CN113844274B - System, method and equipment for correcting transverse displacement of suspension electromagnet and storage medium - Google Patents
System, method and equipment for correcting transverse displacement of suspension electromagnet and storage medium Download PDFInfo
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Abstract
The invention discloses a system, a method, equipment and a storage medium for correcting transverse displacement of a suspended electromagnet, wherein vertical displacement, vertical acceleration, transverse displacement, transverse acceleration, line movement speed and real-time line position are all obtained from the mounting position of a shell, so that all detection data come from the same position, detection data at different positions do not need to be approximately converted to the same position, errors generated by approximate conversion are avoided, and the detection precision is higher; all parts in the signal acquisition assembly are started simultaneously and transmitted through the same channel, so that all detection data are ensured to be on the same time axis, the problem that the data are acquired through different channels, and a large phase error occurs in the dynamics analysis due to the fact that the time axes are not uniform is solved, and the accuracy in the dynamics analysis is improved; and the signal conditioning and transmission module is adopted for data transmission, and a vehicle-mounted CAN network is not adopted, so that the sampling frequency and the sampling precision are improved.
Description
Technical Field
The invention belongs to the technical field of medium-low speed maglev trains, and particularly relates to a system, a method, equipment and a storage medium for correcting transverse displacement of a levitation electromagnet of a maglev train.
Background
The magnetic-levitation train adopts electromagnetic force to realize support and guidance, is provided with the linear motor to realize drive, and has no mechanical contact between the train and the track, so the magnetic-levitation train has the remarkable advantages of high running speed, low noise, low vibration, high starting and braking speed, small turning radius, strong climbing capability, safety, comfort, less maintenance and the like, and is one of the development directions of high-speed and green traffic in the future.
In order to simplify the system structure and reduce the cost of the whole train, the suspension system of the existing medium-low speed magnetic-levitation train only applies active closed-loop control of a suspension gap in the vertical direction, and the transverse displacement realizes passive control by utilizing the transverse component force of a suspension electromagnet, so that the existing suspension sensor only needs to acquire the vertical displacement and vertical acceleration information of the suspension electromagnet.
However, in order to deeply analyze the characteristics of the suspension system of the medium-low speed maglev train, comprehensively analyze and evaluate the track relationship, further improve the technical platform of the medium-low speed maglev train, and when the dynamic analysis of the train is performed at the initial design stage, besides the existing vertical displacement and vertical acceleration information, the transverse displacement information of the suspension electromagnet needs to be obtained.
The traditional method is as follows: and a displacement sensor is additionally arranged at a proper position of the suspension frame of the medium-low speed maglev train, and the lateral surface of the track is detected to obtain transverse displacement and transverse acceleration information. The disadvantages are that: (1) The lateral surface of the medium-low speed magnetic suspension track is an inclined surface, and data measured by an additionally arranged transverse displacement sensor contains transverse displacement variation caused by vertical displacement variation of the suspension electromagnet instead of actual transverse displacement; (2) By the structural limitation, the transverse displacement detection is realized by additionally installing a displacement sensor, the detection position of the transverse displacement detection is not at the same position as the original vertical displacement detection, and during comprehensive analysis, the data is also required to be approximately converted to the same position on the suspension electromagnet, so that the error is large.
Disclosure of Invention
The invention aims to provide a system, a method, equipment and a storage medium for correcting the transverse displacement of a suspension electromagnet of a magnetic suspension train, so as to reduce errors generated by data approximate conversion and errors of each data phase and effectively improve the detection precision of the transverse displacement of the suspension electromagnet.
