JP4343182B2 - Maglev control device - Google Patents

Description

  The present invention relates to a control device for a magnetic levitation vehicle.

In a magnetic attraction railway using the force that an electromagnet attracts to an iron rail, a levitation control device is used to prevent mutual contact between the levitation magnet and the iron rail and to stabilize the traveling of the vehicle body.
FIG. 1 shows a configuration of a levitation module 10 having two sets of levitation force generating means. Coils 21 and 22 forming electromagnets for generating a magnetic flux for levitation of the levitation module 10, and each coil 21. , 22 are respectively provided to the iron cores 211 and 221, the levitation DC power supply device 30 for supplying a voltage to the coils 21 and 22, and the coils 21 and 22, and the levitation module 10 and the levitation module 10. Based on displacement gauges 41a, 41b, 42a, and 42b as gap detection means for detecting a gap with the rail 100 located at a predetermined distance vertically upward from the target position based on gap detection values that are output values of the respective displacement gauges And a controller 60 for controlling the power output of the levitation DC power supply device 30 so that the levitation module 10 rises. It is.

In this levitation module 10, the DC current supplied to the coils 21 and 22 from the levitation DC power supply 30 is controlled by the controller 60, whereby the coils 21 and 22 generate magnetic flux and the iron cores 211 and 221 are magnetized. Thus, the floating module 10 is attracted to the rail 100 and floats.
As shown in FIG. 1, there is a joint between the rails 100 to prepare for the case where the rail 100 contracts due to a temperature change, and this joint is hereinafter referred to as a rail gap 110.

  FIG. 2 shows a gap detection value 51a (1), which is an output value of the displacement meter 41a when the levitation module 10 passes through the rail gap 110 when the levitation module 10 is controlled to the levitation position of 10 mm, and the displacement meter 41b. The gap detection value 51b (2), which is the output value of, and the minimum output value (3) of both. In addition, the flying position before starting the flying is 20 mm, and the flying position in the state of being attracted to the rail 100 is 0 mm.

FIG. 3 shows the output characteristics of each displacement meter. The flying position information is converted into an electrical signal and input to the controller 60. As an example, the output of each displacement meter in FIG. 3 is set to an output voltage of +5 V at a floating position of 20 mm before ascending, 0 V at a floating position of 10 mm, and −5 V at a floating position of 0 mm adsorbed to the rail.
FIG. 11 is a conventional example of a gap detection signal input circuit of a controller 60 that has two displacement meters and performs levitation control using the minimum value as a gap detection value. The electrical signals, which are the positional information of the displacement meters 41a and 41b, are respectively input to the controller 60, converted from electrical signals to numerical data by the A / D converters 61a and 61b provided in the controller, and thereafter by software (not shown). Arithmetic processing is performed.

  When the displacement meter 41a on the leading side in the traveling direction faces the rail gap 110, the gap value cannot be detected, and the output value of the displacement meter 41a is 20 mm, which is the maximum value, as shown by the solid line A in FIG. However, if this value is used for ascent control as it is, the difference between the detected value of this displacement meter and the ascent command value for the actual ascent control as shown by the one-dot chain line C in FIG. Exists in the positive direction. Then, the controller 60 determines that the levitation module 10 has been dropped and the output value of the displacement meter, and the levitation DC power supply 30 increases its output voltage based on this difference. As shown, the magnetic module is increased and the levitation module 10 is levitated. However, since the levitation module 10 is not actually falling, it becomes a disturbance in the feedback control for controlling the levitation position constant.

  In order to avoid the input of this disturbance, for example, as disclosed in Patent Document 1, the levitation module 10 shown in FIG. 1 is provided with 41b in the vicinity of the gap detector 41a. When performing the above feedback control, by using the smallest value of the detection values detected from the two displacement meters as the gap detection value as the control amount, one displacement meter always detects the correct position. This prevents the input of disturbance to the ascent control.

In addition, in the levitation control device described in Patent Document 1, when the output of one of the two displacement meters falls below a predetermined value Xo, the larger value of the two displacement meters is set. By using it as a controlled variable, it is possible to prevent problems when the gap detector causes a zero output failure.
Japanese Patent Laid-Open No. 53-47614 (paragraphs 1 and 2)

  In the above conventional levitation control device, when one of the two displacement meters fails and a failure occurs in which the failed displacement meter continues to output a certain value k, the failed displacement meter When the output value k is smaller than the normal value and larger than the predetermined value Xo, the smaller value is adopted. Therefore, the detected value of the failed displacement meter is used as the control amount for the ascent control. become. For example, when a failure occurs such that the failed gap detector continues to output 10 mm even though the normal value is 15 mm, the failure value of 10 mm of the failed gap detector is adopted as the control amount. The problem of doing occurs.

