CN114348055B

CN114348055B - Magnetic suspension rail transit operation control method and control system

Info

Publication number: CN114348055B
Application number: CN202210058449.8A
Authority: CN
Inventors: 樊宽刚; 刘亚辉; 胡凌风; 魏丽兵
Original assignee: Jiangxi University of Science and Technology
Current assignee: Jiangxi University of Science and Technology
Priority date: 2022-01-19
Filing date: 2022-01-19
Publication date: 2023-08-18
Anticipated expiration: 2042-01-19
Also published as: CN114348055A

Abstract

The invention provides a magnetic suspension rail transit operation control method and a control system, comprising the following steps: acquiring position information of the magnetic suspension train in real time; when the position information of the magnetic suspension train meets the preset action condition, determining a target movement position corresponding to each fork motor; and controlling each switch motor to move according to the corresponding preset moving speed, wherein in the moving process of the switch motor, the corresponding preset moving speed of each switch motor is compensated based on the actual moving amount and the theoretical moving amount of each switch motor until each switch motor moves to the corresponding target moving position. The magnetic suspension rail transit operation control method disclosed by the invention is used for cooperatively controlling each switch motor in the switch line changing process, compensating the speed of each switch motor, eliminating accumulated errors of a plurality of motors in the moving process, preventing the switch from being deformed, damaged and broken due to local stress concentration, and improving the service life of the rail and the operation safety of the magnetic suspension rail transit.

Description

Magnetic suspension rail transit operation control method and control system

Technical Field

The invention relates to the technical field of magnetic suspension rail transit operation control, in particular to a magnetic suspension rail transit operation control method, a magnetic suspension rail transit operation control system and a machine-readable storage medium.

Background

The permanent magnet magnetic levitation transportation system is used as a brand-new transportation technology, the train body is suspended on the permanent magnet paving track by means of the repulsive force of the permanent magnet, no direct contact exists between the train body and the permanent magnet track, only air resistance exists in the running process of the magnetic levitation train, and theoretically, the speed per hour can reach a higher level. Because the permanent magnet maglev train utilizes the permanent magnet to realize zero-power levitation of the maglev train, the permanent magnet maglev train has the advantages of high running speed, low noise, energy conservation, safety and easy maintenance, and represents the development direction of the next generation of advanced rail traffic.

Compared with the traditional wheel-rail track traffic, the permanent magnetic levitation train is levitated above the permanent magnetic track without direct contact, the special relationship between the train body and the permanent magnetic track is difficult to realize the switching of the permanent magnetic levitation train line, the turnout system is the device which is important for the line switching of the track traffic vehicle, and a large number of turnout devices are arranged on the switching of the trunk line and the branch line and the station in-out place. The turnout system is controlled by a zoned turnout module (Decentralised Switch Module, DSM) of the DCS subsystem, and is a key factor which needs to be considered in the safety protection and signal interlocking of the permanent magnet maglev train. The running stability, reliability and safety of the permanent magnetic levitation turnout system and turnout equipment determine the running safety and efficiency of the permanent magnetic levitation train. The existing turnout system is controlled based on the position of the magnetic levitation train, but has poor positioning accuracy of the train, deviation of the triggering time of the turnout line changing action, uneven local stress of the turnout in the line changing process, and certain potential safety hazard.

Disclosure of Invention

The invention aims to provide a magnetic suspension rail transit operation control method and system, which at least solve the problems that the action time of a turnout has deviation, the local stress of the turnout is uneven in the line changing process, and certain potential safety hazard exists. .

In order to achieve the above object, a first aspect of the present invention provides a magnetic levitation track traffic control method, including:

acquiring position information of the magnetic suspension train in real time;

when the position information of the magnetic suspension train meets the preset action condition, determining a target movement position corresponding to each fork motor;

and controlling each switch motor to move according to the corresponding preset moving speed, wherein in the moving process of the switch motor, the corresponding preset moving speed of each switch motor is compensated based on the actual moving amount and the theoretical moving amount of each switch motor until each switch motor moves to the corresponding target moving position.

Optionally, the acquiring the position information of the magnetic suspension train in real time includes:

when the number of the effective satellites is larger than or equal to the preset number, acquiring the position information of the magnetic suspension train based on the satellite positioning system, the inertial positioning system and the radar positioning system;

And when the number of the effective satellites is smaller than the preset number, acquiring the position information of the magnetic suspension train based on the inertial positioning system and the radar positioning system.

Optionally, the method further comprises:

when the number of the received effective satellite data is greater than or equal to the preset number:

calculating the importance degree of each effective satellite in the satellite positioning system, and sequencing the effective satellites according to the importance degree from large to small;

and obtaining the position information of the magnetic suspension train based on the preset number of effective satellites, the inertial positioning system and the radar positioning system.

Optionally, in the moving process of the switch motor, based on the actual moving amount and the theoretical moving amount of each switch motor, compensating the preset moving speed corresponding to each switch motor includes:

acquiring the actual movement amount and the theoretical movement amount of each bifurcated motor in real time;

determining displacement errors and error change rates of the motors of each bifurcation based on the actual movement amount and the theoretical movement amount of the motors of each bifurcation;

obtaining a position compensation quantity corresponding to each bifurcation motor based on the displacement error and the error change rate corresponding to each bifurcation motor;

and correcting the preset moving speed corresponding to each bifurcation motor based on the position compensation quantity corresponding to each bifurcation motor.

Optionally, the obtaining the position compensation amount corresponding to each bifurcation motor based on the displacement error and the error change rate corresponding to each bifurcation motor includes:

and taking displacement errors and error change rates corresponding to the motors of each bifurcation as input, and calculating to obtain the position compensation quantity corresponding to the motors of each bifurcation based on a preset fuzzy control rule.