The invention solves the technical problems through the following technical scheme: a magnetic suspension train suspension electromagnet lateral displacement correction system comprises a signal acquisition assembly, a signal conditioning and transmission module and an upper computer; the signal acquisition assembly is arranged at the end part of the suspension electromagnet to be detected and comprises a shell, and a first displacement sensor, a second displacement sensor, a third displacement sensor, a first acceleration sensor, a second acceleration sensor and a signal processing module which are arranged in the shell; the first displacement sensor and the second displacement sensor are respectively arranged at different longitudinal positions on the upper surface of the shell, and the detection directions of the first displacement sensor and the second displacement sensor are both arranged in the vertical direction; the third displacement sensor is arranged on the transverse side face of the shell, and the detection direction of the third displacement sensor is arranged in the transverse direction; the detection direction of the first acceleration sensor is arranged in the vertical direction; the detection direction of the second acceleration sensor is arranged in the transverse direction; the running direction of the train is taken as the longitudinal direction, the direction vertical to the ground is taken as the vertical direction, and the direction parallel to the ground and vertical to the running direction is taken as the transverse direction;
the first displacement sensor, the second displacement sensor, the third displacement sensor, the first acceleration sensor and the second acceleration sensor are respectively connected with the signal processing module, the signal processing module is respectively connected with the suspension controller and the signal conditioning and transmission module, and the signal conditioning and transmission module is connected with the upper computer;
the upper computer comprises an information storage module, a transverse displacement error correction module, a motion speed along the line calculation module and a real-time position along the line calculation module;
the information storage module is used for storing the serial numbers of all track joints of the line, the distance from each track joint to the initial end of the line, the corrected transverse displacement, vertical displacement, transverse acceleration, vertical acceleration, the moving speed along the line and the real-time position along the line;
the transverse displacement error correction module is used for correcting the transverse displacement detected in real time, and the calculation expression of the corrected transverse displacement is S h ′＝S h -(S v -S v0 ) Tan. Alpha., wherein S h ' is the corrected transverse displacement, S h Transverse displacement, S, detected in real time by a third displacement sensor v0 Is an initial value of vertical displacement, S v The alpha is the included angle between the inner side surface of the F-shaped track and the vertical direction;
the motion speed along the line calculating module is used for calculating the motion speed along the line according to the longitudinal distance between the first displacement sensor and the second displacement sensor and the time when the first displacement sensor and the second displacement sensor pass through the track joint, and the calculation expression of the motion speed along the line is
Wherein D 0 Is the longitudinal spacing between the first displacement sensor and the second displacement sensor,
the time when the second displacement sensor passes the ith track seam,
the time when the first displacement sensor passes the ith rail seam,
v i the speed of the suspension electromagnet passing through the ith track joint is the moving speed of the suspension electromagnet along the line;
and the real-time position along the line calculating module is used for calculating the real-time position along the line according to the speed and time when the track joint passes and the distance from the track joint to the initial end of the line.
In the invention, the first displacement sensor and the second displacement sensor are used for detecting the vertical displacement of the suspension electromagnet; the third displacement sensor is used for detecting the transverse displacement of the suspension electromagnet; the first acceleration sensor is used for detecting the vertical acceleration of the suspended electromagnet; the second acceleration sensor is used for detecting the transverse acceleration of the suspension electromagnet; the signal processing module is used for taking the minimum value in the detection data of the first displacement sensor and the second displacement sensor as the vertical displacement output of the signal acquisition assembly, and is used for conditioning and filtering the detection data of each sensor and then outputting the conditioned and filtered detection data; the signal conditioning and transmitting module is used for conditioning the detection data of each sensor and transmitting the detection data to the upper computer; the upper computer is used for correcting transverse displacement, calculating the movement speed along the line according to the longitudinal distance between the first displacement sensor and the second displacement sensor and the time when the first displacement sensor and the second displacement sensor pass through the track joint, calculating the real-time position along the line according to the speed and the time when the first displacement sensor and the second displacement sensor pass through the track joint and the distance from the track joint to the line starting end, and storing the number of all track joints of the line and the distance from each track joint to the line starting end.
