CN114312129B - Rail transit vehicle, wheel set system thereof and control method - Google Patents
Rail transit vehicle, wheel set system thereof and control method Download PDFInfo
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- CN114312129B CN114312129B CN202111590928.6A CN202111590928A CN114312129B CN 114312129 B CN114312129 B CN 114312129B CN 202111590928 A CN202111590928 A CN 202111590928A CN 114312129 B CN114312129 B CN 114312129B
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Abstract
The invention discloses a rail transit vehicle and a wheel set system and a control method thereof, which realize suspension bearing, electromagnetic guiding, electromagnetic traction and braking through electromagnetic induction, can completely cancel a traditional wheel set gear box and a traction motor mechanism, can overcome the control difficulty of unsprung mass, greatly reduce unsprung mass of the vehicle, reduce wheel-rail force, effectively reduce rail maintenance cost and prolong the service life of a rail.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a rail transit vehicle, a wheel set system thereof and a control method.
Background
The wheel pair system is a unique structure of the railway vehicle, the railway vehicle is dependent on the wheel pair system to simultaneously take three functions of running, bearing and guiding, the longitudinal running is realized through the rotation of the wheel pair, the guiding is realized through the transverse creep force of the wheel rail, the bearing is realized through the vertical force of the wheel rail, the three functions are mutually coupled, the acting force of the wheel rail is difficult to decouple, and the relationship of the wheel rail is always the first difficult problem in the railway traffic industry.
The left wheel and the right wheel of the traditional wheel set are fixedly connected with an axle, a traction motor converts current transmitted by an inverter on the vehicle into a torque signal in the running process of the vehicle, the traction motor transmits motor torque to a gear box through a coupling, and a shaft-locking gear box mechanism converts traction torque into wheel rotation through gear transmission, so that the running of the vehicle is realized. Therefore, a traction motor, a coupling and a gear box mechanism are indispensable fixed components in the traditional wheel set design, the components are usually several hundred kilograms, the axle weight and unsprung mass of a vehicle are greatly increased, wheel rail force in the running process is large, the wheels are particularly outstanding in a heavy-duty railway, the large wheel rail force can damage a steel rail structure, the fasteners are broken and the steel rail is deformed, the comfort and the safety of the running of the vehicle are seriously affected, and meanwhile, the maintenance cost of a line is greatly increased.
CN109080374a discloses a magnetic levitation vehicle, which uses the principle that magnets are homonymous to stimulate mutual repulsion, and makes the vehicle in an optimal levitation state through a levitation sliding mechanism. However, the railway is a double track, the problem of how to synchronously control left and right wheels and how to realize guiding is related, the scheme is not researched aiming at the special condition of the railway, and the scheme cannot be truly compatible with the running of the railway; the line has complex conditions such as curves, slopes and the like in actual operation, and the solution of CN109080374A does not consider the complex conditions and cannot realize accurate suspension, guiding and traction/braking. The transverse guiding of the magnetic levitation wheels of the CN109080374A is realized by virtue of an axle rod sliding guiding mechanism, so that the magnetic levitation wheels are difficult to adapt to different curve radiuses when a railway vehicle passes through a curve, and under the condition of ultrahigh curve, the axle rod sliding guiding mechanism is difficult to slide to an outer rail due to gravity, so that the electromagnetic guiding cannot be realized.
Disclosure of Invention
The invention aims to solve the technical problem of providing a rail transit vehicle, a wheel set system and a control method thereof, aiming at the defects of the prior art, and improving the safety of the vehicle when the curve passes (namely, the passing track is the curve).
