CN108710287B - On-bridge suspension control system and method based on feedforward principle - Google Patents
On-bridge suspension control system and method based on feedforward principle Download PDFInfo
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Abstract
The invention relates to a suspension control system and method on a bridge based on a feedforward principle, wherein the system comprises a feedback control subsystem and a feedforward control subsystem, the feedback control subsystem comprises a feedback suspension controller, a magnetic suspension chopper, a suspension electromagnet and a suspension sensor group, the feedforward control subsystem comprises a ground-based interference radar module, a bridge information module, a deformation analysis computer and a feedforward suspension controller, and the feedforward suspension controller is connected with the feedback suspension controller; the ground interference radar module measures the deflection line of the bridge body in real time, the deformation analysis computer calculates the contribution values of different factors in the bridge deformation by processing radar signals to obtain the suspension control quantity for keeping the train smooth, and the suspension control quantity is input into the feedforward suspension controller to generate a control signal which is used as a control signal reference value of the feedback suspension controller in the feedback control subsystem. Compared with the prior art, the invention has the advantages of avoiding control oscillation, having high measurement precision, meeting the running smoothness of the ultrahigh-speed maglev train and the like.
Description
Technical Field
The invention relates to the technical field of magnetic suspension trains, in particular to an on-bridge suspension control system and method based on a feedforward principle.
Background
At present, the countries are actively developing ultra-high speed maglev trains with a target speed per hour of 1000 km/h. The magnetic suspension train realizes the support and guide control of the vehicle by non-contact electromagnetic force. In the construction of the track of the magnetic suspension train, a reinforced concrete elevated bridge is mostly adopted, and due to the factors of creep effect, temperature effect, foundation settlement and the like of concrete, the shape and the rigidity of a beam body can change along with time, so the track of the magnetic suspension train can correspondingly form unsmooth deformation.
The existing maglev train system is a feedback system and has three characteristic frequencies: the characteristic frequency of the controller, the first-order natural frequency of the track beam and the secondary suspension frequency of the vehicle, and the suspension adjustment precision of the train mainly depends on the characteristic frequency of the controller. Under the condition of super high speed, when a train passes through a common span simply supported beam, the excitation frequency of bridge deformation is close to the frequency of a controller, and resonance can be caused, so that a simple feedback system is easy to generate a control oscillation phenomenon, the running smoothness of the train cannot be ensured, or the magnetic suspension train collides with a track, and the running safety is endangered.
There are two main approaches to solving this problem: 1. the frequency of the feedback controller is improved, however, in the existing solution, the frequency of the feedback controller is limited by the frequency of the suspension sensor, the accuracy of the sensor and the working frequency of the track circuit and the signal system, so that the breakthrough is difficult to occur; 2. the excitation frequency input in the system is changed, so that a bridge and track deformation monitoring system can be developed and used for controlling the suspension amount of the train, and the control system is prepared for periodic excitation input of bridge deformation in advance.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide an on-bridge suspension control system and method based on a feed-forward principle, which can ensure the running smoothness of a train.
The purpose of the invention can be realized by the following technical scheme:
an on-bridge levitation control system based on a feed forward principle, the system comprising:
a feedback control subsystem:
the magnetic suspension chopper is used for controlling the voltage and the current on the suspension electromagnet;
the feedback suspension controller is unidirectionally connected with the magnetic suspension chopper and used for acquiring control quantity according to a control law and outputting the control quantity to the magnetic suspension chopper;
the suspension electromagnet is unidirectionally connected with the magnetic suspension chopper and is used for realizing suspension of the train through electromagnetic force;
the suspension sensor is unidirectionally connected with the feedback suspension controller and is used for measuring gaps among the suspension electromagnets, tracking the electromagnets in a motion state and feeding back the electromagnets to the feedback suspension controller;
the feedforward control subsystem:
the feedforward suspension controller is mutually connected with the feedback suspension controller in the feedback control subsystem and is used for controlling the suspension amount of the train together;
the deformation analysis computer is connected with the feedforward suspension controller in a bidirectional mode and is used for collecting and processing bridge deformation factor data from other modules and equipment, acquiring a bridge deformation curve and contribution values of different factors to the deformation data, calculating suspension clearance control quantity caused by bridge deformation, and sending the calculated result to the feedforward suspension controller;
the ground interference radar module is connected with the deformation analysis computer in a one-way mode and is used for continuously measuring the high-precision profile of the bridge body;
and the bridge information module is in bidirectional connection with the deformation analysis computer and is used for storing the structural form, the span, the longitude and latitude, the historical profile of each part, the historical weather and the analysis data provided by the deformation analysis computer.