Because each sensor is integrated in one shell, the vertical displacement, the vertical acceleration, the transverse displacement, the transverse acceleration, the movement speed along the line and the real-time position along the line are all obtained from the installation position of the shell, so that each detection data comes from the same position, the detection data at different positions do not need to be approximately converted to the same position, and the error generated by the approximate conversion is avoided; each part starts simultaneously among the signal acquisition subassembly, and transmits through same passageway, has guaranteed that all detected data all are at same time axis, has avoided adopting different channels to obtain data, and the problem that appears great phase error when leading to dynamics analysis because of the time axis is not unified has improved the accuracy when dynamics analysis, and adopts signal conditioning and transmission module to carry out data transmission, and does not adopt on-vehicle CAN network transmission, has improved sampling frequency and sampling precision. Because the first displacement sensor and the second displacement sensor are positioned at different longitudinal positions, the first displacement sensor and the second displacement sensor sequentially pass through a rail joint along the running direction of a train, sinusoidal waveforms with increased vertical displacement can appear on the displacement sensors when the displacement sensors pass through the rail joint, and the change of output characteristics of the first displacement sensor or the second displacement sensor when the first displacement sensor or the second displacement sensor passes through the rail joint can be overcome by taking the minimum value of the two as long as the distance between the first displacement sensor and the second displacement sensor in the longitudinal direction does not simultaneously enable the sinusoidal waveforms to appear on the two sensors, so that the influence of the rail joint on the vertical displacement is eliminated, and smooth and accurate vertical displacement is obtained; the influence of vertical displacement change on the transverse displacement is avoided by correcting the transverse displacement, and the detection precision of the transverse displacement is improved.
Furthermore, the first displacement sensor, the second displacement sensor and the third displacement sensor are all eddy current displacement sensors.
The eddy current displacement sensor can accurately measure vertical displacement and transverse displacement by using the eddy current effect, has the advantages of good long-term working reliability, high sensitivity, strong anti-interference capability, non-contact measurement and high response speed, is not influenced by media such as oil and water and the like, and further improves the detection precision.
Furthermore, there are two third displacement sensors, and the two third displacement sensors are respectively arranged on two transverse sides of the shell.
And the redundancy design is considered, two third displacement sensors are arranged, and the detection precision is improved by taking the average value of the two transverse displacements as the output of the transverse displacement of the signal acquisition assembly.
The invention also provides a magnetic-levitation train suspension electromagnet transverse displacement correction method, which utilizes the magnetic-levitation train suspension electromagnet transverse displacement correction system and comprises the following steps:
acquiring a first vertical displacement, a second vertical displacement, a transverse displacement, a vertical acceleration and a transverse acceleration of the suspension electromagnet;
taking the minimum value of the first vertical displacement and the second vertical displacement as the vertical displacement output by the signal acquisition assembly;
correcting the transverse displacement according to the vertical displacement to obtain the corrected transverse displacement;
calculating the movement speed along the line according to the longitudinal distance between the first displacement sensor and the second displacement sensor and the time when the first displacement sensor and the second displacement sensor pass through the track joint;
calculating the real-time position along the line according to the speed and time when the track joint passes through and the distance from the track joint to the initial end of the line;
corresponding the vertical displacement, the corrected transverse displacement, the corrected vertical acceleration, the corrected transverse acceleration, the movement speed along the line and the real-time position along the line to the rail joint, and storing;
the calculation expression of the corrected transverse displacement is as follows:
S h ′＝S h -(S v -S v0 )·tanα
wherein S is h ' is the corrected transverse displacement, S h Transverse displacement, S, detected in real time by a third displacement sensor v0 Is an initial value of vertical displacement, S v The alpha is the minimum value of a first vertical displacement detected by the first displacement sensor in real time and a second vertical displacement detected by the second displacement sensor in real time, and alpha is the included angle between the inner side surface of the F-shaped track and the vertical direction.
The influence of a sine-shaped waveform increased by the vertical displacement when the rail passes through the joint seam is eliminated by taking the minimum value of the first vertical displacement and the second vertical displacement, so that the accuracy of the real-time detection of the vertical displacement is improved, the influence of the vertical displacement change on the transverse displacement is avoided by correcting the transverse displacement, and the detection accuracy of the transverse displacement is improved; vertical displacement, vertical acceleration, transverse displacement, transverse acceleration, movement speed along a line and real-time position along the line are all obtained from the installation position of the shell, so that all detection data are collected at the same position (namely the data are from the same position), detection data at different positions do not need to be approximately converted to the same position, and errors caused by approximate conversion are avoided; each sensor adopts same power supply, and starts simultaneously, and the host computer is given in same passageway transmission of rethread, has guaranteed that all detected data all are at same time axis, has avoided adopting different channels to obtain data, the problem of great phase error appears when leading to dynamics analysis because of the time axis is not unified, accuracy when having improved dynamics analysis.
