CN108804823A - Magnetic-levitation train vertical dynamics control system, information data processing terminal - Google Patents
Magnetic-levitation train vertical dynamics control system, information data processing terminal Download PDFInfo
- Publication number
- CN108804823A CN108804823A CN201810597688.4A CN201810597688A CN108804823A CN 108804823 A CN108804823 A CN 108804823A CN 201810597688 A CN201810597688 A CN 201810597688A CN 108804823 A CN108804823 A CN 108804823A
- Authority
- CN
- China
- Prior art keywords
- magnetic
- vertical
- suspension
- car body
- levitation train
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000005339 levitation Methods 0.000 title claims abstract description 37
- 238000012545 processing Methods 0.000 title claims abstract description 8
- 239000000725 suspension Substances 0.000 claims abstract description 162
- 238000010276 construction Methods 0.000 claims description 6
- 238000007667 floating Methods 0.000 claims description 5
- 238000004590 computer program Methods 0.000 claims description 3
- 238000013461 design Methods 0.000 abstract description 17
- 238000005096 rolling process Methods 0.000 abstract description 17
- 238000004088 simulation Methods 0.000 abstract description 10
- 238000011160 research Methods 0.000 abstract description 6
- 238000010586 diagram Methods 0.000 description 24
- 230000008859 change Effects 0.000 description 11
- 241000271460 Crotalus cerastes Species 0.000 description 7
- 238000013016 damping Methods 0.000 description 6
- 230000009467 reduction Effects 0.000 description 6
- 238000001514 detection method Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 5
- 238000005516 engineering process Methods 0.000 description 5
- 230000009471 action Effects 0.000 description 4
- 230000008901 benefit Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000003137 locomotive effect Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000005457 optimization Methods 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- 230000008602 contraction Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000005489 elastic deformation Effects 0.000 description 1
- 239000000686 essence Substances 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000002787 reinforcement Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000006641 stabilisation Effects 0.000 description 1
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/15—Vehicle, aircraft or watercraft design
Abstract
The invention belongs to kinetic model technical fields, disclose a kind of magnetic-levitation train vertical dynamics control system, information data processing terminal, the magnetic suspension train of domestic independent research at present is aimed to solve the problem that due to being limited by technical conditions, the speed of service is only capable of reaching highest 100km/h.Dynamics Simulation Analysis is carried out to magnetic suspension train carriage body, the influence that research and design parameter and external interference run car body is conducive to optimize magnetic suspension train design parameter, theoretical foundation is provided for suspension rack and car body design.The present invention establishes the complete vertical dynamics equation of vehicle：Movement of nodding, rolling and the catenary motion of car body.And by system dynamics simulation analysis, influence of several exteriors disturbances to system dynamic stability is understood, and analyze influence of the Parameters variation to suspendability.
Description
Technical field
The invention belongs to kinetic model technical field more particularly to a kind of magnetic-levitation train vertical dynamics control system,
Information data processing terminal.
Background technology
With the continuous reinforcement of world industry national economic strength, the continuous traffic capacity that improves is to adapt to its warp
The needs developed that help are imperative.Magnetic suspension train has stronger stability, safety and reliability, and noiseless, no dirt
Dye has long-range research application value.At present for the magnetic suspension train dynamic analysis overwhelming majority to having done suspension rack
Dynamic analysis, and it is less for the analysis of car body.The suspension technology of suspension rack it is basic, but magnetic-levitation train is only suspension skill
The final application of art could the specific running state of the vehicle of analyzing processing only by the Dynamic Modeling of car body.Establish magnetic
Simultaneously the influence of simulating, verifying extraneous factor and structural parameters to suspendability is conducive to the kinetic model of aerotrain car body
The better structure parameters such as design optimization car body and track.The magnetic suspension train of country's independent research is due to by technology at present
The limitation of condition, the speed of service are only capable of reaching highest 100km/h.Dynamics Simulation Analysis is carried out to magnetic suspension train carriage body, is ground
Study carefully the influence that design parameter and external interference run car body, be conducive to optimize magnetic suspension train design parameter, be suspension rack and
Car body design provides theoretical foundation.
In conclusion problem of the existing technology is：The magnetic suspension train of country's independent research is due to by skill at present
The limitation of art condition, the speed of service are only capable of reaching highest 100km/h.Dynamics Simulation Analysis is carried out to magnetic suspension train carriage body,
The influence that research and design parameter and external interference run car body is conducive to optimize magnetic suspension train design parameter, is suspension rack
And car body design provides theoretical foundation.