Preferably, the feedforward levitation controller generates a control signal according to the obtained levitation clearance control quantity, sends the control signal to the feedback levitation controller in the feedback control subsystem, reads the current running speed of the train from the feedback levitation controller, and sends the control signal to the deformation analysis computer.
Preferably, the bridge deformation factor data comprises bridge structure form, bridge span, bridge construction quality, temperature influence, concrete creep effect, pier uneven settlement, wind load and train self-weight impact load.
Preferably, the bridge deformation curve caused by each bridge deformation factor data is obtained by a theoretical formula or numerical simulation according to the bridge structure form and the span.
A control method of an on-bridge suspension control system based on a feed-forward principle is based on the system and comprises the following steps:
1) when the train is in a static suspension state, the stable suspension is kept according to the suspension amount allowed by the track structure through the feedback control subsystem; after the train runs at an increased speed, the feedforward control subsystem intervenes and controls the suspension of the train together with the feedback control subsystem;
2) the ground interference radar module continuously acquires the high-precision profile of the bridge body at a high frequency and sends the data to the deformation analysis computer;
the ground-based interference radar body acquires an interference pattern of the bottom surface of the bridge, converts the interference pattern into discrete point cloud data by a signal processor in the feedforward control subsystem, projects the discrete point cloud data along different directions to obtain a two-dimensional deformation curve of the beam body, and sends the two-dimensional deformation curve to the deformation analysis computer; or directly sending the interference pattern to a deformation analysis computer for data processing. The continuous measurement does not need manual intervention, high-frequency measurement is carried out all the year round, the high-frequency measurement represents that deformation measurement is vibration signal measurement, and the signal frequency of the vibration signal measurement is ten times higher than the first five-order natural vibration frequency of the bridge.
3) The deformation analysis computer collects the information of the bridge information module, establishes an influence curve of bridge deformation factors on deformation, stores fixed information of different bridges on the whole line in the bridge information module, continuously tracks the change of parameters in the theoretical model by the deformation analysis computer, and further stores the change in the bridge information module;
4) the deformation analysis computer collects and processes data from the ground-based interferometric radar module, calculates a bridge deformation curve, and calculates a contribution value of bridge deformation factors to deformation data;
5) and the deformation analysis computer acquires data of the feedforward suspension controller and the feedback suspension controller, calculates the suspension clearance control quantity caused by bridge deformation, and sends the calculation result to the feedforward suspension controller. The method specifically comprises the following steps:
51) the deformation analysis computer acquires the running speed and the suspension state of the next train according to the acquired data of the feedforward suspension controller and the feedback suspension controller;
52) predicting the bridge state when the next train passes by according to the bridge deformation factor data obtained in the steps 3) and 4);
53) and establishing a vehicle-bridge coupling dynamic model by combining the running speed and the suspension state of the next train and the predicted bridge state, acquiring the time-space distribution of the suspension clearance control quantity caused by bridge deformation, and inputting the time-space distribution to the feedforward suspension controller to control the suspension clearance within a reasonable range before the train passes through the feedforward suspension controller.
