KR100848055B1 - Maintaining method of gap in guideway joint of magnetic levitation train - Google Patents

Abstract

A method for maintaining a gap in a track joint of a magnetic levitation train is provided to estimate moving speed and direction of the magnetic levitation train by detecting a joint section. A method for maintaining a gap in a track joint of a magnetic levitation train includes the steps of: detecting a gap signal of a joint section(410) of a track with a first gap sensor(510) first passing through the joint section of two gap sensors(520); calculating a compensation value of the joint section from the gap signal detected by the first gap sensor; compensating for a gap signal detected by the second gap sensor with the compensation value of the joint section, wherein the second gap sensor passes through the joint section later than the first gap sensor; and maintaining a uniform gap between an electromagnet of the magnetic levitation train and the track by using the compensated gap signal of the second gap sensor.

Description

MAINTAINING METHOD OF GAP IN GUIDEWAY JOINT OF MAGNETIC LEVITATION TRAIN}

FIG. 1 is a cross-sectional view showing a track having a joint according to the prior art and two air gap sensors measuring air gaps between the tracks, and FIG. 2 is a graph showing air gap signals generated from the two air gap sensors.

3 is a cross-sectional view of air gap sensors for measuring air gaps between the magnetic levitation train and the track according to an embodiment of the present invention.

4 is a graph showing the air gap signal and the rate of change of the air gap signal of the air gap sensor according to an embodiment of the present invention.

<Description of the symbols for the main parts of the drawings>

400: orbit 410: seam section

500: sensor unit 510: first air gap sensor

520: second air gap sensor 530: acceleration sensor

540: Case

The present invention relates to a method for maintaining air gaps in orbital joints of a magnetic levitation train. To prevent this, a compensation value is calculated by using a gap signal of a seam section detected by the first gap sensor, and the gap value detected by the second gap sensor passed through the seam after the first gap sensor is used as the compensation value. To correct the instability of the flotation control.

In general, the magnetic levitation train is driven by the magnetic force generated by the electromagnet provided on the bottom of the magnetic levitation train on the track.

At this time, when the magnetic levitation train proceeds, the track and the electromagnet are repulsed to each other, and the magnetic levitation train is spaced apart at a predetermined interval on the track to maintain a floating state, and then proceeds back and forth.

Therefore, the energy loss due to the friction of wheels generated in the existing trains can be minimized, and noise will not be generated at the source.

The track in which the magnetic levitation train proceeds is not made of a single track member, but a plurality of track members are connected so that a joint section exists.

In this case, when the magnetic levitation train proceeds through the joint section, the mutual repulsion between the track and the electromagnet is instantaneously changed by the joint section, such that a train vibrates.

In order to solve the above problems, conventionally, two pore sensors are provided, and a method of selecting a small value by comparing signals generated by the two pore sensors has been used.

However, in the above method, the offset must be adjusted so that the levels of signals generated by the two air gap sensors do not differ in the stationary injury state, and the movement is caused by the dynamic characteristics when driving. Pass the section. That is, when the switching time is delayed or the level difference between the two signals is large, the floating performance may be unstable.

FIG. 1 is a cross-sectional view showing a track having a joint according to the prior art and two air gap sensors measuring air gaps between the tracks, and FIG. 2 is a graph showing air gap signals generated from the two air gap sensors.

Referring to FIGS. 1 and 2, in general, a maglev train (not shown) maintains a constant gap on the track 100. At this time, the track 100 is connected to a plurality of track members for the reason of the material limitation of the track member constituting the track so that there is a joint section 110 between the two track members.

At this time, the floating of the magnetic levitation train is controlled by the signals output from the sensor unit 200 provided in the magnetic levitation train. The sensor unit 200 includes two air gap sensors 210 and 220, one acceleration sensor 230, and a case 240 for protecting the sensors. At this time, if it is assumed that the magnetic levitation train is traveling 250 from left to right, in FIG. 1, the air gap sensor 210 is designated as the first air gap sensor, and the air gap sensor 220 is designated as the second air gap sensor. You can name it.