Invention content
In view of the problems of the existing technology, the present invention provides a kind of magnetic-levitation train vertical dynamics control system, letters
Cease data processing terminal.
The invention is realized in this way a kind of magnetic-levitation train vertical dynamics control system, the magnetic-levitation train is vertical dynamic
Mechanical Control includes：
Unilateral suspension rack vertical dynamics module, for establishing unilateral suspension rack Vertical Kinetics Model；
Suspension rack system dynamics module, for establishing suspension rack system dynamics model；
The vertical module of magnetic suspension train carriage body, for establishing magnetic suspension train carriage body Vertical Kinetics Model.
Another object of the present invention is to provide a kind of calculating using the magnetic-levitation train vertical dynamics control system
Machine program.
Another object of the present invention is to provide a kind of information data processing terminals carrying the computer program.
It is floating that another object of the present invention is to provide a kind of magnetic that the magnetic-levitation train vertical dynamics control system uses
Train Vertical Kinetics Model, the magnetic-levitation train Vertical Kinetics Model are：
The vertical paper of torque is positive direction outward, and x-axis is operation axis, and y-axis is guiding axis, and z-axis is vertical axis；M is car body
With lower car body hanging device total weight；FkFor the elastic force for 20 air springs that car body is subject to；Fd is external disturbance power；Ld,
Wd, Lk, Wk are respectively perturbed force and air spring elastic force to guiding axis, run the distance of axis；Z runs for car body vertical direction
Distance；δ and ψ is respectively the angle of roll and pitch angle；Jx、JyFor corresponding rotary inertia.
It is described another object of the present invention is to provide a kind of construction method of the magnetic-levitation train Vertical Kinetics Model
The construction method of magnetic-levitation train Vertical Kinetics Model includes：Establish unilateral suspension rack Vertical Kinetics Model；Establish suspension rack
System dynamics model；Establish magnetic suspension train carriage body Vertical Kinetics Model.
Another object of the present invention is to provide a kind of magnetic-levitation trains using the magnetic-levitation train Vertical Kinetics Model.
Another object of the present invention is to provide a kind of floating row of magnetic established by the magnetic-levitation train Vertical Kinetics Model
Vehicle analogue system.
Advantages of the present invention and good effect are：By establishing body powered model, simulation optimization structural parameters.
Description of the drawings
Fig. 1 is the construction method flow chart of magnetic-levitation train Vertical Kinetics Model provided in an embodiment of the present invention.
Fig. 2 is aerotrain force analysis schematic diagram provided in an embodiment of the present invention.
Fig. 3 is suspension rack system diagrammatic top view provided in an embodiment of the present invention.
Fig. 4 is seam dislocation provided in an embodiment of the present invention to No.1 suspension rack suspension air gap influence diagram.
Fig. 5 is seam dislocation provided in an embodiment of the present invention to No. five suspension rack suspension air gap influence diagrams.
Fig. 6 is seam dislocation provided in an embodiment of the present invention to 1-4 air spring influence of crust deformation figures.
Fig. 7 is seam dislocation provided in an embodiment of the present invention to 17-20 air spring influence of crust deformation figures.
Fig. 8 is track seam provided in an embodiment of the present invention to suspension rack influence of crust deformation oscillogram.
Fig. 9 is track seam provided in an embodiment of the present invention to air spring influence of crust deformation oscillogram.
Figure 10 is track irregularity provided in an embodiment of the present invention to suspension rack influence of crust deformation oscillogram.
Figure 11 is track irregularity provided in an embodiment of the present invention to air spring influence of crust deformation oscillogram.
Figure 12 is suspending module impact force provided in an embodiment of the present invention to No.1 suspension rack suspension air gap influence diagram.
Figure 13 is No. two suspension rack suspension air gap influence diagrams of suspending module impact force pair provided in an embodiment of the present invention.
Figure 14 is No. three suspension rack suspension air gap influence diagrams of suspending module impact force pair provided in an embodiment of the present invention.
Figure 15 is No. four suspension rack suspension air gap influence diagrams of suspending module impact force pair provided in an embodiment of the present invention.
Figure 16 is No. five suspension rack suspension air gap influence diagrams of suspending module impact force pair provided in an embodiment of the present invention.
Figure 17 is suspending module impact force provided in an embodiment of the present invention to 1-4 air spring influence of crust deformation figures.
Figure 18 is suspending module impact force provided in an embodiment of the present invention to 5-8 air spring influence of crust deformation figures.
Figure 19 is suspending module impact force provided in an embodiment of the present invention to 9-12 air spring influence of crust deformation figures.
Figure 20 is suspending module impact force provided in an embodiment of the present invention to 13-16 air spring influence of crust deformation figures.
