CN113848707A - Method for adjusting suspension control parameters of magnetic-levitation train - Google Patents
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Abstract
The invention discloses a method for adjusting suspension control parameters of a magnetic-levitation train, which comprises the following steps: under the condition of rated load, adjusting each suspension point of the train to enter a stable suspension state, and recording rated control parameters of each suspension point; judging whether the train can enter a stable suspension state or not, and if so, operating the train; if not, sequentially entering a load evaluation link and an actual control parameter adjustment link; recording the actual starting current value I of each suspension point under the condition of actual loadup(ii) a According to the actual starting current value IupCalculating the actual current value I under the actual suspension gapeFrom the actual current value IeAnd calculating actual control parameters under the actual load condition by the rated control parameters and dynamically adjusting the actual control parameters so as to realize the stable suspension of the magnetic-levitation train under various load conditions by testing the minimum current of the vertical movement of the electromagnet one by one at the suspension point, calculating the current of the suspension stable point and adjusting the suspension parameters by calculating the relation between the suspension parameters and the PID control parameters.
Description
Technical Field
The invention belongs to the technical field of maglev trains, and particularly relates to a method for adjusting levitation control parameters of a maglev train.
Background
In the prior art, there are two main ways for load assessment and suspension parameter control of a maglev train, as follows:
(1) and carrying out load assessment on the magnetic-levitation train through the pressure of the air spring, and adjusting suspension parameters. By adopting the mode, the method depends on the structure of the air spring, when the air spring is not provided, the method cannot be used for carrying out load evaluation and suspension parameter adjustment, and in addition, the method needs to be matched with a pressure sensor, so that the complexity and the cost of the system are increased;
(2) and carrying out load evaluation according to the current and gap information in the floating/suspending process so as to adjust the suspending parameters. By adopting the mode, under a heavy-load scene, when the current parameters cannot realize stable suspension, the load evaluation cannot be carried out, and correspondingly, the suspension control parameters cannot be adjusted. Meanwhile, when the method is adopted, mutual influence exists between the suspension points in the floating and stable suspension processes, so that the deviation between the measured value and the actual load of each actual suspension point is large, and the method cannot be applied to the field.
In summary, in the prior art, no method for adjusting the levitation control parameter after the load estimation is disclosed.
Disclosure of Invention
In view of the above, in order to solve the above problems in the prior art, the present invention provides a method for adjusting levitation control parameters of a magnetic-levitation train, so as to achieve the purpose of stably levitating the magnetic-levitation train under various loading conditions by testing the minimum current of the vertical movement of the electromagnet one by one, calculating the current of the levitation stabilization point, and adjusting the levitation parameters by calculating the relationship between the current and the PID control parameters.
The technical scheme adopted by the invention is as follows: a method for adjusting levitation control parameters of a magnetic-levitation train, the method comprising:
s1: under the condition of rated load, recording rated control parameters of each suspension point when each suspension point of the train enters a stable suspension state;
s2: judging whether the magnetic suspension train can enter a stable suspension state or not according to the current suspension condition, and if so, running the train; if not, the flow proceeds to steps S3-S5 in sequence;
s3: under the condition of actual load, detecting the actual suspension gap of each suspension point, and recording the actual starting current value I of each suspension pointup；
S4: according to the actual starting current value IupCalculating the actual current value I under the actual suspension gapeFrom the actual current value IeCalculating actual control parameters under the condition of actual load according to the rated control parameters;
s5: the magnetic-levitation train is in a stable levitation state by dynamically adjusting actual control parameters, so that levitation parameters can be automatically evaluated in a short time, and a large amount of manual adjustment processes are avoided.
Further, the step of recording the rated control parameters of each levitation point of the train when each levitation point enters the stable levitation state in step S1 includes:
s101: recording the suspension point gap Z of each suspension point after landingmax_init；
S102: accumulating the current of each suspension point, and monitoring the suspension gap of each suspension point, if the actual suspension gap Z of the current suspension pointe_initClearance Z from suspension pointmax_initWhen the difference between the values is larger than delta, recording the actual starting current value I at the momentup_init(ii) a Wherein, delta is a preset constant;
s103: recording the rated current value I of each suspension pointe_init；
S104: calculating a correction coefficient K according to the following formulaΔ：
S105: recording rated control parameters of each suspension point;
the acquisition of the original parameters is irrelevant to the suspension process of the magnetic suspension train, so that the data measurement link and the suspension control link are decoupled.