Further, the calculation expression of the speed of the movement along the line is as follows:
wherein D is 0 Is the longitudinal spacing between the first displacement sensor and the second displacement sensor,
the time when the second displacement sensor passes the ith track seam,
the time when the first displacement sensor passes the ith rail seam,
v i the speed of the suspended electromagnet passing through the ith track joint is the moving speed of the suspended electromagnet along the line.
The invention also provides computer equipment which comprises a memory, a processor and a computer program which is stored on the memory and can run on the processor, wherein the processor executes the program to realize the method for correcting the transverse displacement of the suspension electromagnet of the magnetic suspension train.
The present invention also provides a storage medium having a computer program stored thereon, characterized in that: when the program is executed by the processor, the method for correcting the transverse displacement of the suspension electromagnet of the magnetic suspension train is realized.
Advantageous effects
Compared with the prior art, the invention has the advantages that:
compared with the prior art, the system, the method, the equipment and the storage medium for correcting the transverse displacement of the suspension electromagnet provided by the invention have the advantages that the vertical displacement, the vertical acceleration, the transverse displacement, the transverse acceleration, the movement speed along the line and the real-time position along the line are all obtained from the installation position of the shell, so that all detection data come from the same position, the detection data at different positions do not need to be approximately converted to the same position, and the error caused by approximate conversion is avoided; all parts in the signal acquisition assembly are started simultaneously and transmitted through the same channel, so that all detection data are ensured to be on the same time axis, the problem of large phase error caused by nonuniform time axes when dynamics analysis is carried out due to the fact that different channels are adopted to acquire data is avoided, and the accuracy of the dynamics analysis is improved; and the signal conditioning and transmission module is adopted for data transmission, and a vehicle-mounted CAN network is not adopted, so that the sampling frequency and the sampling precision are improved.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only one embodiment of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
Fig. 1 is a block diagram of a system for correcting lateral displacement of a suspension electromagnet according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a signal acquisition assembly according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of the installation of a signal acquisition assembly on a suspension electromagnet in the embodiment of the invention;
FIG. 4 is a graph of the output characteristics of either the first displacement sensor or the second displacement sensor as it passes over a rail joint in an embodiment of the present invention;
FIG. 5 is a schematic view of a signal acquisition assembly at an F-shaped rail in an embodiment of the present invention;
the system comprises a signal acquisition component, a shell, a first displacement sensor, a second displacement sensor, a first acceleration sensor, a third displacement sensor, a second acceleration sensor, a signal processing module, a vertical displacement logic unit, a 2-signal conditioning and transmission module, a 3-upper computer, an information storage module, a 302-transverse displacement error correction module, a 303-along-line movement speed calculation module, a 304-along-line real-time position calculation module, a 4-F-type guide rail and a 5-suspension electromagnet, wherein the signal acquisition component is 1, the signal acquisition component is 101, the shell is 101, the third displacement sensor is 106, the second acceleration sensor is 107, the signal processing module is 1071, the vertical displacement logic unit is 2, the signal conditioning and transmission module is 3, the upper computer is 301, the information storage module, the 302-transverse displacement error correction module, the 303-along-line movement speed calculation module, the 304-along-line real-time position calculation module, the 4-F-type guide rail and the 5-suspension electromagnet.
Detailed Description
The technical solutions in the present invention are clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without inventive efforts based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
The technical means of the present application will be described in detail with specific examples. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments.
As shown in fig. 1 to 3, the system for correcting the transverse displacement of the suspension electromagnet of the magnetic levitation train provided in the present embodiment includes a signal acquisition assembly 1, a signal conditioning and transmitting module 2, and an upper computer 3; the signal acquisition assembly 1 is arranged at the end part of the suspension electromagnet 5 to be detected, and the signal acquisition assembly 1 comprises a shell 101, and a first displacement sensor 102, a second displacement sensor 103, a third displacement sensor 105, a first acceleration sensor 104, a second acceleration sensor 106 and a signal processing module 107 which are arranged in the shell 101; the first displacement sensor 102 and the second displacement sensor 103 are respectively arranged at different longitudinal positions on the upper surface of the shell 101, and the detection directions of the first displacement sensor 102 and the second displacement sensor 103 are both arranged in a vertical direction; the third displacement sensor 105 is arranged on the lateral side of the housing 101, and the detection direction of the third displacement sensor 105 is arranged in the lateral direction; the detection direction of the first acceleration sensor 104 is set in the vertical direction; the detection direction of the second acceleration sensor 106 is set in the lateral direction; the running direction of the train is taken as the longitudinal direction, the direction vertical to the ground is taken as the vertical direction, and the direction parallel to the ground and vertical to the running direction is taken as the transverse direction.