Optionally, the target movement amount is calculated by the following formula:

wherein y is _n Fitting a curve function for the corresponding track of each branch motor; y' _n Is y _n Is the first derivative of (a); y' _n ' is y _n Is a second derivative of (2); l (L) _n The theoretical movement amount of the turnout motor; l (L) _n The distance between the position of the turnout motor and the fixed end of the turnout beam; ρ _n Is the inverse of the radius of curvature required when the switch beam changes line.

A second aspect of the present invention provides a magnetic levitation track traffic control system, comprising:

the system comprises a vehicle-mounted system, an information fusion system and a turnout control system, wherein the information fusion system is respectively in communication connection with the vehicle-mounted system and the turnout control system;

the vehicle-mounted system is used for measuring the position information of the magnetic suspension train in real time;

the information fusion system is used for outputting corresponding turnout control instructions according to the received position information of the maglev train;

The turnout control system is used for synchronously controlling the corresponding turnout motor to move according to the turnout control instruction and compensating the corresponding preset moving speed of each turnout motor based on the actual moving amount and the theoretical moving amount of each turnout motor in the moving process of each turnout motor until each turnout motor moves to the corresponding target moving position.

Optionally, the vehicle-mounted system includes: satellite positioning systems, inertial positioning systems, and radar positioning systems.

Optionally, the switch control system includes: a cooperative controller and a plurality of single switch motor controllers;

the cooperative controller is used for synchronously sending control signals to each single-track switch motor controller based on a switch control instruction, and synchronously sending speed compensation signals to the single-track switch motor controllers corresponding to each switch motor based on the actual movement amount and the theoretical movement amount of each switch motor in the moving process of the switch motor;

each single-switch motor controller is used for controlling the corresponding switch motor to move according to the received control signal and the speed compensation signal

In another aspect, the present application provides a machine-readable storage medium having stored thereon instructions for causing a machine to perform the above-described magnetic levitation track traffic control method of the present application.

According to the application, the accurate position of the magnetic suspension train is obtained as the action condition of the switch line, each switch motor is cooperatively controlled in the switch line changing process, and the speed of each switch motor is compensated based on the actual movement amount and the theoretical movement amount of each switch motor, so that the accumulated errors of a plurality of motors in the moving process are eliminated, the deformation, the damage and the breakage of a track caused by the local stress concentration of the switch are prevented, and the service life of the track and the running safety of the magnetic suspension track traffic are improved.

Additional features and advantages of embodiments of the application will be set forth in the detailed description which follows.

Drawings

The accompanying drawings are included to provide a further understanding of embodiments of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain, without limitation, the embodiments of the application. In the drawings:

FIG. 1 is a flow chart of a magnetic levitation track traffic control method provided by the application;

FIG. 2 is a schematic diagram of a switch structure of the magnetic levitation track traffic provided by the application;

FIG. 3 is a schematic diagram of a location information acquisition process according to the present application;

FIG. 4 is a schematic diagram of the workflow of the magnetic levitation track traffic control system provided by the present invention;

FIG. 5 is a schematic diagram of the overall flow of the magnetic levitation track traffic control system provided by the invention;

FIG. 6 is a schematic diagram of a control flow of the switch control system provided by the present invention;

FIG. 7 is a schematic diagram of the control principle of the cooperative controller provided by the present invention;

FIG. 8 is a flow chart of the control of the multi-pass motor provided by the invention;

fig. 9 is a schematic diagram of a control principle of the single-track switch motor controller provided by the invention.

Detailed Description

The following describes specific embodiments of the present invention in detail with reference to the drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the invention, are not intended to limit the invention.

FIG. 1 is a flow chart of a magnetic levitation track traffic control method provided by the invention; fig. 2 is a schematic diagram of a switch structure of magnetic levitation track traffic provided by the invention. As shown in fig. 1, an embodiment of the present invention provides a magnetic levitation track traffic control method, which includes:

step 101, acquiring position information of a magnetic suspension train in real time;

102, determining a target movement position corresponding to each fork motor when the position information of the magnetic suspension train meets a preset action condition;

And 103, controlling each switch motor to move according to the corresponding preset moving speed, wherein in the moving process of the switch motor, the corresponding preset moving speed of each switch motor is compensated based on the actual moving amount and the theoretical moving amount of each switch motor until each switch motor moves to the corresponding target moving position.

Specifically, the structure of the turnout is shown in fig. 2, the turnout of the straddle type permanent magnet magnetic suspension magnetic levitation system is an integral permanent magnet track with the length of 20-50 meters and a steel beam, the track line changing is realized by using a plurality of driving motors to drive the permanent magnet track and the steel beam to elastically deform, and the driving motors adopt linear motors. In the moving process of the turnout, the positions of the driving motors must be kept in a mutually coordinated relation, otherwise stress concentration of the turnout beam is caused, and permanent magnet tracks are broken to seriously endanger the operation safety of the permanent magnet magnetic levitation train. Therefore, the invention provides a cooperative safety control method for a plurality of driving motors of a permanent magnet magnetic levitation turnout so as to ensure that the turnout can accurately move in the line changing process, avoid movement errors caused by external disturbance and improve the safe and efficient operation of a permanent magnet magnetic levitation train. The curvature of the switch may change to some extent before and after the switch is changed. Therefore, the position information of the magnetic levitation train is obtained in real time, when the magnetic levitation train moves to a certain point, the condition for triggering the switch change line is met, at this time, the position after the switch change line is determined (the position is a position set in advance according to the track arrangement condition), so that the target movement amount of each switch motor to be moved is determined, the target movement amount is a preset value set in advance according to the front and back movement amount and the curvature radius of the switch beam change line, each switch motor corresponds to a target movement amount, and the closer to the switch motor at the fixed end of the switch beam, the smaller the target movement amount is, because the target movement amounts corresponding to different switch motors are different, the movement speeds of the switch motors are required to be set to be different speeds, the corresponding movement of each switch motor is ensured to be moved after a specific time is required, the switch motor is enabled to reach the position corresponding to the time, the stress applied to the switch beam in the change line process is ensured to meet the requirement, the local stress is not uniform, the deformation, the breakage and even the breakage of the switch beam are avoided, the service life of the switch beam is influenced, and the running risk of the track traffic is increased.