Further, of said respective floating pointsThe rated control parameters are PID control parameters and are respectively proportional control parameters Kp_initIntegral adjustment parameter Ki_initAnd a differential adjustment parameter Kd_initAnd the dynamic control of the current suspension point is realized through PID control.
Further, in step S2, it is determined whether the current state of the train enters the stable levitation state by a manual method or a diagnostic network method.
Further, the method of step S3 is:
under the condition of actual load, accumulating the current of each suspension point, and monitoring the suspension gap of each suspension point if the actual suspension gap Z of the current suspension pointeClearance Z from suspension pointmaxWhen the difference between the values is larger than delta, recording the actual starting current value I at the momentup(ii) a Wherein δ is a predetermined constant.
Further, when the currents of the suspension points are accumulated, the selection sequence of the suspension points is selected one by one in a mode that the suspension points on the left side and the right side of the magnetic suspension train are staggered with each other, and therefore the current actual starting current value I is ensured to be recordedupThe precision requirement of (2) is that a single-point measurement method is adopted, so that the interaction of force is avoided, and more accurate measurement is realized.
Further, in step S4, the actual current value I is calculatedeThe method comprises the following steps:
s401: according to the electromagnetic force formula of the electromagnet:
wherein, mu0Air permeability, N coil turns, A electromagnet pole area, I electromagnet current and z suspension gap;
s402: when the levitation force and the gravity are balanced, fmag＝mg；
S403: according to the electromagnet current I is in direct proportion to the suspension gap z, the following can be deduced:
wherein, KΔIs a correction factor.
Further, in step S4, the actual control parameter under the actual load condition is calculated by:
s404: linearizing the electromagnetic force formula of the electromagnet near a balance point according to the single-electromagnet suspension system model to obtain:
Δfmag＝KcΔI-KzΔZ
wherein the content of the first and second substances,
n is the number of turns of the electromagnet coil; a is the effective pole area of the electromagnet coil; r is the resistance of the electromagnet coil and constant mu0Air permeability;
s405: modeling is carried out according to the electro-magnet mechanical equation of the single electro-magnet suspension system model, PID feedback control is added, and the control parameter of the PID feedback control is assumed to be Kp、Ki、Kd；
S406: obtaining by model operation:
wherein:
and K isΔIs a correction factor;
only after carrying out load evaluation and suspension control parameter adjustment, only the actual current value I is needed to be obtainedeThe levitation control parameters under each levitation gap can be automatically calculated.
The invention has the beneficial effects that:
1. by adopting the method for adjusting the suspension control parameters of the maglev train provided by the invention, the maglev train can stably suspend on the track in a static landing condition, in a heavy load scene or other scenes which cause unstable suspensionRecording the actual starting current value I of each suspension point moving verticallyupFrom the actual starting current value IupEstimating the actual current value I of the suspension stable pointeAnd by estimating the actual current value IeAnd the suspension control parameters are adjusted according to the relation between the control parameters and the PID control parameters, so that stable suspension under various load conditions is realized, the problem that suspension is difficult under the condition of large load is solved, and stable floating, suspension and landing can be realized within the effective characteristic interval of the electromagnet.
Drawings
FIG. 1 is a flowchart of the overall method for adjusting levitation control parameters of a magnetic-levitation train provided by the present invention;
fig. 2 is a schematic diagram of a single-electromagnet levitation system model in the method for adjusting levitation control parameters of a magnetic-levitation train according to the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar modules or modules having the same or similar functionality throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present application and are not to be construed as limiting the present application. On the contrary, the embodiments of the application include all changes, modifications and equivalents coming within the spirit and terms of the claims appended hereto.
Example 1
The embodiment specifically provides a method for adjusting levitation control parameters of a magnetic-levitation train, and aims to solve the problem that levitation is difficult under a heavy load condition. As shown in fig. 1, specifically, the method includes:
s1: under the condition of rated load, adjusting each suspension point of the train to enter a stable suspension state, and recording rated control parameters of each suspension point; the method for recording the rated control parameters of each suspension point comprises the following steps:
s101: under the condition of rated load, adjusting each suspension point of the train to enter a stable suspension state, and adjusting the magnetic suspension train to the stable suspension state is the prior art, and is not described herein again.