In addition, when landing once and then ascending when the above failure occurs, the normal value before ascent is 20 mm, but the detected gap value continues to output 10 mm, so the smaller value Thus, 10 mm of the output value of the failed gap detection value is adopted as the control amount. In this case, since the levitation control device misrecognizes that the levitation position is 10 mm before the control, the levitation control device does not appropriately energize the coil corresponding to the gap detector in which the failure has occurred, so that the levitation control device cannot levitate. There is.
An object of the present invention is to solve the above-mentioned problems and to provide a control device for a magnetic levitation vehicle that enables good levitation control even if any of a plurality of gap detection means fails. To do.

In order to solve the above-mentioned object, a control device for a magnetic levitation vehicle according to claim 1 includes a levitation force generating means for generating a levitation force in a magnetic levitation vehicle, and a gap detection for detecting a gap between the magnetic levitation vehicle and a rail. In the control apparatus for a magnetic levitation vehicle, a plurality of gap detection means are provided for one levitation force generation means, and the levitation force generation means is controlled based on the detection value of the gap detection means. Levitating force that controls the levitation force generating means based on the detected value of the remaining healthy gap detecting means when one gap detecting means fails among the gap detecting means of the stand, by disconnecting the failed gap detecting means a control unit, the floating force control means includes a control system abnormality detecting means for detecting an abnormality in the control system including a gap detection means occurs, the control system abnormality detecting means detects an abnormality In addition, a failure occurs based on the detection results of the separation control means for separating the plurality of gap detection means from the control system in a predetermined order and the control system abnormality detection means when the separation control means separates the gap detection means. And a failure identification means for identifying the gap detection means .

Control device for magnetic levitation vehicle according to claim 2, comprising a floating force generating means for generating a flying force to the magnetic levitation vehicle, and a gap detection means for detecting a gap between the magnetic levitation vehicle and rail, one In the control device for a magnetic levitation vehicle that includes a plurality of gap detection means for the levitation force generation means and controls the levitation force generation means based on the detection value of the gap detection means, among the plurality of gap detection means A levitation force control means for separating the faulty gap detection means when one gap detection means fails and controlling the levitation force generation means based on the detection values of the remaining healthy gap detection means; The force control means isolates the faulty gap detection means and controls the sound gap detection means when controlling the levitation force generation means based on the detection values of the remaining sound gap detection means. And controlling the lift force generation means as a control amount smaller one of the preset limit value and value.

According to a third aspect of the invention relates to a control device for a magnetic levitation vehicle of claim 1 Symbol placement, the levitation force control means disconnects the failed gap detection means, the detected value of the remaining healthy gap detection means When controlling the levitation force generating means based on the levitation force generating means, the levitation force generating means is controlled by using the smaller one of the detected value of the sound gap detection means and the preset limit value as the control amount. To do.

The invention according to claim 4 relates to the control apparatus for a magnetic levitation vehicle according to claim 2 or 3, wherein the levitation force control means performs PID control or PI control based on the control amount, and the control amount is When the limit value is adopted, the integral calculation of the PID control or PI control is stopped.
A fifth aspect of the present invention relates to the control apparatus for a magnetic levitation vehicle according to the second, third, or fourth aspect, wherein the levitation force control means includes a unit for the gap detection means until the levitation is completed. In the meantime, the use of the limit value as the control amount is prohibited.

According to the first aspect of the present invention, since the levitation control is performed based only on the detection value of the normal gap detector, the detection value of the faulty gap detector is prevented from being used as the control amount for the levitation control. In particular, since the gap detector in which the failure has occurred can be specified, only the gap detector in which the failure has occurred can be reliably separated.

According to the second and third aspects of the present invention, based on the gap detection value detected from the normal gap detector and the limit value provided in advance for the levitation control device during and during the levitation control. Since the levitation control is executed, when there is only one normal gap detector, there is an effect that disturbance input can be suppressed.
According to the fourth aspect of the present invention, there is an effect that an excessive output voltage is not generated by stopping the integral calculation of the PID control or the PI control when the levitation control is executed based on the limit value.
According to the invention described in claim 5 of the present application, there is an effect that it is possible to reliably avoid problems caused by using the limit value as the control amount before completion of the ascent.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a schematic diagram showing the configuration of a magnetic levitation vehicle such as a linear motor car according to the present invention. Since FIG. Although the levitation module 10 is provided with two coils 21 and 22, the levitation control in the coil 22 is the same as the levitation control in the coil 21, so this implementation is based on the displacement meters 41 a and 41 b corresponding to the coil 21. Will be described.

