CN118163843A - Magnetic levitation train no-position sensor compensation speed curve tracking system - Google Patents
Magnetic levitation train no-position sensor compensation speed curve tracking system Download PDFInfo
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Abstract
The invention relates to a compensation speed curve tracking system without a position sensor for a maglev train, which comprises a train speed tracking controller, a speed measuring and positioning subsystem, a speed measuring subsystem without a position sensor and a speed and position feedback selection module; the position-sensor-free speed measuring subsystem is used for calculating the magnetic pole phase angle speed and the running speed of the train; the speed and position feedback selection module is used for receiving the speed and position information fed back by the speed measuring and positioning subsystem and the speed measuring subsystem without the position sensor at the same time, and selecting the speed and position information fed back by the speed measuring subsystem without the position sensor when the speed measuring and positioning subsystem fails and sending the speed and position information to the train speed tracking controller; the train speed tracking controller is used for realizing error control and adjusting train acceleration output. Compared with the prior art, the speed measuring and positioning system has the advantages that when the speed measuring and positioning subsystem fails, the position-free sensor is adopted for measuring the speed and positioning the safety backup, the train accurately tracks the preset speed curve, and the like.
Description
Technical Field
The invention relates to the field of speed measurement, positioning and speed tracking control of a high-speed magnetic levitation train, in particular to a compensation speed curve tracking system of a magnetic levitation train without a position sensor.
Background
The positioning system on the high-speed maglev train consists of an absolute position sensor, a relative position sensor and a positioning module, wherein the positioning speed measuring system positioning module processes data of the absolute position sensor and the relative position sensor, transmits positioning information to a DRCU ground (partition) radio communication system through a MRCU vehicle-mounted radio system, and then transmits the positioning information to a traction control system MCU and an OCS (integrated circuit) for motor control and speed curve tracking respectively. The train driving system adopts a positioning speed measuring system when the speed is low (less than 92.88 km/s), adopts a position-sensor-free speed measuring control when the speed is high, has a long stator pole pitch of 0.258m and a speed measuring information updating time of 20ms, can realize angular speed measurement through algorithm compensation in the two pole pitches, and has a speed of 92.88km/h when a 20ms train passes through 2 pole pitches, wherein the speed is a critical value for selecting and switching a motor magnetic field directional speed measuring feedback mode, but the speed feedback of the actual train operation curve tracking control is derived from the positioning speed measuring system, and if the positioning speed measuring system fails, the operation curve cannot complete closed-loop tracking control.
How to realize the closed-loop tracking control of the running curve of the maglev train when the fault of the positioning and speed measuring system is solved becomes a technical problem to be solved.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a compensation speed curve tracking system without a position sensor for a maglev train.
The aim of the invention can be achieved by the following technical scheme:
According to one aspect of the invention, there is provided a magnetic levitation train sensorless compensation speed profile tracking system, comprising a train speed tracking controller, a speed measurement positioning subsystem, a sensorless speed measurement subsystem and a speed and position feedback selection module;
the speed measuring subsystem without the position sensor is used for calculating the magnetic pole phase angle speed and the running speed of the train and then sending the magnetic pole phase angle speed and the running speed to the speed and position feedback selection module;
The speed and position feedback selection module is used for receiving the speed and position information fed back by the speed measuring and positioning subsystem and the speed measuring subsystem without the position sensor at the same time, and selecting the speed and position information fed back by the speed measuring subsystem without the position sensor when the speed measuring and positioning subsystem fails and sending the speed and position information to the train speed tracking controller;
the train speed tracking controller is used for realizing error control according to the fed-back speed position information, adjusting train acceleration output and realizing speed curve tracking of a given maglev train.
Preferably, the speed and position feedback selection module comprises an absolute positioning fault detection unit and a relative positioning fault detection unit;
The absolute positioning fault detection unit judges whether missing codes occur or not through checking the absolute position code sequence, so that whether the signal receiving and transmitting circuit and the positioning marking plate are damaged or not is judged;
The relative positioning fault detection unit judges whether the absolute position detection resonant coil and the signal generation circuit are faulty or not through correcting the magnetic pole phase angle, the direction information and the speed information.
