WO2020029714A1 - Levitation control method for maglev skytrain - Google Patents

Abstract

The present invention provides a levitation control method for a maglev skytrain. A permanent magnetic track, made of rare earth permanent magnetic materials, for the suspended maglev train is installed in a sky beam, and interacts with a permanent magnet set on a bogie to create a repulsive force. According to the levitation control method, stable levitation and non-contact operation are implemented by means of the steps of levitation control, travelling by driving, steering control, speed measurement and positioning control, braking, etc. A linear induction drive motor in cooperation with a positioning system allows for safe and stable travel. According to the present invention, the defect of the instability of a levitation system composed of a permanent magnet is overcome, thus improving the stability of the levitation system.

Description

Suspension control method of suspended magnetic levitation train Technical field

The invention relates to a suspension control method of a suspended magnetic levitation running system, in particular to a control method based on a permanent magnet to provide a main levitation force, and an electromagnetic adjustment device to provide an auxiliary suspension type suspension maglev train.

Background technique

The track of the suspended maglev train is above the train and is supported in the air by steel beams or concrete-filled columns. This type of suspension magnetic levitation train is a new type of vehicle relying on the repulsive force generated between the permanent magnet module installed on the suspension carriage bogie and the permanent magnet magnetic track installed inside the track beam to make the train run on the track beam. Pollution-free, safe and comfortable, and adaptable to terrain have attracted widespread attention. The permanent magnet module on the suspension maglev train bogie and the permanent magnet magnetic track on the track beam constitute the suspension system of the suspended train, but this system is an unstable system, which is easily susceptible to external interference to generate vibration and the duration of the vibration It is difficult to stabilize it, and the suspension of the suspended train must be stabilized through feedback control. The suspension performance depends on the suspension control method. The most important method of levitation control is to design a levitation control system. The levitation control system adjusts the current of the electromagnetic regulating device to achieve the goal of controlling the levitation gap of the train through the current levitation state of the train, so that the train runs at the rated levitation height, and then realizes The stable suspension of the train.

The bogie structure of the suspension maglev train is shown in Figure 2. Each carriage of the suspension maglev train is equipped with a bogie, and the same vehicle suspension is installed at the four positions A, B, C, and D on the bogie. Device, vehicle suspension device shown in Figure 1, the middle part of the vehicle suspension device is a permanent magnet module, two sides of the permanent magnet module are electromagnetic adjustment modules, a permanent magnet module and two electromagnetic adjustment modules together constitute a vehicle suspension device. The vehicle suspension devices installed at the four positions A, B, C, and D are respectively numbered as vehicle suspension device A, vehicle suspension device B, vehicle suspension device C, and vehicle suspension device D; vehicle suspension devices A, B, C, The electromagnetic adjustment modules of D are numbered a, b, c, and d; the permanent magnet modules of vehicle suspension devices A, B, C, and D are numbered 1, 2, 3, and 4, respectively. The four vehicle-mounted suspension devices A, B, C, and D are connected by a frame and a beam. The 4 vehicle suspension devices on the bogie are regarded as 4 independent controlled objects. Each vehicle suspension device has an independent suspension controller to control the electromagnetic adjustment module of the vehicle suspension device. A set of independent levitation sensors is installed for each vehicle-mounted levitation device. Each levitation sensor corresponds to a levitation controller. The levitation sensors include a gap sensor, an acceleration sensor, and a current sensor. The gap sensor is used to measure the levitation height of the train, the acceleration sensor is used to measure the motion acceleration of the vehicle levitation device, and the current sensor is used to measure the levitation current of the electromagnetic adjustment module of the vehicle levitation device. The signals (levitation gap signal, acceleration signal, and current signal) measured by each group of suspension sensors are transmitted to the suspension controller through signal lines in the form of analog signals. The output can control the current of the electromagnetic adjustment module of the vehicle suspension device, and then control the electromagnetic force of the vehicle suspension device, so as to achieve the goal of controlling the train to stably levitate in the rated gap.

Summary of the invention

The object of the present invention is to overcome the instability of the suspension system composed of permanent magnets and improve the stability of the suspension system by using the suspension control method of the present invention in a suspension system where the permanent suspension provides the main suspension force. The present invention specifically adopts the following technical solutions:

A suspension control method for a suspended magnetic levitation train. The suspended magnetic levitation train includes a track system, a suspension system, a control system, and a car system. The control system includes a drive system, a guidance system, a levitation control system, and a track system. The car system is suspended vertically below the track system by a suspension system through a column, and the drive system and the guidance system cooperate to drive the car system forward in the track system. The specific control steps of the method are as follows:

Step 1: Suspension control: The car door is opened, passengers and their items enter the car, the car door is closed, the suspension control system senses the current car weight, and the coil magnetic force is adjusted by controlling the coil current to achieve each suspension point The stable suspension control, combined with the output parameters of each suspension point, the on-board overall control system adjusts and outputs the input compensation of each suspension point in time to ensure the multi-point coordinated suspension control of the bogie, and each suspension point is in a non-contact suspension state; At the same time as the passenger enters the car, the suspension control system monitors and judges the pressure change provided by the pressure sensor in real time, and switches the suspension control safe height. When the car pressure sensor detects the pressure change, the control system adjusts the electromagnetic winding magnetic force to suppress the car in time according to the pressure parameter. Unstable fluctuations, when the car is in a stable suspension state, its side winding coils are not conductive;