However, in the existing moving process of the turnout motor, because certain external disturbance exists, when the disturbance is overlarge, the turnout motor cannot overcome the disturbance, the running speed and the running displacement are deviated, the running displacement of the turnout motor cannot be in place, so that the stress distribution of the turnout beam is affected, in addition, in the prior art, a PID algorithm is generally adopted, the final moving quantity of the turnout motor is directly controlled according to the actual moving quantity of the turnout motor measured by a ranging sensor, the final moving quantity of the turnout motor meets the target moving quantity of the turnout motor, in this way, synchronous cooperative control of the turnout motor cannot be realized, and under the conditions that part of turnout motors are in place and part of turnout motors are not in place, the local stress of the turnout beam is overlarge and the mutual disturbance of the turnout beam is generated.

Further, the acquiring the position information of the magnetic suspension train in real time includes:

Specifically, in the embodiment of the invention, the running position and the running speed of the magnetic suspension train are accurately obtained, the method has an important effect on timely line replacement of the turnout, the position of the magnetic suspension train is used as a trigger condition for starting line replacement, the timely line replacement can be ensured, and the running safety is realized. Therefore, it is necessary to obtain the accurate position of the train running, and in the embodiment of the present invention, when the number of effective satellites is greater than or equal to the preset number: acquiring vehicle position information based on a satellite positioning system, an inertial positioning system and a radar positioning system; when the number of effective satellites is less than the preset number: the position information of the magnetic suspension train is obtained based on the inertial positioning system and the radar positioning system, and accurate position and speed information of the train can be obtained.

In addition, when the number of the effective satellites is equal to or greater than a preset number: the specific mode for obtaining the vehicle position information based on the satellite positioning system, the inertial positioning system and the radar positioning system is as follows: because the Beidou satellite positioning system can achieve the meter-level error, under the condition that the Beidou satellite positioning system can be normally used, information acquired by the Beidou satellite positioning system and the inertial positioning system are fused based on a fusion algorithm, so that the position information acquired by the Beidou satellite positioning system is corrected in real time, the inertial positioning system can output high-precision train position information when the Beidou satellite positioning system cannot be normally used, the position information acquired by fusion processing of the Beidou satellite positioning system and the inertial positioning system is matched with the train position information acquired by the radar positioning system to output final magnetic suspension train position information, and when the train position information is matched, if the difference value between the position information acquired by fusion processing of the Beidou satellite positioning system and the inertial positioning system and the train position information acquired by the radar positioning system meets a preset error range, the respectively output position information is summed and averaged to be used as the finally output magnetic suspension train position information; when the number of effective satellites is less than the preset number: the specific mode for obtaining the vehicle position information based on the inertial positioning system and the radar positioning system is as follows: and matching the position information obtained through the processing of the inertial positioning system with the train position information obtained through the radar positioning system so as to output final magnetic levitation train position information.

The implementation process for obtaining the position of the magnetic suspension train through the radar positioning system comprises the following steps: the point cloud information is acquired in real time through the vehicle-mounted radar, and the point cloud information in the orbit electronic map near the train position is matched through the Beidou satellite and the multi-sensor fusion positioning system, so that the position information is output, the efficiency of the laser radar positioning system can be improved, and the orbit electronic map is drawn in advance according to the position information during orbit design and the actual orbit information during engineering construction. The radar in the radar positioning system can adopt a laser radar and the like.

In another embodiment, fig. 3 is a schematic diagram of a position information acquisition flow provided by the present invention, as shown in fig. 3, when a satellite navigation positioning system receives more than 4 satellite data, preliminary position information of a train is acquired through an inertial positioning system and the satellite positioning system, at this time, information needs to be fused, and in the embodiment of the present invention, an elevation constraint and a posture constraint are adopted to add a kalman filtering algorithm, so as to solve the problems of constraint elevation divergence and error divergence, and the constraints can be acquired through a calculation fusion algorithm, so as to finally obtain fused train positioning information, which specifically includes:

The running speed, the suspension height, the radius of the track and the like of the permanent magnetic suspension train are limited to a certain extent, and the fusion algorithm can be further improved by adding the constraint conditions in the traditional Kalman filtering model, so that the overall accuracy of positioning by utilizing various sensors is improved.

The system state equation and the measurement equation after adding the constraint in the Kalman filtering model are set as follows:

wherein X is _k Is a system state matrix; phi (phi) _k/k-1 Is a state transition matrix; w (W) _k Is process noise; z is Z _k An actual observation matrix of the state matrix; h _k Is a state observation matrix; v _k For actual noise in the measuring processSound; d (D) _k Transferring the matrix for constraint conditions; d, d _k Is a specific numerical value of the constraint condition.

The objective function is:

wherein W is arbitrarily positive and symmetric to obtain a matrix, namely a weight matrix of the observation vector,and the predicted value is Kalman filtering after the constraint condition is added.

The Lagrange optimization conditional expression is obtained based on the objective function and the specific constraint condition and is as follows:

where λ is the Lagrangian constant vector. Let omega be equal to lambda andthe first partial derivatives of (2) are all 0, and the corresponding ++is obtained when Ω is minimum>Is a function of the observed value of (a). Namely:

the predicted value of the kalman filter algorithm after adding the constraint condition is:

the specific process is as follows:

Wherein K is _k For Kalman gain, P _k For Kalman estimation error covariance matrix, Q _k Covariance matrix for process excitation noise, Z _k Is a state observation equation.