S102: in the present embodiment, PID feedback control is taken as an example, and the floating point gap Z after landing of each floating point is recorded under the rated load conditionmax_init(ii) a The magnetic suspension train in this embodiment is an embedded magnetic suspension train, and the principle is that an electromagnetic attraction force is generated between a suspension point and a track to suspend a train body, and after the suspension point falls, a gap between the suspension point and the track is a suspension point gap Zmax_init。
S103: accumulating the current of each floating point and monitoring the floating gap of each floating point, taking the nth floating point as an example, if the actual floating gap Z of the current floating pointe_initClearance Z from suspension pointmax_initWhen the difference value between the current starting current value and the current value is larger than delta, the electromagnetic attraction force of the current suspension point is shown to be slightly larger than gravity, and the actual starting current value I at the moment is recordedup_init(ii) a Wherein δ is a predetermined constant.
It should be noted that: in order to avoid mutual interference of forces, when currents of all the suspension points are accumulated, the selection order of all the suspension points is selected one by one in sequence in a mutually staggered mode according to the suspension points on the left side and the right side of the longitudinal axis of the magnetic suspension train, for example: with the test method of left 1 → right 1 → left 2 → right 2 → left 3 → right 3 …, or, the test method of left 1 → right 2 → left 2 → right 3 → left 3 → right 4 … → right 1.
The specific current accumulation manner in this step is: taking the nth floating point as an example, under the condition of rated load, the current floating point performs small-step accumulation of current from small current or 0 current, for example: the current is accumulated to be 0.001A every 500us, and the actual suspension gap Z of each suspension point is observed in real timee_init。
S104: recording the rated current value I of each suspension point under the condition of rated loade_init；
S105: calculating a correction factor KΔAnd, and:
the specific estimation process is as follows:
(a) the electromagnetic force formula of the electromagnet is as follows:
wherein, mu0Air permeability, N coil turns, A electromagnet pole area, I electromagnet current and z suspension gap;
(b) when the levitation force and the gravity are balanced, fmagAt mg, I is proportional to z, so the derivation is as follows:
wherein, KΔFor correcting the coefficient, the deformation formula is as follows for correcting the condition that the electromagnetic attraction force of the suspension point is slightly larger than the gravity during the test:
(c) under the condition of rated load, the control parameters of each suspension point are recorded, and because the PID feedback control is adopted in the embodiment, the proportional control parameter K needs to be recordedp_initIntegral adjustment parameter Ki_initDifferential regulation parameter Kd_init。
S106: recording the rated control parameters of each suspension point, wherein the rated control parameters of each suspension point are PID control parameters and are respectively proportional control parameters Kp_initIntegral adjustment parameter Ki_initAnd a differential adjustment parameter Kd_init。
S2: judging whether the current state of the train can enter a stable suspension state or not in a manual or network diagnosis mode according to the current suspension condition, and if so, running the train; if not, sequentially entering a load evaluation link and an actual control parameter adjustment link;
s3: load assessment link
Under the condition of actual load, observing the actual suspension gap of each suspension point, and recording the actual starting current value I of each suspension pointup(ii) a The specific method comprises the following steps:
s301: under the condition of actual load, recording the floating point gap Z of each floating point after landingmax；
S302: accumulating the currents of the suspension points (i.e. accumulating the current of each suspension point step by step, not accumulating the currents of all the suspension points together), and monitoring the suspension gap of each suspension point (i.e. monitoring the suspension gap of the current suspension point in real time when the current of the current suspension point is increased), if the actual suspension gap Z of the current suspension point is largereClearance Z from suspension pointmaxWhen the difference between the values is larger than delta, recording the actual starting current value I at the momentup(ii) a Wherein, δ is a preset constant, and δ is determined by technicians according to the running requirements of the magnetic-levitation train.
It should be noted that: in order to avoid mutual interference of forces, when currents of all the suspension points are accumulated, the selection order of all the suspension points is selected one by one in sequence in a mutually staggered mode according to the suspension points on the left side and the right side of the longitudinal axis of the magnetic suspension train, for example: with the test method of left 1 → right 1 → left 2 → right 2 → left 3 → right 3 …, or, the test method of left 1 → right 2 → left 2 → right 3 → left 3 → right 4 … → right 1.