Step 2: Drive: The on-board total control system provides data parameters of the pressure sensor to switch the running mode of the motor in real time. When the motor starts, it determines the load of the vehicle based on the pressure change and selects the starting mode of the motor. The position information is combined with the on-board road condition information database to obtain the front road condition information and adjust the car's travel speed; the motor starting methods include: direct start and step-down start: under no load and light load, choose direct start; in the case of large load Then, the motor drive is switched to a reduced voltage start;

Step 3: Guidance control: During the driving of the car, the left and right sides of the suspension bogie and the left and right arms of the U-shaped holding rail maintain the magnetic force through the guidance control system, and the guidance coil structure detects the suspension according to the speed sensor of the guidance position. Data parameters of the left and right displacement of the bogie, adjusting the winding coil current to provide the guiding force, and combining the auxiliary guide wheel to achieve the stable control of the floating bogie in the left and right direction;

Step 4: Speed measurement and positioning control: During the driving process of the car, the on-board overall control system provides control output parameters to the corresponding control module according to the car position and speed data parameters. The on-board overall control system is connected to the ground general control room through the wireless network to complete Information exchange between the vehicle and the ground, position and speed monitoring of the car, speed control, and stop-stop speed adjustment; the control output parameters include at least the acquisition of position information and the distance to the front from climbing or turning; the vehicle and the ground The information exchanged at least includes: car operating conditions and ground instructions;

Step 5: Braking: The car decelerates near the station and brakes when it reaches the alignment with the station.

Preferably, in step 1, the levitation control system includes a plurality of levitation controllers and a plurality of levitation sensor groups, and the specific method of multi-point coordinated levitation control is:

The levitation controller obtains the levitation gap, levitation current and acceleration of the vehicle levitation device through the levitation sensor group, and obtains the control amount of the electromagnetic adjustment module through the levitation control algorithm:

PWM = p ₁ (ss ₀ ) + p ₂ ∫ (ss ₀ ) dt + p ₃ ∫adt + p ₄ i

Among them, s is the suspension gap of the vehicle suspension device, s ₀ is the rated suspension height of the vehicle suspension device, i is the suspension current of the vehicle suspension device, a is the acceleration of the vehicle suspension device, p ₁ is the proportionality factor, and p ₂ is the gap integral Feedback coefficient, p ₃ is a differential coefficient, and p ₄ is a current loop proportional coefficient.

The invention can achieve the following technical effects:

1. The vehicle-mounted levitation device of the present invention provides the main levitation force by the repulsive force between the permanent magnet module and the permanent magnet rail, and the electromagnetic adjustment module assists the levitation, which is responsible for increasing the damping, eliminating vibration, and achieving the stability of the levitation gap. Only when the four vehicle suspension devices A, B, C, and D are suspended in the rated suspension gap, the electromagnetic adjustment module adjustment is started. Generally, the electromagnetic adjustment module is a small current fine adjustment, so the energy consumption is low, and the electromagnetic adjustment module The calorific value is also less than the traditional pure electromagnetic suspension regulation. This control method can provide a better working environment for the suspension sensor due to the low heat generation of the electromagnetic adjustment module.

2. The present invention sets the rated suspension gap of the train according to the load of the train. This method fully utilizes the characteristics of the main levitation force provided by the permanent magnet module and the permanent magnet rail to maximize the repulsive force of the permanent magnet module and the permanent magnet rail. Provides suspension force to the train, which maximizes the fine-tuning effect of the electromagnetic adjustment module.

BRIEF DESCRIPTION OF THE DRAWINGS

1 is a schematic diagram of an on-board levitation device of a suspended maglev train;

2 is a schematic diagram of a bogie of a suspended magnetic levitation train;

3 is a schematic diagram of the spatial position of the on-board suspension device of the suspension maglev train on the bogie;

Figure 4 is a cross-sectional view of a suspension maglev train bogie and a track beam;

5 is a right side view of a permanent magnetic track and an on-board levitation device of a suspended maglev train;

6 is a schematic diagram of the positions of suspended magnetic levitation trains passing through various stations;

7 is a schematic structural diagram of a suspension control system of a single electromagnet control method;

8 is a flowchart of a suspension control method according to the present invention;

9 is a schematic diagram of the overall structure of the present invention;

FIG. 10 is an assembly relationship diagram of a track system, a drive system, and a guide system of the present invention; FIG.

11 is a schematic structural diagram of a lower end of an inverted U-shaped holding rail according to the present invention;

12 is a plan view of a six-group suspension bogie of the present invention;

13 is a plan view of a four-group suspension bogie of the present invention;

14 is a top view of six suspension points of the present invention;

15 is a top view of four suspension points of the present invention;

FIG. 16 is a schematic diagram of an inverted U-shaped holding rail structure of the present invention.

List of reference signs:

1—suspension beam, 2—ceiling beam, 3—wheel rail, 4—height limiting rail, 5—power card, 6—side wheel rail, 7—magnetic guide plate, 8—guide adjustment wheel, 9—floating bogie , 10—hanger connection, 11—air spring connection, 12—air spring, 13—hanger, 14—base, 15—permanent magnet, 16—center permanent magnet, 17—winding coil, 18—hybrid suspension structure , 19—bearing buckle, 20—electromagnetic guidance structure, 21—table pillar, 22—guide winding coil, 23—sloping groove, 24—cross induction loop, 25—mover, 26—stator, 27—holding arm, 28—stabilized body, 29—triangular suspension frame, 30—car suspension hook, 31—ball-stranded structure, 32—transverse beam, 33 — suspension point, 34 — inverted U-shaped holding rail, 35 — car body, 36 — Upright, 37—Fixed bolt, 38—Three-phase AC winding, 39—Lifting frame.

detailed description

The specific implementations of the embodiments of the present invention will be described in detail below with reference to the drawings. It should be understood that the specific implementation manners described herein are only used to illustrate and explain embodiments of the present invention, and are not intended to limit the embodiments of the present invention.