In another embodiment, the specific implementation flow of high-precision positioning by using Beidou navigation and multi-sensor information fusion is as follows:

firstly, initializing train position information and running state by using a running plan, and when the Beidou satellite positioning navigation system can work normally, measuring and updating the position and speed of the permanent magnetic levitation train in real time by using the Beidou satellite system, wherein the specific process is as follows:

the Beidou satellite signal receiving antenna and the receiver are arranged on the permanent magnetic levitation train to receive ephemeris data sent by the Beidou satellites, and when the received satellite data exceeds 4 satellites, the data of the first 4 satellites are screened out and resolved to obtain the real-time position information of the permanent magnetic levitation train. However, the present Beidou positioning method utilizes a pseudo-range positioning method, namely, the transmission time of satellite signals obtained by the operation of a receiver of Beidou satellite information received by an antenna on a permanent magnetic levitation train is multiplied by the speed of light to obtain the relative distance between the permanent magnetic levitation train and the Beidou satellite. Because unavoidable clock errors exist among the clock of the permanent magnet maglev train receiver, the clock of the Beidou satellite and the standard clock in the Beidou system, the measured distance is a pseudo range, and therefore the errors must be compensated. And measuring an error value by using the Beidou ground reference station and correcting the error value. The operation mode is as follows:

Wherein ρ is _i The obtained distance is calculated for a permanent magnet maglev train satellite receiver; (x) _i ，y _i ，z _i ) The three-dimensional space position of the ith Beidou satellite is known; (x is a number of the components,y, z) is the three-dimensional position of the suspension train to be solved; c is the speed of light; and delta t is the error of the receiver clock of the permanent magnetic levitation train obtained by using the Beidou satellite reference base station.

And secondly, when satellite information received by the Beidou satellite due to special topography is less than 4 and short time failure or positioning accuracy is insufficient, matching is carried out by using the Beidou satellite navigation system, the radar, the multi-sensor and the vehicle-mounted laser radar with the established electronic map point cloud information so as to calculate the position and speed information of the permanent magnetic levitation train. The Beidou satellite and the multi-sensor and electronic map are utilized for information matching, so that accumulated errors generated by the Beidou satellite and the multi-sensor can be eliminated, and the positioning accuracy of the permanent magnetic levitation train is greatly improved. The specific process is as follows:

the acceleration information of the permanent magnetic levitation train measured by the acceleration sensor can be obtained:

again integrating the velocity information of the above formula may obtain position information:

wherein R is _e Is the earth radius.

In addition, the embodiment of the invention provides a method for updating and correcting the observation model established by the Beidou satellite receiver by taking the mathematical model established by various sensors as a prediction model and dynamically correcting the observation model by designing forgetting factors aiming at observation noise. The prediction model formed by the fusion of the multiple sensors is as follows: x (k) =f (x _k-1 ,u _k-1 )+W _k-1

Wherein x= [ s ] _ix ,s _iy ,s _iz ,v _ix ,v _iy ,v _iz ,] ^T Six-dimensional vectors representing the ith position(s) and speed (v) at the k moment, wherein the control quantity u is triaxial acceleration, and the prediction equation is as follows:

wherein,,representing the attitude angle; Δa represents the acceleration difference between k and k-1; w (W) _k-1 A covariance matrix representing the system noise at time k-1.

The predicted covariance is obtained as:

wherein A is a state function Jacobian matrix,the optimal estimation error is k-1.

The observation model of the BDS receiver is:

the embodiment of the invention also provides a self-adaptive online adjustment parameter a, and a is:

the extended kalman gain is:

wherein H is _k As the first order reciprocal of h, when K is calculated _k The larger the Kalman gain is, the larger the proportion occupied by the Beidou satellite in the updated equation is; k (K) _k The smaller the Kalman gain, the smaller the Beidou satellite occupies in the updated equation, the larger the proportion occupied by the multiple sensors, and the more accurate the Kalman gain isThe accurate positioning of the permanent magnetic levitation train is realized; the specific proportional value is determined by the specific value of the kalman gain.

And finally, matching the point cloud information of the pre-established orbit electronic map with the point cloud information obtained in real time by the vehicle-mounted laser radar, measuring and calculating the train speed and position information by using a Beidou satellite navigation and multi-sensor combined positioning system of the permanent magnetic suspension train, matching the orbit line point cloud characteristic parameters in the orbit electronic map, and effectively correcting the Beidou satellite system and the multi-sensor combined positioning system, thereby further improving the positioning precision of the system.

Further, the method further comprises:

Specifically, when the number of received satellite data is equal to or greater than a preset number: calculating the importance degree of each satellite in the effective satellites in a satellite positioning system, and sequencing the satellites according to the importance degree from big to small; and obtaining the position information of the magnetic suspension train based on the satellites, the inertial positioning system and the radar positioning system which are arranged in front of the preset number. By adopting the mode, the calculated amount when the train position is acquired through the satellite positioning system can be effectively reduced, and the calculation speed is improved. In the embodiment, four effective satellites are adopted for calculation, so that the data calculation amount in the calculation process can be reduced, and the positioning accuracy of the magnetic suspension train can be ensured to obtain accurate position information.

In this embodiment, the satellite positioning system adopts the beidou satellite positioning system, and when the beidou satellite positioning system obtains the position information of the magnetic suspension train, the BDS satellite navigation positioning system formed by the satellite receiver needs to be ensured to receive more than 4 satellite data to determine the position of the permanent magnetic suspension train, and the number of the received satellite signals is less than four and cannot be calculated to the position of the permanent magnetic suspension train, however, when the number of the received satellite signals is more than 4, the workload of calculation is increased, thereby affecting the real-time performance of the system, so how to select the received satellite signals is one of the key research objects of the invention. The specific process is as follows:

Let the observation matrix of the nth Beidou satellite be H when the permanent magnet maglev train satellite receiver receives n Beidou satellite signals _n Ignoring the received j (j=l, 2,3, …, n) th satellite information to obtain an observation matrix of n-1 Beidou satellite informationThe recurrence relation of neglecting the front and back 2 observation matrixes is as follows:

wherein h is _j Represents the observation vector of the j-th Beidou satellite, andlet->Then:

wherein,,is a scalar, denoted S _jj The method can obtain:

by usingThe satellite system for representing n Beidou satellite combinations is affected by the j satellite:

according to the above process, the importance degree of the received satellites in the positioning system can be calculated respectively, the satellites in the first four positions are selected as positioning satellites in the satellite positioning system for subsequent output, and the positioning satellites are combined with the radar positioning system and the inertial positioning system to obtain accurate position information of the magnetic levitation train.