In this case, the two air gap signals 310 and 320 illustrated in FIG. 2, that is, the first air gap signal 310 and the second air gap signal 320 are respectively generated from the first air gap sensor 210 and the second air gap sensor 220. The signal is displayed.

Conventionally, when controlling the injury of the magnetic levitation train by selecting a small value of the two air gap signals (310, 320) to control the injury as shown in Figure 2 the two air gap sensors (210, 220) the joint section 110 Before passing or when the first pore sensor 210 passes, the second pore signal 320 is smaller than the first pore signal 310. Therefore, in the above state, the floating of the magnetic levitation train is controlled by using the second air gap signal 320.

However, when the second air gap sensor 220 passes through the joint section 110, the second air gap signal is rapidly increased, thereby controlling the injury of the magnetic levitation train using the first air gap signal 310. After the second air gap sensor 220 completely passes through the joint section 110, the value of the second air gap signal 320 decreases again, so that the magnetic levitation train may be injured using the second air gap signal 320. To control.

In this case, a change in the floating control of the magnetic levitation train occurs at the time when the second air gap signal 320 is converted into the first air gap signal and when the first air gap signal 310 is converted into the second air gap signal 320. As a result, the instability of the floating control as described above is generated, and thus the riding comfort of the magnetic levitation train is deteriorated.

Accordingly, the present invention is to solve the above-mentioned disadvantages and problems of the prior art, and detects the air gap signal of the seam section in the first air gap sensor first passing through the seam section of the track of the two air gap sensor, After calculating the compensation value of the seam section from the air gap signal detected by the first air gap sensor, it compensates the air gap signal detected by the second air gap sensor passing through the seam section later than the first air gap sensor with the compensation value SUMMARY OF THE INVENTION An object of the present invention is to provide a method of maintaining voids at orbital joints of a magnetic levitation train capable of maintaining a constant gap between an electromagnet and a track of a floating train.

According to an aspect of the present invention, there is provided a magnetic levitation train having two air gap sensors in a track having a seam section and a constant air gap, wherein a first of the two air gap sensors first passes through a seam section of the track. Detecting a gap signal in the seam section by a gap sensor; Calculating a compensation value of a seam section in the air gap signal detected by the first air gap sensor; Compensating the gap signal detected by the second gap sensor passing through the seam section later than the first gap sensor with a compensation value of the seam section; And maintaining a predetermined gap between the electromagnet and the track of the magnetic levitation train using the compensated air gap signal of the second air gap sensor by the method of maintaining the air gap at the track joint of the magnetic levitation train. Is achieved.

In addition, the object of the present invention is the magnetic levitation train with the air gap signal detected by the second air gap sensor before the first air gap sensor passes through the seam section and after the second air gap sensor passes through the seam section. It is also achieved by the method of maintaining the air gap at the orbital joint of the magnetic levitation train, characterized in that it further comprises the step of maintaining a constant gap between the electromagnet and the track.

Details of the above object, technical configuration and effects according to the present invention will be more clearly understood by the following detailed description with reference to the drawings showing preferred embodiments of the present invention. In addition, in the drawings, the length, thickness, etc. of layers and regions may be exaggerated for convenience. Like numbers refer to like elements throughout.

Maglev trains are trains that move forward or backward on a track at regular intervals, ie, with air gaps.

At this time, the magnetic levitation train is provided with an electromagnet to maintain a constant gap with the track.

The electromagnet and the track maintain a constant void due to mutual repulsive force. The mutual repulsive force is determined by the strength of the magnetic force of the electromagnet. At this time, the strength of the magnetic force of the electromagnet is adjusted by the levitation control of the levitation control system of the magnetic levitation train.

Therefore, it is important that the magnetic levitation train stably controls the levitation control by maintaining a constant gap with the track and moving forward or backward through the levitation control of the levitation control system. At this time, the air gap sensor for measuring the gap between the trajectory and the magnetic levitation train is required for the floating control of the magnetic levitation train.

3 is a cross-sectional view of air gap sensors for measuring air gaps between the magnetic levitation train and the track according to an embodiment of the present invention.