In order to solve the technical problems, the invention adopts the following technical scheme: a wheel set system comprising an axle; wheel rotors are arranged at two ends of the axle; a gap is arranged between the axle outer ring and the wheel rotor inner ring;
the inner ring of the wheel rotor is provided with an induction device;
the axle at the corresponding position of the inner ring of the wheel rotor is provided with a plurality of first electromagnets and a plurality of second electromagnets;
the electromagnetic coil planes of the first electromagnets are perpendicular to the radial direction of the axle;
the electromagnetic coil planes of the second electromagnets are tangential to the axle;
the axle is electrically connected with the power supply module; two mounting plates are arranged on the axle and are respectively arranged in the induction range of the induction devices of the two wheel rotors, and a plurality of third electromagnets are fixed on each mounting plate; and the electromagnetic coil plane of the third electromagnet is perpendicular to the axle.
In the invention, the axle radial direction is the diameter direction of the round section of the end part of the axle, and the axle tangential direction is the circumferential tangential direction of the round section of the end part of the axle.
According to the invention, the guide electromagnet (third electromagnet) is arranged on the guide electromagnet mounting disc, so that the axle guide can be controlled, and the safety of vehicle curve running is greatly improved.
The plurality of third electromagnets are uniformly arranged on the surface of the mounting plate, which is close to the induction device, along the circumferential direction. The strength of the induced magnetic field of the guiding electromagnetic force is ensured to be uniformly distributed in the rotation process of the wheel, the fluctuation and oscillation effect of the guiding electromagnetic force can be effectively eliminated, and the transverse vibration comfort of the vehicle is improved.
The plurality of first electromagnets and the plurality of second electromagnets are alternately arranged on the axle. The axle stator (i.e. the axle) does not rotate during operation, and the electromagnet on the axle is directly powered during operation. The first electromagnet and the second electromagnet can alternately keep the strength of the suspension electromagnetic force and the traction braking electromagnetic force induced magnetic field to be uniformly distributed, so that the electromagnetic force fluctuation oscillation effect can be effectively eliminated, the longitudinal impulse of the vehicle is reduced, and the vertical vibration comfort of the vehicle is improved.
The first electromagnets and the second electromagnets are uniformly arranged on the periphery of the axle. The wheel inner ring rapid induction coil induction electromagnetic field is convenient to provide electromagnetic force, effectively eliminates suspension electromagnetic force and traction/braking electromagnetic force fluctuation oscillation effect, reduces longitudinal impulse of the vehicle, and improves vertical vibration comfort of the vehicle.
The first electromagnets are provided with first gap sensors; the plurality of third electromagnets are provided with second gap sensors; the wheel rotor is provided with a rotation speed sensor; all the first gap sensors, the second gap sensors and the rotating speed sensors are electrically connected with the electromagnetic control module. The sensor provided by the invention can feed back real-time measurement gap and rotation speed signals to the electromagnetic control module, so that the suspension guiding and traction braking running states can be conveniently adjusted in real time, and the running performance of the vehicle is kept to be optimal.
The invention also provides a rail transit vehicle, which comprises a framework; the rail transit vehicle adopts the wheel set system; the two ends of the axle of the wheel set system are fixedly connected with a mounting seat respectively; each mounting seat is fixedly connected with the framework through a suspension damping device.
The invention also provides a control method of the wheel set system, which is suitable for the wheel set system; the method comprises the following steps:
the suspension gap d is adjusted by the following relation z (t)：
Wherein F is z (t) is a levitation electromagnetic force at time t, and the direction of the levitation electromagnetic force is consistent with the radial direction of the axle;
the control process can dynamically adjust the suspension clearance according to the real-time state of the vehicle, and the optimal suspension performance of the vehicle is ensured.
Adjusting the traction/braking electromagnetic force F by the following relation x ：
The control process can dynamically adjust the traction/braking electromagnetic force according to the real-time state of the vehicle, and ensure the best traction braking performance of the vehicle.