The specific current accumulation manner in this step is: taking the nth floating point as an example, under the condition of rated load, the current floating point performs small-step accumulation of current from small current or 0 current, for example: the current is accumulated to be 0.001A every 500us, and the actual suspension gap Z of each suspension point is observed in real timee。
S4: according to the actual starting current value IupCalculating the actual current value I under the actual suspension gapeFrom the actual current value IeCalculating actual control parameters under the condition of actual load according to the rated control parameters; the specific method comprises the following steps:
s401: according to the electromagnetic force formula of the electromagnet:
wherein, mu0Air permeability, N coil turns, A electromagnet pole area, I electromagnet current and z suspension gap;
s402: when the levitation force and the gravity are balanced, fmag＝mg；
S403: according to the electromagnet current I is in direct proportion to the suspension gap z, the following can be deduced:
wherein, KΔIs a correction factor.
S404: obtaining a single-electromagnet suspension system model through reasonable simplification, wherein m is the mass of a suspension frame, a carriage, a load, an electromagnet and the like corresponding to the electromagnet part in the single-electromagnet suspension system model, and the gravity of the single-electromagnet suspension system model is mg as shown in fig. 2; z is a suspension gap; Δ Z is the amount of change in the air gap near the equilibrium point; i is electromagnet current; delta I is the variation of the electromagnet current near the balance point; u is the electromagnet voltage; f. ofmagThe electromagnetic suspension force generated by the electromagnet; f. ofdAs a disturbing force.
The electromagnetic force formula for the electromagnet is linearized near the equilibrium point, yielding:
Δfmag＝KcΔI-KzΔZ (7)
wherein the content of the first and second substances,
n is the number of turns of the electromagnet coil; a is the effective pole area of the electromagnet coil; r is the resistance of the electromagnet coil, and the constant mu 0 is the air permeability;
s405: according to the single electromagnet mechanical equation:
and adding PID feedback control and assuming that the control parameter of the PID feedback control is Kp、Ki、Kd(ii) a The following model can be obtained:
taking ^ Δ Z, Δ Z' as feedback quantities, setting:
ΔI＝Ki*∫ΔZ+Kp*ΔZ+Kd*ΔZ′ (9)
neglecting the elasticity of the track, substituting into a single electromagnet mechanical equation, and deforming to obtain:
wherein, KcAnd KzRespectively, a current characteristic parameter and a gap characteristic parameter, m is weight, and Δ fdIs an external interference force;
obtaining the current-based closed-loop transfer function of the magnetic suspension unit as C (sI-A) -1B, obtaining a transfer function:
wherein s is a Laplace operator;
according to the overshoot and the adjustment time requirement, obtaining an expected closed-loop characteristic polynomial as follows:
s3+A*s2+B*s+C＝0 (13)
namely, it is
A, B, C are the code numbers of polynomial coefficients, and s is the Laplace operator.
To ensureThe suspension performance is unchanged, namely, the coefficient of the characteristic polynomial is considered to be unchanged, and the following parameters are considered:
wherein m isinitIs a nominal weight (also called initial weight), matched to the initial PID parameters, kc_initThe Kc value that matches the initial PID parameter.
Based on the following:
wherein according to the mechanical balance of the working point, the following are provided:
therefore, the following steps are carried out:
the same principle can be known:
the method is also based on:
obviously, where KzAnd KcThe relationship of (1):
obtaining:
(Note: wherein, in the special case, when the target gap is constant, Ze＝Ze_initThus, therefore, it is
)
S406: and (3) obtaining through deformation operation:
wherein:
and K isΔIs a correction factor.
S5: PID dynamic adjustment is carried out through actual control parameters, so that stable suspension under various loading conditions is realized, namely, due to the fact that PID dynamic adjustment is carried out on each suspension point through the actual control parameters, each suspension point provides a suspension effect for the magnetic-levitation train together, and the magnetic-levitation train is in a stable suspension state.
It should be noted that, in the description of the present application, the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Further, in the description of the present application, the meaning of "a plurality" means at least two unless otherwise specified.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and the scope of the preferred embodiments of the present application includes other implementations in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present application.
It should be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.
In addition, functional units in the embodiments of the present application may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a stand-alone product, may also be stored in a computer readable storage medium.
The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc.
In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
Although embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application, and that variations, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present application.