More preferably, the speed and position feedback selection module adopts a high-speed magnetic levitation speed feedback switching selection strategy, and on the basis of absolute positioning fault detection and relative positioning fault detection analysis, the speed measurement information source is switched and selected on line and used as a real-time speed feedback signal to be transmitted to the train speed tracking controller.
More preferably, the speed measuring and positioning subsystem comprises an absolute positioning speed measuring unit and a relative positioning speed measuring unit;
the absolute positioning speed measuring unit sends absolute positioning data to the absolute positioning fault detecting unit;
The relative positioning speed measuring unit sends relative positioning data to the absolute positioning fault detecting unit;
the absolute positioning speed measuring unit obtains absolute position information by detecting the positioning marking plate code;
the relative positioning speed measuring unit is used for calculating the running direction, speed, tooth space count and magnetic pole phase angle information of the train.
More preferably, the high-speed magnetic levitation speed feedback switching selection strategy comprises the following steps:
s11, checking relative positioning data;
s12, absolute positioning data is checked;
S13, checking speed measurement data without a position sensor;
And step S14, the speed and position information is sent to a speed and position feedback selection module for realizing speed tracking closed-loop control.
More preferably, the process of comparing the relative positioning data includes the steps of:
step S101, receiving relative positioning data from a relative positioning speed measuring unit;
Step S102, the relative positioning fault detection unit judges whether the relative positioning magnetic pole phase angle information is lost, if yes, the step S105 is executed; otherwise, step S103 is performed;
Step S103, the relative positioning fault detection unit judges whether the relative positioning direction information is lost, if yes, the step S105 is executed; otherwise, executing step S104;
Step S104, the relative positioning fault detection unit judges whether the relative positioning speed information is lost, if yes, the step S105 is executed; otherwise, ending;
Step S105, detecting whether the resonance coil and the signal generating circuit at the relative position are faulty;
Step S106, recording the number of times of losing the relative position data, and increasing the number of times of losing the relative position data by one;
Step S107, judging whether the relative position data loss times exceeds a threshold value, if so, ending; otherwise, the process returns to step S101.
More preferably, the process of absolute positioning data calibration includes the steps of:
step S201, receiving absolute positioning data from an absolute positioning speed measuring unit;
Step S202, an absolute positioning fault detection unit judges whether absolute positioning position information is lost, if yes, step S203 is executed; otherwise, ending;
step S203, recording an absolute positioning missing code fault;
Step S204, recording the fault of the receiving and transmitting circuit or the damage of the positioning mark plate;
step S205, recording the absolute positioning data loss times;
Step S206, judging whether the absolute positioning data loss times are larger than a threshold value, if not, returning to step S201; otherwise, ending.
More preferably, the process of calibrating the sensorless speed measurement data comprises the following steps:
step S301, receiving the speed measurement data without the position sensor from the speed measurement subsystem without the position sensor;
step S302, judging whether the magnetic pole phase angle information in the non-position sensor velocity measurement data is accurate or not by referring to the standard magnetic pole phase angle waveform, and if so, executing step S303; otherwise, returning to the step S301;
step S303, converting the angular velocity into a vehicle velocity;
Step S304, the vehicle speed is converted into position information after integration;
Step S305, judging whether the position information in the step S304 is accurate, if not, carrying out absolute positioning absolute position calibration, and returning to the step S304; otherwise, ending.
More preferably, the sensorless speed measurement subsystem includes an extended state observation unit;
the sensorless speed measuring subsystem adopts an extended state observer sensorless speed detection algorithm considering resistance change to calculate the running speed and the magnetic pole phase angle speed of the maglev train,
The operation speed of the magnetic levitation train is calculated specifically as follows:
a1 The train running speed given value is converted into a train motor magnetic field ' directional control angular speed given value ', and the directional control angular speed given value ' and ' observation angular speed ' are differenced to obtain an angular speed error;
b1 The angular speed error outputs a given standard current through a transfer function of the speed regulator, then the given standard current and the feedback current are subjected to difference, and a standard control voltage is output through the transfer function of the current regulator;
c1 Standard control voltage is input into a train motion model, receives load disturbance and outputs the running speed of the maglev train;
the calculating magnetic pole phase angle speed is specifically as follows:
a2 The extended state observation unit receives the actual angular velocity, and obtains an error by making a difference between the actual angular velocity and the observed angular velocity;
b2 The error is input into a train observation motion model, and then a load resistance observation value is output through a PI controller;
c2 The observed value of the load resistance is subtracted from the observed value of the electromagnetic thrust, and the observed angular velocity is obtained through angular acceleration transformation calculation and integration calculation.