Further, in the moving process of the switch motor, based on the actual moving amount and the theoretical moving amount of each switch motor, compensating the preset moving speed corresponding to each switch motor comprises:

Specifically, based on the actual movement amount and the theoretical movement amount of each bifurcation motor, the preset movement speed corresponding to each bifurcation motor is compensated, and the specific process is as follows:

the actual movement amount of each switch motor is detected in real time through the arranged sensor system or detected according to the preset sampling time, and the actual movement amount of the motor can be measured by adopting a ranging sensor and the like arranged on the motor, and the actual movement amount is different because the movement speed of each switch motor is different; taking the lack of displacement of a turnout motor as an example: the sampling time and the moving speed are known, so that the moving amount of the switch motor at the current sampling time and the moving amount of the switch motor at the next sampling time can be directly obtained, the position compensation amount is superposed on the moving amount of the switch motor at the next sampling time, the movement speed of the switch motor between the current sampling time and the next sampling time (namely, the speed after compensation is added on the basis of the target moving speed) is converted into the moving speed of the switch motor between the current sampling time and the next sampling time, the displacement error is compensated at the next sampling time, the continuous dynamic control is carried out at the subsequent sampling time, and the cooperative control of each motor is realized; similarly, the switch motor has excessive walking displacement, and the method is the same as the switch motor lack displacement processing method, and is not repeated here.

Further, if the obtained displacement error is smaller than the preset value, it can be considered that only a slight difference exists between the actual movement amount and the theoretical movement amount of the switch motor, the whole movement of the switch beam is not affected, and at this time, the speed compensation can be selected not to be performed.

Further, the obtaining the position compensation amount corresponding to each bifurcation motor based on the displacement error and the error change rate corresponding to each bifurcation motor includes:

Specifically, after the displacement error and the error change rate are obtained by comparing the theoretical movement amount and the actual movement amount of each switch motor, the corresponding position compensation amount can be calculated based on a preset fuzzy control rule, so that the preset movement speed corresponding to each switch motor is accurately compensated, the displacement error is eliminated, and after the compensation speed, the stress of the switch beam can be ensured to meet the set requirement in the movement process of the switch motor. More specifically, a triangle membership function is selected, and fuzzy reasoning utilizes Mamdani reasoning.

Further, the target movement amount is calculated by the following formula:

Specifically, the target movement amount can be calculated by the above formula, wherein l _n The distance between the switch motor and the fixed end of the switch beam is different from the distance between the switch motor and the fixed end of the switch beam, and y _n For the track fitting curve function corresponding to each turnout motor, as the target moving position and moving speed of each turnout motor are known, the moving amount of the turnout motor at the corresponding moment can be obtained to determine the position of the turnout motor at the moment, and the position of each turnout motor determines the integral curvature radius of the turnout beam, so that the specific data is fitted by using a matlab self-contained fitting tool to obtain the track fitting curve function corresponding to each turnout motor, and the theoretical moving amount of the turnout motor can be accurately calculated; in addition, each motor position can be fitted according to the data of specific track construction, and a track fitting curve function corresponding to each bifurcation motor is obtained. The track fitting curve function corresponding to each turnout motor can be determined according to the actual movement amount of the turnout beam, so that the curvature radius required when the turnout beam corresponding to each turnout motor changes the line is determined. ρ _n For the inverse of the curvature radius required by the switch beam line replacement, the stress distribution of the whole switch beam can be ensured to meet the requirement only by ensuring that the curvature radius required by the corresponding switch beam line replacement of each switch motor meets the requirement, so that rho is ensured under different sampling time in the line replacement process _n Specific values vary.

In another embodiment, L _n The theoretical movement amount of the turnout motor can be replaced by the preset movement amount which changes along with the sampling time, the preset movement amounts of the turnout motor corresponding to different sampling moments are different, in each sampling process, the preset movement amount and the actual movement amount of the turnout motor are compared to adjust the speed, the turnout motor is ensured to move to the preset position corresponding to the moment at the next sampling moment, and in the process, the real-time comparison of the theoretical movement amount and the actual movement amount of each turnout motor is required to be carried out, so that the real-time adjustment is realized.

Fig. 4 is a schematic workflow diagram of a magnetic levitation track traffic control system provided by the present invention, and as shown in fig. 4, an embodiment of the present invention further provides a magnetic levitation track traffic control system, including: the system comprises a vehicle-mounted system, an information fusion system and a turnout control system, wherein the information fusion system is respectively in communication connection with the vehicle-mounted system and the turnout control system;

Specifically, the plurality of line-changing driving motors cooperatively act under the instruction of the information fusion control center to drive the permanent magnet track and the turnout beam to bend to a designated position, and in the process of line-changing of the permanent magnet magnetic levitation turnout, the turnout line-changing driving motors at different positions are different in resistance and possibly subjected to uncertain extra disturbance, so that the running positions of the turnout are different from the standard given running positions, and the information fusion center is required to acquire the motion states and the moving distances of the driving motors by utilizing various sensors in the line-changing process and compensate motor output with errors.

In addition, the vehicle-mounted system, the information fusion system and the turnout control system are in communication connection, and in order to ensure the stability of data transmission of each system part, the communication system of the vehicle and the information fusion system is optimized. The invention provides a train-ground communication system based on a fifth generation communication technology, which is based on a 5G technology to improve the defects of the existing communication technology of a permanent magnetic levitation train ground. The safety of the system is far superior to that of the current system.

