CN112240737A - Gap signal reconstruction method for single-gap sensor fault of lap-joint structure maglev train - Google Patents

Gap signal reconstruction method for single-gap sensor fault of lap-joint structure maglev train Download PDF

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CN112240737A
CN112240737A CN202011102553.XA CN202011102553A CN112240737A CN 112240737 A CN112240737 A CN 112240737A CN 202011102553 A CN202011102553 A CN 202011102553A CN 112240737 A CN112240737 A CN 112240737A
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gap
signal
sensor
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clearance
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王志强
龙志强
李晓龙
苗欣
江守亮
韩纪煜
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National University of Defense Technology
CRRC Qingdao Sifang Co Ltd
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CRRC Qingdao Sifang Co Ltd
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
    • G01B7/00—Measuring arrangements characterised by the use of electric or magnetic techniques
    • G01B7/14—Measuring arrangements characterised by the use of electric or magnetic techniques for measuring distance or clearance between spaced objects or spaced apertures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/04—Magnetic suspension or levitation for vehicles
    • B60L13/06—Means to sense or control vehicle position or attitude with respect to railway

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Abstract

The invention discloses a gap signal reconstruction method for a single gap sensor fault of a magnetic-levitation train with a lap joint structure, which comprises the following steps: s1, detecting and acquiring the state information of two clearance sensors of a single-point suspension subsystem in the lapping structure, and when the two clearance sensors are in normal working state, entering step S4, and when one clearance sensor is in fault state, entering step S2; s2, detecting whether the single-point suspension subsystem passes through a track joint, if so, entering the step S3, otherwise, entering the step S4; s3, reconstructing the clearance signal of the clearance sensor in the fault state by utilizing the relation that the double integral of the acceleration signal of the lap joint structure is equal to the displacement increment, and then entering the step S5; s4, obtaining a comprehensive gap signal of two gap sensors in the single-point suspension subsystem by adopting a gap signal selection algorithm; and S5, taking the reconstructed gap signal or the integrated gap signal as the suspension gap signal of the single-point suspension subsystem.

Description

Gap signal reconstruction method for single-gap sensor fault of lap-joint structure maglev train
Technical Field
The invention belongs to the technical field of magnetic-levitation trains, and particularly relates to a gap signal reconstruction method for a fault of a single-gap sensor of a magnetic-levitation train with a lap joint structure.
Background
The high-speed maglev train adopts a lap joint structure form to improve the reliability of the system. The two electromagnets are respectively connected with the supporting arms through disc springs, the two adjacent supporting arms are fixedly connected together through supporting arm connecting pieces to form a lap joint structure, and the single-point suspension subsystem in one electromagnet is provided with two suspension gap sensors. Normally, two electromagnets within one lap joint structure bear the same load. When the suspension gap sensor of one electromagnet fluctuates due to factors such as faults or disturbance, the load force borne by the electromagnet changes, so that the load force borne by the other electromagnet in the lap joint structure changes, and the motion state of the other electromagnet is influenced.
In a magnetically levitated track, in order to allow the beams to extend between adjacent support beams, the track beams are mounted with a certain clearance in mind, which inevitably results in track joints. Two gap sensors corresponding to each single-point suspension subsystem in the lap joint structure are arranged on the electromagnet module in tandem along the direction of the magnetic suspension train, only one gap sensor faces a track joint at the same moment, and the gap sensor facing the track joint can output the maximum signal value of the gap sensor.
Through the test of the experimental data of the suspension gap sensors in the suspension system, it is found that when no track joint exists, the gap signals output by the two gap sensors corresponding to each single-point suspension subsystem should be the same, and a small difference possibly exists between the two gap sensors in consideration of the deformation and pitching motion of the electromagnet, and the maximum value of the difference is 2 mm and is used as a difference threshold. Obtaining a comprehensive gap signal of the two gap sensors by adopting a gap signal selection algorithm to serve as a suspension gap signal of the single-point suspension subsystem, namely when the signal difference value of the two gap sensors is smaller than a difference threshold value, taking the average value of the two gap sensors as the suspension gap signal to indicate that no gap sensor passes through a track seam; and when the difference value of the two gap sensors is larger than the difference threshold value, taking the gap sensor with smaller value as a suspension gap signal, and indicating that one gap sensor passes through the track joint.