6) The feedforward suspension controller and the feedback suspension controller work together, a signal provided by the feedforward suspension controller is a reference value, and other input disturbances are used as disturbances of a feedback system, and feedback adjustment is performed according to a design method of the existing feedback system, so that stable operation of a train is further ensured;
7) the feed-forward suspension controller and the feedback suspension controller operate the magnetic suspension chopper to control the current and the voltage of the suspension electromagnet and change the suspension state of the train, and the suspension sensor detects the suspension state of the train and provides feedback to the feedback suspension controller.
8) And finishing the control cycle, and storing the relevant information to a bridge information module for the suspension control prediction of the next train.
Compared with the prior art, the invention has the following advantages:
(1) the invention is based on the feedforward control principle, namely, the suspension control quantity is adjusted before the train runs, the deformation of the bridge and the track is compensated, the adaptability to higher train speed is strong, and the control oscillation generated by a feedback system in the control of the ultra-high speed magnetic suspension train under the current technical condition can be solved;
(2) the invention adopts the ground interference radar system to dynamically and real-timely measure the bridge deformation curve, can obtain the measuring frequency and precision far exceeding the traditional artificial deformation measurement, simultaneously, the measuring activity is not influenced by rainfall, dust and smoke dust, the bridge deformation curve can be more accurate, and the high-precision feedforward control is realized, thereby ensuring the smoothness of the train operation;
(3) the deformation analysis computer in the invention can distinguish bridge deformation caused by different factors by collecting and processing data from the ground interference radar module, the bridge information module, the feedforward suspension controller and the feedback suspension controller, and simultaneously provides accurate and reliable data support for work maintenance and repair operation.
Drawings
FIG. 1 is a schematic diagram of the system of the present invention;
FIG. 2 is a schematic diagram of the control flow and information list delivered by the system of the present invention;
FIG. 3 is a graph showing deformation caused by common factors of a simply supported girder bridge;
FIG. 4 is a graph of deformation caused by common factors of a continuous beam bridge;
FIG. 5 is a graph showing the change of the midspan deflection of a bridge with time;
FIG. 6 is a comparison graph of disturbance input quantities of different systems under the same bridge deformation characteristics, wherein FIG. 6(a) is a variation curve of the disturbance input quantities of the prior art system, and FIG. 6(b) is a variation curve of the disturbance input quantities of the system of the present invention;
in fig. 1 and 2, the reference numbers indicate:
1. the system comprises a feedback control subsystem 2, a feedforward control subsystem 101, a feedback suspension controller 102, a magnetic suspension chopper 103, a suspension electromagnet 104, a suspension sensor 201, a bridge information module 202, a ground-based interference radar module 203, a deformation analysis computer 204 and a feedforward suspension controller.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments.
Examples
As shown in fig. 1, the present invention relates to an on-bridge suspension control system based on a feedforward principle, which includes a feedback control subsystem 1 and a feedforward control subsystem 2. The feedback control subsystem 1 is composed of a feedback suspension controller 101, a magnetic suspension chopper 102, a suspension electromagnet 103 and a suspension sensor 104, and the connection relationship in the subsystem is as follows: the feedback suspension controller 101 is connected with the magnetic suspension chopper 102 in a unidirectional mode, the magnetic suspension chopper 102 is connected with the suspension electromagnet 103 in a unidirectional mode, the suspension electromagnet 103 is connected with the suspension sensor 104 in a unidirectional mode, the suspension sensor 104 is connected with the feedback suspension controller 101 in a unidirectional mode, and the feedback suspension controller 101, the magnetic suspension chopper 102 and the suspension electromagnet 103 are connected in a unidirectional mode to form a closed-loop feedback type control loop.
The feedforward control subsystem 2 includes a ground-based interferometric radar module 202, a bridge information module 201, a deformation analysis computer 203, and a feedforward levitation controller 204. The connection relationship in the subsystem is as follows: the ground-based interference radar module 202 is connected with the deformation analysis computer 203 in a one-way mode, the bridge information module 201 is connected with the deformation analysis computer 203 in a two-way mode, and the deformation analysis computer 203 is connected with the feedforward suspension controller 204 in a two-way mode to form an open-loop feedforward control subsystem. The feedforward levitation controller 204 in the feedforward control subsystem 2 is interconnected with the feedback levitation controller 101 in the feedback control subsystem 1, i.e. works together with the feedback control subsystem 1.