For urban permanent magnetic suspension rail transit, the distance set by the stations is generally smaller than lkm, so that the technical characteristics of the 5G small base stations can know that 1 set of 5G small base stations are configured at each station to meet the vehicle-ground communication requirement of a signal system. When the interval between two stations is more than 1.2km, 1 set of 5G small base stations are added at proper positions to ensure the effectiveness of the system so as to meet the excellent performance of vehicle-ground wireless communication.

Fig. 5 is a schematic overall flow diagram of a magnetic levitation track traffic control system provided by the invention, and the multi-motor cooperative control method of the line changing turnout mainly realizes the management of the state of the permanent magnet turnout, receives the permanent magnet turnout line changing instruction sent by the information fusion center, and realizes the functions of cooperative control, state monitoring, fault diagnosis, release and the like among all motors.

As shown in fig. 5, the system starts from initialization and self-checking in the group program and monitors the communication module in real time, the communication module rewards the connection of each sub-module to realize the state and switching management of the permanent magnet turnout, and the cooperative control module realizes the cooperative control of each motor, and the system always performs the circulation to complete the control task of the turnout at any time, wherein the cooperative control of multiple motors is the key design object in the invention. Specifically, after accurate position and speed information of the permanent magnetic levitation train are obtained, when the train runs to a preset position, the turnout enters a line changing process.

Fig. 6 is a schematic diagram of a control flow of the switch control system provided by the invention, as shown in fig. 6, the switch control system of the permanent magnetic levitation track responds to a line changing command sent by the information fusion system, and cooperatively controls a line changing motor to switch in place with a switch beam, and the running states of the permanent magnetic switch beam and the motor need to be monitored in real time in the motor movement process, and safety measures are started when the motor fails. The efficient and safe control of the permanent magnetic levitation turnout is an important link in the safe and efficient operation process of the permanent magnetic levitation train, and the state switching of the permanent magnetic levitation train is shown in fig. 6.

In fig. 6, the command waits for receiving a line change command sent from the ground information fusion processing center (i.e. the information fusion system), and jumps to a state detection state after receiving a switch command message; the state detection mainly detects the I/O state to judge whether the I/O unit and the motor driving unit are ready or not, if so, a ready command is sent to the turnout unlocking unit, and if so, fault information is sent to the fault processing unit; the turnout unlocking unit mainly executes turnout unlocking tasks, when receiving a system signal of the state detection unit, the turnout unlocking unit activates a motor and unlocks the motor to lock, if the locking is smoothly released, an unlocking signal is transmitted to the cooperative control module, otherwise, the unlocking signal is transmitted to the fault diagnosis module; when the unlocking signal is transmitted, the cooperative control unit cooperatively controls the permanent magnet turnout line-changing motor to enable each motor to run to a designated position, when each motor runs to the designated position in a designated time, the running in-place signal is transmitted to the turnout locking unit, otherwise, the turnout locking unit is regarded as a cooperative unit fault and fault information is transmitted to the fault processing unit; when the turnout locking unit receives the in-place running signals of the motors of the cooperative units, locking each motor so as to prevent danger caused by the fact that the motors run again, if the locking is successful, transmitting the signals which are successfully locked into the command waiting unit to inform the information fusion center that the permanent magnetic levitation train can safely pass, otherwise, transmitting locking fault signals into the fault processing unit and displaying the fault signals through the signal lamp system; after the fault processing unit receives fault signals transmitted by different units, fault coding is carried out on the fault signals, and a solution is found according to the fault codes, if a solution can be found in the established fault, the fault is removed according to a fault removing solution in the established fault library, and the fault removing signal is transmitted back to the information fusion center, otherwise, a fault self-solving failure code is generated and cannot be transmitted to the maintenance center for fault removing, and the fault codes and the solution of the maintenance center are stored in the fault library, so that the self-solving of the system after the fault is met again is avoided.

The invention establishes an information fusion system, and the information such as the position and the speed of the permanent magnetic suspension train and the information such as the position and the locking of a turnout motor are subjected to centralized processing so as to eliminate the problems of first integration level of each module, easy communication error generation and the like, and the information fusion system is a main technical support system for intelligent control of the permanent magnetic suspension track traffic turnout. The idea of information fusion is introduced into an intelligent turnout control system, so that an integrated information processing platform of an open architecture is realized. And key technologies such as information sharing, real-time monitoring, multi-mode response and the like among all subsystems are realized. The information fusion system has important roles of decision support, driving safety guarantee, multi-system data resource benefit maximization and the like.

The information fusion system provides a unified platform for the control information processing of the permanent magnetic levitation track traffic turnout, and the information fusion center can realize the automatic control of the turnout system, effectively reduce the labor intensity of station management personnel for controlling the turnout, improve the response speed and scientific decision making capability of the turnout system, and effectively improve the passing efficiency of the permanent magnetic levitation train. Therefore, the transportation safety of the permanent magnetic levitation track traffic is ensured, and the information of each system is fully integrated to exert the maximum comprehensive benefit of various information.

Further, the in-vehicle system includes: satellite positioning systems, inertial positioning systems, and radar positioning systems. Specifically, the positioning of the magnetic levitation train is performed by combining the satellite positioning system, the inertial positioning system and the radar positioning system, so that the positioning accuracy of the train can be ensured.

Further, the switch control system includes: a cooperative controller and a plurality of single switch motor controllers;

each single-track switch motor controller is used for controlling the corresponding switch motor to move according to the received control signal and the speed compensation signal.