More preferably, the train speed tracking controller adopts a 2DOF-PID predictive speed tracking control algorithm to realize error control, adjusts the acceleration output of the train and realizes the speed curve tracking of a given maglev train;
The 2DOF-PID predictive speed tracking control algorithm optimizes the PID control algorithm on the basis of predictive control and combines a feedforward path and a feedback path to realize a two-degree-of-freedom control structure; the feedforward degree of freedom predicts the output of the controller according to the system model and the target output; the feedback degree of freedom is used for determining the feedback gain of the controller by calculating a prediction error and utilizing the dynamic characteristics of the system; the prediction error is the difference between the target output and the system model output, and the 2DOF-PID prediction control algorithm realizes the accurate control and dynamic response of the system by continuously adjusting the feedforward gain and the feedback gain.
Compared with the prior art, the invention has the following beneficial effects:
1) According to the high-speed magnetic levitation speed feedback switching selection strategy, when the speed measurement positioning subsystem fails, the speed measurement positioning safety backup without the position sensor is adopted, so that the stable detection feedback of speed and position information is realized, and the design concept of 'failure guidance safety' of speed measurement positioning of the high-speed magnetic levitation train is perfected.
2) The 2DOF-PID predictive speed tracking control algorithm realizes accurate tracking of the train to the preset speed curve through predictive deviation calculation and quantity degree of freedom parameter adjustment, is suitable for different types of magnetically levitated trains and different running environments, and has wide applicability.
3) The extended state observer without position sensor speed detection algorithm considering resistance change combines with the theory of the extended state observer and the state estimation method to realize on-line observation of train load change, magnetic pole phase angle and position information, shortens train-ground transmission delay and improves the robustness and reliability of magnetic levitation train speed measurement.
Drawings
FIG. 1 is a schematic diagram of a system for tracking a compensation speed curve without a position sensor according to the present invention;
FIG. 2 is a schematic flow chart of a high-speed magnetic levitation speed feedback switching selection strategy according to the present invention;
FIG. 3 is a schematic diagram of a relative positioning data calibration flow according to the present invention;
FIG. 4 is a schematic diagram of an absolute positioning data calibration flow according to the present invention;
FIG. 5 is a schematic diagram of a calibration flow of sensorless velocity measurement data according to the present invention;
FIG. 6 is a schematic diagram of a 2DOF-PID predictive speed tracking control algorithm in the present invention;
FIG. 7 is a schematic diagram of an extended state observer no position sensor speed detection algorithm that accounts for resistance changes in the present invention;
FIG. 8 is a schematic diagram of a motion control model of a maglev train taking resistance changes into consideration in the present invention;
In the drawing, 101 is a train running curve drawing module, 102 is a train speed tracking controller, 103 is a driving current calculating and distributing subsystem, 104 is a two-end motor control subsystem, 105 is a two-end variable current control and variable current subsystem, 106 is a long stator primary module, 107 is an absolute positioning and speed measuring unit, 108 is a relative positioning and speed measuring unit, 109 is a position sensor-free speed measuring subsystem, 110 is a NUT fault detection module, 111 is an INK fault detection module, 112 is a speed and position feedback selection module, and 113 is a speed measuring and positioning subsystem.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
The invention aims to provide a compensation speed curve tracking system without a position sensor for a maglev train, which can realize accurate tracking of the maglev train on a preset speed curve under the condition of not depending on the acquisition speed and the position of a speed measuring and positioning subsystem.
Firstly, a high-speed magnetic levitation speed feedback switching selection strategy is provided, speed measurement and positioning subsystem and position-sensor-free speed measurement selection switching are realized, and speed feedback is provided for a speed tracking controller;
Then, a 2DOF-PID predictive speed tracking control algorithm is provided, and predictive control and two degrees of freedom are integrated into PID speed tracking control;
Finally, an extended state observer is constructed on the basis of considering the running load resistance change, and a speed detection algorithm without a position sensor of the extended state observer is provided with the resistance change.