The functions of the components of the invention are as follows in sequence:
a feedback suspension controller: the measured value of the suspension gap value can be compared with the set value, and if the measured value is larger than the set value, the control quantity is obtained according to the control law and is output to the magnetic suspension chopper. To improve the performance of the suspension system, the feedback levitation controller can provide damping to the suspension system through velocity feedback.
Magnetic suspension chopper: controlling the voltage and current on the suspension electromagnet, for example, increasing the control voltage on the electromagnet, and adding the suspension current to increase the electromagnetic force, so that the electromagnet can move upwards to reduce the suspension gap; otherwise, the control voltage is decreased to reduce the electromagnetic force, thereby achieving the downward movement of the electromagnet and the increase of the levitation gap.
Suspension electromagnet: the device realizes train suspension through electromagnetic force.
Suspension sensor: and measuring the gap between the electromagnet and the electromagnet, tracking the electromagnet in a motion state, and feeding back to the feedback suspension controller.
Ground interference radar module: and continuously measuring the high-precision profile of the bridge body.
A bridge information module: storing the structural form, span, longitude and latitude, historical profile of each part, historical weather and analysis data provided by a deformation analysis computer; the bridge information module 201 of this embodiment adopts a building information system (BIM).
A deformation analysis computer: collecting and processing data from a ground interference radar module, a bridge information module, a feedforward suspension controller and a feedback suspension controller, calculating a bridge deformation curve, calculating contribution values of different factors to deformation data, calculating suspension clearance control quantity caused by bridge deformation, and sending the suspension clearance control quantity to the feedforward suspension controller; the deformation factors of the bridge include, but are not limited to, creep/shrinkage effect of concrete, uneven temperature effect caused by sunlight irradiation, uneven deformation caused by poor temperature day, even temperature field deformation caused by support resistance, rigid body displacement caused by uneven settlement of a foundation, dynamic deformation caused by wind load, and dynamic deformation caused by impact load of a train.
A feedforward suspension controller: generating a control signal according to the suspension clearance control quantity obtained by the deformation analysis computer, and sending the control signal to a feedback suspension controller in the feedback control subsystem to realize feedforward control; and reading the suspension clearance, the running speed and various accelerations of the current train from the feedback suspension controller, and sending the suspension clearance, the running speed and various accelerations to a deformation analysis computer.
In a feedforward control subsystem, under the condition of the prior art, the artificial deformation measurement is difficult to meet the monitoring frequency required by the method, and a foundation interference radar module is preferably selected for continuously measuring the high-precision profile of the bridge body; however, other information acquisition devices may be used, such as a stationary laser automated total station, as long as this is achieved. The ground interference radar system or other information acquisition devices are permanently fixed in a bridge pier or a main tower, and the high-precision profile of a bridge body is continuously and quickly obtained after calibration.
The feedback control subsystem carries out comprehensive control on the magnetic suspension system according to the running state quantity of the magnetic suspension train, so that the suspension clearance between the magnetic suspension train and the track is controlled within a certain range, and the stable suspension of the magnetic suspension train can be realized under the existing speed train.
After the new bridge deformation is generated and before the train running state changes, the feedforward control subsystem acquires bridge information in advance and adjusts the suspension clearance control quantity when the train is located at different positions of the bridge. The system conforms to the definition of feedforward control in a control theory and has innovativeness in principle; the newly-added feedforward type suspension control system is an open-loop system and works together with the existing feedback type suspension control system to realize the stable state control of the running attitude of the train.
The system also comprises power supplies of all control components, train control system communication interfaces and other accessories, and the functions are fixed and conventional, and the accessories are matched with the system and are not considered as the invention points of the invention, so that the details are not repeated.