The following first describes in detail the levitation control method of a suspended maglev train provided by the present invention. As shown in FIG. 8, the levitation control method provided by the present invention includes:

Step 1: Suspension control: The car door is opened, passengers and their items enter the car, the car door is closed, the suspension control system senses the current car weight, and the coil magnetic force is adjusted by controlling the coil current to achieve each suspension point The stable suspension control, combined with the output parameters of each suspension point, the on-board total control system adjusts and outputs the input compensation of each suspension point in time to ensure the multi-point coordinated suspension control of the bogie, so that each suspension point is in a non-contact suspension state; When the passenger enters the car, the suspension control system monitors and judges the pressure change provided by the pressure sensor in real time to switch the safety height of the suspension control. When the car pressure sensor detects the pressure change, the control system adjusts the magnetic force of the electromagnetic winding in time according to the pressure parameter. Suppress car fluctuations, when the car is in a stable suspension state, its side winding coils are non-conductive, achieving zero power suspension control;

In the above steps, it is mainly to optimize the fluctuations that occur when the train gets on and off the train. The optimization scheme is mainly to detect the pressure change of the car (that is, the change in weight) through a pressure sensor, and then adjust the coil magnetic force by controlling the coil current to achieve Stable levitation control of each levitation point, specifically: combining the output parameters of each levitation point, and then the on-board master control system adjusts and outputs the input compensation of each levitation point in time to ensure the multi-point coordinated levitation control of the bogie, so that each levitation point All are in a non-contact suspension state. The detection of the weight of the car in the present invention is not limited to the use of a pressure sensor. Any sensor capable of detecting the weight of the car can be used, such as a load-bearing sensor.

Step 2: Driving: The on-board total control system provides data parameters of the pressure sensor to switch the running mode of the motor in real time. When the motor starts, it determines the load of the vehicle based on the pressure change to select the starting mode of the motor and the speed of the car. Combined with the position information, the vehicle's road condition information database is used to obtain the road condition information in front and adjust the car's travel speed. The motor startup methods include: direct start and step-down start: under no load and light load, select direct start; under large load Case, the motor drive is switched to a reduced voltage start;

In the above scheme, the driving process of the train is mainly optimized, and the starting mode of the motor is adjusted by detecting changes in the train load, thereby optimizing the stability of the train and preventing it from fluctuating. The present invention also controls the speed of the train Optimization is also to prevent problems such as emergency stop, which will cause the instability of trains.

Step 3: Guidance control: During the driving of the car, the left and right sides of the suspension bogie and the left and right arms of the U-shaped holding rail maintain the magnetic force through the guidance control system. The guidance coil structure is based on the speed sensor detected by the guidance position. The left and right displacement data parameters of the suspension bogie are used to adjust the winding coil current to provide the steering force, and the auxiliary steering wheel is used to achieve the stable control of the suspension bogie in the left and right direction;

In the above scheme, the guidance control of the running train is optimized to prevent fluctuations. Among them, the left and right displacement data parameters of the suspension bogie are mainly obtained to adjust the winding coil current to change the suspension steering. The magnetic forces of the left and right sides of the frame and the left and right sides of the U-shaped holding rail are used for steering control; preferably, auxiliary steering wheels can be used to achieve stable control of the suspension bogie in the left and right direction.

Step 4: Speed measurement and positioning control: During the driving process of the car, the on-board overall control system provides control output parameters to the corresponding control module according to the car position and speed data parameters. The on-board overall control system is connected to the ground general control room through the wireless network to complete The information exchange between the vehicle and the ground, the position and speed monitoring of the car, speed control, and the adjustment of the stop speed of the station; the control output parameters include at least: obtaining the position information and the distance from the slope or the turn ahead; The information exchanged at least includes: car operating status and ground instructions;

In the above scheme, the remote control of the train is mainly optimized, so that the ground control station can obtain the train information comprehensively, so that it can better send control instructions to control the safe and stable operation of the train.

Step 5: Braking: The car decelerates near the station and brakes when it reaches the alignment with the station.

In the above scheme, the braking process of the train is optimized to prevent the problem of emergency stop of the train. The distance information between the train and the station is mainly used to control the train to slow down slowly (the ideal state is a linear deceleration). ) To align with the station to ensure that passengers enter and exit the car safely.

Based on the description of the above control method, it should be noted that the order of the steps of the control method is not certain. The present invention only separately describes each optimization process. In each process of the train operation, the optimization control is performed correspondingly. Therefore, the order of the steps is not a factor limiting the present invention.