In this example, the english abbreviations are as follows:
NUT: relative positioning; INK: absolute positioning; PID (Proportion INTEGRAL DIFFERENTIAL): a proportional-integral-derivative controller; PI (Proportion Integral): a proportional-integral controller; 2DOF-PID (two Degree of freedom-PID): a two degree of freedom proportional-integral-derivative controller.
The embodiment relates to a magnetic levitation train sensorless compensation speed curve tracking system, as shown in fig. 1, which comprises a train running curve drawing module 101, a train speed tracking controller 102, a driving current calculating and distributing subsystem 103, a two-end motor control subsystem 10, a two-end variable current control and variable current subsystem 105, a long stator primary module 106, a sensorless speed measuring subsystem 109, a NUT fault detection module 110, an INK fault detection module 111, a speed and position feedback selection module 112 and a speed measuring and positioning subsystem 113.
The train running curve drawing module 101 draws a space diagram of the position and the speed of the train by an operation control center OCS, and the OCS determines the highest running speed of the train in each section according to the gradient, the curve radius, the signal control conditions and the like of the route, thereby drawing a train speed curve. After the train operation curve drawing module 101 determines the train operation curve, the speed given value is transmitted to the train speed tracking controller.
The train speed tracking controller 102 receives the speed difference between the speed given value and the actual speed feedback, calculates the acceleration of the driving train through a 2DOF-PID predictive speed tracking control algorithm, realizes error control, adjusts the acceleration output of the train, optimizes the automatic control operation of the train, and transmits the acceleration to the driving current calculating and distributing subsystem 103.
The driving current calculating and distributing subsystem 103 calculates the driving current of the train through the train motion model according to the received acceleration set value, distributes the driving current into control currents at the left end and the right end, and sends the control currents to the motor control subsystem 104 at the two ends.
The motor control subsystem 104 at two ends respectively receives motor driving currents from two ends and outputs alpha beta axis control voltage to the variable current control and variable current subsystem 105 at two ends through current closed loop regulation; calculating the drive current requires calculating the load current required by the system to take the change of the load into account, and the working voltage and power of the train; the overall efficiency and power consumption of the system are taken into account when distributing the drive current to optimize the performance of the system. The high-speed magnetic levitation power supply system adopts double-end power supply, and the motor control adopts two sets of current closed-loop control systems. The two-terminal motor control subsystem 104 controls acceleration, deceleration and constant speed operation of the train by adjusting the current, voltage and frequency input to the long stator linear synchronous motor. During train operation, the two-terminal motor control subsystem 104 also needs to monitor the motor status, such as temperature and vibration, in real time to ensure safe train operation.
The two-end variable-current control and variable-current subsystem 105 receives the control voltage of the static coordinate system from two ends respectively, generates a pwm control converter through space vector modulation, and outputs the pwm control converter to the long-stator primary module 106. The two-end variable-current control and variable-current subsystem 105 converts the electric energy of the power supply system into a current form suitable for the traction system of the maglev train, and controls parameters such as amplitude, frequency change, direction, waveform and the like of the current to realize accurate control of the traction force, speed and position of the train.
The long stator primary module 106 is a ground part of a magnetic levitation train driving system, is a stator part of a motor system, and generates a traveling wave magnetic field which longitudinally moves on the basis of variable frequency output of a converter; the magnetic levitation train is a motor active cell, and the train longitudinally runs under the action of a travelling wave magnetic field. The long stator and the magnetic levitation train form a complete electromagnetic system.
The tachometer positioning subsystem 113 includes an absolute positioning tachometer unit 107 and a relative positioning tachometer unit 108. The absolute positioning and speed measuring unit 107 detects the positioning marking plate code to obtain absolute position information, and the relative positioning and speed measuring unit 108 calculates the train running direction, speed, tooth slot count and magnetic pole phase angle information.
The maglev train transmits absolute and relative position information to the speed and position feedback selection module 112 on the one hand and to the two-terminal motor control subsystem 104 via wireless on the other hand.