FIG. 5 is a block diagram showing a displacement meter switching circuit of a circuit for detecting a gap value from a minimum value using two displacement meters, for example, a sensor and b sensor, in the controller 60 of a magnetic levitation vehicle according to the present invention. It is.
This displacement meter switching circuit in the controller 60 is based on A / D converters 61a and 61b that convert electrical signals input from two displacement meters into numerical data, input detection signals, and failure detection conditions. A displacement meter failure detection circuit 90 for outputting a displacement meter failure signal, switching setting devices 911 and 912 for transmitting a switch setting switching signal based on the input displacement meter failure signal and a reset signal, a switching setting device 911, Switches 92 and 93 that change the setting based on a switching signal input from 912, and a minimum value selection circuit 73 that outputs a signal indicating the minimum value of the signals input from the switches 92 and 93 as a gap detection value; It is equipped with.

The A / D converters 61a and 61b are converters that convert an analog signal into a digital signal, and an electric signal input from the a sensor and the b sensor is detected as a sensor detection value and a b sensor detection value that are numerical data. Signals 51a and 51b are converted and output to switches 92 and 93.
The displacement meter failure detection circuit 90 receives the detection signals output from the switches 92 and 93 and the failure detection condition, and whether or not an abnormality has occurred in the displacement meter based on the input detection signals. When it is determined that an abnormality has occurred, a displacement meter failure signal is output to the switching setting unit 911 and the switching setting unit 912.

The switch setting devices 911 and 912 store a switch signal in each displacement meter mode in advance, and a reset signal sent from the outside of the controller 60 by the operation of the reset switch is inputted with the displacement meter failure signal being input. In this case, a switching signal “0” or “1” for switching the switches 92 and 93 is output to the switches 92 and 93, respectively.
Detection signals 51a and 51b output from the A / D converters 61a and 61b are input to the switches 92 and 93, respectively. Usually, the detection signal 51a is output from the switch 92, and the detection signal 51b is output from the switch 93. Although each is output, switching of the switch setting is executed based on the signals input from the switching setting devices 911 and 912, and the output signal is switched to one of the detection signals 51a and 51b.

The minimum value selection circuit 73 selects a detection signal indicating the minimum value based on the detection signals input from the switches 92 and 93, and outputs this detection signal as a gap detection value.
In this way, the switch 92 is connected to the a sensor and the switch 93 is connected to the b sensor, so that a displacement meter failure occurs, and the displacement meter failure signal is sent from the displacement meter failure detection circuit 90 to the switching setting devices 911 and 912. When a reset signal is given to the controller 60 from the outside of the controller 60 (not shown) in the input state, the reset signal is input to the switching setting units 911 and 912. The switching setting units 911 and 912 switch the switch for each mode. Change the setting.

Next, in the flowchart shown in FIG. 6, a processing procedure for identifying a faulty displacement meter by switching the displacement meter mode when an abnormality occurs in the displacement meter for detecting the gap by the controller 60 of the magnetic levitation vehicle. Show.
First, in step S1, when the controller 60 is started, the displacement meter mode is set to the two-sensor mode by the a sensor and the b sensor, and then the process proceeds to step S2 and waits until the ascent command is issued. Starts ascent control when commanded. Next, the process proceeds to step S3, and if the displacement meter does not fail, the ascent control is continued and the process proceeds to step S4.

In step S4, the controller 60 determines whether there is a landing command. If it is determined that there is a landing command, the controller 60 proceeds to step S5 to perform landing control, and then proceeds to step S2. If it is determined in step S4 that there is no landing command, the process proceeds to step S6.
Next, in step S6, it is determined whether or not any abnormality has occurred in the displacement meter. When the displacement meter failure detection circuit 90 does not detect a displacement meter failure, the process returns to step S3 and the ascent control is continued. When the displacement meter failure detection circuit 90 detects a displacement meter failure, the process proceeds to step S7, the levitation control is stopped, and the detection result is notified to the administrator by a not-shown notifying means, and the process proceeds to step S8.

