the materials and reagents used in the following examples are commercially available.

[0025] Example 1 like Figure 1 As shown, an on-board activated permanent magnet eddy current anti-collision buffer system is described. In this embodiment, the on-board anti-collision host 1 is adapted to a five-seater passenger car and is fixedly installed on the anti-collision beam position inside the front bumper of the vehicle, replacing the original energy-absorbing box structure.

[0026] The high-permeability shielding shell 11 of the permanent magnet array assembly is made of 10mm thick electrical pure iron and is a rectangular sealed cavity with one open end. The internal cavity dimensions are 1250mm (width) × 850mm (height) × 120mm (depth). The permanent magnet array 12 is a Halbach array composed of N52 neodymium iron boron permanent magnets. The overall dimensions are 1200mm (width) × 800mm (height) × 50mm (thickness), and the magnetic induction intensity of the working surface is 1.2T. The permanent magnet array 12 is fixedly mounted on a 6061 aluminum alloy heat dissipation base 15 at the back, which can quickly dissipate the heat generated by the eddy current effect and prevent the permanent magnets from demagnetizing at high temperatures.

[0027] The drive mechanism 13 adopts two sets of symmetrically arranged explosion-proof electric push rods. Each set of push rods has a rated thrust of 5000N, a stroke of 100mm, and an action response time of ≤80ms. At the same time, a spare set of pyrotechnic actuators is provided, with a response time of ≤20ms, which is suitable for extreme emergency collision scenarios.

[0028] The MCU controller of the trigger control unit 14 adopts an automotive-grade 32-bit microcontroller, which communicates with the signal acquisition module. The signal acquisition module is electrically connected to the vehicle's AEB automatic emergency braking system, ESP vehicle stability system, millimeter-wave radar, lidar, vehicle camera, brake pedal sensor, and steering angle sensor via CAN bus, and collects data such as vehicle speed, braking status, steering status, distance to obstacles ahead, and collision time in real time. At the same time, a manual emergency trigger button is set in the driver's seat of the vehicle, which adopts a flip-top design to prevent accidental touch, so that the driver can manually trigger and activate it in an emergency.

[0029] The preset trigger condition is set as follows: (1) The forward millimeter-wave radar detects a fixed obstacle ahead, the collision time TTC is ≤1.5s, and the driver does not press the brake pedal or the braking force is insufficient.

[0030] (2) The ESP vehicle stability system detects loss of vehicle steering control, vehicle skidding, or brake failure signal from the braking system.

[0031] (3) The driver presses the manual emergency trigger button.

[0032] Example 2: Corresponding road aluminum crash barriers For different road scenarios, install road aluminum anti-collision facilities of corresponding specifications 3: like Figure 2 and Figure 3 As shown, the bridge pier anti-collision facility is designed for fixed road structures 4 (bridge piers) on highways and urban roads. A 30mm thick high-purity aluminum induction plate 31 is cut into an arc shape that matches the shape of the pier and covers the lower part of the pier within a height range of 0.2-1.7m. The back of the high-purity aluminum induction plate 31 is fixedly connected to the pier through a hot-dip galvanized steel structure fixing bracket 32. A 5mm thick rubber shock-absorbing buffer pad 33 is set between the high-purity aluminum induction plate 31 and the pier. The joints of adjacent arc-shaped high-purity aluminum induction plates 31 are fixed with bolts using 0.5mm thick copper conductive connectors 34 to ensure the electrical continuity of the eddy current circuit.

[0033] Road corrugated guardrail crash protection facilities: For fixed road structures 4 (corrugated steel guardrails) on highways and national and provincial roads, a high-purity pure aluminum induction plate 31 with a thickness of 10mm is used. The size matches the corrugated pitch of the guardrail. It is fixed to the side of the corrugated guardrail facing the driving lane by stainless steel bolts. The high-purity pure aluminum induction plate 31 is continuously spliced ​​along the direction of the guardrail, and copper conductive connectors 34 are set at the joints to form a continuous induction surface.