The invention also relates to a suspension control method on the bridge based on the feedforward principle, which is based on the system and specifically comprises the following steps:
1) when the train is in a static suspension state, the stable suspension can be kept according to the suspension amount allowed by the track structure only by the feedback control subsystem; after the train runs at an increased speed, the feedforward control subsystem intervenes and controls the suspension of the train together with the feedback control subsystem.
2) And the ground interference radar module continuously acquires the high-precision profile of the bridge body at a high frequency and sends the data to the deformation analysis computer. The ground-based interference radar body acquires an interference pattern of the bottom surface of the bridge, converts the interference pattern into discrete point cloud data by a signal processor in the feedforward control subsystem, projects the discrete point cloud data along different directions to obtain a two-dimensional deformation curve of the beam body, and sends the two-dimensional deformation curve to the deformation analysis computer; or directly sending the interference pattern to a deformation analysis computer for data processing.
The continuous measurement refers to the high-frequency measurement all the year round without manual intervention; the high-frequency measurement refers to the measurement of a vibration signal, and the signal frequency of the high-frequency measurement is preferably ten times higher than the first five-order natural vibration frequency of the bridge so as to accurately obtain a deformation time-course curve under the impact load of the bridge train.
3) And the deformation analysis computer acquires the information of the bridge information module and establishes an influence curve of the bridge deformation factors on the deformation.
The bridge deformation factors comprise bridge structure form, bridge span, bridge construction quality, temperature influence, concrete creep effect, uneven settlement of abutments, wind load, train self-weight impact load and the like. The bridge deformation curve caused by each factor can be obtained by theoretical formula or numerical simulation calculation according to the bridge structure form and span, such as:
FIG. 3 is a simple girder bridge deformation curve caused by uniformly distributing loads on a train;
FIG. 3 is a top arch curve of a simply supported girder bridge caused by concrete creep;
in FIG. 3, the third is the deformation curve of the simply supported girder bridge under the uneven illumination;
FIG. 4 is a three-span prestressed concrete continuous beam bridge deformation curve caused by uneven settlement of a pier foundation;
FIG. 4 is a three-span prestressed concrete continuous beam bridge deformation curve caused by the overall temperature rise of the bridge;
fig. 4 shows a three-span prestressed concrete continuous beam bridge deformation curve caused by concrete creep.
For different bridges on the whole line, the fixed information is stored in a bridge information module, and the change of the parameters in the theoretical model is continuously tracked by a deformation analysis computer and further stored in the bridge information module.
4) And the deformation analysis computer collects and processes data from the ground-based interferometric radar module, calculates a bridge deformation curve and calculates the contribution value of the bridge deformation factor to the deformation data.
The bridge deformation curve is provided by the ground interference radar module, so that the bridge deformation curve and the change condition of the bridge deformation curve along with time are obtained. Taking the deflection time-course signal of the simply supported beam as an example, as shown in fig. 5, wherein the first is a complete curve graph of deflection changing along with time, and the deformation analysis computer can decompose the signal into contributions of train load (signal duration is second level), air temperature day poor (signal duration is hour level) and concrete creep (signal duration is day level) according to the model in the step 3), and as shown in the second, the third and the fourth in the figure, after model parameters are matched, the signal can be used for predicting the bridge state when the next train runs.
5) And the deformation analysis computer acquires data of the feedforward suspension controller and the feedback suspension controller, calculates suspension clearance control quantity caused by bridge deformation and sends the suspension clearance control quantity to the feedforward suspension controller.