The control method of the invention further comprises the following steps:
the guide gap d is adjusted by the following relation y (t)：
The invention also provides a suspension clearance adjusting method of the wheel set system, which is suitable for the wheel set system; the suspension gap d is adjusted by the following relation z (t)：
Compared with the prior art, the invention has the following beneficial effects:
1) The invention realizes the functional decoupling of wheel set traction, bearing and guiding, realizes the accurate control of the vehicle passing curve through the cooperation of the guiding electromagnet and the traction electromagnet, improves the running safety of the vehicle, and particularly improves the safety of the vehicle passing curve;
2) The invention realizes electromagnetic braking, has high speed control precision in the braking process, combines with the emergency braking of the brake disc, and has good braking effect;
3) According to the invention, suspension bearing, electromagnetic guiding, electromagnetic traction and braking are realized through electromagnetic induction, a traditional wheel set gear box and a traction motor mechanism can be completely canceled, the unsprung mass control difficulty can be overcome, the unsprung mass of a vehicle is greatly reduced, the wheel rail force is reduced, the rail maintenance cost can be effectively reduced, and the service life of the rail is prolonged;
4) According to the invention, primary electromagnetic vibration reduction suspension is added between the wheel and the axle, so that vibration is further reduced, and comfort is improved;
5) Compared with a magnetic levitation train which needs to be paved with a special magnetic levitation track line and cannot be compatible with the existing wheel track railway, the magnetic levitation train has the advantages of the magnetic levitation train, the characteristics of the traditional wheel track can be reserved, the newly designed magnetic levitation wheel pair can be ensured to normally operate on the existing line, the special operation track line is not required to be constructed, and the construction cost is greatly saved.
Drawings
FIG. 1 is a functional schematic of a conventional wheelset of a rail vehicle;
FIG. 2 is a schematic illustration of a magnetically levitated wheel set truck system;
FIG. 3 is a schematic diagram of the structural principle of a magnetic suspension wheel set;
FIG. 4 is a schematic diagram of a magnetically levitated wheel set axle, solenoid and controller;
FIG. 5 is an end schematic view of a magnetic levitation wheel pair;
FIG. 6 is a schematic illustration of the installation of a magnetically levitated wheel pair guide electromagnet;
FIG. 7 is a schematic diagram of PID control logic for a levitation controller of a magnetic levitation wheel pair;
fig. 8 is a schematic diagram of PID control logic of a traction brake controller of a magnetic levitation wheel pair.
Detailed Description
As shown in fig. 1 to 6, the wheel set system of the embodiment of the invention comprises an inner axle stator 1, an axle end suspension mounting seat 2, an outer wheel rotor 3, a guide electromagnet mounting disc 4, a primary suspension device 5 between an axle and a framework, a framework device 6, a wheel brake disc 7, a guide electromagnet 8, a suspension electromagnet 9, a traction brake electromagnet 10, a wheel induction coil 11, a signal acquisition module 12 and an electromagnetic control module 13; the wheel induction coil 11 includes a levitation induction coil, a guidance induction coil, and a traction brake induction coil.
The train coordinate system of the invention is defined as follows: the forward direction of the train along the track is the X direction, the vertical upward direction is the Z direction, and the horizontal plane and the vertical direction of the track are the Y direction.
The inner ring axle stator 1 does not rotate in the running process, and advances along the running direction X of the vehicle, and the on-vehicle inverter output current is supplied to the guide electromagnet 8, the suspension electromagnet 9 and the traction brake electromagnet 10 through cables.
The shaft end suspension mounting seat 2 is fixedly connected with two ends of the inner ring axle stator 1 and is used for mounting a lower acting point of a primary suspension device 5 between an axle and a framework;
the outer ring wheel rotor 3 is not contacted with the inner ring axle stator, a transverse electromagnetic force is formed by the induction guide electromagnet 8 of the wheel induction coil 11 to realize transverse movement guide of the wheel, a radial force of the wheel is formed by the induction suspension electromagnet 9 to realize suspension of the axle near the central position of the wheel, and a circumferential tangential force of the wheel is formed by the induction traction brake electromagnet 10 to realize rotation of the wheel rotor around the axle direction (Y direction);
the guide electromagnet mounting disc 4 is fixedly connected with the axle, and is used for mounting the guide electromagnet 8.