The sensorless speed measurement subsystem 109 calculates the magnetic pole phase angle speed and the running speed of the train through an extended state observer detection algorithm taking the resistance change into consideration, supplies the magnetic pole phase angle speed to current closed-loop control, and supplies the running speed to train speed tracking closed-loop control. The extended state observer detection algorithm taking resistance change into consideration is a state estimation method based on modern control theory, and is mainly used for processing a system containing unknown or uncertain load force. On the basis of train thrust observation, train speed is calculated by establishing a train motion equation.
The speed and position feedback selection module 112 receives speed and position information of the maglev train speed measurement positioning subsystem 113 and the sensorless speed measurement subsystem 109 simultaneously. The speed and position feedback selection module 112 includes an INK fault detection unit 111 and a NUT fault detection unit 110. The INK fault detection unit 111 judges whether missing codes occur or not by checking the absolute position code sequence, thereby judging whether the signal transceiving circuit and the positioning marker plate are damaged or not; the NUT fault detection unit 110 judges whether the absolute position detection resonance coil and the signal generation circuit are faulty or not by correcting the magnetic pole phase angle, the direction information, and the speed information. On the basis of the detection and analysis of INK and NUT faults, the speed measurement information source is switched and selected on line and is used as a real-time speed feedback signal to be transmitted to a train speed tracking controller.
The speed and position feedback selection module 112 adopts a high-speed magnetic levitation speed feedback switching selection strategy, which selectively switches the source of the feedback actual speed position information received by the train speed tracking controller 102, and the feedback speed position information is derived from the train speed measurement positioning subsystem 113 and the position sensor-free speed measurement subsystem 109. Firstly, checking NUT data, and judging whether polar phase angle, direction information and speed information output by a relative positioning (NUT) speed measuring unit 108 are accurately available; then, judging whether the absolute position information output by the absolute positioning (INK) speed measuring unit 107 is accurate, whether the absolute position information fails to be coded, if the NUT and INK data fail or are interrupted, switching the speed and position information sources to a position sensor-free speed measuring subsystem 109, and receiving the position sensor-free speed measuring data by the train speed tracking controller 102; if the INK code sequence is accurate, the INK code sequence is used for correcting the position information of the position-free sensor.
The algorithm of the high-speed magnetic levitation speed feedback switching selection strategy is described in detail below:
as shown in fig. 2, the high-speed magnetic levitation speed feedback switching selection strategy includes the following steps:
s11, checking relative positioning data;
s12, absolute positioning data is checked;
S13, checking speed measurement data without a position sensor;
In step S14, the speed and position information is sent to the speed and position feedback selection module 112 for implementing speed tracking closed-loop control.
As shown in fig. 3, in step S11, the process of checking the relative positioning data includes the following steps:
Step S101, receiving relative positioning data from the relative positioning speed measurement unit 108;
Step S102, the relative positioning fault detection unit 110 judges whether the relative positioning magnetic pole phase angle information is lost, if yes, step S105 is executed; otherwise, step S103 is performed;
step S103, the relative positioning failure detection unit 110 determines whether the relative positioning direction information is lost, and if yes, step S105 is executed; otherwise, executing step S104;
step S104, the relative positioning failure detection unit 110 determines whether the relative positioning speed information is lost, and if yes, step S105 is executed; otherwise, ending;
Step S105, detecting whether the resonance coil and the signal generating circuit at the relative position are faulty;
Step S106, recording the number of times of losing the relative position data, and increasing the number of times of losing the relative position data by one;
Step S107, judging whether the relative position data loss times exceeds a threshold value, if so, ending; otherwise, the process returns to step S101.
As shown in fig. 4, in step S12, the process of absolute positioning data calibration includes the steps of:
step S201, receiving absolute positioning data from the absolute positioning speed measurement unit 107;
Step S202, the absolute positioning failure detection unit 111 determines whether the absolute positioning position information is lost, and if yes, step S203 is executed; otherwise, ending;
step S203, recording an absolute positioning missing code fault;
Step S204, recording the fault of the receiving and transmitting circuit or the damage of the positioning mark plate;
step S205, recording the absolute positioning data loss times;
Step S206, judging whether the absolute positioning data loss times are larger than a threshold value, if not, returning to step S201; otherwise, ending.