Therefore, under the normal condition of the system, the track joint does not influence the suspension system, namely, at any time, a gap sensor in each single-point suspension subsystem can feed back a suspension gap signal. However, when one gap sensor in the single-point levitation subsystem passes through a track seam and the other gap sensor fails, for example, the output value of the other gap sensor is stuck to the maximum signal value, the correct comprehensive gap signals of the two gap signal sensors cannot be obtained by adopting a gap signal selection algorithm, the levitation system with the lap joint structure cannot deal with the problems caused by the track seam, and the maglev train cannot normally and stably pass through the track seam, so that potential safety hazards are caused to the running of the maglev train.
Disclosure of Invention
In order to solve at least one of the above technical problems, the present invention provides a gap signal reconstruction method for a single gap sensor fault of a magnetic-levitation train with a lap joint structure.
The purpose of the invention is realized by the following technical scheme:
the invention provides a gap signal reconstruction method for a single gap sensor fault of a magnetic-levitation train with a lap joint structure, which comprises the following steps:
s1, detecting and acquiring state information of two clearance sensors of a single-point suspension subsystem in the lapping structure, entering step S4 when the two clearance sensors are in normal working state, entering step S2 when one clearance sensor is in fault state, and ending the process when the two clearance sensors are in fault state;
s2, detecting whether the single-point suspension subsystem passes through a track joint, if so, entering the step S3, otherwise, entering the step S4;
s3, reconstructing the clearance signal of the clearance sensor in the fault state by utilizing the relation that the double integral of the acceleration signal of the lap joint structure is equal to the displacement increment, and then entering the step S5;
s4, obtaining a comprehensive gap signal of two gap sensors in the single-point suspension subsystem by adopting a gap signal selection algorithm;
and S5, taking the reconstructed gap signal or the integrated gap signal as the suspension gap signal of the single-point suspension subsystem.
As a further improvement, in the step S2, whether the single-point levitation subsystem passes through the track seam is obtained by detecting whether the single gap sensor in the normal state in the single-point levitation subsystem outputs the maximum gap signal.
As a further improvement, in step S3, the gap signal is reconstructed by using the relationship that the double integration of the acceleration signal is equal to the displacement increment, and the reconstructed gap signal is:
Figure BDA0002725881160000031
wherein a (t) is an acceleration signal of the lap joint structure,
Figure BDA0002725881160000032
is the double integral of the acceleration signal a (t) of the lapped structure, t is a time variable,
Figure BDA0002725881160000033
and the gap signal is the gap signal reconstructed by the gap sensor in the fault state.
As a further improvement, when the acceleration signal has a measurement deviation, performing secondary reconstruction on the reconstructed gap signal, and obtaining the reconstructed gap signal as follows:
Figure BDA0002725881160000034
wherein, areal(t)＝a(t)+ε，areal(t) is the actual acceleration signal of the lap joint structure, and ε is the measured deviation of the acceleration signal.
As a further improvement, when the acceleration signal has a positive deviation, the reconstructed gap signal is corrected by using the current signal difference value of the single-point suspension subsystem in the lap joint structure, and the corrected gap signal is:
Figure BDA0002725881160000035
wherein k iscmpIs the compensation factor, i, of the reconstructed signal of the gap sensor1Is the current signal of a single-point levitation subsystem in a lapped structure i2Is the current signal of another single point levitation subsystem in the lapped structure,
Figure BDA0002725881160000036
the clearance signal is corrected by the fault state clearance sensor.
As a further improvement, in the step S1, the fault state information of the clearance sensor is acquired by a fault diagnosis method based on a state observer or a self-detection result of the clearance sensor.