As shown in fig. 1, the first displacement sensor 102, the second displacement sensor 103, the third displacement sensor 105, the first acceleration sensor 104, and the second acceleration sensor 106 are respectively connected to a signal processing module 107, the signal processing module 107 is respectively connected to the levitation controller and the signal conditioning and transmitting module 2, and the signal conditioning and transmitting module 2 is connected to the upper computer 3. After the detection data of each sensor (i.e. the detection data of the first displacement sensor 102, the second displacement sensor 103, the third displacement sensor 105, the first acceleration sensor 104 and the second acceleration sensor 106) is processed by the signal processing module 107, one channel transmits the vertical displacement and the vertical acceleration required for normal suspension to the suspension controller, the other channel is connected with the signal conditioning and transmitting module 2, the signal conditioning and transmitting module 2 is further connected with the upper computer 3 to transmit the vertical displacement, the vertical acceleration, the transverse displacement and the transverse acceleration acquired in real time, and the corrected transverse displacement, the line motion speed and the line real-time position are synchronously acquired in software of the upper computer 3 through correction and calculation, so that the comprehensive attitude information such as the vertical displacement, the vertical acceleration, the transverse displacement, the transverse acceleration, the line motion speed and the line real-time position required for vehicle dynamics analysis is synchronously acquired.
As shown in fig. 2, the first displacement sensor 102 and the second displacement sensor 103 are respectively disposed at different longitudinal positions on the upper surface of the housing 101, and the vertical displacement of the floating electromagnet is detected by the first displacement sensor 102 and the second displacement sensor 103 at different longitudinal positions. Because the output characteristics of the displacement sensor can change when the displacement sensor passes through the track joint, as shown in fig. 4, a 'sine-shaped' waveform with increased vertical displacement can appear, if only one displacement sensor is adopted to detect the vertical displacement, an error exists in the vertical displacement at the track joint, therefore, in the embodiment, the first displacement sensor 102 and the second displacement sensor 103 are adopted to detect the vertical displacement, the minimum value in the detection data of the first displacement sensor 102 and the second displacement sensor 103 is taken as the real-time vertical displacement, the obtained real-time vertical displacement is ensured not to be influenced by the 'sine-shaped' waveform of the track joint, and the smooth and accurate vertical displacement is obtained. The longitudinal distance between the first displacement sensor 102 and the second displacement sensor 103 is set according to a rail joint, the larger the rail joint is, the larger the longitudinal distance between the two is, for example, when the maximum value of the rail joint is 40mm, the longitudinal distance between the two is required to be not less than 90mm, and when the maximum value of the rail joint is 60mm, the longitudinal distance between the two is required to be not less than 110mm, and as long as the longitudinal distance ensures that the first displacement sensor 102 and the second displacement sensor 103 do not appear 'sine-shaped' wave form at the same time, the influence of the rail joint on the vertical displacement can be eliminated.
The third displacement sensor 105 is disposed on a lateral side of the housing 101, and is configured to detect a lateral displacement of the levitation electromagnet. Considering the redundancy design, one third displacement sensor 105, namely two third displacement sensors 105 (as shown in fig. 2 and 5, there are two third displacement sensors 105) are respectively arranged on the two lateral sides of the housing 101, and the detection accuracy is improved by taking the average value of the two lateral displacements as the output of the lateral displacement of the signal acquisition assembly 1.
The signal processing module 107 is configured to take a minimum value in the detection data of the first displacement sensor 102 and the second displacement sensor 103 as a vertical displacement output of the signal acquisition assembly 1, and condition and filter the detection data of each sensor for output. The signal processing module 107 includes a vertical displacement logic unit 1071, and logic for taking the minimum value of the data detected by the first displacement sensor 102 and the second displacement sensor 103 is implemented by the vertical displacement logic unit 1071.