In step S8, it is determined whether or not the administrator has operated the reset button, and the process waits until it is operated. When the reset button is operated, a reset signal is input to the switching setting devices 911 and 912, and step S9. Migrate to
In step S9, it is determined whether or not the displacement meter mode is two sensors. If the displacement meter mode is two sensors, the process proceeds to step S10, where the mode is changed to a sensor only mode, and the switches 92 and 93 are switched. Shifts to step S3 after performing the switching operation.

If it is determined in step S9 that the displacement meter mode is not 2 sensors, the process proceeds to step S11 to determine whether or not the displacement sensor mode is only the a sensor. If the mode is only for the a sensor, the process proceeds to step S12 to change to the mode for only the b sensor, and the switches 92 and 93 perform the switching operation and then proceed to step S3.
In step S11, when the mode is not only the a sensor, the process proceeds to step S13 to change to the two-sensor mode, and the switches 92 and 93 perform the switching operation and then proceed to step S3.

Next, the operation of this embodiment will be described.
Initially, the displacement sensor mode operates with two sensors (a sensor and b sensor). When a displacement meter failure occurs from this state, the ascent control is temporarily stopped based on the displacement meter failure signal output from the displacement meter failure detection circuit 90, and the ascent module enters the landing state.
Next, when a reset signal is input from outside the controller 60 to the switching setting devices 911 and 912, the displacement meter mode is changed to only the a sensor. Once the displacement meter mode is switched, the next mode switching is performed when both the conditions that a displacement meter failure occurs again and a reset signal is input are satisfied.

  In the displacement meter mode with only the a sensor, the output of the switching setting device 911 is “0”, so that the operation of switching the switch 92 does not occur, and the a sensor detection value is output to the minimum value detection circuit 73. On the other hand, since the output of the switching setter 912 is “1”, an operation of switching the switch 93 occurs, and the a sensor detection value is output to the minimum value detection circuit 73. As a result, the value input to the minimum value detection circuit 73 is only the a sensor detection value, the transition to the displacement meter mode of only the a sensor is completed, and the ascent control based on the a sensor detection value is executed by the controller 60. The

Further, when a displacement meter failure occurs in the displacement sensor mode with only the a sensor and a reset signal is input, the switching setter 911 changes to only the b sensor, and the output of the switching setter 911 is “1”. Therefore, the switching operation occurs, and the switch 92 outputs the b sensor detection value to the minimum value selection circuit 73. On the other hand, since the switching setter 912 is also changed to only the b sensor, the output of the switching setter 912 becomes “0”, a switching operation occurs, and the switch 93 outputs the b sensor detection value to the minimum value selection circuit 73. Thus, the value input to the minimum value detection circuit 73 is only the b sensor detection value, the transition to the displacement sensor mode of only the b sensor is completed, and the ascent control based on the b sensor detection value is executed by the controller 60. The
When a displacement gauge abnormality occurs in the displacement sensor mode with only the b sensor and a reset signal is input, the mode shifts to the displacement sensor mode with two sensors in the same procedure as described above.

In addition, by providing these switches 92 and 93 and switching setting devices 911 and 912, every time a displacement gauge failure occurs and a reset operation is performed, the detected value of the displacement gauge is a sensor as shown below. Is the value detected by repeatedly switching.
2 sensor-> a sensor only-> b sensor only-> 2 sensor With this, for example, when a failure occurs in the b sensor and the fixed floating position 10 mm is output, the displacement meter failure signal is detected and the first time Since the displacement sensor mode with only the a sensor is set by the reset operation, when the ascent control is resumed from the landing state (actual value is 20 mm), 10 mm of the failed b sensor is not input to the minimum value selection circuit 73. A healthy detection value of the a sensor (20 mm which is the same as the actual value) is input, and the detection value of the displacement meter returns to normal, so that the levitation control can be performed normally.

  When a similar failure occurs in the a sensor, the detected value of the a sensor is input to the minimum value selection circuit 73, and the detected value becomes an abnormal value (for example, a flying position of 10 mm). In this case, the displacement meter failure signal immediately recurs, and the displacement meter failure signal is transmitted from the controller 60 to a notifying unit (not shown) as a notifying means and enters a reset signal waiting state, and then reset from the outside. When a signal is input, the displacement meter mode becomes a mode only for the b sensor, and similarly, the flying control can be resumed only by the b sensor.

  In this way, when the displacement meter mode is activated in the two-sensor mode and a displacement meter failure is detected, switching to the displacement sensor mode with only the a sensor is completed, and the displacement meter failure detection circuit is newly displaced. If no meter failure is detected, levitation control can be performed. After the switch to the displacement meter mode with only the a sensor is completed, when a displacement meter failure is subsequently detected, the operation again waits for the reset button operation. Similarly, when the reset button is operated, the displacement meter mode is switched to the b sensor only mode, and the flying control is operated only by the b sensor. Further, when a failure occurs, the displacement meter mode is returned to the two sensors to operate again.