The primary suspension device 5 between the axle and the frame is a primary suspension vibration damping device between the axle and the frame, and can buffer the transmission of the wheel rail impact vibration to the vehicle.
The frame means 6 is connected to the upper point of action of the primary suspension means 5 and to the vehicle body via the secondary suspension means.
The wheel brake disc 7 is fixedly connected with the outer ring wheel rotor 3, and the wheel brake disc 7 can be clamped by a brake clamp in emergency so as to realize emergency braking of the vehicle.
The guide electromagnets 8 are uniformly arranged in the circumferential direction of the guide electromagnet mounting plate 4, and generate a guide electromagnetic field after being electrified.
The levitation electromagnet 9 and the traction braking electromagnet 10 are alternately and uniformly arranged in the circumferential direction of the axle, and respectively generate a levitation electromagnetic field and a traction braking electromagnetic field after being electrified.
The wheel induction coil 11 is fixedly connected with the inner ring of the outer ring wheel rotor 3, the electromagnetic field is guided by the induction guide electromagnet 8 to form guide force, the electromagnetic field is suspended by the induction suspension electromagnet 9 to form suspension force, the traction braking electromagnetic field is pulled by the induction traction braking electromagnet 8 to form traction force and braking force, and electromagnetic force is acted on the outer ring wheel rotor 3.
The signal acquisition module 12 comprises a gap sensor array, a current sensor, a rotating speed sensor and a signal data acquisition platform, wherein the gap sensor is attached to the suspension electromagnet 9 and the guide electromagnet 8 and used for respectively testing vertical and transverse gaps, the gap sensor array acquires radial suspension gaps, axial guide gaps and tangential traction braking gaps, the rotating speed sensor acquires the rotating speed of a wheel, the current sensor acquires current signals of coils of the electromagnets, the signals of the sensors are transmitted to the signal data acquisition platform, and the data acquisition platform is arranged on a vehicle.
The electromagnetic control module 13 includes a levitation controller, a steering controller, and a traction/brake controller, and the electromagnetic control module 13 is mounted on the vehicle.
The embodiment 2 of the invention provides a non-contact wheel axle levitation method, when power is supplied to a vehicle and transmitted to levitation electromagnets 9 through cables to generate a levitation magnetic field, levitation induction coils in wheel induction coils 11 generate induction currents to form levitation forces in the radial direction of the vehicle axle, and a data acquisition module 12 acquires levitation gaps d between the radial directions of the levitation electromagnets and the wheels in real time z And transmitted to the electromagnetic control module 13, the electromagnetic control module 13 invokes the levitation controller to adjust the input current of the levitation electromagnet 9 to perform feedback control on the levitation gap by adopting the PID control principle shown in fig. 7, so as to ensure that the levitation gap is stabilized at the rated levitation gap d z0 Nearby.
The electromagnetic coil plane of the suspension electromagnet 9 is vertical to the radial direction of the axle, and the suspension electromagnetic force is the radial direction of the axle according to the right-hand spiral law of the electromagnetic field.
The levitation controller adopts PID control principle to adjust levitation electromagnetic coils according to levitation gap sensors to control levitation gaps, and the data acquisition module 12 detects the radial direction of each levitation electromagnet and the levitation gap d of the wheel in real time z The suspension gap and the current signal acquired in real time are input into a controller in the control process, and the rated suspension gap d is set z0 And rated current I 0 Under the action of PID controller (figure 6), the suspension system respectively performs proportional, integral and differential calculation according to the gap error signal, the sum of three calculation amounts is used as control signal to output to the suspension system, and the proportional term passes through the proportional coefficient
Eliminating systematic errors, the integral term passing through the integral coefficient +.>
Eliminating steady state error of the system, the differential term passing through differential coefficient +.>
The regulating speed of the system is quickened, the transition time is shortened, the overshoot is reduced, and the control equation is shown as the following formula
Suspension electromagnetic force F z With suspension gap d z The following relationship is provided:
wherein mu is 0 Is vacuum permeability, N z For suspending the number of turns of the electromagnetic coil, A z For levitation coil pole area, iz represents levitation controller control current.