Figure 21 is suspending module impact force provided in an embodiment of the present invention to 17-20 air spring influence of crust deformation figures.
Figure 22 is car body impact force provided in an embodiment of the present invention to No.1 suspension rack suspension air gap influence diagram.
Figure 23 is No. two suspension rack suspension air gap influence diagrams of car body impact force pair provided in an embodiment of the present invention.
Figure 24 is No. three suspension rack suspension air gap influence diagrams of car body impact force pair provided in an embodiment of the present invention.
Figure 25 is No. four suspension rack suspension air gap influence diagrams of car body impact force pair provided in an embodiment of the present invention.
Figure 26 is No. five suspension rack suspension air gap influence diagrams of car body impact force pair provided in an embodiment of the present invention.
Figure 27 is car body impact force provided in an embodiment of the present invention to 1-4 air spring influence of crust deformation figures.
Figure 28 is car body impact force provided in an embodiment of the present invention to 5-8 air spring influence of crust deformation figures.
Figure 29 is car body impact force provided in an embodiment of the present invention to 9-12 air spring influence of crust deformation figures.
Figure 30 is car body impact force provided in an embodiment of the present invention to 13-16 air spring influence of crust deformation figures.
Figure 31 is car body impact force provided in an embodiment of the present invention to 17-20 air spring influence of crust deformation figures.
Figure 32 is scaling up parameter P provided in an embodiment of the present invention to suspension rack air gap influence diagram.
Figure 33 is reduction scale parameter P provided in an embodiment of the present invention to suspension rack air gap influence diagram.
Figure 34 is increase differential parameter D provided in an embodiment of the present invention to suspension rack air gap influence diagram.
Figure 35 is reduction differential parameter D provided in an embodiment of the present invention to suspension rack air gap influence diagram.
Figure 36 is that increase suspending module provided in an embodiment of the present invention nods movement rotary inertia to the influence of suspension rack air gap
Figure.
Figure 37 is that reduction suspending module provided in an embodiment of the present invention nods movement rotary inertia to the influence of suspension rack air gap
Figure.
Figure 38 is that increase car body provided in an embodiment of the present invention nods movement rotary inertia to suspension rack air gap influence diagram.
Figure 39 is that reduction car body provided in an embodiment of the present invention nods movement rotary inertia to suspension rack air gap influence diagram.
Figure 40 is that increase car body provided in an embodiment of the present invention sidewinders movement rotary inertia to suspension rack air gap influence diagram.
Figure 41 is that reduction car body provided in an embodiment of the present invention sidewinders movement rotary inertia to suspension rack air gap influence diagram.
Figure 42 be Lsen values provided in an embodiment of the present invention be 2.5m when suspension rack air gap figure.
Figure 43 be Lsen values provided in an embodiment of the present invention be 1.5m when suspension rack air gap figure.
Figure 44 be Ls values provided in an embodiment of the present invention be 2.52m when suspension rack air gap figure.
Figure 45 be Ls values provided in an embodiment of the present invention be 1m when suspension rack air gap figure.
Figure 46 be Lb values provided in an embodiment of the present invention be 2.3m when suspension rack air gap figure.
Figure 47 be Lb values provided in an embodiment of the present invention be 0.5m when suspension rack air gap figure.
Suspension rack air gap figure when Figure 48 is the rigidity value 300KN/m of anti-rolling sill spring provided in an embodiment of the present invention.
Suspension rack air gap figure when Figure 49 is the rigidity value 100KN/m of anti-rolling sill spring provided in an embodiment of the present invention.
Suspension rack air gap figure when Figure 50 is the damping value 70KN/m of anti-rolling sill spring provided in an embodiment of the present invention.
Suspension rack air gap figure when Figure 51 is the damping value 10KN/m of anti-rolling sill spring provided in an embodiment of the present invention.
Specific implementation mode
In order to make the purpose , technical scheme and advantage of the present invention be clearer, with reference to embodiments, to the present invention
It is further elaborated.It should be appreciated that the specific embodiments described herein are merely illustrative of the present invention, and do not have to
It is of the invention in limiting.
The application principle of the present invention is explained in detail below in conjunction with the accompanying drawings.
Magnetic-levitation train Vertical Kinetics Model provided in an embodiment of the present invention is：
Force analysis is carried out to car body, it is assumed that power is positive direction vertically downward, and the vertical paper of torque is positive direction, x outward
Axis is operation axis, and y-axis is guiding axis, and z-axis is vertical axis, establishes car body vertical dynamics equation：
In formula, M is car body and lower car body hanging device total weight；FkFor the bullet for 20 air springs that car body is subject to
Power；Fd is external disturbance power；Ld, Wd, Lk, Wk are respectively perturbed force and air spring elastic force to guiding axis, run axis away from
From；Z is car body vertical direction range ability；δ and ψ is respectively the angle of roll and pitch angle；Jx、JyFor corresponding rotary inertia.