The signal conditioning and transmission module 2 is used for conditioning the detection data of each sensor and transmitting the detection data to the upper computer 3, and a special same channel is used for data transmission, a vehicle-mounted CAN network is not adopted, so that the sampling frequency and the sampling precision are improved, and the sampling frequency is not less than 1000Hz.
The upper computer 3 is used for correcting the transverse displacement, calculating the movement speed along the line according to the longitudinal distance between the first displacement sensor 102 and the second displacement sensor 103 and the time when the track joint passes, calculating the real-time position along the line according to the speed and the time when the track joint passes and the distance from the track joint to the line starting end, and storing the number of all track joints of the line and the distance from each track joint to the line starting end. Specifically, the upper computer 3 includes an information storage module 301, a lateral displacement error correction module 302, a motion speed along the line calculation module 303, and a real-time position along the line calculation module 304.
An information storage module 301 for storing the number of all track joints of a track, each track joint to the trackThe distance of the starting end, the corrected transverse displacement, vertical displacement, transverse acceleration, vertical acceleration, the movement speed along the line and the real-time position along the line. After the magnetic levitation route is constructed, the distances from all the track joints to the route starting end are determined, all the joints are numbered one by one from the route starting end, and the track joint numbers and the distance information from each track joint to the route starting end are prestored in the information storage module 301. After obtaining the corrected transverse displacement through the transverse displacement error correction module 302, the motion speed along the line through the motion speed along the line calculation module 303, and the real-time position along the line through the real-time position along the line calculation module 304, the time t and the vertical displacement S are calculated v Corrected lateral displacement S h ', lateral acceleration, vertical acceleration, speed of movement along the line v i And real-time position L along the line t Information such as the track joint number and the distance from the track joint number to the start end of the line are associated with each other and stored in the information storage module 301. Because the first displacement sensor 102 and the second displacement sensor 103 exhibit distinct output characteristics when passing through the track joint, these attitude data can be associated with the track joint number by this feature.
A transverse displacement error correction module 302, configured to correct the transverse displacement detected in real time, where a calculation expression of the corrected transverse displacement is:
S h ′＝S h -(S v -S v0 )·tanα (1)
wherein S is h ' for the corrected lateral displacement, S h Lateral displacement, S, detected in real time by the third displacement sensor 105 v0 Is the initial value of the vertical displacement, S v The α is an included angle between the inside side surface of the F-shaped rail and the vertical direction, which is the minimum value of the vertical displacement detected by the first displacement sensor 102 in real time and the vertical displacement detected by the second displacement sensor 103 in real time, as shown in fig. 5.
As shown in FIG. 5, the angle between the inner side surface of the F-shaped guide rail 4 and the vertical direction is alpha, and when the vertical displacement changes, delta S, according to the geometrical relationship v The amount of change in lateral displacement is Δ S h ＝ΔS v Tan α; setting the initial value of vertical displacement as S v0 And the real-time detected vertical displacement data is S v The corrected lateral displacement S is calculated according to the formula (1) h ' the influence of vertical displacement change on the transverse displacement is avoided through correction, and the detection precision of the transverse displacement is improved.
An along-the-line movement speed calculating module 303, configured to calculate a along-the-line movement speed according to the longitudinal distance between the first displacement sensor 102 and the second displacement sensor 103 and the time when the track joint passes through, where the along-the-line movement speed is calculated by an expression:
wherein D is 0 Is the longitudinal spacing between the first displacement sensor 102 and the second displacement sensor 103,
the time when the second displacement sensor 103 passes the i-th track joint,
the time when the first displacement sensor 102 passes the ith rail seam,
v i the speed of the suspended electromagnet passing through the ith track joint is the moving speed of the suspended electromagnet along the line. Because the track is fixed, the suspension electromagnet is fixedly connected with the train, and the signal acquisition assembly 1 is arranged on the suspension electromagnet, the signal acquisition assembly 1 and the train have the same speed, namely v i Or the speed of the train or the signal acquisition assembly 1 passing through the ith track joint. If it is not
It indicates that the first displacement sensor 102 first passed the ith rail seam and the second displacement sensor 103Then, the seam passes through the ith track seam; if it is not
It means that the second displacement sensor 103 passes the ith track joint first and the first displacement sensor 102 passes the ith track joint later.