  The displacement meter failure detection circuit 90 outputs a displacement meter failure signal based on the output signals from the switches 92 and 93 and the failure detection condition. By making the input signal of the failure detection circuit the output of the switches 92 and 93, the displacement meter that has failed when the displacement meter mode is switched can be disconnected from the failure detection condition, and the displacement meter failure detection circuit 90 can be It will not be detected continuously. However, when the switched displacement meter is a failed displacement meter, the switches 92 and 93 both output from the failed displacement meter, so that the displacement meter failure is detected as soon as the failure detection condition is satisfied.

From the above, even if the displacement meter failure detection circuit cannot directly determine whether one of the displacement meters a or b has failed, the levitation control is attempted after switching the displacement meter mode, and the displacement meter continues. The failed displacement meter can be identified from the result of whether or not a failure has occurred.
As described above, according to the present embodiment, even if noise due to an input error or the like is input to the control device of the magnetic levitation vehicle, the identification processing of the gap detector in which the failure has occurred is repeatedly performed. Even if a failure is erroneously detected, the erroneous detection is corrected, and the control device can return to a normal state.

Further, according to the present embodiment, even if a failure is detected in the gap detectors 41a and 41b, it is determined again whether or not an abnormality has occurred, and if no abnormality is detected, a gap detection in which a failure has been detected in advance is detected. The containers 41a and 41b are used again for the ascent control. As a result, as long as the occurrence of abnormality is not specified, these gap detectors 41a and 41b can be used for levitation control.
In the above embodiment, the gap detectors 41a, 41b, 42a and 42b in FIG. 1 correspond to the gap detecting means, and the switching setting devices 911 and 912 and the switches 92 and 93 in FIG. Correspondingly, the displacement meter failure detection circuit 90 of FIG. 5 and step S6 of FIG. 6 correspond to the failure specifying means.

FIG. 10 shows another embodiment for carrying out the present invention when there are three displacement meters. There are switches SW1a and SW2a for the a sensor, SW1b and SW2b for the b sensor, and SW1c and SW2c for the c sensor. Each of these is provided with a switching setter (not shown), and the switching shown in Table 1 is performed for each mode. As a result, the displacement meter mode is changed to a, b, c sensor → a, b sensor → b, c sensor → c, a sensor → a sensor only → b sensor only → c sensor only → a, b, c sensor, etc. Switching can be performed whenever a displacement meter failure occurs and a reset operation is performed.

On the other hand, FIG. 11 shows a conventional example that does not have the switches 92 and 93 and the switching setting devices 911 and 912. In this case, even if a displacement sensor failure occurs in both the displacement sensors of the a sensor and the b sensor, the failed displacement meter cannot be separated, so that the levitation control cannot be performed depending on the failure method.
Further, in the above levitation control device, when the gap detector in which the failure is detected is disconnected, and only one gap detector is operating normally, and the magnetic levitation vehicle is moving at high speed. Even if a normally operating gap detector passes over the rail gap 110 and detects a flying position of 20 mm, the time for this gap detection value to be input to the flying controller is very short. A normal detection value is re-input to the ascent control device over time. Therefore, the possibility that the levitation module 10 contacts the rail or collides with the action of the integral calculation in the PID control is low.

  However, when the magnetic levitation vehicle is moving at a low speed, if the normally operating gap detector passes over the rail gap 110, the normally operating gap detector is Therefore, the levitation control apparatus determines that the magnetic levitation vehicle is falling from the rail even though the levitation control is normally performed. For example, when a normal gap detector passes over the rail gap 110, it is determined that the levitation control device is falling from the rail, and the output voltage from the levitation DC power supply device 30 to the coil is increased. Therefore, there is a possibility that the magnetic levitation vehicle will float and contact or collide with the rail.

Next, a second embodiment according to the present invention will be described in detail with reference to the drawings.
FIG. 7 is an example of a control circuit in the levitation control apparatus according to the present invention. In this circuit, the signals 51a and 51b are detection signals from the gap detectors 41a and 41b, respectively, and the switching signals 51af and 51bf are the switching setting unit 911 shown in FIG. , 912 are signals output when a single sensor is selected as the displacement meter mode.