As a further improvement, in the step S4, the gap signal selection algorithm is:
Figure BDA0002725881160000037
wherein S isjIs the integrated clearance signal S of two clearance sensors in the single-point suspension subsystemj1Is a gap sensor signal, S, in a single point levitation subsystemj2Is another gap in the single point suspension subsystemThe sensor signal, j, is the index of the number of single point levitation subsystems in the lapped structure.
The invention provides a gap signal reconstruction method for a single gap sensor fault of a magnetic suspension train with a lap joint structure, which comprises the following steps: s1, detecting and acquiring state information of two clearance sensors of a single-point suspension subsystem in the lapping structure, entering step S4 when the two clearance sensors are in normal working state, entering step S2 when one clearance sensor is in fault state, and ending the process when the two clearance sensors are in fault state; s2, detecting whether the single-point suspension subsystem passes through a track joint, if so, entering the step S3, otherwise, entering the step S4; s3, reconstructing the clearance signal of the clearance sensor in the fault state by utilizing the relation that the double integral of the acceleration signal of the lap joint structure is equal to the displacement increment, and then entering the step S5; s4, obtaining a comprehensive gap signal of two gap sensors in the single-point suspension subsystem by adopting a gap signal selection algorithm; and S5, taking the reconstructed gap signal or the integrated gap signal as the suspension gap signal of the single-point suspension subsystem. According to the invention, when the single-point suspension subsystem passes through the rail joint and one of the gap sensors has a fault, the gap signal of the gap sensor in the fault state is reconstructed, and the reconstructed gap signal is used as the suspension gap signal of the single-point suspension subsystem, so that the suspension train can still smoothly pass through the rail joint when the single gap sensor of the single-point suspension subsystem of the suspension system is in the fault state, and the safe running of the suspension train is ensured.
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The invention is further illustrated by means of the attached drawings, but the embodiments in the drawings do not constitute any limitation to the invention, and for a person skilled in the art, other drawings can be obtained on the basis of the following drawings without inventive effort.
FIG. 1 is a flow chart of the present invention;
FIG. 2a is a graph of levitation gap signals for two single-point levitation subsystems in a lapped configuration;
FIG. 2b is a graph of the integrated gap signal for two single point levitation subsystems in a lapped configuration with a single gap sensor failing and passing through a track seam;
FIG. 2c is a graph of the signal of two current sensors when a single gap sensor fails in a single point levitation subsystem and passes through a track seam;
FIG. 3a is a graph showing a suspension gap signal curve of two single-point suspension subsystems in a lap joint structure after gap signal reconstruction according to the present invention;
FIG. 3b is a graph of a gap signal curve for two gap sensors of a single point levitation subsystem after reconstructing the gap signal according to the present invention;
FIG. 3c is a signal plot of two current sensors of the single point levitation subsystem after gap signal reconstruction in accordance with the present invention;
FIG. 3d is a graph of a clearance signal of the clearance sensor in a fault state after reconfiguration in accordance with the present invention;
FIG. 4a is a graph showing a suspension gap signal curve for two single-point suspension subsystems in a lap joint structure after gap signal correction according to the present invention;
FIG. 4b is a graph of gap signals for two gap sensors of a single point levitation subsystem after gap signal correction according to the present invention;
FIG. 4c is a graph of the signals from two current sensors of the single point levitation subsystem after gap signal correction according to the present invention;
FIG. 4d is a graph of a clearance signal of a clearance sensor in a corrected fault condition in accordance with the present invention.
Detailed Description
In order to make those skilled in the art better understand the technical solution of the present invention, the following detailed description of the present invention is provided with reference to the accompanying drawings and specific embodiments, and it is to be noted that the embodiments and features of the embodiments of the present application can be combined with each other without conflict.