And an along-the-line real-time position calculating module 304, which is used for calculating the along-line real-time position according to the speed and the time when the track joint passes through and the distance from the track joint to the line starting end.
The data processed by the transverse displacement error correction module 302, the movement speed along the line calculation module 303 and the real-time position along the line calculation module 304 are all from the signal acquisition assembly 1 (at the same position), are acquired at the same time and are transmitted to the upper computer 3 through a special channel (namely, the signal conditioning and transmission module 2), so that the finally obtained comprehensive posture (namely, the corrected transverse displacement, the corrected vertical displacement, the transverse acceleration, the vertical acceleration, the movement speed along the line and the real-time position along the line) is from the same position, and the same time axis does not need to be approximately converted due to different positions, thereby avoiding the error generated by approximate conversion, eliminating the error of each data phase during comprehensive analysis, and greatly improving the accuracy of vehicle dynamics analysis at the initial stage of design.
In this embodiment, the first displacement sensor 102, the second displacement sensor 103, and the third displacement sensor 105 all use eddy current displacement sensors, and the eddy current displacement sensors can accurately measure vertical displacement and lateral displacement by using the eddy current effect, and have the advantages of good long-term working reliability, high sensitivity, strong anti-interference capability, non-contact measurement, high response speed, no influence of media such as oil and water, and further improve the detection precision.
The embodiment also provides a method for correcting the transverse displacement of the suspension electromagnet of the magnetic-levitation train, which utilizes the system for correcting the transverse displacement of the suspension electromagnet of the magnetic-levitation train and comprises the following steps:
1. the first vertical displacement of the suspension electromagnet is obtained through the first displacement sensor 102, the second vertical displacement of the suspension electromagnet is obtained through the second displacement sensor 103, the transverse displacement of the suspension electromagnet is obtained through the third displacement sensor 105, the vertical acceleration of the suspension electromagnet is obtained through the first acceleration sensor 104, and the transverse acceleration of the suspension electromagnet is obtained through the second acceleration sensor 106. The vertical displacement, the transverse displacement, the vertical acceleration and the transverse acceleration are all from the signal acquisition assembly 1, the signal acquisition assembly 1 is powered by the same power supply, is started at the same time and is transmitted through the same channel, so that all data can be ensured to be on the same time axis, and the problem that the time axis is not uniform and large phase errors can occur during comprehensive analysis due to the fact that the data are acquired by different channels in the traditional method is solved; and all data are ensured to be from the same position, and errors caused by approximate conversion are avoided.
2. The vertical displacement logic unit 1071 in the signal processing module 107 is adopted to extract the minimum value of the first vertical displacement and the second vertical displacement as the vertical displacement output by the signal acquisition assembly 1, so that the influence of sine-shaped waveforms of the first displacement sensor 102 and the second displacement sensor 103 on the vertical displacement detection when the rail joints are passed is eliminated, and the detection precision of the vertical displacement is improved; the signal processing module 107 also conditions and filters the detection data of each sensor, and transmits the detection data to the upper computer 3 through the special transmission channel-signal conditioning and transmission module 2.
3. In the upper computer 3, the transverse displacement is corrected according to the vertical displacement to obtain the corrected transverse displacement, and the calculation expression of the corrected transverse displacement is shown as the formula (1).
The movement speed along the line is calculated according to the longitudinal distance between the first displacement sensor 102 and the second displacement sensor 103 and the time when the rail joint passes through, and the calculation expression of the movement speed along the line is shown in a formula (2).
The real-time position along the route is calculated from the speed and time as it passes the track joint and the distance of the track joint from the start of the route.
4. And corresponding the vertical displacement, the corrected transverse displacement, the corrected vertical acceleration, the corrected transverse acceleration, the movement speed along the line and the real-time position along the line to the rail joint, and storing.