As shown in Figure 1, the construction method of magnetic-levitation train Vertical Kinetics Model provided in an embodiment of the present invention includes following
Step：
S101：The model foundation of magnetic suspension train carriage body is mainly to regard magnetic suspension train compartment as to be controlled by electromagnetic force
Space free body, and only consider the control in vertical direction；
S102：Force analysis is carried out to fluctuating, rolling and pitching three degree of freedom.
The application principle of the present invention is further described below in conjunction with the accompanying drawings.
One section low-speed maglev train is made of car body and 5 suspension rack systems, and car body is with suspension rack by being mounted on air
Air spring interaction on spring fastening.On vertical, the suspending power that suspension rack generates is transmitted by secondary suspension system
To compartment, and the adjusting of air spring, so that compartment is maintained at the relative altitude position of a setting under all operating conditions,
And it is not influenced by car load variation.Magnetic suspension train compartment is a space free body controlled by electromagnetic force, is had altogether
6 degree of freedom only have fluctuating, rolling and pitching three degree of freedom if only considering the control in vertical direction.Simplify vehicle
Model, the suspension rack of bottom end 5 are considered as homogeneous rigid body, and center of gravity is geometric center, and force analysis such as Fig. 2 institutes are carried out to entire car body
Show.
Force analysis is carried out to car body, it is assumed that power is positive direction vertically downward, and the vertical paper of torque is positive direction, x outward
Axis is operation axis, and y-axis is guiding axis, and z-axis is vertical axis, establishes car body vertical dynamics equation.
In formula, M is car body and lower car body hanging device total weight；FkFor the bullet for 20 air springs that car body is subject to
Power；Fd is external disturbance power；Ld, Wd, Lk, Wk are respectively perturbed force and air spring elastic force to guiding axis, run axis away from
From；Z is car body vertical direction range ability；δ and ψ is respectively the angle of roll and pitch angle；Jx、JyFor corresponding rotary inertia.
Since the weight of car body and its underpart hanging device is concentrated mainly on bottom, rotary inertia J is being calculatedx、JyWhen, etc.
Effect guiding axis and operation axle position are sought in vehicle bottom, and with parallel-axis theorem.
The application effect of the present invention is explained in detail with reference to emulation.
1 magnetic-levitation train vertical dynamics simulation analysis
According to suspension rack system dynamics model, system emulation test is carried out, analysis suspension rack system is interfered outside difference
Under the influence to suspendability of dynamic response and Parameters variation.Suspension rack system and magnetic-levitation train major parameter are respectively such as
Shown in table 1, table 2.
1 suspension rack system major parameter of table
2 magnetic suspension train major parameter of table
By practical test, thus initialization system specified levitating current 30A, specified suspension air gap 8mm can acquire 4 formula ratios
Example COEFFICIENT K e values are 0.0008.For the ease of emulation observation and explanation, five groups of suspension frame modules are numbered, and to 20 air
Spring is numbered, and suspension rack system diagrammatic top view is as shown in Figure 3.
The dislocation interference of 1.1 suspension railway junctions
Due to track mismachining tolerance, installation error and subgrade settlement etc., height is susceptible to not in track seam crossing
Flat so-called step phenomenon.It is assumed that the speed of service of medium-and low-speed maglev train is 20m/s, the length in a section compartment is 15m, respectively
Suspension rack sensor spacing position 2.5m, it is assumed that detect that dislocation interference moment electromagnetic force does not change in sensor, in dislocation signal
When acting on the i.e. 1/4 levitating electromagnet position of electromagnetic force point, electromagnetic force changes for the first time.Consider sensor itself
Length and train running speed influence, and dislocation interference is similar to the step signal with certain slope, is detected to 20 sensors
Variable quantity and 20 air spring deformation quantities are observed, and since each group suspension rack and air spring deformation are approximate, only provide the
One group of suspension air gap corresponding with last group of suspension rack, air spring deformation oscillogram, as shown in Fig. 4-Fig. 7.
