# Research on Space Maglev Vibration Isolation Control System Modeling and Simulation
## 1 Introduction  
Spacecraft inevitably need to carry energy devices and actuating devices, such as solar arrays, fuel, flywheels, and CMG (control moment gyroscopes), etc. These devices can cause vibrations in the aircraft. This kind of vibration may have a fatal impact on the imaging and detection accuracy of high-precision optical payloads and sensitive components [1, 2]. Vibration isolation platforms have been extremely important to spacecraft as the demand for high-precision payloads for undisturbed environments has grown [3]. Maglev vibration isolation is a non-contact active vibration isolation technology. According to different application scenarios, maglev vibration isolation technology can be divided into two types: 'payload-level' and 'rack-level'. The \"payload-level\" maglev vibration isolation technology is mainly applied in space microgravity active vibration isolation systems. The Space Application Engineering and Technology Center of the Chinese Academy of Sciences in China has also proposed the independent MAIS (Microgravity Active Vibration Isolation System) (2016) magnetic levitation isolation system. Harbin Institute of Technology has also conducted some research on the six-degree-of-freedom magnetic levitation isolation system at the load level. Contact technology was used inearly active rack isolation systems (ARIS) [4]. In 2008, a non-contact microgravity vibration isolation system of MVIS [5] was designed by Canada. It utilizes a dispersed layout of eight magnetic levitation actuators to achieve active vibration isolation of six degrees of freedom. MVIS was first used in the European Fluid Science Laboratory and was applied to the International Space Station in February 2008. MVIS is a successful example of a magnetic levitation vibration isolation system applied to large payloads, which can achieve vibration isolation and suppression at frequencies as low as 0.01 Hz. Disturbance-free payload (DFP) was first proposed by [PERSON] of the Lockheed Martin Advanced Technology Center in the United States in 2002 [6]. The core concept of DFP technology is mainly reflected in non-contact, including non-contact position sensors and non-contact actuators. DFP uses non-contact sensors to measure the relative position and attitude between the payload module and the support module; both attitude and relative position are adjusted by control forces and torque from the non-contact actuators between the payload module and the support module. As the payload module and support module are no longer mechanically connected, ultra-static isolation of disturbances in the support module can be achieved. DFP systems can provide zero frequency vibration isolation in principle, while isolation performance is not affected by sensor characteristics. However, DFP has a natural disadvantage to large payloads above the tonnage level and rapid attitude maneuvers. Due to the non-fixed connection between the payload module and the support module, when the two modules need quick maneuvers, the capability of non-contact actuators is highly demanded, and the two modules are prone to collisions. Therefore, in 2005, [PERSON] proposed an agile disturbance-free payload satellite technology (ADFP) [7; 8], which discussed platform technologies. The payload can obtain attitude information and calculate the required control torque through the attitude controller using its own attitude sensors, and drive eight maglev mechanisms to generate corresponding control torque to achieve attitude control. The relative position and attitude between the payload module and the platform module are measured and calculated by distance sensors installed between the two modules. The calculated relative attitude information is input into the platform cabin attitude controller, which generates control instructions to drive the flywheel on the platform cabin, allowing the platform cabin to track the attitude of the load cabin.