Hereinafter, the on-board levitation device of the suspended maglev train will be described. FIG. 1 is a schematic diagram of the on-board levitation device of the suspended maglev train. The middle part of the vehicle-mounted suspension device is a permanent magnet module, two sides of the permanent magnet module are electromagnetic adjustment modules, and the two electromagnetic adjustment modules are connected in series. Each suspension carriage has a suspension frame, and each suspension frame is installed with a vehicle suspension device at four positions A, B, C, and D. Fig. 2 is a schematic diagram of a bogie of a suspended magnetic levitation train. The vehicle suspension device is installed in four positions of the bogie A, B, C, and D. The vehicle suspension device is connected as a whole through the bogie frame and the cross beam. FIG. 3 is a schematic diagram of the space after the vehicle suspension device is installed on the bogie. The four vehicle suspension devices are fixed at four positions A, B, C, and D of the bogie by screws or rivets. 4 is a cross-sectional view of a bogie and a track beam of a suspension maglev train. The vehicle-mounted levitation device installed on the bogie of the train is suspended directly above the permanent magnet magnetic track with a rated levitation gap. Guide wheels are installed on both sides of the bogie to guide the train. FIG. 5 is a right side view of a permanent magnet magnetic track and an on-board levitation device of a suspended maglev train. It can be seen very intuitively from FIG. 5 that the carriage is suspended below the track beam by a boom connected to the bogie, and the vehicle-mounted suspension module on the bogie is suspended above the permanent magnet magnetic track.

As shown in Figure 3, the main levitation force of a suspended maglev train is a permanent magnet module 1, a permanent magnet module 2, a permanent magnet module 3, four permanent suspension modules A, B, C, and D mounted on a bogie. The repulsive force between the permanent magnet module 4 and the permanent magnetic track is provided; the electromagnetic adjustment module in the vehicle suspension device is used to increase the damping between the permanent magnet module and the magnetic track, and eliminate the vibration of the train. This suspension type suspension system provides the main suspension force by the repulsive force of the permanent magnet module and the permanent magnet magnetic track on the vehicle suspension device. The electromagnetic adjustment module on the vehicle suspension device assists the suspension to achieve a stable suspension state. Each of the four vehicle suspension control devices A, B, C, and D is equipped with a set of independent suspension sensors, and the four groups of suspension sensors are numbered A1, B1, C1, and D1; the four suspension sensors of A1, B1, C1, and D1 respectively correspond to each other. One suspension controller, four suspension controllers are suspension controllers A, B, C, D. The suspension magnetic levitation running system is set to a minimum suspension gap d _min , and the suspension gap of the suspension system cannot be less than the set minimum suspension gap d _min . A pressure sensor is installed in the suspension compartment. The pressure sensor sends a pressure signal to the on-board master control system through the CAN bus. The on-board master control system determines the rated suspension gap according to a mapping relationship between the pressure signal and the suspension gap, and the mapping relationship between pressure and suspension gap for

Among them, h is the suspension gap, Ag is the magnetic pole area of the permanent magnet, α is the correction coefficient, α = 3, m is the mass of the suspension car, g is the acceleration of gravity, N is the pressure, and B _g is the magnetization of the permanent magnet. .

The on-board master control system sends the rated suspension clearance signal to the four suspension controllers A, B, C, and D through the cable. The rated suspension clearance of a train will change as the train weight changes. The rated suspension gap of the train must not be less than the set minimum suspension gap d _min . The minimum suspension gap of the train corresponds to the maximum load of the train, that is, the train cannot be operated in an overweight state.

As shown in FIG. 6, when the train reaches and stops at station I after the train reaches the station II, there are no passengers getting on and off, so the load of the train does not change during this journey, so the train leaves from station I The rated suspension clearance of the train to station II is a fixed value. When the train arrives at station II and picks up passengers again, the load of the train changes. The train's running distance from station II to station III will run with the new rated suspension gap. The rated floating clearance of the train is not fixed, but changes with the weight of the train. The heavier the weight of the train, the smaller the rated suspension gap, the lighter the weight of the train, the larger the rated suspension gap, the function of the suspension gap and the load. Relationship is

The formula has been described above, and N is the load of the train measured by the pressure sensor in the carriage. The four suspension controllers A, B, C, and D calculate the electromagnetic adjustment modules a and b respectively according to the suspension clearances of the four vehicle suspension devices A, B, C, and D, and the current and acceleration of the electromagnetic adjustment module of the vehicle suspension device. , C, d control amount PWM.a, PWM.b, PWM.c, PWM.d.

The levitation controller obtains the levitation gap, levitation current and acceleration of the vehicle levitation device through the levitation sensor group, and obtains the control amount of the electromagnetic adjustment module through the levitation control algorithm:

PWM = p ₁ (ss ₀ ) + p ₂ ∫ (ss ₀ ) dt + p ₃ ∫adt + p ₄ i

Among them, s is the suspension gap of the vehicle suspension device, i is the suspension current of the vehicle suspension device, a is the acceleration of the vehicle suspension device, p ₁ is the proportional coefficient, p ₂ is the integral feedback coefficient of the gap, p ₃ is the differential coefficient, and p ₄ Is the current loop proportionality factor.