Specifically, fig. 7 is a schematic diagram of a control principle of the cooperative controller provided by the present invention, and a cooperative control structure designed by the present invention is shown in fig. 7: the cooperative controller is mainly divided into two parts, namely a motor position resolver and an error cooperative compensator. The position solver mainly solves the position from the permanent magnet rail to the turnout line changing motor in real time, and then outputs the position information of each turnout driving motor by using a parallel cooperative control mode and sensor information. And when the switch line motor is out of position due to interference in some way, the cooperative compensator acts to compensate the switch line motor. The controller can ensure that the driving motors can cooperatively operate with high precision. The specific design scheme is as follows:

Designing a position solver: the displacement of the switch line changing driving motor obtained according to the cooperative relation of the switch line changing driving motor is as follows:

wherein y is _n Fitting a curve function for the corresponding track of each branch motor; y' _n Is y _n Is the first derivative of (a); y' _n ' is y _n Is a second derivative of (2); l (L) _n The theoretical movement amount of the turnout motor; l (L) _n The distance between the position of the turnout motor and the fixed end of the turnout beam; ρ _n The reciprocal of the curvature radius required when the turnout beam changes the line is obtained, so the displacement of the turnout line changing motor is related to the bending radius of the turnout line changing turnout beam, namely:

L _n ＝(ρ _n ). The position solver is used for calculating the curvature of the bending of the line-changing turnout beam body, namely rho in real time _n And calculating the displacement of each motor in real time, and realizing the cooperative control of the turnout line-changing motor by using a parallel cooperative control position resolver.

Collaborative compensator design based on fuzzy control: the permanent magnet turnout line-changing motor and the line-changing turnout beam are in a strong coupling relationship, and the line-changing turnout beam comprises a permanent magnet track and a steel body beam, so that the permanent magnet track and the steel body beam are different in materials and huge in elastic characteristic difference, and the strong coupling relationship between the line-changing turnout beam and the line-changing motor makes it almost impossible to establish an elastic deformation model. When the disturbance is small in the working process of the line-changing road switch system, the self-stabilization regulation of the motor is not likely to influence the synergy of the whole system, and when the disturbance exceeds the self-stabilization regulation range, the motor is required to be subjected to additional cooperative compensation, so that the invention proposes to establish a fuzzy control rule base to compensate the disturbance.

The input of the cooperative compensator based on fuzzy control is the displacement error e obtained by resolving the line changing switch driving motor and the change rate ec thereof, and the output is the compensation quantity u of the position of the line changing switch motor. The arguments are respectively [ -6, -5, -4, -3, -2, -1,0,1,2,3,4,5,6], [ -6, -5, -4, -3, -2, -1,0,1,2,3,4,5,6] and [ -3, -2, -1,0,1,2,3], and fuzzy subsets of e, ec and u are set as ' Negative Big (NB), ' Negative Middle (NM), ' Negative Small (NS), ' Zero (ZO), ' Positive Small (PS), ' median (PM), ' Positive Big (PB), triangular membership functions are selected, and fuzzy reasoning utilizes Mamdani reasoning.

The collaborative compensator receives the displacement error e and the change rate ec, and after the line-changing turnout system is disturbed, each driving motor can rapidly compensate the line-changing turnout driving motor with the collaborative error in real time according to the established fuzzy control rule base so as to ensure the collaborative property of the line-changing turnout system. The specific process is as follows: when the e and ec symbols received by the cooperative compensator are the same, the displacement error of the driving motor is shown to be larger and larger, and the driving motor must be compensated immediately at the moment so as to eliminate the displacement error; when the system inputs e and ec are different in sign, the error tends to be smaller although the deviation is larger, so smaller compensation or no compensation should be output; when ec is small, but e is always present, an appropriate amount of compensation for the output is required.

FIG. 8 is a flowchart of the control of multiple motors according to the present invention, as shown in FIG. 8, the cooperative control of multiple motors includes the following specific matters, firstly, the position resolver calculates the distance that the motor should move within a specified line changing time to control the operation amount of each motor; secondly, analyzing the queue information to obtain the state information of each motor and the position thereof; then, according to the front work, the real-time displacement error size and the change trend of the error of the motor can be obtained, and the cooperative compensator can compensate the motor by utilizing a fuzzy control rule; then, the position information of each top level is transmitted into a message queue, and is transmitted to an information fusion center through a communication unit so as to be convenient for further processing; and finally judging whether the motor runs in place within a specified time, if not, continuing the steps, and if so, ending the steps to finish the current displacement error compensation.

Fig. 9 is a schematic diagram of the control principle of the single turnout motor controller provided by the invention, the straddle type permanent magnet magnetic levitation turnout line switching device is a very precise motion control motor, the running position of the motor needs to be very precise, and in addition, in a long and large trunk line, the rapid turnout switching response ensures the operation efficiency of the permanent magnet magnetic levitation train. Therefore, the running position and response speed of the turnout motor are controlled optimally, and the turnout driving motor consists of a position, rotating speed and torque three-closed-loop control system, and particularly consists of a position ring of an outermost ring, a rotating speed ring of a middle ring and a current ring of the innermost ring. According to a mathematical model of a permanent magnet synchronous motor, the invention utilizes a voltage space vector PWM control method, and a designed single motor control system structure block diagram is shown in fig. 9, wherein SVPWM is to take ideal flux linkage circles of a three-phase symmetrical motor stator when three-phase symmetrical sine wave voltage is used for supplying power as a reference standard, and different switching modes of a three-phase inverter are used for proper switching, so that PWM waves are formed, and the formed actual flux linkage vectors are used for tracking the accurate flux linkage circles; the IPM is an intelligent power module (Intelligent Power Module) and is an advanced power switch device; the PMSM is a permanent magnet synchronous motor (permanent magnet synchronous motor).

The core of the design line changing motor control algorithm is to properly simplify and reduce the equivalent transfer function of the line changing motor, and then control the line changing motor by using a mature and simple controller. Because the line-changing motor adopts the permanent magnet synchronous motor, and with the development of intelligent control algorithms in recent years, a plurality of control algorithms are also applied to the permanent magnet synchronous motor, such as a neural network, self-adaption, active disturbance rejection and the like, and the methods are intelligent but have very troublesome parameter debugging of a plurality of internal parameters, so the method is not suitable for permanent magnet magnetic levitation track traffic with the current technical level. The method is applied to a PID control algorithm which is quite mature in industry, the control precision is high, the dynamic response is quick, the requirements of a permanent magnet magnetic levitation turnout control system are basically met, and only three parameters are beneficial to on-site debugging and setting. However, once the parameters of the system cannot be changed autonomously, the anti-interference capability of the system is poor, a fuzzy PID controller is designed by adding a fuzzy control algorithm on the basis of a PID algorithm, a fuzzy rule base is constructed according to silence, and when the system encounters large disturbance, the parameters of the PID controller are adjusted according to the fuzzy rule response so as to improve the anti-interference capability of the system.