The minimum value selection circuit 73 compares the input detection signal 51a with the detection signal 51b, selects a value indicating the minimum detection value from these detection signals, and outputs this value. The gap detection value output from the minimum value selection circuit 73 is input to the switch 75, the minimum value selection circuit 77, and the comparator 79.
The output value from the minimum value selection circuit 73 and the limit value LM output from the lower limit limit storage unit 74 are always input to the switch 75. Normally, the output value of the minimum value selection circuit 73 is output from the switch 75, but when an instruction signal is input from the traveling condition assessing unit 76, a limit value LM is output.

  One of 51af and 51bf, which are output signals from the switching setting devices 911 and 912, a levitation command signal LD, a levitation completion signal LF, and a traveling signal LT are input to the traveling condition assessing unit 76. The levitation command signal LD is a signal commanded from a setting device (not shown) of the magnetic levitation vehicle. When the levitation command is input to the controller 60, the controller 60 gives the levitation power supply device 30 a gate signal necessary for levitation, The levitation power supply device 30 starts levitation control by energizing the coils 21 and 22. The levitation completion signal LF is a signal that is output when the levitation completion determination unit (not shown) determines that levitation has been completed after the ascent command signal is given. The traveling signal LT is a signal that is turned on when a speed greater than a certain value is detected based on the traveling speed signal V of the magnetic levitation vehicle. When all of these signals are ready, the traveling condition assessing unit 76 transmits an instruction signal to the switch 75 so as to output the limit value.

The output value from the minimum value selection circuit 73 and the output value from the switch 75 are input to the minimum value selection circuit 77. Then, the two input values are compared and the smaller value is output to the PID control unit 78 as a gap detection value.
The PID control unit 78 calculates a deviation with respect to the target levitation position based on the gap detection value, performs PID control based on the deviation, and outputs a gate signal that determines the output voltage output from the levitation power supply device 30. Output. For example, when the power supply device for levitation is a chopper device, the gate signal is a conductivity α given to the semiconductor element,
Vo = αxVdc Vo: Output voltage, Vdc: The output voltage Vo can be controlled by the input voltage.

The comparator 79 receives the respective output values from the minimum value selection circuit 73 and the lower limit limit storage unit 74, compares them, and the value output from the minimum value selection circuit 73 is the limit value LM. If it is smaller, the PID control continuation signal is output to the logical product circuit 80, and in the reverse case, the PID control stop signal is output to the logical product circuit 80.
The logical product circuit 80 calculates the logical product of the output from the running condition assessment unit 76 and the output from the comparator 79, and based on this logical product, the displacement meter mode is single and the displacement meter is sound. When the detected value is equal to or greater than the lower limit value, a calculation stop signal is transmitted to the PID control unit 78, and the integration calculation in the PID control unit 78 is stopped based on this signal. In addition, based on the above logical product, when the integral calculation in the PID control unit 78 is in a stopped state, the displacement meter mode is single, and the detected value of the displacement meter that is sound is not equal to or higher than the lower limit value. Then, the calculation start signal is transmitted to the PID control unit 78, and based on this signal, the integration calculation in the PID control unit 78 is started.

  That is, when the single sensor passes through the rail gap 110, the actual detection value is the maximum value of 20 mm, so the value of the lower limiter, for example, 11 mm is selected as the minimum value. The reason why the lower limit value is set to 11 mm is that the likelihood of plus 1 mm is given to the target value of 10 mm. Thus, when the detected value becomes the limiter value, a deviation of plus 1 mm is always input to the PID control unit 78 between the target value and the detected value (limit value). Since the controller 60 has dropped by 1 mm, the controller 60 strengthens the voltage command so as to eliminate this 1 mm deviation. However, since the detected value is a limiter value, the 1 mm deviation is not eliminated. For this reason, when the integration operation is performed, the output voltage command is continuously strengthened with the integration time constant, and as a result, the levitation module contacts and collides with the rail. Therefore, for the deviation of 1 mm that cannot be eliminated, the integral operation is stopped, and control is performed so as not to generate a levitation force more than necessary.

Next, the operation of the present embodiment will be described.
The levitation module 10 provided in a linear motor car or the like that is a magnetic levitation vehicle is stopped at a position 20 mm away from the rail 100. First, a starter or the like of a magnetic levitation vehicle is started, and a levitation command signal LD for starting the controller 60 is output to the levitation DC power supply device 30 and the traveling condition assessment unit 75. Then, when a predetermined amount of voltage is supplied to the coils 21 and 22 from the direct current power supply device 30 for levitation, the iron cores 211 and 221 of the coils 21 and 22 are magnetized, and the levitation module 10 is magnetically attracted to the rail 100. As a result, the flying height is controlled to a floating position of 10 mm from the rail 100. Further, the levitation completion determination unit (not shown) of the controller 60 determines that the levitation control has been completed when the output value of the input gap detection signal decreases, and transmits the levitation completion signal LF to the traveling condition assessment unit 76. .