The key of PID controller is the proportionality coefficient
Integral coefficient->
And differential coefficient->
The invention selects the neural network optimization method to realize the optimization of three control parameters so as to realize the optimal control effect. In the present invention, the optimal scaling factor +.>
Integral coefficient->
And differential coefficient->
The suspension error after optimization can be controlled to be less than 2% (reference: [1 ]]Han Gong color neural network predictive control algorithm research [ D ]]University of Tianjin industry, 2010.)。
Compared with the method of the comparison document CN109080374A, the suspension bearing method provided by the embodiment 2 of the invention has the advantages that the suspension clearance fluctuation control error is 2% and is far smaller than that of the comparison document method, the vertical vibration acceleration is obviously reduced, and the vertical stability is improved.
The axle is reasonably controlled at the center of the wheel under the combined action of 4 suspension electromagnets in the circumferential direction of the axle, and the non-contact suspension control is equivalent to the addition of primary electromagnetic vibration damping suspension between the wheel and the axle, so that vibration is further reduced, and comfort is improved.
The embodiment 3 of the invention provides a non-contact wheel axle traction and braking method, when power is supplied to a vehicle and transmitted to a traction braking electromagnet 10 through a cable to generate a traction braking electromagnetic field, a traction braking induction coil in a wheel induction coil 11 generates induction current to form traction braking force in a tangential direction of the wheel to drive the wheel to rotate around the center of the axle, a data acquisition module 12 detects the wheel rotating speed v in real time and transmits the wheel rotating speed v to an electromagnetic control module 13, and the electromagnetic control module 13 invokes a traction braking controller to adjust the traction braking electromagnet 10 to perform feedback control on the wheel rotating speed v by adopting a PID control principle shown in fig. 8, so that the wheel rotating speed is ensured to be controlled at a rated speed.
The electromagnetic coil plane of the traction braking electromagnet 10 is perpendicular to the tangential direction of the axle, the traction/braking electromagnetic force is the circumferential tangential direction of the wheel according to the right-hand spiral law of the electromagnetic field, and the wheel traction and braking are realized by changing the circumferential tangential force direction of the wheel by changing the current direction;
the traction braking electromagnetic control adopts PID control principle, and the data acquisition module 12 detects the wheel rotation in real timeThe speed v, the speed signal and the current signal which are collected in real time are input into a controller in the control process, and the rated speed v is set 0 And rated current I 0 Under the action of PID controller (figure 7), the system calculates the proportion, integral and derivative according to the speed error signal, the sum of three calculation amounts is output to the system as control signal, the proportion term passes through the proportion coefficient
Eliminating systematic errors, the integral term passing through the integral coefficient +.>
Eliminating steady state error of the system, the differential term passing through differential coefficient +.>
The regulating speed of the system is quickened, the transition time is shortened, the overshoot is reduced, and the control equation is shown as the following formula
Traction/braking electromagnetic force F x The calculation method comprises the following steps:
wherein mu is 0 Is vacuum permeability, N x For pulling/braking the number of turns of the electromagnetic coil, A x For traction/braking coil pole area, d x And (t) is the longitudinal distance between the traction braking electromagnet and the traction braking induction coil, which is detected in real time, and Ix is the traction/braking control current. In the present invention, the optimal proportionality coefficient
Integral coefficient->
And differential coefficient->
The traction braking error after optimization can be controlled to be within 3 percent.
Compared with the method of the comparison document CN109080374A, the suspension bearing method provided by the embodiment 3 of the invention can show that the traction braking fluctuation control error can reach 3% which is far smaller than the control error of the comparison document method, and simultaneously, the longitudinal vibration acceleration of the wheel set is reduced, and the influence of longitudinal impulse on comfort is relieved.