[0034] Collision avoidance facilities at tunnel entrances and toll stations: For the tunnel entrance end wall and toll station island head, a 20mm thick high-purity pure aluminum sensing plate 31 is used. The overall size of the plate matches the protective surface. It is fixed to the end wall and the island head facing the driving lane by a steel structure fixing bracket 32 ​​to form a complete vertical sensing surface.

[0035] Anti-collision facilities in underground parking garages: For the wall stops and garage entrance stops of underground parking spaces, a 15mm thick high-purity pure aluminum induction plate 31 is used. The size matches the width of the parking space and is fixed at the wall or ground stop position to form a vertical induction surface.

[0036] This invention also provides a method for operating the above-mentioned vehicle-mounted activatable permanent magnet eddy current anti-collision buffer system and road anti-collision supporting facilities, including: Step 1. Normal driving phase: The permanent magnet array 12 is completely housed in the high permeability shielding shell 11, which completely seals the magnetic field. The magnetic field leakage intensity outside the high permeability shielding shell 11 is ≤0.5mT, with no magnetic interference. The trigger control unit 14 collects the vehicle's operating status and information on obstacles ahead in real time and is in standby monitoring state.

[0037] Step 2. Risk warning stage: When the forward millimeter-wave radar detects a fixed obstacle within 100m ahead, and the collision time TTC is ≤3s, the control unit 14 is triggered to enter the warning state. The control unit emits an audible and visual warning through the in-vehicle instrument panel and audio system to prompt the driver to take evasive action. At the same time, the drive structure 13 is pre-started to prepare for activation.

[0038] Step 3. Emergency Activation Phase: The signal acquisition module receives environmental information collected by sensors such as millimeter-wave radar, lidar, and vehicle camera, and calculates the vehicle speed. When the collision time TTC is less than or equal to the preset safety threshold (preferably 1.5s) and the driver does not take effective braking measures, or when the signal acquisition module detects that the vehicle has brake failure or steering loss of control through the brake pedal sensor, ESP vehicle sound stability system and steering angle sensor, the control unit 14 is triggered to immediately issue an activation command.

[0039] The preset safety threshold can be set according to vehicle type, vehicle weight, vehicle speed, and road conditions. The drive mechanism 13 completely pushes the permanent magnet array 12 out of the high permeability shielding shell 11 within 80ms, releasing a strong magnetic field toward the front of the vehicle.

[0040] Step 4. Buffer deceleration stage: The vehicle approaches the obstacle equipped with the high-purity pure aluminum induction plate 31. The permanent magnet array 12 and the high-purity pure aluminum induction plate 31 generate high-speed relative motion. Strong eddy currents are excited in the high-purity pure aluminum induction plate 31, forming an eddy current repulsion force opposite to the direction of vehicle motion, which smoothly and linearly decelerates the vehicle. The kinetic energy of the vehicle is converted into heat energy and dissipated through the high-purity pure aluminum induction plate 31 and the aluminum alloy heat sink 15, which greatly reduces the vehicle's impact speed. When the vehicle speed is low, the vehicle can come to a complete stop before contacting the obstacle, avoiding rigid impact.

[0041] Step 5. Reset and recovery phase: After the vehicle comes to a complete stop and the collision risk is eliminated, the driver can use the reset button inside the vehicle to control the drive mechanism 13 to retract the permanent magnet array 12 into the high permeability shielding housing 11, restoring the closed shielding state. The vehicle can then drive normally, and the system can be reused without replacing any parts.