  Next, the magnetic levitation vehicle including the levitation module 10 main body starts to move along the rail 100 by a moving means (not shown). Further, the traveling speed signal V of the magnetic levitation vehicle is detected by a traveling speed measuring means such as a vehicle speed sensor (not shown) provided in the magnetic levitation vehicle. It is transmitted to the assessment unit 76. At this time, the switching signals 51af and 51bf are not detected, so the output of the traveling condition assessing unit 76 is zero, and the switch 75 is in the state shown in FIG. That is, the controller 60 performs feedback levitation control based on a smaller gap detection value selected by the minimum value selection circuit 73 out of any one of the gap detection values 51a and 51b from the gap detectors 41a and 41b. Yes.

From such a normal state, it is determined that the gap detector 41b is broken by a gap detector abnormality detecting means (not shown) due to a malfunction such as disconnection, and the switching signal 51bf is sent. To do.
Then, the switching signal 51bf is input to the switch 93, so that the output value of the gap detection signal 51a is input to the switch 75, the minimum value selection circuit 77, and the comparator 79 via the minimum value selection circuit 73. The

The switching signal 51bf is also input to the travel condition assessing unit 76, whereby an instruction signal is transmitted to the switch 75. For example, the limit value LM whose output value is 11 mm is compared with the minimum value selection circuit 77 and the comparison value. Each is input to the device 79.
When the output value of the gap detection value 51a is smaller than 11 mm, the output value of the detection signal 51a is input to the PID control unit 78. The PID control unit 78 performs integration calculation by PID control based on the output value of the input detection signal 51a, calculates the voltage control signal E, and transmits the voltage control signal E to the levitation DC power supply device 30.

Next, when the gap detector 41a passes over the rail gap 110 and the output value of the gap detection signal 51a becomes 20 mm as shown by the solid line A in FIG. The signal is transmitted to the PID control unit 78, and the PID control unit 78 stops the integration calculation, and the limit value LM is input to the PID control unit 78.
Then, in the PID control unit 78, the deviation between the limit value LM and the command value is calculated as indicated by a one-dot chain line C in FIG. 8, but the integration calculation is stopped. Therefore, the voltage control signal E fixed at a constant value is sent according to the limit value LM, but the voltage output from the levitation direct current device 30 is constant. That is, since the integration operation is stopped while passing over the rail gap 110, the levitation module 10 does not continue to levitate, and as shown by the broken line B in FIG. Controlled, do not ascend any further.

Furthermore, after the gap detector 41a completes passing over the rail gap 110, the output value of the gap detection signal 51a becomes 10 mm again and falls below the limit value LM, so that the calculation start signal is sent from the ethical product circuit 80 to the PID control unit 78. And PID control based on the gap detection signal 51a is resumed.
FIG. 9 shows the output value (1) of the gap detection signal 51a and the output value of the limit value LM detected from the gap detector 41a and the lower limit value storage 74, respectively, when a failure is detected in the gap detector 41b. This is the output value (3) when (2) is input to the minimum value selection circuit 77.

As described above, according to the present embodiment, even if a failure is detected in one gap detector when the levitation control is performed based on the gap detection value detected from the two gap detectors. The ascent control can be continued by executing the ascent control based on one gap detection value detected from one normal gap detector and a preset limit value.
In the present embodiment, it is determined that the gap detector is broken due to a failure such as disconnection during the ascent control, but the present invention is not limited to this. A failure of the gap detector may be detected by detecting that it is input to the levitation control device.

In the present embodiment, the case where a failure is detected in the gap detector 41b has been described. However, the present invention is not limited to this, and the same effect can be obtained when a failure is detected in the gap detector 41a. Is played.
In this embodiment, when determining the voltage control signal E, the integral calculation process by the PID control is executed based on the gap detection value. However, the present invention is not limited to this, and PI control may be used. Alternatively, a linear relationship table between the gap detection value and the voltage control signal E may be stored, and the voltage control signal E may be determined based on the relationship table and the gap detection value.