As shown in fig. 5, in step S13, the process of calibrating the sensorless tachometer data includes the following steps:
step S301, receiving sensorless speed measurement data from the sensorless speed measurement subsystem 109;
step S302, judging whether the magnetic pole phase angle information in the non-position sensor velocity measurement data is accurate or not by referring to the standard magnetic pole phase angle waveform, and if so, executing step S303; otherwise, returning to the step S301;
step S303, converting the angular velocity into a vehicle velocity;
Step S304, the vehicle speed is converted into position information after integration;
Step S305, judging whether the position information in the step S304 is accurate, if not, carrying out absolute positioning absolute position calibration, and returning to the step S304; otherwise, ending.
A2 DOF-PID predictive speed tracking control algorithm optimizes the PID control algorithm based on predictive control and combines a feedforward path and a feedback path to realize a two-degree-of-freedom (2 DOF) control structure. The feedforward degree of freedom predicts the output of the controller according to the system model and the target output; the feedback degree of freedom utilizes the dynamic characteristics of the system to determine the feedback gain of the controller by calculating the prediction error. The prediction error is the difference between the target output and the system model output, the 2DOF-PID prediction control algorithm can realize the accurate control and dynamic response of the system by continuously adjusting the feedforward gain and the feedback gain, and the algorithm can carry out parameter adjustment according to the requirement of the system and improve the stability and the robustness of the system in practical application.
As shown in fig. 6, a 2DOF-PID predictive speed tracking control algorithm, a train operation curve drawing module determines a speed given value v u, on the one hand, the speed given value v u is directly input into the degree of freedom of C f(s) through a feed-forward channel; on the other hand, the speed set value v u and the feedback speed v c are subjected to difference to obtain a speed error e, and the speed error e is input to a PID controller; c f(s) degree of freedom feedforward output and PID forward output are directly input into a maglev train under the influence of interference to obtain actual speed v 0; the speed and position feedback selection module receives the output speed v d of the speed measuring and positioning subsystem and the output speed v e of the speed measuring subsystem without the position sensor at the same time, the speed and position feedback selection module switches and selects the speed and position feedback selection module to output the measured speed v s, and the prediction model receives the measured speed v s to output the predicted speed v y; the feedback correction module receives the measured speed v s and the predicted speed v y at the same time, corrects the measured speed v s through the predicted speed v y, and finally outputs the feedback speed v c with higher precision to the forward path comparison point.
An extended state observer detection algorithm considering resistance change is a state estimation method based on modern control theory, and is mainly used for processing a system containing unknown or uncertain load force. And finally, on the basis of train thrust observation, calculating the train speed by establishing a train motion equation.
Fig. 7 is a schematic diagram of an extended state observer position sensor-less speed detection algorithm taking resistance change into consideration, v o * is a train running speed given value, angular speed transformation (multiplied by pi/tau) is a train motor magnetic field orientation control angular speed given value w o *,Representing the observed angular velocity, obtaining an angular velocity error e o by making a difference through a comparison point, and inputting the angular velocity error e o into a velocity regulator; a given standard current is output through a speed regulator transfer function G vr(s), the standard current i * and a feedback current i s are differenced to an input current regulator, a standard control voltage u s is output through a current regulator transfer function G ir(s), an electromagnetic thrust F e is generated by the control voltage, the electromagnetic thrust F e is input into a train movement model G m(s), and a load disturbance F load is received to output an actual speed v o; an extended state observation part is arranged in the virtual frame, receives the actual angular velocity w o and simultaneously observes the angular velocity/>The difference is made to obtain an error e w, and the error e w is input into a train observation motion model/>Then the load resistance observation value/>, is output through the PI controllerAnd electromagnetic thrust observations/>After subtraction, the observation angular velocity/>, obtained by the calculation of angular acceleration transformation (multiplied by pi/τm) and the integration calculation
Fig. 8 is a schematic diagram of a motion control model of a magnetic levitation train taking resistance change into consideration, F e represents electromagnetic thrust generated by the magnetic levitation train, F load represents external load change force applied to the train, the product of the train acceleration and a coefficient pi/tau is obtained through calculation of angular acceleration transformation (multiplied by pi/tau m), and the product of speeds v o and pi/tau is obtained through calculation of 1/s integration, namely, the angular speed w o is obtained, and the real-time speed v o of the train is obtained through multiplication of tau/pi.