The levitation controller A obtains the levitation gap s ₁ , the current i ₁ and the acceleration a _{1 of the} electromagnetic levitation device A through the levitation sensor group A1, and obtains the control amount of the electromagnetic adjustment module a through the levitation control algorithm:

The levitation controller B obtains the levitation gap s ₂ , current i ₂ and acceleration a _{2 of the} electromagnetic levitation device B through the levitation sensor group B1, and obtains the control amount of the electromagnetic adjustment module b through the levitation control algorithm:

The levitation controller C obtains the levitation gap s ₂ , current i ₃ and acceleration a _{3 of the} electromagnetic levitation device C through the levitation sensor group C1, and obtains the control amount of the electromagnetic adjustment module c through the levitation control algorithm:

The levitation controller D obtains the levitation gap s ₂ , current i ₄ and acceleration a _{4 of the} electromagnetic levitation device D through the levitation sensor group D1, and obtains the control amount of the electromagnetic adjustment module d through the levitation control algorithm:

s _n (n = 1, 2, 3, 4) is the suspension gap at each vehicle-mounted suspension device, and a _n (n = 1, 2, 3, 4) is the acceleration in the vertical direction of movement of each vehicle-mounted suspension device, i _n (n = 1, 2, 3, 4) is the current of each electromagnetic adjustment module, p ₁ is the proportional coefficient, p ₂ is the gap integral feedback coefficient, p ₃ is the differential coefficient, and p ₄ is the current loop proportional coefficient.

Four vehicle-mounted suspension devices A, B, C, and D transmit PWM.a in the form of PWM (pulse width modulation) waves to the suspension chopper of the electromagnetic adjustment module a, and control the current of the electromagnetic adjustment module a, thereby controlling the electromagnetic adjustment. The magnitude of the electromagnetic force of module a ensures that the vehicle suspension device A is suspended in the rated suspension gap; the PWM.b is also transmitted to the suspension chopper of the electromagnetic adjustment module b in the form of PWM waves, and the current of the electromagnetic adjustment module b is controlled to control The magnitude of the electromagnetic force of the electromagnetic adjustment module b ensures that the vehicle suspension device B is suspended in the rated suspension gap; the PWM.c is transmitted as a PWM wave to the suspension chopper of the electromagnetic adjustment module c, and the current of the electromagnetic adjustment module c is controlled, thereby Controlling the magnitude of the electromagnetic force of the electromagnetic adjustment module c to ensure that the vehicle suspension device C is suspended in the rated suspension gap; transmitting PWM.d as a PWM wave to the suspension chopper of the electromagnetic adjustment module d, and controlling the current of the electromagnetic adjustment module d, Thus, the magnitude of the electromagnetic force of the electromagnetic adjustment module d is controlled to ensure that the vehicle-mounted suspension device D is suspended in the rated suspension gap. This suspension control method has low energy consumption. Only when one or more vehicle suspension devices A, B, C, and D have one or more vehicle suspension devices not suspended in the rated suspension gap, the electromagnetic adjustment module needs to be activated for adjustment. When A, B The four vehicle-mounted levitation devices of C, C and D do not need to start the electromagnetic adjustment module for adjustment when the rated levitation gap is suspended.

The levitation controller needs to transmit the levitation status (levitation gap, current of the electromagnetic adjustment device, and motion acceleration) to the on-board master control system in real time through the CAN bus during the train operation. After receiving the suspended state, the on-board master control system takes corresponding emergency measures when it judges that there is a failure. For example, when the pressure sensor sends a pressure signal to the on-board master control system through the CAN bus, an alarm device will be triggered when the train is overweight. At the same time, the on-board master control system needs to be connected to the suspension controller with a cable, and sends commands such as reset (RESET) and rated suspension clearance (RSC) to the suspension controller through the on-board master control system.

The suspension controller consists of a filter circuit module, a signal conditioning module, an A / D conversion module, an external expansion memory module, a drive circuit module, and a DSP module.

_{A 1, B 1, C 1} , gap sensors D ₁ four suspension sensors suspension respectively measured gap signal output voltage _{analog; A 1, B 1, C} 1, D 1 four suspension sensors The acceleration sensors measure the vertical accelerations of the four vehicle-mounted devices A, B, C, and D, and output voltage-type analog signals. The current sensors of the four suspension sensors of A _1, B _1, C _{1, and} D ₁ measure A, B _{, and} C respectively. The suspension currents of four electromagnetic adjustment modules a, b, c, and d in the four vehicle-mounted suspension devices B, C, and D output current-type analog signals. The signals output by the gap sensor, acceleration sensor and current sensor must be transmitted to the filter circuit module for proper processing, and finally converted into digital signals. After the signal is filtered by the filter circuit module, it needs to be properly conditioned by the signal conditioning module, so that the current or voltage of the signal meets the input requirements of the input terminal of the A / D converter; the signal output from the signal conditioning module enters the A / D conversion module. Analog-to-digital conversion; the digital signal output from the A / D conversion module enters the first DSP chip. The first DSP chip is mainly used for data acquisition and preprocessing, and the data is stored in the external expansion memory module. Second The block DSP chip extracts data from the external expansion memory module and analyzes the algorithm and calculates the data. It outputs the corresponding PWM waves to the drive circuit for amplification and then to the corresponding four electromagnetic adjustment modules a, b, c, and d.

The levitation system provides the main levitation force by the repulsive force of the permanent magnetic module and the permanent magnetic track of the vehicle-mounted levitation device. The electromagnetic adjustment module of the vehicle-mounted levitation device only performs the function of fine adjustment to stably suspend the train in the rated levitation gap. The train sets a rated suspension gap D ₀ at the beginning of each day's work. When the train finishes boarding and disembarking passengers at station I, the pressure sensor sends a pressure signal to the on-board master control system through the CAN bus. If the train is overweight, an alarm device is triggered to indicate that the train is overweight ; If the train is not overweight, the onboard master control system will send the rated suspension gap signal D _{1 to the} four suspension controllers A, B, C, and D according to the mapping relationship between the load and the suspension gap. There are no passengers getting on and off from station I to station II, and the load of the train has not changed, that is, the rated suspension gap of the train during the journey from station I to station II is D ₁ ; when the train stops at station II and completes the passengers After getting on and off, send a pressure signal to the on-board master control system through the CAN bus. If the train is overweight, the alarm device will be triggered to indicate that the train is overweight; The four suspension controllers D and D send the rated suspension gap signal D _2. There are no passengers getting on and off from the same station II to station III. The load of the train has not changed. The train runs from station II to station III with the rated suspension gap D ₂ . The setting of the rated levitation clearance of each station to the next station is inferred in turn.