Under the action of misplacing signal interference, each group suspension rack sensor detection suspension air gap has the variation of 2mm, i.e.,
Stablize after suspension rack floating 2mm.Due to consideration that the influence of speed, each group suspension rack differs by the dislocation point time, 1, No. 3
Sensor detects dislocation signal for the first time at 1.5 seconds, and then the detection after about 0.7 second misplaces signal simultaneously to 18, No. 20 sensors
It reacts.Suspension rack is always maintained at suspension system stability when passing through suspension railway connecting staggered successively.
Vertical deviation amount of 20 air spring, that is, car bodies under the dislocation signal interference of 1mm is 1mm, after floating 1mm
Again reach dynamic balance state.Different from suspension rack due to being equivalent to rigid body, train passes through suspension railway and connects for the first time
Dislocation, each air spring has different degrees of deformation, and finally keeps dynamic equilibrium.
Influence of the 1.2 suspension railway seams to sensor
The seam of high-speed maglev train long stator track can make the detection signal of speed-position detection system relative position sensor
Distortion is generated, considers that influence of the suspension railway seam to suspension rack and train is as shown in Figure 8, Figure 9.
In 2s, sensor detects that track seam signal, suspension rack and car body occur it can be seen from simulation analysis
Slight fluctuations, and at 1 second or so stable state was restored to from newly.The PID controller of system design preferably eliminates track and connects
The influence of seam.
1.3 suspension railway irregularities interfere
Due to suspension railway beam contraction and creep and the random error of track installation can cause track girder uneven
Suitable, variation wavelength is the span of beam, and frequency is related to speed, and irregularity is similar to sine curve, shown in Fig. 9.
H (t)=asin ω t；
L is suspension railway beam length in above formula, is 25m；V is magnetic-levitation train speed, and medium-and low-speed maglev train is generally 20m/
s；A is that beam disturbs measurement in vertical maximum, is set as 0.003m.Suspension air gap and air spring air gap are emulated respectively
Analysis is as shown in Figure 10 and Figure 11.
Suspension rack and car body are since the irregularity of track can be by slight influence of fluctuations, meeting it can be seen from analysis
The comfort level that passenger rides is influenced, needs to enhance suspension control system, can equally increase track girder rigidity and improve and install
Precision solves interference of the track irregularity to car body.
1.4 suspending modules be hit power interference
During train operation, suspension rack occasional is interfered by external impact force, simulation external force impulse force interference,
The external force of No. three suspension racks 3000N at No. 9 sensors is acted at the 1.5s moment, and continues 1.5s, observation each group suspends
The sink-float situation of frame and car body.
Each suspension rack respective sensor position sink-float situation is as shown in table 3.Change amount of force, position of action point,
Its situation that rises and falls is satisfied by changing rule.
The each sensing station sink-float situation table of 3 suspension rack of table
Since car body is equivalent to a rigid body, therefore its variation influences and five suspension rack differences, in external impact force
It will not be twisted under effect, only rise and fall and sidewinder two free displacement variables.20 air springs correspond to sink-float feelings
Condition is as shown in table 4.
4 car body of table corresponds to each air spring position sink-float situation table
1.5 car bodies be hit power interference
Occasional is acted on aerotrain by external force in the process of running, and often has passenger getting on/off or onboard
It walks about, keeps the even running of magnetic-levitation train particularly significant.Now simulate car length, width about 1/3 position simultaneously on
The passenger of 3, vehicle, 100 kilograms of weight, i.e. compartment are observed the sink-float feelings of each group suspension rack and car body by 3000N active forces
Condition.
When car body is by external action force-disturbance, each suspension rack air gap variation is more steady, different suspension rack positions
It sets sink-float and meets theory analysis sink-float rule.As shown in table 5.
The each sensing station sink-float situation table of 5 suspension rack of table
When compartment is by external force, sink-float rule is similar with the sink-float approximation of suspension rack system, as shown in table 6.Equally may be used
To change car body by parameters such as external force size, position of action point, simulated effect coincide with practical theory analysis, and is
System can reach dynamic balance state.
6 car body of table corresponds to each air spring position sink-float situation table
1.6 suspension controller control parameters influence
The controller design of magnetic suspension train mainly ensures that magnetic suspension train can keep steady when by external disturbance
It is qualitative, continue the suspension of balance and stability.The design of its suspension system should specifically have to be required control as follows：
1. a pair intrinsic unstable electromagnetic suspension decorum provides a balance and stability control；
2. vibration caused by the high frequency out-of-flatness of pair track structure can realize decoupling, energy damage on the one hand can be reduced
Consumption, on the one hand can also increase riding comfort；
3. the low frequency variations of track can be tracked in the air gap variation range of permission, such as the gradient and turning；
4. the uneven distribution of electromagnetic suspension suction will not bring the elastic deformation of locomotive bogie；
5. the variation of locomotive load and the uneven distribution of load can be born in maximum magnitude；
6. the external influence around power can be born.