Referring to fig. 1, an embodiment of the present invention provides a gap signal reconstruction method for a single gap sensor fault of a magnetic-levitation train with a lap joint structure, including the following steps:
and S1, detecting and acquiring the state information of two clearance sensors of the single-point suspension subsystem in the lapping structure through a fault diagnosis method based on a state observer or the self-detection result of the clearance sensors, entering the step S4 when the two clearance sensors are in normal working states, entering the step S2 when one clearance sensor is in a fault state, and ending the process when both the two clearance sensors are in the fault state. In the embodiment, a single gap sensor of the single-point suspension subsystem is detected to be in a fault state through a self-detection result of the gap sensor, and a maximum gap signal is output by 20 mm;
s2, whether the single-point levitation subsystem passes through the track joint is obtained by detecting whether the single-point levitation subsystem in a normal state outputs a maximum value gap signal, if the single-point levitation subsystem passes through the track joint, the step S3 is executed, otherwise, the step S4 is executed. In the embodiment, a single-gap sensor in a normal state outputs a gap signal of 20 mm, which indicates that a single-point levitation subsystem passes through a track joint;
s3, reconstructing the clearance signal of the clearance sensor in the fault state by utilizing the relation that the double integral of the acceleration signal of the lapping structure is equal to the displacement increment, and then entering the step S5. The clearance signal of the clearance sensor in the fault state after the reconstruction is as follows:
Figure BDA0002725881160000051
wherein a (t) is an acceleration signal of the lap joint structure,
Figure BDA0002725881160000052
is the double integral of the acceleration signal a (t) of the lapped structure, t is a time variable,
Figure BDA0002725881160000053
and the gap signal is the gap signal reconstructed by the gap sensor in the fault state.
S4, obtaining a comprehensive gap signal of two gap sensors in the single-point suspension subsystem by adopting a gap signal selection algorithm;
and S5, taking the reconstructed gap signal or the integrated gap signal as the suspension gap signal of the single-point suspension subsystem. In the embodiment, the gap signal of the fault state gap sensor after the reconstruction in the step S3 is used as the levitation gap signal of the single-point levitation subsystem, so that the levitation train smoothly passes through the rail joint, and the safe running of the levitation train is guaranteed.
In a more preferred embodiment, in the lap joint structure, when there is an error in the acceleration signal measured by the acceleration sensor, the gap signal after reconstruction is secondarily reconstructed, and the gap signal after reconstruction is obtained as:
Figure BDA0002725881160000061
wherein, areal(t)＝a(t)+ε，areal(t) is the actual acceleration signal of the lap joint structure, and ε is the measured deviation of the acceleration signal.
In a further preferred embodiment, the current in the single-point levitation subsystem is closely related to the levitation gap, and a large current decreases the levitation gap and a small current increases the levitation gap. If the acceleration signal has a positive error, the double integral of the acceleration signal is greater than the actual levitation gap, resulting in a greater than desired output voltage to reduce the levitation gap. In order to compensate, the reconstructed gap signal is corrected by using the current signal difference value of a single-point suspension subsystem in the lapping structure, and the corrected gap signal is as follows:
Figure BDA0002725881160000062
wherein k iscmpIs the compensation factor, i, of the reconstructed signal of the gap sensor1Is the current signal of a single-point levitation subsystem in a lapped structure i2Is the current signal of another single point levitation subsystem in the lapped structure,
Figure BDA0002725881160000063
is the gap signal corrected by the single-point suspension subsystem.
As a further preferred embodiment, the gap signal selection algorithm obtains the integrated gap signals of the two gap sensors in the single-point levitation subsystem as follows:
Figure BDA0002725881160000064
wherein S isjIs the integrated clearance signal S of two clearance sensors in the single-point suspension subsystemj1Is a gap sensor signal, S, in a single point levitation subsystemj2The signal of the other gap sensor in the single-point suspension subsystem, j is the index of the number of the single-point suspension subsystems in the lapping structure, and the min () function represents the minimum value of two input variables.
The influence of the single-gap sensor fault on the magnetic suspension train passing through the track joint is illustrated through simulation, firstly, two single-point suspension subsystems in the lapping structure are respectively a left single-point suspension subsystem and a right single-point suspension subsystem, as shown in fig. 2a, before the simulation starts, the suspension gap of the two single-point suspension subsystems in the lapping structure is stabilized at a gap value of 12 mm, namely, a suspension gap 1 and a suspension gap 2. And then, starting from 10 seconds when the single-gap sensor in the left single-point suspension subsystem fails, and obtaining a comprehensive gap signal of two gap sensor signals in the left single-point suspension subsystem, which is equal to a normally working gap sensor signal, by adopting a gap signal selection algorithm.