FIG. 7 is a structural schematic diagram of a suspension control system of a single electromagnet control method. The suspension control system consists of suspension sensor group A ₁ , suspension chopper A, suspension controller A, suspension sensor group B ₁ , suspension chopper B, suspension controller B, suspension sensor group C ₁ , suspension chopper C, Suspension controller C, suspension sensor group D ₁ , suspension chopper D, suspension controller D, pressure sensor and on-board master control system. The four sets of suspension sensors A _1, B _1, C _1, D ₁ each include an acceleration sensor, a gap sensor, and a current sensor. Four acceleration sensors A, B, C, and D respectively measure the vertical acceleration of four vehicle-mounted suspension devices; four gap sensors A, B, C, and D respectively measure the suspension clearance of four vehicle-mounted suspension devices; A, B, The four current sensors C and D are respectively set on the output wires of the four suspension choppers, and are used to measure the suspension currents of the electromagnetic adjustment modules a, b, c, and d. The suspension sensor group A ₁ A suspension of the gap-vehicle suspension means, and the motion acceleration levitation current form of an analog signal transmitted through the cable to the suspension controller A, A ₁ A suspension controller of the suspension and the suspension vehicle sensor set according to the total The reset (RESET) and rated suspension clearance (RSC) instructions of the control system calculate the control amount A, output the control amount A to the suspension chopper A, and control the current of the electromagnetic adjustment module a to control the suspension of the vehicle suspension device A. The magnitude of the force makes the vehicle suspension device A levitate in the rated suspension gap; the suspension sensor group B ₁ transmits the suspension gap, suspension current, and motion acceleration of the vehicle suspension device B in the form of analog signals to the suspension controller B through the cable. B calculates the control amount B according to the suspension state of the suspension sensor group B ₁ and the reset (RESET) and rated suspension clearance (RSC) instructions of the vehicle control system, and outputs the control amount B to the suspension chopper B to control the electromagnetic adjustment The current of the module b controls the levitation force of the vehicle-mounted levitation device B, so that the vehicle-mounted levitation device B suspends in the rated levitation gap; the levitation sensor The suspension gap C ₁ C of the vehicle-mounted suspension means, levitation current and motion acceleration in the form of an analog signal transmitted through the cable to the suspension controller C, the suspension controller C according to the suspension and the suspension sensor group C total vehicle control system ₁ of The reset (RESET) and rated suspension clearance (RSC) instructions calculate the control amount C, output the control amount C to the suspension chopper C, and control the current of the electromagnetic adjustment module c, thereby controlling the levitation force of the vehicle suspension device C. The vehicle suspension device C is suspended in the rated suspension gap; the suspension sensor group D ₁ transmits the suspension gap, suspension current, and motion acceleration of the vehicle suspension device D to the suspension controller D through cables in the form of analog signals, and the suspension controller D The suspension state of the sensor group D ₁ and the reset (RESET) and rated suspension clearance (RSC) instructions of the vehicle control system calculate the control amount D, output the control amount D to the suspension chopper D, and control the electromagnetic adjustment module d. The magnitude of the current, so as to control the levitation force of the vehicle-mounted suspension device D, makes the vehicle-mounted suspension device D levitate in the rated suspension gap. The suspension controllers A, B, C, and D send the suspension status to the on-board master control system in real time through the CAN bus. When the on-board master control system finds that the suspension status is abnormal, it will take relevant emergency measures. When the train finishes loading and unloading passengers at each station, the on-board master control system will send rated suspension clearance signals to the four suspension controllers A, B, C, and D through the cable according to the load.

The suspension control system includes an on-board pressure sensor and a robust control-based suspension traveling system. In response to the car's attitude imbalance, the gap between the car and the suspension point is adjusted in real time by a precision spring, and the sensor Gap data is collected to determine the attitude angle of the car, generate control compensation signals, and then adjust the electromagnetic levitation force to perform secondary cooperative control to achieve the attitude control of the car.

It should be noted that the vehicle-mounted suspension device installed at the four positions A, B, C, and D in the present invention is only described in conjunction with the train structure under normal circumstances. If the train has six, eight, and other numbers, In the case of a suspension point, the control method of the present invention is also used for the same control reasons, but there may be slight differences in the control of the specific suspension point. The description of the suspension point in the present invention in combination with the four positions A, B, C, and D is not Limitations on the technical solution of the present invention.

The following further describes the suspended maglev train in conjunction with Figs. 9-16:

The suspended magnetic levitation train of the present invention includes a track system, a suspension system, a control system, and a car system. The control system includes a drive system, a guidance system, and a suspension control system. The track system is suspended in the air by a column, and the car system is suspended by the suspension system. Suspended vertically below the track system, the drive system and the guidance system cooperate to drive the car system forward in the track system.