In order to reach the control requirement of suspension system, this system uses decentralised control scheme, each levitating electromagnet,
Sensor and its controller constitute an independent subsystem, and the electromagnetic attraction of each electromagnet is only by sensor thereon
The control system of signal feedback control, entire aerotrain is realized by independent control subsystem.Each subsystem
Controller design is all made of the design concept method of classical PID controller, ensures the balance and stability control of suspension system.
Assuming that at the 1s moment, there is 3000N external force to act on No.1 suspension rack, changes the scale parameter P of suspension controller
With differential parameter D, the air gap waveform variation of observation suspension rack same position.
The output of P controller relationship proportional to input error signal, scaling up parameter P values are observed that suspension gas
The peak value and steady-state value of gap reduce, and P parameters mainly adjust rigidity；The output of derivative controller and input error signal it is micro-
Divide (i.e. the change rate of error) proportional, increases differential parameter D and be observed that the peak value of suspension air gap reduces, damping
Become larger, overshoot reduces, and air gap fluctuation reduces, and more stablizes.
The cephalomotor rotary inertia of 1.7 suspending module points influences
The equivalent linear moment of inertia J of suspension rack can be sought according to the formula 5 of by the agency of, suspending module rotary inertia
Size it is mainly related by the distribution of levitating electromagnet, when levitating electromagnet is distributed in both ends, rotary inertia value is larger, instead
It is then smaller.Change suspension rack, which is nodded, moves rotary inertia value, observes the air gap waveform situation of change of suspension rack same position such as
Shown in Figure 36 and Figure 37.
When increase suspending module nods movement rotary inertia, i.e., Mass Distribution observes suspension rack air gap at both ends,
Overshoot increases, and other parameters are held essentially constant.
The rotary inertia influence of movement is sidewindered in nodding for 1.8 car bodies
Consideration will consider to rise and fall in car body catenary motion class hour, nod, sidewinder the movement of three degree of freedom, there is at this time a little
Head and sidewinder the rotary inertia in both direction.The distribution of the same homogenous quantities of size of rotary inertia is related, and observation respectively is nodded
Direction and sidewinder influence of the direction rotary inertia to the air gap of suspension rack same position.
Either increase the rotary inertia that the cephalomotor rotary inertia of car body point still sidewinders movement, when can all reduce adjusting
Between, so that suspension system is reached stable suspersion state faster.
1.9 same module both ends suspended sensor spacing parameter designs influence
The selection of the spacing parameter of suspension rack system homonymy levitation gap sensor, which directly influences, interferes track signal
Acquisition, the selection of parameter needs Multi simulation running to verify.It is that 2.5m and 1.5m is emulated that Lsen values, which are respectively set, and observation is outstanding
The air gap waveform situation of change of scaffold same position.
Reduce the spacing of levitation gap sensor, the peak value of suspension air gap and most it can be seen from analogous diagram 42 and Figure 43
Whole steady-state value reduces, and does not detect the maximum air gap variable quantity of suspension rack so that there are errors for detected value.Therefore
Suspended sensor should be arranged close to the both ends of levitating electromagnet as possible, ensure that detected value obtains accuracy.
1.10 same module air spring fore-and-aft distance parameter designings influence
Magnetic suspension train compartment is connected by 20 air springs and 10 sets of suspending modules, it is assumed that each air spring is uniform
The weight of car body and its hanger is undertaken, the design of fore-and-aft distance parameter equally exists the stability of suspension certain shadow
It rings.First the value of setting Ls is respectively 2.52m and 1.5m, observes air gap waveform situation of change such as Figure 44 of suspension rack same position
Shown in Figure 45.
Reduce air spring fore-and-aft distance it can be seen from analogous diagram, that is, reduces the cephalomotor equivalent arm of force size of point, hang
The fluctuation of scaffold air gap obviously increases, and regulating time is obviously reinforced.
1.11 anti-rolling sill fore-and-aft distance parameter designings influence
Suspension rack system is intercoupled compositions by two suspending modules in left and right and anti-rolling sill module, structure type general
It is directly related to the decoupling of left and right module, to influence the curving performance of magnetic-levitation train.Anti-rolling sill can make left and right mould
Block carry out it is small-scale nod, yaw motion, but do not generate rolling.The value that Lb is respectively set is 2.3m and 0.5m, and observation suspends
The air gap waveform situation of change of frame same position.