  In this embodiment, a gap detector in which a failure has occurred is detected by a failure detection means (not shown). However, the present invention is not limited to this, and a gap detector in which a failure has occurred is previously detected by the failure identification means. The abnormality detection signal corresponding to the gap detector in which the failure has occurred is transmitted to the switch 92 or 93 and the circuit OR, and the levitation control is performed based on the detection value of the normal gap detector and the limit value LM. May be executed.

It is the schematic which shows the structure of the levitation control apparatus which concerns on this invention. It is the schematic which shows the output value of the normal gap detector based on this invention. It is the schematic which shows the relationship between the detected value of the gap width based on this invention, and the voltage output to a levitation control apparatus. It is the schematic which shows the relationship between the output value of the gap detector based on this invention, and the motion of actual levitation module. It is a block diagram which shows the structure of the switching circuit of the gap detector based on this invention. It is a flowchart which shows the disconnection process of the gap detector in which the failure has occurred. It is another block diagram which shows the structure of the switching circuit of the gap detector which concerns on this invention. It is the schematic which shows the relationship between the output value and limit value of a gap detector, and the actual motion of a levitation module. It is the schematic which shows the output value and limit value of the gap detector which concern on this invention. It is another block diagram which shows the structure of the switching circuit of the gap detector which concerns on this invention. It is a block diagram which shows the structure of the switching circuit of the conventional gap detector.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Levitation module, 21, 22 ... Coil, 211, 221 ... Iron core, 30 ... Levitation DC power supply, 41ab, 42ab ... Gap detector, 51ab, 52ab ... Gap detection signal, 51af, bf ... Switching signal, 60 ... Controller, 61ab ... A / D converter, 73, 77 ... Minimum value selection circuit, 74 ... Lower limiter storage unit, 75, 92, 93, SW1abc, SW2abc ... Switch, 76 ... Running condition assessment unit, 78 ... PID control unit , 79: Comparator, 80: Logical product circuit, 90: Displacement meter failure detection circuit, 911, 912 ... Switching setter, 100 ... Rail, 110 ... Rail gap, E ... Voltage control signal, LD ... Levitation command signal, LF ... Ascent completion signal, LM ... Limit value, LT ... Traveling signal, V ... Traveling speed signal

Claims (5)

A levitation force generating means for generating a levitation force in the magnetic levitation vehicle; and a gap detection means for detecting a gap between the magnetic levitation vehicle and the rail; and a plurality of gap detection means for one levitation force generation means. In the control apparatus for a magnetic levitation vehicle that controls the levitation force generation means based on the detection values of these gap detection means, when one of the gap detection means fails, it breaks down A levitation force control means for separating the gap detection means and controlling the levitation force generation means based on the detected value of the remaining healthy gap detection means ,
The levitation force control means includes a control system abnormality detection means for detecting that an abnormality has occurred in the control system including the gap detection means, and a plurality of gap detection means when the control system abnormality detection means detects an abnormality. A fault identification unit that identifies a gap detection unit that has failed based on the detection result of the control system abnormality detection unit when the separation control unit separates the gap detection unit from the control system in a predetermined order. And a control device for a magnetically levitated vehicle. A levitation force generating means for generating a levitation force in the magnetic levitation vehicle; and a gap detection means for detecting a gap between the magnetic levitation vehicle and the rail; and a plurality of gap detection means for one levitation force generation means. In the control apparatus for a magnetic levitation vehicle that controls the levitation force generation means based on the detection values of these gap detection means, when one of the gap detection means fails, it breaks down A levitation force control means for separating the gap detection means and controlling the levitation force generation means based on the detected value of the remaining healthy gap detection means,
The levitation force control means is preset with the detection value of the healthy gap detection means when the failed gap detection means is disconnected and the levitation force generation means is controlled based on the detection values of the remaining healthy gap detection means. magnetic levitation vehicle controller and controlling the lift force generation means as a control amount smaller one of the limit values. The levitation force control means is preset with the detection value of the healthy gap detection means when the failed gap detection means is disconnected and the levitation force generation means is controlled based on the detection values of the remaining healthy gap detection means. magnetic levitation vehicle control apparatus according to claim 1, wherein the controlling the flying force generating means as a control amount smaller one of the limit values. The levitation force control means performs PID control or PI control based on the control amount, and when the limit value is adopted as the control amount, stops the integral calculation of the PID control or PI control. The control apparatus for a magnetically levitated vehicle according to claim 2 or 3, wherein The levitation force control means, until the gap detection means floats become one is completed, according to claim 2, 3 or 4, characterized in that prohibiting the adoption of the limit value as the control amount The control apparatus of the magnetic levitation vehicle as described.

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