The track system includes a sky beam 2 and an inverted U-shaped holding rail 34. The opening of the inverted U-shaped holding rail 34 is downward, and the top is fixed to the sky beam 2. The suspension system is arranged in the inverted U-shaped holding rail 34, including the suspension bogie 9. The guide system is arranged between the left and right sides of the suspension bogie 9 and the inside of the arm 27 on the corresponding side of the inverted U-shaped holding rail 34. The suspension bogie 9 is provided with pillars 21 protruding upward near the left and right sides. A power-on card 5 is provided between the arms 27 of the inverted U-shaped holding rail 34, and the power-on card 5 provides power support for the entire system.

Cross-induction loops 24 are provided between the left and right corners of the top of the inverted U-shaped holding rail 34 and the corresponding outside corners of the pillar 21, and a limited height guide rail 4 is provided on the top of each pillar 21, and the inverted U-shaped holding rail is provided. A wheel rail 3 is provided at the corresponding position on the top of the 34, and the wheel rail 3 and the height-limiting guide rail 4 are vertically correspondingly matched; the lower end of the inverted U-shaped holding rail 34 is bent toward the inside to form a platform, and the platform is provided with a base 14 and permanent magnets. 15 and stabilizer 28, the base 14 is tiled on the platform, and the permanent magnet 15 is tiled on the base 14. The stabilizer 28 is located at the corner between the arm 27 of the inverted U-shaped holding rail 34 and the platform, and connects the U-shaped holding The arm 27, the base 14, and the permanent magnet 15 of the rail; the bottom of the suspension bogie 9 facing the permanent magnet 15 is provided with a hybrid suspension structure 18, which includes a central permanent magnet 16, and two left and right sides of the central permanent magnet 16. A winding coil 17 is provided on the side; the hybrid suspension structure 18 forms a suspension point 33 with the permanent magnet 15 on the corresponding base 14.

The driving system is arranged in the track system, and includes a motor near the top of the inverted U-shaped holding rail 34. The top of the suspension bogie 9 is provided with a lifting frame 39. The lifting frame 39 is provided with an inclined groove 23 above the center of the inclined groove 23. The left and right sides of the groove are inclined symmetrically toward each other. The long stator 26 of the motor is fixed on the inner top of the inverted U-shaped holding rail 34. The permanent magnet plate 25 of the motor's mover 25 is placed in the central groove of the inclined groove 23.

The car system includes a car body 35 and a plurality of car booms 13 provided on the top of the car body 35. The top and bottom ends of the car boom 13 are provided with a boom 13 buckle 10, and the boom 13 The suspension bogie 9 is connected to the car. The top of the pillar 36 transitions into a horizontal arc to form a horizontal suspension beam 1. The sky beam 2 is suspended below the suspension beam 1. The bottom of the pillar 36 is in contact with the ground and is fixed to the ground by a fixing bolt 37. A plurality of air springs 12 are provided between the car booms 13. The air springs 12 are inclinedly linked from one side of the suspension bogie 9 to the opposite side of the car body 35, and the middle of the suspension bogie 9 is also provided with air spring 12 buckles. 11 (one for each of the front and back of the set-top box), which connects the bogie to the front and rear of the car (moving direction is front) from the top of the car boom 13 to the bottom of the other car boom 13; the top of the car body 35 is provided There is a car set-top box. The car set-top box is fixed on the top of the car body 35 through a set-top box control. The car set-top box is provided with a plurality of air springs 12 which are inclined in the forward direction of the car body 35 and whose upper end is passed by an air spring. The 12 buckle 11 is connected with the suspension bogie 9.

The guiding system includes a guiding mechanical structure and an auxiliary guiding structure. The guiding mechanical structure is provided with a car hanging buckle 30, a boom 13 connecting buckle 10 is connected to the car hanging connecting buckle 30, and the guiding mechanical structure includes one or two sets of triangles. The suspension frame 29 is a set of triangle suspension frames 29. The triangle suspension frames 29 are arranged along the track extending direction. Each vertex of the triangle suspension frame 29 is provided with a ball-twisted structure 31, and two ends of the triangle suspension frame 29 are provided. Cross beams 32 perpendicular to the direction of the track extension. The triangular suspension frame 29 is connected to the center or both sides of the cross beams 32. Both ends of each cross beam 32 are located above the suspension points 33. Each suspension point is steered by suspension buckles 19 and suspended. Frame 9 is connected. When the triangle suspension frame 29 has two groups, one short side of the triangle suspension frame 29 is oppositely arranged and is arranged along the track extension direction. Each vertex of the triangle suspension frame 29 is provided with a ball twisted structure 31. The two ends are provided with horizontally arranged crossbeams 32 perpendicular to the direction of the track extension. The short sides of the triangular suspension frame 29 opposite to each other share a crossbeam 32. The triangular suspension frame 29 is connected to the center or both sides of the crossbeam 32. Both ends are located above the suspension point 33; the auxiliary guide structure is located between the left and right sides of the suspension bogie 9 and the inside of the left and right arms 27 of the corresponding inverted U-shaped holding rail 34, including the electromagnetic guiding structure 20 and the mechanical guiding structure The electromagnetic guide structure 20 includes a guide winding coil 22 provided on both sides of the suspension bogie 9 and a magnetic conductive plate 7 provided inside the arm 27. The guide winding coil 22 and the magnetic conductive plate 7 are opposite to each other. The mechanical guide structure includes The guide adjustment wheels 8 provided on both sides of the suspension bogie 9 and the side wheel rails 6 provided on the inner side of the arm 27, the guide adjustment wheels 8 and the side wheel rails 6 are oppositely disposed, Regulating wheel 8 and the side rail 6 has two wheel portions, respectively located in the corresponding upper and lower sides guide the winding coil 22 and the magnetic plate 7.