Reduce anti-rolling sill fore-and-aft distance it can be seen from analogous diagram 46 and Figure 47, the peak value of suspension air gap and final
Steady-state value reduces, and accuracy in detection declines so that there are errors for detected value.
1.12 anti-side, which roll the horizontal parameter designing of spring, to be influenced
The rigidity of anti-rolling sill spring mainly describes its ability for resisting deformation, and its damping value determines to shake when there is vibration
The speed that width reduces, the selection of the two parameters of anti-rolling sill spring also influence the performance of systems stabilisation.Anti-side is respectively set
The rigidity value for rolling beam spring is 300KN/m and 50KN/m；Damping value is 70kN/ (m/s) and 10kN/ (m/s), observes suspension rack
The air gap waveform situation of change of same position.
By image it is observed that the rigidity value and damping value of anti-rolling sill spring must change the influence to balance system
Unobvious slightly influence the speed of vibration amplitude reduction.
The present invention establishes the complete vertical dynamics equation of vehicle：Movement of nodding, rolling and the catenary motion of car body, often
Nod movement and the catenary motion of a module.And by system dynamics simulation analysis, several exterior disturbances pair are understood
The influence of system dynamic stability, and analyze influence of the Parameters variation to suspendability.
The foregoing is merely illustrative of the preferred embodiments of the present invention, is not intended to limit the invention, all essences in the present invention
All any modification, equivalent and improvement etc., should all be included in the protection scope of the present invention made by within refreshing and principle.
Claims (7)
1. a kind of magnetic-levitation train vertical dynamics control system, which is characterized in that magnetic-levitation train vertical dynamics control system
System includes：
Unilateral suspension rack vertical dynamics module, for establishing unilateral suspension rack Vertical Kinetics Model；
Suspension rack system dynamics module, for establishing suspension rack system dynamics model；
The vertical module of magnetic suspension train carriage body, for establishing magnetic suspension train carriage body Vertical Kinetics Model.
2. a kind of computer program using magnetic-levitation train vertical dynamics control system described in claim 1.
3. a kind of information data processing terminal carrying computer program described in claim 2.
4. a kind of magnetic-levitation train vertical dynamics mould that magnetic-levitation train vertical dynamics control system as described in claim 1 uses
Type, which is characterized in that the magnetic-levitation train Vertical Kinetics Model is：
The vertical paper of torque is positive direction outward, and x-axis is operation axis, and y-axis is guiding axis, and z-axis is vertical axis；M is car body and vehicle
Body lower part hanging device total weight；FkFor the elastic force for 20 air springs that car body is subject to；Fd is external disturbance power；Ld, Wd,
Lk, Wk are respectively perturbed force and air spring elastic force to guiding axis, run the distance of axis；Z is car body vertical direction range ability；
δ and ψ is respectively the angle of roll and pitch angle；Jx、JyFor corresponding rotary inertia.
5. a kind of construction method of magnetic-levitation train Vertical Kinetics Model as claimed in claim 4, which is characterized in that the magnetic is floating
The construction method of train Vertical Kinetics Model includes：Establish unilateral suspension rack Vertical Kinetics Model；Establish suspension rack system
Kinetic model；Establish magnetic suspension train carriage body Vertical Kinetics Model.
6. a kind of magnetic-levitation train using magnetic-levitation train Vertical Kinetics Model described in claim 4.