[0042] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A vehicle-mounted, activatable permanent magnet eddy current anti-collision buffer system, characterized in that, The system includes an on-board collision avoidance host, which is installed at the front of the vehicle body on the collision beam. The on-board collision avoidance host includes a shieldable permanent magnet array assembly, a drive mechanism, and a trigger control unit. The shieldable permanent magnet array assembly includes a high permeability shielding shell and a permanent magnet array. The high permeability shielding shell is a closed cavity structure with one open end. The permanent magnet array is slidably assembled in the receiving cavity of the high permeability shielding shell. The power output end of the drive mechanism is fixedly connected to the permanent magnet array. The trigger control unit is electrically connected to the drive mechanism and controls the drive mechanism to perform an activation action according to preset trigger conditions.

2. A road collision avoidance facility used in conjunction with the vehicle-mounted activated permanent magnet eddy current collision avoidance buffer system as described in claim 1, characterized in that, It includes a high-purity pure aluminum sensing plate and a fixed installation assembly. The high-purity pure aluminum sensing plate is fixedly mounted on the surface of a fixed structure on the road that is easily impacted by the fixed installation assembly.

3. The system according to claim 1, characterized in that, The high permeability shielding shell is made of electromagnetic pure iron or permalloy material. When the permanent magnet array is completely housed inside the high permeability shielding shell, the magnetic field leakage intensity outside the high permeability shielding shell is less than or equal to 0.5mT.

4. The system according to claim 1, characterized in that, The permanent magnet array adopts a Halbach permanent magnet array structure, with the magnetic field concentrated on one side of the pure aluminum induction plate. The array is made of N35-N52 grade neodymium iron boron permanent magnets, and the magnetic induction intensity of the working surface is 0.8-1.5T.

5. The system according to claim 1, characterized in that, The trigger control unit includes an MCU controller, a signal acquisition module, and a manual emergency trigger button. The signal acquisition module is electrically connected to the vehicle's AEB automatic emergency braking system, ESP vehicle stability system, millimeter-wave radar, lidar, vehicle camera, brake pedal sensor, and steering angle sensor. The signal acquisition module is electrically connected to the MCU controller. The MCU controller and the manual emergency trigger button are both electrically connected to the drive mechanism.

6. The system according to claim 1, characterized in that, The triggering conditions include: the collision time (TTC) between the vehicle and a fixed obstacle in front is less than or equal to 1.5 seconds and the driver has not taken effective braking measures; the vehicle's electronic control system detects a loss of vehicle control state due to brake failure and / or loss of steering control; or the driver actively presses the manual emergency trigger button.

7. The system according to claim 1, characterized in that, The high-purity pure aluminum induction plate is made of high-purity pure aluminum plate with an electrical conductivity greater than or equal to 35 MS / m and a plate thickness of 5-50 mm.

8. The system according to claim 1, characterized in that, The fixed structures on the road that are susceptible to impact include any one or a combination of bridge piers, road corrugated guardrails, tunnel entrance end walls, toll station islands, underground parking garage wall barriers, and road central dividers. The fixed installation components include steel structure fixed supports and shock-absorbing buffer layers. The high-purity pure aluminum induction plate is installed on the fixed structures through the steel structure fixed supports, and the shock-absorbing buffer layer is set between the high-purity pure aluminum induction plate and the fixed structures.

9. The system according to claim 1, characterized in that, The high-purity aluminum induction plate adopts a multi-piece splicing structure, and copper conductive connectors are provided at the joints of adjacent high-purity aluminum induction plates.

10. A method for operating a vehicle-mounted, activatable permanent magnet eddy current anti-collision buffer system and related road anti-collision facilities, characterized in that... When a vehicle is in an emergency collision risk state, the trigger control unit controls the drive mechanism to push the permanent magnet array out of the high permeability shielding shell. As the vehicle approaches the high-purity aluminum induction plate on the road, the permanent magnet array and the high-purity aluminum induction plate generate high-speed relative motion. The magnetic flux in the high-purity aluminum induction plate changes drastically and excites strong eddy currents. The eddy currents form a reverse magnetic field opposite to the direction of the vehicle's movement, generating an eddy current repulsive force that hinders the vehicle's approach, thus achieving non-contact collision buffering for the vehicle.

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