When the traction is accelerated, the current is increased through the controller to increase the traction of the wheel shaft, so that the increase of the wheel rotation speed is realized; when braking and decelerating, the controller applies reverse current to provide wheel shaft rotation resistance, so that the wheel rotation speed is reduced.
Meanwhile, a brake disc is reserved on the wheel, and in an emergency, the brake disc is clamped through a brake clamp to realize mechanical auxiliary braking in the emergency.
When power on the vehicle is transmitted to the traction braking electromagnet 10 through a cable to generate a traction braking electromagnetic field, the traction braking induction coil in the wheel induction coil 11 generates induction current to form traction braking force in a tangential direction of the wheel to drive the wheel to rotate around the axle center, the data acquisition module 12 detects the wheel rotating speed v in real time and transmits the wheel rotating speed v to the electromagnetic control module 13, the electromagnetic control module 13 calls a traction braking controller to adjust the traction braking electromagnet 10 to perform feedback control on the wheel rotating speed v by adopting a PID control principle shown in fig. 8, and the wheel rotating speed is ensured to be controlled at a rated speed; when the traction is accelerated, the current is increased through the controller to increase the traction of the wheel shaft, so that the increase of the wheel rotation speed is realized; when braking and decelerating, the controller applies reverse current to provide wheel shaft rotation resistance, so that the wheel rotation speed is reduced. Meanwhile, a brake disc is reserved on the wheel, and in an emergency, the brake disc is clamped through a brake clamp to realize mechanical auxiliary braking in the emergency.
The electromagnetic coil plane of the guide electromagnet 8 is arranged on the X-Z plane and is parallel to the guide electromagnet mounting disc 4 (namely, the guide electromagnet is attached to the circular surface of the mounting disc, and the electromagnetic coil plane is perpendicular to the axle direction), the guide electromagnetic force is Y-direction transverse direction according to the right-hand spiral law of the electromagnetic field, and the transverse movement of the wheel set when passing through the curve is realized by changing the direction of the guide force by changing the direction of the current.
The guiding controller also adopts PID control principle, adjusts the guiding electromagnetic coil to control the transverse gap according to the transverse gap sensor between the guiding electromagnet 8 and the induction coil, and the control principle is basically consistent with the suspension controller, and is different in proportion coefficient
Integral coefficient->
And differential coefficient->
The three parameters are controlled to be different in selection, and the neural network algorithm is adopted to perform optimization setting.
The control equation is shown as follows
Guiding electricityMagnetic force F y With guide gap d y The following relationship is provided:
Wherein mu is 0 Is vacuum permeability, N y To guide the number of turns of the electromagnetic coil (N is the number of turns of the coil, and the lower prefix is added for the convenience of distinguishing) A y Is the coil pole area.
In the present invention, the optimal proportionality coefficient
Integral coefficient->
And differential coefficient->
The guiding error after optimization can be controlled to be within 2 percent.
Compared with the method of the comparison document CN109080374A, the curve guiding method provided by the embodiment 4 of the invention has the advantages that the guiding fluctuation control error can reach 2% and is far smaller than that of the comparison document method, meanwhile, the transverse vibration acceleration of the wheel set is reduced, the transverse stability is improved, the transverse force of the wheel track is obviously reduced, and therefore, the passing safety of the curve of the vehicle is greatly improved.