7. the magnetic-levitation train analogue system that a kind of magnetic-levitation train Vertical Kinetics Model described in claim 4 is established.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810597688.4A CN108804823A (en) | 2018-06-11 | 2018-06-11 | Magnetic-levitation train vertical dynamics control system, information data processing terminal |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810597688.4A CN108804823A (en) | 2018-06-11 | 2018-06-11 | Magnetic-levitation train vertical dynamics control system, information data processing terminal |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN108804823A true CN108804823A (en) | 2018-11-13 |
Family
ID=64088448
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810597688.4A Pending CN108804823A (en) | 2018-06-11 | 2018-06-11 | Magnetic-levitation train vertical dynamics control system, information data processing terminal |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN108804823A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111103809A (en) * | 2019-12-10 | 2020-05-05 | 同济大学 | Suspension control simulation platform for high-speed and medium-low speed maglev trains |
| CN113183769A (en) * | 2021-06-04 | 2021-07-30 | 西南交通大学 | Suspension control method for medium-low speed maglev train |
| CN116499698A (en) * | 2023-06-29 | 2023-07-28 | 中国空气动力研究与发展中心设备设计与测试技术研究所 | Pneumatic and kinematic mechanical coupling analysis method for magnetic levitation flight wind tunnel magnetic levitation platform |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5722326A (en) * | 1994-08-01 | 1998-03-03 | The Regents Of The University Of California | Magnetic levitation system for moving objects |
| CN106080658A (en) * | 2016-07-13 | 2016-11-09 | 同济大学 | A kind of medium-and low-speed maglev track irregularity detection method based on four sensors |
| CN107589666A (en) * | 2017-08-30 | 2018-01-16 | 湖北工业大学 | A kind of maglev train system control method of the sliding formwork control based on power Reaching Law |
-
2018
- 2018-06-11 CN CN201810597688.4A patent/CN108804823A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5722326A (en) * | 1994-08-01 | 1998-03-03 | The Regents Of The University Of California | Magnetic levitation system for moving objects |
| CN106080658A (en) * | 2016-07-13 | 2016-11-09 | 同济大学 | A kind of medium-and low-speed maglev track irregularity detection method based on four sensors |
| CN107589666A (en) * | 2017-08-30 | 2018-01-16 | 湖北工业大学 | A kind of maglev train system control method of the sliding formwork control based on power Reaching Law |
Non-Patent Citations (1)
| Title |
|---|
| 刘希军等: "中低速磁浮列车垂向动力学分析", 《铁道科学与工程学报》 * |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111103809A (en) * | 2019-12-10 | 2020-05-05 | 同济大学 | Suspension control simulation platform for high-speed and medium-low speed maglev trains |
| CN113183769A (en) * | 2021-06-04 | 2021-07-30 | 西南交通大学 | Suspension control method for medium-low speed maglev train |
| CN113183769B (en) * | 2021-06-04 | 2022-08-12 | 西南交通大学 | Suspension control method for medium-low speed maglev train |
| CN116499698A (en) * | 2023-06-29 | 2023-07-28 | 中国空气动力研究与发展中心设备设计与测试技术研究所 | Pneumatic and kinematic mechanical coupling analysis method for magnetic levitation flight wind tunnel magnetic levitation platform |
| CN116499698B (en) * | 2023-06-29 | 2023-08-29 | 中国空气动力研究与发展中心设备设计与测试技术研究所 | Pneumatic and kinematic mechanical coupling analysis method for magnetic levitation flight wind tunnel magnetic levitation platform |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108804823A (en) | Magnetic-levitation train vertical dynamics control system, information data processing terminal | |
| CN108909524B (en) | Magnetic suspension flywheel battery low-power-consumption decoupling controller for electric automobile based on dynamic model | |
| CN108763716B (en) | Bridge-crossing train overturning risk evaluation method based on vibration mode superposition method | |
| Gottzein et al. | Control aspects of a tracked magnetic levitation high speed test vehicle | |
| Allotta et al. | Design and experimental results of an active suspension system for a high-speed pantograph | |
| CN110155103B (en) | High-speed train semi-active suspension control system and method based on LQG control | |
| CN112678010B (en) | Rail vehicle and control method and system thereof | |
| CN107207017B (en) | Vehicle damper | |
| Abood et al. | Railway carriage simulation model to study the influence of vertical secondary suspension stiffness on ride comfort of railway carbody | |
| Zolotas et al. | Modelling and control of railway vehicle suspensions | |
| CN114537460B (en) | Intelligent vibration damping cooperative system applied to high-speed train and control method thereof | |
| Liu et al. | Dynamics of the bogie of maglev train with distributed magnetic forces | |
| Li et al. | Dynamics modeling analysis and experiment of the guidance control system of high-speed maglev train | |
| Teng et al. | Vibration analysis of maglev three-span continuous guideway considering control system | |
| CN114633597A (en) | Vehicle coordination control method and system | |
| Da Tran et al. | Improving wheelset stability of railway vehicles by using an H∞/LPV active wheelset system | |
| Keck et al. | Observer design for a railway running gear with independently rotating wheels | |
| JP3778950B2 (en) | Snake behavior control device for railcar bogie | |
| CN115195799B (en) | Vehicle hunting stability online identification and active control simulation method and system | |
| Papagiannis et al. | Enhancing the Braking Performance of a Vehicle Through the Proper Control of the Active Suspension System | |
| Nakano et al. | Numerical analysis for coupled train considering 3D wheel/rail contact geometry | |
| Zamzuri et al. | Integral sliding mode control design for high speed tilting trains | |
| Ibrahim et al. | Active Displacement Control of Pantograph-catenary System for a Half-body Railway Model | |
| CN109828550A (en) | A kind of track column wheel based on fault tolerance analysis is to lateral stability control method | |
| Liu et al. | Modeling and Analysis of Suspension Frame of Maglev Train |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20181113 |