While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and substitutions of equivalents may be made and equivalents will be apparent to those skilled in the art without departing from the scope of the invention. Therefore, the protection scope of the invention is subject to the protection scope of the claims.
Claims (10)
1. A magnetic levitation train sensorless compensation speed curve tracking system, which comprises a train speed tracking controller (102) and a speed measuring and positioning subsystem (113), and is characterized in that the system comprises a sensorless speed measuring subsystem (109) and a speed and position feedback selection module (112);
the sensorless speed measurement subsystem (109) is used for calculating the magnetic pole phase angle speed and the running speed of the train and then sending the magnetic pole phase angle speed and the running speed to the speed and position feedback selection module (112);
The speed and position feedback selection module (112) is used for receiving speed position information fed back by the speed measuring and positioning subsystem (113) and the position-sensor-free speed measuring subsystem (109) at the same time, and selecting the speed position information fed back by the position-sensor-free speed measuring subsystem (109) and sending the speed position information to the train speed tracking controller (102) when the speed measuring and positioning subsystem (113) fails;
the train speed tracking controller (102) is used for realizing error control according to the fed-back speed position information, adjusting the acceleration output of the train and realizing the speed curve tracking of a given maglev train.
2. The system for tracking a compensation speed curve without position sensor of a maglev train according to claim 1, wherein the speed and position feedback selection module (112) comprises an absolute positioning fault detection unit (111) and a relative positioning fault detection unit (110);
the absolute positioning fault detection unit (111) judges whether missing codes occur or not through checking the absolute position code sequence, so as to judge whether the signal receiving and transmitting circuit and the positioning mark plate are damaged or not;
The relative positioning fault detection unit (110) judges whether the absolute position detection resonance coil and the signal generation circuit are faulty or not through correcting the magnetic pole phase angle, the direction information and the speed information.
3. The system for tracking the compensation speed curve of the maglev train without the position sensor according to claim 2, wherein the speed and position feedback selection module (112) adopts a high-speed maglev speed feedback switching selection strategy, and on the basis of absolute positioning fault detection and relative positioning fault detection analysis, the speed measurement information source is switched and selected on line and transmitted to the train speed tracking controller (102) as a real-time speed feedback signal.
4. A compensating speed curve tracking system without position sensor for maglev train according to claim 3, wherein the speed measuring and positioning subsystem (113) comprises an absolute positioning speed measuring unit (107) and a relative positioning speed measuring unit (108);
The absolute positioning speed measuring unit (107) sends absolute positioning data to the absolute positioning fault detecting unit (111);
the relative positioning speed measuring unit (108) sends relative positioning data to the absolute positioning fault detecting unit (110);
The absolute positioning speed measuring unit (107) obtains absolute position information by detecting the positioning marking plate codes;
the relative positioning speed measuring unit (108) is used for calculating the running direction, speed, tooth space count and magnetic pole phase angle information of the train.
5. A position sensorless compensation speed profile tracking system for a maglev train as set forth in claim 3, wherein the high speed maglev speed feedback switching selection strategy comprises the steps of:
s11, checking relative positioning data;
s12, absolute positioning data is checked;
S13, checking speed measurement data without a position sensor;
step S14, the speed position information is sent to a speed and position feedback selection module (112) for realizing speed tracking closed-loop control.
6. The system for tracking a compensation speed profile of a maglev train without position sensor of claim 5, wherein the process of comparing the relative positioning data comprises the steps of:
step S101, receiving relative positioning data from a relative positioning speed measuring unit (108);
step S102, a relative positioning fault detection unit (110) judges whether the relative positioning magnetic pole phase angle information is lost, if yes, step S105 is executed; otherwise, step S103 is performed;
Step S103, a relative positioning fault detection unit (110) judges whether the relative positioning direction information is lost, if yes, step S105 is executed; otherwise, executing step S104;
step S104, the relative positioning failure detection unit (110) judges whether the relative positioning speed information is lost, if yes, step S105 is executed; otherwise, ending;
Step S105, detecting whether the resonance coil and the signal generating circuit at the relative position are faulty;
Step S106, recording the number of times of losing the relative position data, and increasing the number of times of losing the relative position data by one;
Step S107, judging whether the relative position data loss times exceeds a threshold value, if so, ending; otherwise, the process returns to step S101.