When the curve is guided to pass, the walking distance of the wheel at the outer side of the curve is larger than that of the wheel at the inner side of the curve, so that the better curve passing performance can be exerted, the rotation speed difference of the left wheel and the right wheel can be adjusted by matching with a traction braking controller, and the maintenance proportion of the wheels at the inner side and the outer side of the curve is ensured:
V inner part /V Outer part ＝2πR/(2π(R+G))
Wherein R is the radius of the curve of the line, G is the track gauge (including the widening of the curve track gauge), V Inner part 、V Outer part Indicating the corresponding speeds of the left and right wheels, which are respectively controlled according to the transverse clearance, such as corresponding V on the left Inner part Right corresponds to V Outer part 。
Claims (9)
1. A wheel set system comprising an axle; wheel rotors are arranged at two ends of the axle; a gap is arranged between the axle outer ring and the wheel rotor inner ring;
the inner ring of the wheel rotor is provided with an induction device;
the axle at the corresponding position of the inner ring of the wheel rotor is provided with a plurality of first electromagnets and a plurality of second electromagnets;
the electromagnetic coil planes of the first electromagnets are perpendicular to the radial direction of the axle;
the electromagnetic coil planes of the second electromagnets are tangential to the axle;
the axle is electrically connected with the power supply module;
the method is characterized in that:
two mounting plates are arranged on the axle and are respectively arranged in the induction range of the induction devices of the two wheel rotors, and a plurality of third electromagnets are fixed on each mounting plate; the electromagnetic coil plane of the third electromagnet is perpendicular to the axle; the plurality of third electromagnets are uniformly arranged on the surface of the mounting plate, which is close to the induction device, along the circumferential direction.
2. The wheel set system of claim 1, wherein the first plurality of electromagnets and the second plurality of electromagnets are alternately arranged on the axle.
3. The wheel set system of claim 2, wherein the first plurality of electromagnets and the second plurality of electromagnets are uniformly disposed on the outer periphery of the axle.
4. The wheel set system of claim 1, wherein each of the plurality of first electromagnets has a first gap sensor disposed thereon; the plurality of third electromagnets are provided with second gap sensors; the wheel rotor is provided with a rotation speed sensor; all the first gap sensors, the second gap sensors and the rotating speed sensors are electrically connected with the electromagnetic control module.
5. A rail transit vehicle comprising a frame; -characterized in that it employs a wheel set system according to one of claims 1 to 4; the two ends of the axle of the wheel set system are fixedly connected with a mounting seat respectively;
each mounting seat is fixedly connected with the framework through a suspension damping device.
6. A control method of a wheel set system, which is applicable to the wheel set system as claimed in any one of claims 1 to 4;
characterized in that the method comprises the following steps:
the suspension gap d is adjusted by the following relation z (t)：
Wherein F is z (t) is a levitation electromagnetic force at time t;
adjusting the traction/braking electromagnetic force F by the following relation x ：
I x and (t) is the traction/braking control current at time t.
7. The control method according to claim 6, characterized by further comprising:
the guide gap d is adjusted by the following relation y (t)：
8. A wheel set system suspension clearance adjustment method, which is applicable to the wheel set system of one of claims 1 to 4; characterized in that the guide gap d is adjusted by the following relation y (t)：
9. The wheelset system levitation gap adjustment method of claim 8, further comprising: as the curve of the vehicle passes through it,
V inner part /V Outer part ＝2πR/(2π(R+G))
Wherein R is the curve radius of the line, G is the track gauge, V Inner part 、V Outer part Indicating the corresponding speeds of the left and right wheels of the vehicle, respectively.
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| CN202111590928.6A CN114312129B (en) | 2021-12-23 | 2021-12-23 | Rail transit vehicle, wheel set system thereof and control method |
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| CN202111590928.6A CN114312129B (en) | 2021-12-23 | 2021-12-23 | Rail transit vehicle, wheel set system thereof and control method |
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| CN114312129B true CN114312129B (en) | 2023-07-07 |
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Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2244655B1 (en) * | 1973-09-20 | 1976-05-14 | Mte | |
| CN101209678A (en) * | 2006-12-27 | 2008-07-02 | 刘新广 | Permanent magnetic suspension and magnetic wheel pushing vehicle |
| CN109080374B (en) * | 2018-09-28 | 2023-08-11 | 石家庄国红科技发展有限公司 | Suspension wheel |
| CN209738692U (en) * | 2018-12-20 | 2019-12-06 | 中车唐山机车车辆有限公司 | Wheel pair, bogie and rail vehicle |
| CN111106708B (en) * | 2019-12-20 | 2021-12-21 | 成都理工大学 | Hub motor for directly driving wheels of urban rail motor train |
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