Referring to FIG. 3, the magnetic levitation train (not shown) maintains a constant gap on the track 400. At this time, the track 400 is connected to a plurality of track members for the reason of the material limitation of the track member constituting the track so that there is a joint section 410 between the two track members.

At this time, the floating of the magnetic levitation train is controlled by signals output from the sensor unit 500 provided in the magnetic levitation train. The sensor unit 500 includes two air gap sensors 510 and 520, one acceleration sensor 530, and a case 540 for protecting the sensors. At this time, if it is assumed that the magnetic levitation train is traveling 550 from left to right, the air gap sensor 510 shown in FIG. 3 is the first air gap sensor, and the air gap sensor 520 is the second air gap. Can be named as a sensor

4 is a graph showing the air gap signal and the rate of change of the air gap signal of the air gap sensor according to an embodiment of the present invention. At this time, the interval 550 of the first air gap sensor 510 and the second air gap sensor 520 is 160mm, the data sampling period and the control period is 200㎲, the moving speed of the magnetic levitation train is constant, The same seam disturbances of the air gap sensors 510 and 520 are observed in the same seam section, the maximum speed of the magnetic levitation train is 110 km / h, the maximum acceleration and deceleration is 4.5 km / h, and the second air gap sensor 520. Assume that the floating control is performed using the air gap signal detected in

Referring to FIG. 4, the gap signal detected by the gap sensors 510 and 520 described with reference to FIG. 3 represents a waveform as shown by reference numeral 610 of FIG. 4. In addition, the rate of change of the waveform 610 of the gap signal indicates a waveform as shown by reference numeral 620.

In this case, it is assumed that the gap signal of the first gap sensor 510 is gap ₁ (t), and the gap signal of the second gap sensor 520 is gap ₂ (t). The amount of change of the signal can be obtained as in Equation 1 below.

In this case, n is the starting point of the joint section 410, n _det is the point at which dgap ₁ becomes the detection level or more, n _max is the point at which the gap ₁ becomes the maximum, and end of the joint section 410 is detected. If the view point is assumed to be n _end , the joint section 410 can be divided into sections from (1) of Equation 1 as shown in Equation 2 below.

Accordingly, the total interval of the joint section 410 is equal to n _total = n _end -n _det + 2x, where the difference between the start point of the joint and the detection time of the joint section, that is, x (= nn _det ) is empirically calculated. .

At this time, the difference between the starting point of the seam and the time of detection of the seam section is related to the moving speed of the magnetic levitation train. In addition, since the frequency of the track disturbance increases as the moving speed of the maglev train increases, the detection level Th should be changed so that it is not sensitive to disturbance. However, if the trajectory disturbance of the trajectory is negligibly small, it is also possible to experimentally obtain and fix an appropriate level.

If the motion of the pure magnetic levitation train is subtracted (in this case, the orbital disturbance is a very small value) to obtain an accurate disturbance of the joint section 410, the waveform of the seam disturbance can be obtained as shown in Equation 3 below. At this time, the movement of the pure magnetic levitation train is very small compared to the seam disturbance can be ignored.

In addition, n _st , the starting point at which gap ₂ passes through the joint section, may be obtained by using Equation 4 below.

Here, [x] is a maximum integer not exceeding x, and the speed (n _end ) is the speed of the train at the time of detecting the _end of the seamless section.

Accordingly, the gap _{2, which} is the gap signal of the second gap sensor, is compensated as in Equation 5 from n _st to n _total .

In this case, Equation 5 is based on the vehicle speed of the magnetic levitation train at the end of the seam section detection.

At this time, a change in speed may occur while the magnetic levitation train moves 0.16 m. Table 1 below calculates the error at the start of the compensation of the seam section for each speed when the maglev train performs the maximum acceleration and deceleration.