In order to specifically explain the specific embodiment of the present invention, the above parts and equipment are described in more detail, but they do not represent the actualization of the product. The above include: selection of linear motor induction board, conductive wire, guide structure, system controller and on-board equipment, etc. can be selected according to the specific operating environment, occasions, etc., more reasonable and specific solutions.

The optional implementations of the embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the embodiments of the present invention are not limited to the specific details in the foregoing implementations. Within the scope of the technical concept of the embodiments of the present invention, the embodiments of the present invention may be implemented. The technical solution of the present invention performs various simple modifications, and these simple modifications all belong to the protection scope of the embodiments of the present invention.

In addition, it should be noted that the specific technical features described in the foregoing specific embodiments can be combined in any suitable manner without conflict. In order to avoid unnecessary repetition, the embodiments of the present invention do not separately describe various possible combinations.

Those skilled in the art can understand that all or part of the steps in the method of the above embodiment can be completed by a program instructing related hardware. The program is stored in a storage medium and includes several instructions to enable a single chip microcomputer, a chip, or a processor. (processor) executes all or part of the steps of the method described in each embodiment of the present application. The foregoing storage media include: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), magnetic disks or optical disks and other media that can store program codes .

In addition, various combinations of the embodiments of the present invention can also be arbitrarily combined, as long as it does not violate the idea of the embodiment of the present invention, it should also be regarded as the content disclosed in the embodiment of the present invention.

Claims (2)

1. A suspension control method for a suspended magnetic levitation train. The suspended magnetic levitation train includes a track system, a suspension system, a control system, and a car system. The control system includes a drive system, a guidance system, a levitation control system, and the like. The car system is suspended vertically below the track system by a suspension system, and the drive system and the guidance system cooperate to drive the car system forward in the track system. The method is characterized in that the specific control steps are as follows:

   Step 1: Suspension control: The car door is opened, passengers and their items enter the car, the car door is closed, the suspension control system senses the current car weight, and the coil magnetic force is adjusted by controlling the coil current to achieve each suspension point The stable suspension control, combined with the output parameters of each suspension point, the on-board overall control system adjusts and outputs the input compensation of each suspension point in time to ensure the multi-point coordinated suspension control of the bogie, and each suspension point is in a non-contact suspension state; At the same time as the passenger enters the car, the suspension control system monitors and judges the pressure change provided by the pressure sensor in real time, and switches the suspension control safe height. When the car pressure sensor detects the pressure change, the control system adjusts the electromagnetic winding magnetic force to suppress the car in time according to the pressure parameter. Unstable fluctuations, when the car is in a stable suspension state, its side winding coils are not conductive;

   Step 2: Drive: The on-board total control system provides data parameters of the pressure sensor to switch the running mode of the motor in real time. When the motor starts, it determines the load of the vehicle based on the pressure change and selects the starting mode of the motor. The position information is combined with the vehicle road condition information database to obtain the front road condition information and adjust the car's travel speed. The motor startup methods include: direct start and step-down start: under no load and light load, choose direct start; In the case, the motor drive is switched to a reduced voltage start;

   Step 3: Guidance control: During the driving of the car, the left and right sides of the suspension bogie and the left and right arms of the U-shaped holding rail maintain the magnetic force through the guidance control system, and the guidance coil structure detects the suspension according to the speed sensor of the guidance position. Data parameters of the left and right displacement of the bogie, adjusting the winding coil current to provide the guiding force, and combining the auxiliary guide wheel to achieve the stable control of the floating bogie in the left and right direction;

   Step 4: Speed measurement and positioning control: During the driving process of the car, the on-board overall control system provides control output parameters to the corresponding control module according to the car position and speed data parameters. The on-board overall control system is connected to the ground general control room through the wireless network to complete The information exchange between the vehicle and the ground, the position and speed monitoring of the car, speed control, and the adjustment of the stop speed of the station; the control output parameters include at least: obtaining the position information and the distance from the hill climbing or turning ahead; The information exchanged between the ground includes at least: the operating status of the car and ground instructions;

   Step 5: Braking: The car decelerates near the station and brakes when it reaches the alignment with the station.
2. The levitation control method for a suspended maglev train according to claim 1, characterized in that, in step 1, the levitation control system includes a plurality of levitation controllers and a plurality of levitation sensor groups, and the specific manner of the multi-point coordinated levitation control is:

   The levitation controller obtains the levitation gap, levitation current and acceleration of the vehicle levitation device through the levitation sensor group, and obtains the control amount of the electromagnetic adjustment module through the levitation control algorithm:

   PWM = p ₁ (ss ₀ ) + p ₂ ∫ (ss ₀ ) dt + p ₃ ∫adt + p ₄ i

   Among them, s is the suspension gap of the vehicle suspension device, s ₀ is the rated suspension height of the vehicle suspension device, i is the suspension current of the vehicle suspension device, a is the acceleration of the vehicle suspension device, p ₁ is the proportionality factor, and p ₂ is the gap integral Feedback coefficient, p ₃ is a differential coefficient, and p ₄ is a current loop proportional coefficient.

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