After obtaining the corrected transverse displacement through the transverse displacement error correction module 302, the motion speed along the line through the motion speed along the line calculation module 303, and the real-time position along the line through the real-time position along the line calculation module 304, the time t and the vertical displacement S are calculated v Corrected lateral displacement S h ', lateral acceleration, vertical acceleration, speed of movement along the line v i And real-time position L along the line t Information such as the track joint number and the distance from the track joint number to the start end of the line are associated with each other and stored in the information storage module 301. Because the first displacement sensor 102 and the second displacement sensor 103 exhibit distinct output characteristics when passing through the track joint, these attitude data can be associated with the track joint number by this feature.
The above disclosure is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any changes or modifications within the technical scope of the present disclosure may be easily conceived by those skilled in the art and shall be covered by the scope of the present invention.
Claims (6)
1. The utility model provides a maglev train suspension electro-magnet lateral displacement correction system which characterized in that: the device comprises a shell arranged at the end part of a suspension electromagnet to be detected, a first displacement sensor, a second displacement sensor, a third displacement sensor and a correction module, wherein the first displacement sensor, the second displacement sensor and the third displacement sensor are arranged in the shell; the first displacement sensor and the second displacement sensor are respectively arranged at different longitudinal positions on the upper surface of the shell, and the detection directions of the first displacement sensor and the second displacement sensor are both arranged in the vertical direction; the third displacement sensor is arranged on the transverse side face of the shell, and the detection direction of the third displacement sensor is arranged in the transverse direction; the train running direction is taken as the longitudinal direction, the direction vertical to the ground is taken as the vertical direction, and the direction parallel to the ground and vertical to the running direction is taken as the transverse direction;
the correction module is used for correcting the transverse displacement detected in real time, and the calculation expression of the corrected transverse displacement is as follows:
S h ′＝S h -(S v -S v0 )·tanα
wherein S is h ' for the corrected lateral displacement, S h Transverse displacement, S, detected in real time by a third displacement sensor v0 Is an initial value of vertical displacement, S v The alpha is the minimum value of a first vertical displacement detected by the first displacement sensor in real time and a second vertical displacement detected by the second displacement sensor in real time, and alpha is the included angle between the inner side surface of the F-shaped track and the vertical direction.
2. The system for correcting the transverse displacement of the suspension electromagnet of the magnetic-levitation train as recited in claim 1, wherein: the first displacement sensor, the second displacement sensor and the third displacement sensor are all eddy current displacement sensors.
3. The system for correcting the transverse displacement of the suspension electromagnet of the magnetic-levitation train as recited in claim 1, wherein: the number of the third displacement sensors is two, and the two third displacement sensors are respectively arranged at the two transverse sides of the shell.
4. A magnetic suspension train suspension electromagnet transverse displacement correction method is characterized in that: the system for correcting the transverse displacement of the suspension electromagnet of the magnetic-levitation train according to any one of claims 1 to 3, comprises:
acquiring a first vertical displacement, a second vertical displacement and a transverse displacement of the suspension electromagnet;
taking the minimum value of the first vertical displacement and the second vertical displacement as the vertical displacement;
correcting the transverse displacement according to the vertical displacement to obtain the corrected transverse displacement, wherein a specific calculation expression is as follows:
S h ′＝S h -(S v -S v0 )·tanα
wherein S is h ' for the corrected lateral displacement, S h Transverse displacement, S, detected in real time by a third displacement sensor v0 Is an initial value of vertical displacement, S v The alpha is the minimum value of a first vertical displacement detected by the first displacement sensor in real time and a second vertical displacement detected by the second displacement sensor in real time, and alpha is the included angle between the inner side surface of the F-shaped track and the vertical direction.
5. A computer device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein: when the processor executes the program, the transverse displacement correction method of the suspension electromagnet of the magnetic-levitation train is realized according to the method in claim 4.
6. A storage medium having a computer program stored thereon, characterized in that: the program is executed by a processor to realize the method for correcting the transverse displacement of the suspension electromagnet of the magnetic-levitation train as set forth in claim 4.
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| CN114920015B (en) * | 2022-06-14 | 2024-03-01 | 江西理工大学 | Guide structure of magnetic suspension slide rail |
| CN115923528A (en) * | 2023-01-03 | 2023-04-07 | 中车株洲电力机车有限公司 | Magnetic levitation vehicle and suspension sensor thereof |
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| CN112193080B (en) | 2021-12-17 |
| CN113844274A (en) | 2021-12-28 |
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