According to the mathematical model of the Laplace domain line-changing permanent magnet synchronous motor, the controller is designed as follows:

current loop controller design: the current loop mainly controls the switching state of the three-phase inverter bridge power tube so as to enable the winding of the line-changing permanent magnet motor to generate a space voltage vector, and takes a current signal as a feedback signal. The controlled object of the current loop can be equivalent to a three-phase inverter bridge and a permanent magnet synchronous motor winding.

Neglecting the back electromotive force effect of the motor winding, the motor winding can be simplified into two inertia links, the current loop controller (ACR) is designed to enable the motor torque to respond quickly and prevent current overshoot, and the current loop can be equivalent to a typical I-type system, and the transfer function is as follows:

wherein the equivalent transfer function represented in the s-domain is W; t (T) _s Is a time constant; k is a parameter of an actual motor; the parameters of the motor are as follows: kt=0.5, a damping ratio of 0.707, a maximum overshoot of 4%, a rise time of 4T, the transfer function of the system controller may be equivalent to:

wherein τ _i Time constant of the large inertia joint; k (k) _i The current loop ratio coefficient can be determined by the actual motor parameter.

Speed loop controller design: with the speed signal as a feedback signal, the closed loop transfer function of the current loop after the PI regulator is connected in series is as follows: />

The above can be reduced to:

because the permanent magnet magnetic levitation turnout line replacement is a continuous motion process, in the line replacement process, the turnout driving permanent magnet and the steel body beam must be ensured to follow the motor, no static difference is required to be generated in the rotating speed of the motor, and therefore an integral link is required to be arranged before load disturbance to eliminate the static difference, a PI regulator is used for a speed loop controller (ASR), and the transfer function is as follows:

open loop transfer function after the system is connected in series with the rotational speed PI regulator:

position loop controller design: the equivalent closed loop transfer function of the system after the correction of the current loop and the speed loop is as follows:

the open loop transfer function after the system is connected with the rotating speed PI regulator in series is a third-order system, the speed loop is simplified into an inertia link, and the simplified transfer function is as follows:

τ _n a time constant that is a speed loop controller; τ _c Is the time constant of the position loop controller, and τ _c Is the cut-off frequency omega of the velocity loop _c Is the inverse of the number of (a),k _n k is the proportionality coefficient of the speed controller _L And J is the total inertia of the motor and the load.

The position of the permanent magnet magnetic levitation track traffic turnout moves along with the motor in the line changing process, so that the input of the permanent magnet magnetic levitation track traffic turnout can be regarded as a slope signal, and therefore, the transfer function of the position loop controller (APR) by using the PI regulator is as follows:

The open loop transfer function can be equivalently:

wherein k is _p Is the scaling factor of the position loop controller, τ _p K is the time constant of the position loop controller _θ The speed loop equivalent time constant.

Those skilled in the art will appreciate that all or part of the steps in a method for implementing the above embodiments may be implemented by a program stored in a storage medium, where the program includes several instructions for causing a single-chip microcomputer, chip or processor (processor) to perform all or part of the steps in a method according to the embodiments of the application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.

The alternative embodiments of the present application have been described in detail above with reference to the accompanying drawings, but the embodiments of the present application are not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solutions of the embodiments of the present application within the scope of the technical concept of the embodiments of the present application, and all the simple modifications belong to the protection scope of the embodiments of the present application. In addition, the specific features described in the above embodiments may be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the various possible combinations of embodiments of the application are not described in detail.

In addition, any combination of the various embodiments of the present invention may be made, so long as it does not deviate from the idea of the embodiments of the present invention, and it should also be regarded as what is disclosed in the embodiments of the present invention.

Claims

1. A method of controlling operation of a magnetic levitation track, the method comprising:

acquiring position information of the magnetic suspension train in real time;

controlling each switch motor to move according to a corresponding preset moving speed, wherein in the moving process of the switch motor, the corresponding preset moving speed of each switch motor is compensated based on the actual moving amount and the theoretical moving amount of each switch motor until each switch motor moves to a corresponding target moving position;

the theoretical movement amount is calculated by the following formula:

2. The method for controlling the operation of the magnetic levitation railway according to claim 1, wherein the acquiring the position information of the magnetic levitation train in real time comprises:

3. The magnetic levitation track traffic control method according to claim 2, characterized in that the method further comprises:

4. The method according to claim 1, wherein compensating the preset moving speed corresponding to each of the switch motors based on the actual moving amount and the theoretical moving amount of each of the switch motors during the moving of the switch motors, comprises:

5. The method for controlling operation of magnetic levitation railway according to claim 4, wherein the obtaining the position compensation amount corresponding to each of the plurality of switch motors based on the displacement error and the error change rate corresponding to each of the plurality of switch motors comprises:

6. A magnetic levitation track traffic control system, comprising:

the turnout control system is used for synchronously controlling the corresponding turnout motor to move according to the turnout control instruction and compensating the corresponding preset moving speed of each turnout motor based on the actual moving amount and the theoretical moving amount of each turnout motor in the moving process of each turnout motor until each turnout motor moves to the corresponding target moving position;

the theoretical movement amount is calculated by the following formula:

7. The magnetic levitation track traffic control system of claim 6, wherein the in-vehicle system comprises: satellite positioning systems, inertial positioning systems, and radar positioning systems.

8. The magnetic levitation track traffic control system of claim 6, wherein the switch control system comprises: a cooperative controller and a plurality of single switch motor controllers;

9. A machine-readable storage medium having stored thereon instructions for causing a machine to perform the magnetic levitation track traffic control method of any of claims 1-5.