The simulation begins, in order to simulate the single gap sensor failure and the occurrence of a track seam of the single-point levitation subsystem, starting from 10 seconds, the gap signal 1 of the gap sensor 1 of the left single-point levitation subsystem is set to 20 mm, which indicates that the gap sensor 1 of the left single-point levitation subsystem crosses a track, and a pulse (corresponding to the movement of a train at a speed of 20 km/h) with an amplitude of 20 mm and a duration of 0.015 second is added to the gap signal 2 of the other gap sensor 2, which indicates that the gap sensor 2 of the left single-point levitation subsystem is in a failure state.
As shown in fig. 2b, since the left single point levitation subsystem passes through the track seam and a gap sensor 2 failure occurs, the integrated gap signal of the right single point levitation subsystem is affected by about 4 mm because the two single point levitation subsystems in the lap joint structure affect each other. The reason is that the suspension gap signal of the left single-point suspension subsystem has an upward pulse, which may mislead the controller of the left single-point suspension subsystem to think that the electromagnet is descending, as shown in fig. 2c, a larger output voltage is applied to the left single-point suspension subsystem and a larger current is generated, so that the electromagnet moves upward, and the attraction force of the permanent magnet in the hybrid electromagnet may aggravate the upward movement tendency.
Through simulation verification of the superiority of the reconstructed gap signal of the invention, it can be seen that the fluctuation range of the gap signal of the reconstructed left gap sensor 2 shown in fig. 3d is reduced compared with that shown in fig. 2b, the fluctuation range of the levitation gap of the two single-point levitation subsystems in the lapping structure shown in fig. 3a is at most 0.9 mm, the fluctuation range of the gap signal 2 reconstructed by the gap sensor 2 in the left single-point levitation subsystem shown in fig. 3b is about 0.9 mm, and the fluctuation range of the signal of the two current sensors in the left single-point levitation subsystem shown in fig. 3c is also reduced. The reason for the fluctuations also in fig. 3d is that the reconstructed gap signal deviates from the true gap signal due to the double integration of the measurement deviation of the lap joint acceleration signal. It can be seen that the amplitude of the fluctuation is rapidly decreasing in the subsequent dynamic response and eventually reverts to the equilibrium value.
The superiority of the gap signal correction of the present invention is verified by simulation, as shown in fig. 4d, the fluctuation range of the gap signal of the left gap sensor 2 after correction is reduced to 0.8 mm, as shown in fig. 4a, the fluctuation range of the levitation gap of the two single-point levitation subsystems in the lapping structure is maximally 0.2 mm, which is smaller than that shown in fig. 3a, as shown in fig. 4b and 4c, the corresponding fluctuation range is also reduced, and the gap signal after correction has the effect of making the levitation system more stable.
In the description above, numerous specific details are set forth in order to provide a thorough understanding of the present invention, however, the present invention may be practiced in other ways than those specifically described herein, and therefore should not be construed as limiting the scope of the present invention.
In conclusion, although the present invention has been described with reference to the preferred embodiments, it should be noted that various changes and modifications can be made by those skilled in the art, and they should be included in the scope of the present invention unless they depart from the scope of the present invention.

Claims (7)

1. The gap signal reconstruction method for the fault of the single gap sensor of the lap joint structure maglev train is characterized by comprising the following steps of:
s1, detecting and acquiring state information of two clearance sensors of a single-point suspension subsystem in the lapping structure, entering step S4 when the two clearance sensors are in normal working state, entering step S2 when one clearance sensor is in fault state, and ending the process when the two clearance sensors are in fault state;
s2, detecting whether the single-point suspension subsystem passes through a track joint, if so, entering the step S3, otherwise, entering the step S4;
s3, reconstructing the clearance signal of the clearance sensor in the fault state by utilizing the relation that the double integral of the acceleration signal of the lap joint structure is equal to the displacement increment, and then entering the step S5;
s4, obtaining a comprehensive gap signal of two gap sensors in the single-point suspension subsystem by adopting a gap signal selection algorithm;
and S5, taking the reconstructed gap signal or the integrated gap signal as the suspension gap signal of the single-point suspension subsystem.