7. The system for tracking a compensation speed curve of a maglev train without a position sensor of claim 5, wherein the process of calibrating the absolute positioning data comprises the steps of:
Step S201, receiving absolute positioning data from an absolute positioning speed measuring unit (108);
step S202, an absolute positioning fault detection unit (110) judges whether absolute positioning position information is lost, if yes, step S203 is executed; otherwise, ending;
step S203, recording an absolute positioning missing code fault;
Step S204, recording the fault of the receiving and transmitting circuit or the damage of the positioning mark plate;
step S205, recording the absolute positioning data loss times;
Step S206, judging whether the absolute positioning data loss times are larger than a threshold value, if not, returning to step S201; otherwise, ending.
8. The system for tracking the compensation speed curve of the maglev train without the position sensor according to claim 5, wherein the process for checking the speed measurement data without the position sensor comprises the following steps:
Step S301, receiving the sensorless speed measurement data from the sensorless speed measurement subsystem (109);
step S302, judging whether the magnetic pole phase angle information in the non-position sensor velocity measurement data is accurate or not by referring to the standard magnetic pole phase angle waveform, and if so, executing step S303; otherwise, returning to the step S301;
step S303, converting the angular velocity into a vehicle velocity;
Step S304, the vehicle speed is converted into position information after integration;
Step S305, judging whether the position information in the step S304 is accurate, if not, carrying out absolute positioning absolute position calibration, and returning to the step S304; otherwise, ending.
9. A maglev train sensorless compensation speed profile tracking system of claim 5, wherein the sensorless speed measurement subsystem (109) includes an extended state observation unit;
The sensorless speed measurement subsystem (109) adopts an extended state observer sensorless speed detection algorithm which considers resistance change to calculate the running speed and the magnetic pole phase angle speed of the maglev train,
The operation speed of the magnetic levitation train is calculated specifically as follows:
a1 The train running speed given value is converted into a train motor magnetic field ' directional control angular speed given value ', and the directional control angular speed given value ' and ' observation angular speed ' are differenced to obtain an angular speed error;
b1 The angular speed error outputs a given standard current through a transfer function of the speed regulator, then the given standard current and the feedback current are subjected to difference, and a standard control voltage is output through the transfer function of the current regulator;
c1 Standard control voltage is input into a train motion model, receives load disturbance and outputs the running speed of the maglev train;
the calculating magnetic pole phase angle speed is specifically as follows:
a2 The extended state observation unit receives the actual angular velocity, and obtains an error by making a difference between the actual angular velocity and the observed angular velocity;
b2 The error is input into a train observation motion model, and then a load resistance observation value is output through a PI controller;
c2 The observed value of the load resistance is subtracted from the observed value of the electromagnetic thrust, and the observed angular velocity is obtained through angular acceleration transformation calculation and integration calculation.
10. The system for tracking the compensation speed curve of the maglev train without the position sensor according to claim 1, wherein the train speed tracking controller (102) adopts a 2DOF-PID prediction speed tracking control algorithm to realize error control, adjusts the acceleration output of the train and realizes the speed curve tracking of the given maglev train;
The 2DOF-PID predictive speed tracking control algorithm optimizes the PID control algorithm on the basis of predictive control and combines a feedforward path and a feedback path to realize a two-degree-of-freedom control structure; the feedforward degree of freedom predicts the output of the controller according to the system model and the target output; the feedback degree of freedom is used for determining the feedback gain of the controller by calculating a prediction error and utilizing the dynamic characteristics of the system; the prediction error is the difference between the target output and the system model output, and the 2DOF-PID prediction control algorithm realizes the accurate control and dynamic response of the system by continuously adjusting the feedforward gain and the feedback gain.
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