The deformation analysis computer acquires the running speed and the suspension state of the next train according to the data acquired by the feedforward suspension controller and the feedback suspension controller; predicting the bridge state when the next train passes according to the bridge deformation factor data obtained in the steps 3) and 4); and combining the running speed and the suspension state of the next train with the predicted bridge state to establish a train-bridge coupling dynamic model, acquiring the time-space distribution of the suspension clearance control quantity caused by bridge deformation, and inputting the time-space distribution to the feedforward suspension controller to control the suspension clearance within a reasonable range before the train passes through the feedforward suspension controller. The train-bridge coupling dynamic model is a train-bridge state equation which takes the minimum and maximum suspension amount and the maximum suspension acceleration of the train as constraints and takes the minimum vertical vibration of the train as an objective function.
6) The feedforward suspension controller and the feedback suspension controller work together: and the signal provided by the feedforward suspension controller is used as a reference value, the other input disturbances are used as the disturbances of the feedback system, and the feedback regulation is carried out according to the design method of the existing feedback system, so that the stable running of the train is further ensured.
The effect of the feedforward control subsystem is shown in FIG. 6: under the same bridge deformation characteristics, fig. 6(a) shows the system disturbance without the feedforward control subsystem, where δ max is the difference between the deformation value and the rated levitation amount; fig. 6(b) shows the situation when the feedforward control is included, and the signal represented by the horizontal line is predicted and controlled by the feedforward control subsystem, so the disturbance amount δ max of the feedback system can be greatly reduced, and the main disturbance frequency of the feedback system can be changed, thereby avoiding the control oscillation of the feedback system.
7) The feedforward suspension controller and the feedback suspension controller operate the magnetic suspension chopper to control the current and the voltage of the suspension electromagnet and change the suspension state of the train. The levitation sensor detects the levitation state of the train and provides feedback to the feedback levitation controller.
8) And finishing the control cycle, and storing the relevant information to a bridge information module for the suspension control prediction of the next train.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and those skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (7)
1. An on-bridge levitation control system based on a feed forward principle, comprising:
a feedback control subsystem:
the magnetic suspension chopper is used for controlling the voltage and the current on the suspension electromagnet;
the feedback suspension controller is unidirectionally connected with the magnetic suspension chopper and used for acquiring control quantity according to a control law and outputting the control quantity to the magnetic suspension chopper;
the suspension electromagnet is unidirectionally connected with the magnetic suspension chopper and is used for realizing suspension of the train through electromagnetic force;
the suspension sensor is unidirectionally connected with the feedback suspension controller and is used for measuring gaps among the suspension electromagnets, tracking the electromagnets in a motion state and feeding back the electromagnets to the feedback suspension controller;
the feedforward control subsystem:
the feedforward suspension controller is mutually connected with the feedback suspension controller in the feedback control subsystem and is used for controlling the suspension amount of the train together;
the deformation analysis computer is connected with the feedforward suspension controller in a bidirectional mode and is used for collecting and processing bridge deformation factor data from other modules and equipment, acquiring a bridge deformation curve and contribution values of different factors to the deformation data, calculating suspension clearance control quantity caused by bridge deformation, and sending the calculated result to the feedforward suspension controller; the feedforward suspension controller generates a control signal according to the obtained suspension clearance control quantity, sends the control signal to a feedback suspension controller in the feedback control subsystem, reads the running speed of the current train from the feedback suspension controller, and sends the control signal to a deformation analysis computer;
the ground interference radar module is connected with the deformation analysis computer in a one-way mode and is used for continuously measuring the high-precision profile of the bridge body;
and the bridge information module is in bidirectional connection with the deformation analysis computer and is used for storing the structural form, the span, the longitude and latitude, the historical profile of each part, the historical weather and the analysis data provided by the deformation analysis computer.
2. A feed forward principle based on suspension control system on bridge as claimed in claim 1 wherein, the bridge deformation factor data includes bridge structure form, bridge span, bridge construction quality, influence of temperature, concrete creep effect, uneven settlement of abutment, wind load, and impact load of train self weight.
3. A feed forward principle based on suspension control system on bridge as claimed in claim 2 wherein, the bridge deformation curve caused by each bridge deformation factor data is obtained by theoretical formula or numerical simulation according to bridge structure form and span.