2. The gap signal reconstruction method for the single gap sensor fault of the lap-joint structure magnetic-levitation train according to claim 1, characterized in that: in the step S2, whether the single-point levitation subsystem passes through the track joint is determined by detecting whether the single-gap sensor in the normal state in the single-point levitation subsystem outputs the maximum gap signal.
3. The gap signal reconstruction method for the single gap sensor fault of the lap-joint structure magnetic-levitation train according to claim 2, characterized in that: in step S3, reconstructing the gap signal by using the relationship that the double integration of the acceleration signal is equal to the displacement increment, where the reconstructed gap signal is:
Figure FDA0002725881150000011
wherein a (t) is an acceleration signal of the lap joint structure,
Figure FDA0002725881150000012
is the double integral of the acceleration signal a (t) of the lapped structure, t is a time variable,
Figure FDA0002725881150000013
and the gap signal is the gap signal reconstructed by the gap sensor in the fault state.
4. The gap signal reconstruction method for the single gap sensor fault of the lap-joint structure magnetic-levitation train according to claim 3, characterized in that: when the acceleration signal has measurement deviation, performing secondary reconstruction on the reconstructed gap signal, and obtaining the reconstructed gap signal as follows:
Figure FDA0002725881150000021
wherein, areal(t)＝a(t)+ε，areal(t) is the actual acceleration signal of the lap joint structure, and ε is the measured deviation of the acceleration signal.
5. The gap signal reconstruction method for the single gap sensor fault of the lap-joint structure magnetic-levitation train according to the claim 3 or 4, characterized in that: when the acceleration signal has positive deviation, the reconstructed gap signal is corrected by using the current signal difference value of the single-point suspension subsystem in the lap joint structure, and the corrected gap signal is as follows:
Figure FDA0002725881150000022
wherein k iscmpIs the compensation factor, i, of the reconstructed signal of the gap sensor1Is the current signal of a single-point levitation subsystem in a lapped structure i2Is the current signal of another single point levitation subsystem in the lapped structure,
Figure FDA0002725881150000023
the clearance signal is corrected by the clearance sensor in the fault state.
6. The gap signal reconstruction method for the single gap sensor fault of the lap-joint structure magnetic-levitation train according to claim 5, characterized in that: in the step S1, the fault state information of the clearance sensor is acquired by a fault diagnosis method based on a state observer or a self-detection result of the clearance sensor.
7. The gap signal reconstruction method for the single gap sensor fault of the lap-joint structure magnetic-levitation train according to claim 6, characterized in that: in the step S4, the gap signal selection algorithm is:
Figure FDA0002725881150000024
wherein S isjIs the integrated clearance signal S of two clearance sensors in the single-point suspension subsystemj1Is a gap sensor signal, S, in a single point levitation subsystemj2Is another gap sensor signal in the single-point levitation subsystem, and j is the number index of the single-point levitation subsystems in the lapping structure.
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CN112848912A (en) * 2021-02-25 2021-05-28 湖南凌翔磁浮科技有限责任公司 High-speed magnetic levitation control method, controller, unit and system
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CN113997989A (en) * 2021-11-29 2022-02-01 中国人民解放军国防科技大学 Safety detection method, device, equipment and medium for single-point suspension system of maglev train
CN113997989B (en) * 2021-11-29 2024-03-29 中国人民解放军国防科技大学 Safety detection method, device, equipment and medium for single-point suspension system of maglev train
CN114161940A (en) * 2021-12-30 2022-03-11 湖南凌翔磁浮科技有限责任公司 Method and system for extracting gap differential signal of high-speed maglev train
CN114161940B (en) * 2021-12-30 2023-06-23 湖南凌翔磁浮科技有限责任公司 Gap differential signal extraction method and system of high-speed maglev train

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