Claims (8)
1. A method for adjusting levitation control parameters of a magnetic-levitation train, the method comprising:
s1: under the condition of rated load, recording rated control parameters of each suspension point when each suspension point of the train enters a stable suspension state;
s2: judging whether the magnetic suspension train can enter a stable suspension state or not according to the current suspension condition, and if so, running the train; if not, the flow proceeds to steps S3-S5 in sequence;
s3: under the condition of actual load, detecting the actual suspension gap of each suspension point, and recording the actual starting current value I of each suspension pointup；
S4: according to the actual starting current value IupCalculating the actual current value I under the actual suspension gapeFrom the actual current value IeCalculating actual control parameters under the condition of actual load according to the rated control parameters;
s5: and dynamically adjusting the actual control parameters to enable the magnetic-levitation train to be in a stable levitation state.
2. The method for adjusting levitation control parameters of a magnetic-levitation train as recited in claim 1, wherein the step of recording nominal control parameters of each levitation point of the train when each levitation point enters a stable levitation state in step S1 comprises:
s101: recording the suspension point gap Z of each suspension point after landingmax_init；
S102: accumulating currents of each floating point and monitoring each floating pointThe actual levitation gap Z if the current levitation pointe_initClearance Z from suspension pointmax_initWhen the difference between the values is larger than delta, recording the actual starting current value I at the momentup_init(ii) a Wherein, delta is a preset constant;
s103: recording the rated current value I of each suspension pointe_init；
S104: calculating a correction coefficient K according to the following formulaΔ：
S105: and recording rated control parameters of each suspension point.
3. Method for adjusting levitation control parameter of magnetic-levitation train as recited in claim 2, wherein the rated control parameter of each levitation point is PID control parameter, and is proportional control parameter Kp_initIntegral adjustment parameter Ki_initAnd a differential adjustment parameter Kd_init。
4. The method for adjusting levitation control parameter of magnetic-levitation train as recited in claim 1, wherein in step S2, it is determined whether the current state of train enters into stable levitation state by means of manual or diagnostic network.
5. The method for adjusting levitation control parameter of a magnetic-levitation train as recited in claim 3, wherein the method of step S3 is:
under the condition of actual load, accumulating the current of each suspension point, and monitoring the suspension gap of each suspension point if the actual suspension gap Z of the current suspension pointeClearance Z from suspension pointmaxWhen the difference between the values is larger than delta, recording the actual starting current value I at the momentup(ii) a Wherein δ is a predetermined constant.
6. A method for adjusting levitation control parameters of a magnetic levitation train as recited in claim 2 or 5, wherein the order of selection of the individual levitation points is sequentially selected one by one in a staggered manner along the left and right levitation points of the magnetic levitation train as the currents of the individual levitation points are accumulated.
7. Method for adjusting levitation control parameter of magnetic-levitation train as recited in claim 5, wherein in step S4, the actual current value I is calculatedeThe method comprises the following steps:
s401: according to the electromagnetic force formula of the electromagnet:
wherein, mu0Air permeability, N coil turns, A electromagnet pole area, I electromagnet current and z suspension gap;
s402: when the levitation force and the gravity are balanced, fmag＝mg；
S403: according to the electromagnet current I is in direct proportion to the suspension gap z, the following can be deduced:
wherein, KΔIs a correction factor.
8. The method for adjusting levitation control parameter of magnetic-levitation train as recited in claim 7, wherein in step S4, the actual control parameter under actual load condition is calculated by:
s404: linearizing the electromagnetic force formula of the electromagnet near a balance point according to the single-electromagnet suspension system model to obtain:
Δfmag＝KcΔI-KzΔZ
wherein the content of the first and second substances,
n is the number of turns of the electromagnet coil; a is the effective pole area of the electromagnet coil; r is the resistance of the electromagnet coil and constant mu0Air permeability;
s405: modeling is carried out according to the electro-magnet mechanical equation of the single electro-magnet suspension system model, PID feedback control is added, and the control parameter of the PID feedback control is assumed to be Kp、Ki、Kd；
S406: obtaining by model operation:
wherein:
and K isΔIs a correction factor.
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| CN113183769A (en) * | 2021-06-04 | 2021-07-30 | 西南交通大学 | Suspension control method for medium-low speed maglev train |
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| CN113183769A (en) * | 2021-06-04 | 2021-07-30 | 西南交通大学 | Suspension control method for medium-low speed maglev train |
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