Train Speed (km / h) Delay Time (msec) Speed change at 4.5km / h / sec for delayed time (km / h) Delay Time Error (msec) 5 115.20 0.518 13.33 10 57.60 0.259 1.53 15 38.40 0.173 0.45 20 28.80 0.130 0.19 25 23.04 0.104 0.10 30 19.20 0.086 0.06 35 16.46 0.074 0.03 40 14.40 0.065 0.02 45 12.80 0.058 0.02 50 11.52 0.052 0.01 55 10.47 0.047 0.01 60 9.60 0.043 0.01 65 8.86 0.040 0.01 70 8.23 0.037 0.00 75 7.68 0.035 0.00 80 7.20 0.032 0.00 85 6.78 0.030 0.00 90 6.40 0.029 0.00 95 6.06 0.027 0.00 100 5.76 0.026 0.00 105 5.49 0.025 0.00 110 5.24 0.024 0.00

At this time, when the speed of the magnetic levitation train is 20km / h or less may have an error of more than one step (control cycle). Therefore, when a change in speed occurs at a low speed of 20 km / h or less, an accurate compensation of the seam disturbance and an error in the compensation time point may occur. Therefore, it is necessary to compensate the seam section by another method.

That is, when the speed of the magnetic levitation train is at a stop of 1 km / h or less, the smaller one of the signal values of the first air gap sensor 510 and the second air gap sensor 520 is selected, and the speed is 1 km / h. When h or more and 20 km / h or less, the command value (10 mm) of the signal of the air gap sensors 510 and 520 is used as the signal value during the detection of the seam section, or the smaller of the signal values of the air gap sensors 510 is used.

Accordingly, the method of maintaining the air gap at the orbital joint of the magnetic levitation train of the present invention detects the air gap signal of the seam section in the first air gap sensor, and uses the equations represented by Equations 1 to 5 to detect the air gap signal. Compute a compensation value for compensating the seam disturbance caused by the seam section, and compensates the compensation value to the air gap signal detected by the second air gap sensor and the compensation of the magnetic levitation train with the air gap signal of the second air gap sensor. By controlling the floating control, stable floating control of the magnetic levitation train is achieved.

In addition, the method of maintaining the air gap in the orbital joint of the magnetic levitation train of the present invention is to determine the movement speed and the direction of movement of the magnetic levitation train by detecting the seam section through the detection of the seam section of the first air gap sensor and the second air gap sensor. Not only can it be estimated but it can be used for track detection that can detect the abnormality of the track if accurate estimation of the seam section is made. That is, if the joint region of the track can be accurately detected by the first air gap sensor and the second air gap sensor, and the distance between the seam sections is accurately known, the speed at which the magnetic levitation train moves can be easily calculated.

Although the present invention has been shown and described with reference to preferred embodiments as described above, it is not limited to the above-described embodiments and those skilled in the art without departing from the spirit of the present invention. Various changes and modifications will be possible.

Accordingly, the method of maintaining the air gap at the track joint of the magnetic levitation train of the present invention detects the air gap signal of the seam section by the first air gap sensor, and calculates a compensation value of the seam section from the air gap signal detected by the first air gap sensor. Afterwards, the floating signal detected by the second air gap sensor passing through the seam section later than the first air gap sensor is compensated with the compensation value, thereby improving floating performance in the seam section of the track.

In addition, the method of maintaining the air gap in the track joint of the magnetic levitation train of the present invention is not only capable of estimating the moving speed and the direction of movement of the magnetic levitation train by detecting the joint section, but also used for the track detection if the accurate estimation of the joint section is made. There is an effect that can be.

Claims (2)

In a method in which a magnetic levitation train having two air gap sensors maintains a track having a joint section and a constant air gap, Detecting an air gap signal of the seam section by a first air gap sensor first passing through a seam section of the track among the two air gap sensors; Calculating a compensation value of a seam section in the air gap signal detected by the first air gap sensor; Compensating the gap signal detected by the second gap sensor passing through the seam section later than the first gap sensor with a compensation value of the seam section; And And maintaining a predetermined gap between the electromagnet and the track of the magnetic levitation train using the compensated air gap signal of the second air gap sensor. The method of claim 1, Before the first air gap sensor passes the seam section and after the second air gap sensor passes the seam section, And maintaining a predetermined gap between the electromagnet of the magnetic levitation train and the track with the air gap signal detected by the second air gap sensor.

Images