4. A feed forward principle based on-bridge levitation control method applying the feed forward principle based on-bridge levitation control system according to any one of claims 1-3, comprising the steps of:
s1: when the train is in a static suspension state, the stable suspension is kept according to the suspension amount allowed by the track structure through the feedback control subsystem; after the train runs at an increased speed, the feedforward control subsystem intervenes and controls the suspension of the train together with the feedback control subsystem;
s2: the ground interference radar module continuously acquires the high-precision profile of the bridge body at a high frequency and sends the data to the deformation analysis computer;
s3: the deformation analysis computer collects the information of the bridge information module, establishes an influence curve of bridge deformation factors on deformation, stores fixed information of different bridges on the whole line in the bridge information module, continuously tracks the change of parameters in the theoretical model by the deformation analysis computer, and further stores the change in the bridge information module;
s4: the deformation analysis computer collects and processes data from the ground-based interferometric radar module, calculates a bridge deformation curve, and calculates a contribution value of bridge deformation factors to deformation data;
s5: the deformation analysis computer collects data of the feedforward suspension controller and the feedback suspension controller, calculates suspension clearance control quantity caused by bridge deformation, and then sends a calculation result to the feedforward suspension controller;
s6: the feedforward suspension controller and the feedback suspension controller work together, a signal provided by the feedforward suspension controller is a reference value, and other input disturbances are used as disturbances of a feedback system, and feedback adjustment is performed according to a design method of the existing feedback system, so that stable operation of a train is further ensured;
s7: the feed-forward suspension controller and the feedback suspension controller operate the magnetic suspension chopper to control the current and the voltage of the suspension electromagnet and change the suspension state of the train, and the suspension sensor detects the suspension state of the train and provides feedback for the feedback suspension controller;
s8: and finishing the control cycle, and storing the relevant information to a bridge information module for the suspension control prediction of the next train.
5. A method for controlling suspension on a bridge based on a feed forward principle as claimed in claim 4, wherein the specific content of step S2 is:
the ground-based interference radar body acquires an interference pattern of the bottom surface of the bridge, converts the interference pattern into discrete point cloud data by a signal processor in the feedforward control subsystem, projects the discrete point cloud data along different directions to obtain a two-dimensional deformation curve of the beam body, and sends the two-dimensional deformation curve to the deformation analysis computer; or directly sending the interference pattern to a deformation analysis computer for data processing.
6. A bridge suspension control method based on a feed-forward principle as claimed in claim 4, wherein the step S5 specifically comprises the following steps:
51) the deformation analysis computer acquires the running speed and the suspension state of the next train according to the acquired data of the feedforward suspension controller and the feedback suspension controller;
52) predicting the bridge state when the next train passes according to the bridge deformation factor data acquired in the steps S3 and S4;
53) and establishing a vehicle-bridge coupling dynamic model by combining the running speed and the suspension state of the next train and the predicted bridge state, acquiring the time-space distribution of the suspension clearance control quantity caused by bridge deformation, and inputting the time-space distribution to the feedforward suspension controller to control the suspension clearance within a reasonable range before the train passes through the feedforward suspension controller.
7. A method for controlling suspension on a bridge based on feedforward principle as claimed in claim 4, wherein in step S2, the continuous measurement without human intervention is performed at high frequency all the year round, and the high frequency measurement is vibration signal measurement whose signal frequency is ten times higher than the natural frequency of the first five orders of the bridge.
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| 地基干涉雷达IBIS-S桥梁动态形变监测研究;徐亚明等;《武汉大学学报•信息科学版》;20130731;第38卷(第7期);第845-849页 * |
| 基于前馈-反馈的磁悬浮列车悬浮***控制结构;王潇等;《兰州理工大学学报》;20110831;第37卷(第4期);第115-119页 * |
| 磁浮小车悬浮控制技术研究;刘旭;《中国优秀硕士论文全文数据库（电子期刊）》;20160315(第3期);C033-92 * |
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