阅读说明：本技术 一种基于加速度信号故障诊断的磁悬浮列车悬浮控制方法 (Magnetic suspension train suspension control method based on acceleration signal fault diagnosis ) 是由 程虎 刘恒坤 袁茂林 肖力 周文武 年佳 于 2021-02-02 设计创作，主要内容包括：本发明公开了一种基于加速度信号故障诊断的磁悬浮列车悬浮控制方法,计算加速度信号,判断加速度信号是否正常,在加速度信号由正常转为异常时,采用迭代方法,调整间隙系数、加速度积分系数在阻尼中的占比,保持总阻尼不变；在加速度信号异常消失后,反向调节间隙系数、加速度积分系数在阻尼中的占比,保持总阻尼及其组成不变。本申请通过判定加速度信号是否产生异常,在产生异常时,增大间隙微分的反馈系数,使总的阻尼保持平稳,在没有异常时,引入加速度积分阻尼,减小间隙微分的反馈系数,同样使总的阻尼保持平稳,排除了加速度异常对总阻尼的影响,实现阻尼的平滑,保证磁悬浮的平稳运行。(The invention discloses a maglev train suspension control method based on acceleration signal fault diagnosis, which comprises the steps of calculating an acceleration signal, judging whether the acceleration signal is normal or not, adjusting the occupation ratio of a clearance coefficient and an acceleration integral coefficient in damping by adopting an iteration method when the acceleration signal is converted from normal to abnormal, and keeping the total damping unchanged; and after the acceleration signal disappears abnormally, the proportion of the clearance coefficient and the acceleration integral coefficient in the damping is reversely adjusted, and the total damping and the composition thereof are kept unchanged. Whether this application produces unusually through judging acceleration signal, when producing unusually, increase the differential feedback coefficient in clearance, make total damping keep steady, when not unusual, introduce acceleration integral damping, reduce the differential feedback coefficient in clearance, make total damping keep steady equally, got rid of the acceleration unusual influence to total damping, realized damped level and smooth, guarantee the even running of magnetic suspension.)

1. A magnetic suspension train suspension control method based on acceleration signal fault diagnosis is characterized in that: calculating an acceleration signal, judging whether the acceleration signal is normal or not, and adjusting the occupation ratio of a clearance coefficient and an acceleration integral coefficient in damping by adopting an iteration method when the acceleration signal is converted from normal to abnormal, so as to keep the total damping unchanged; and after the acceleration signal disappears abnormally, the proportion of the clearance coefficient and the acceleration integral coefficient in the damping is reversely adjusted, and the total damping and the composition thereof are kept unchanged.

2. The maglev train levitation control method based on acceleration signal fault diagnosis of claim 1, wherein: the reasonable range for calculating acceleration is: wherein M represents the total weight of the levitation system, M represents the weight of the part under the air spring, g represents the gravitational acceleration, and F_maxIndicating the maximum magnetic force that the levitating magnet can provide.

3. The maglev train levitation control method based on acceleration signal fault diagnosis of claim 1, wherein: judging whether the acceleration signal is normal or not, comprising the following steps:

s1, recording the levitation gap z, the levitation current i and the acceleration value at the current moment;

s2, estimating the levitation force F ═ F (z, i) at the current time based on the computational model of the levitation force;

s3, calculating the variation dF of the suspension force relative to the previous moment;

s4, calculating the variation da of the acceleration relative to the previous moment;

s5, calculating a deviation value Δ ═ i (dF/m) -da |;

and S6, judging whether the acceleration is abnormal.

4. The maglev train levitation control method based on acceleration signal fault diagnosis of claim 3, wherein: comparing the deviation value with a deviation set value, and if the deviation value is greater than the deviation set value, judging that the acceleration variation deviation is too large; comparing the amplitude of the acceleration with an amplitude set value, and if the amplitude is larger than the amplitude set value, judging that the amplitude of the acceleration is too large; and when the acceleration amplitude is overlarge and the deviation of the acceleration variation is overlarge, judging that the acceleration signal is abnormal.

5. The maglev train levitation control method based on acceleration signal fault diagnosis of claim 1, wherein: when the acceleration signal is judged to be changed from normal to abnormal, an iterative method is adopted to adjust the clearance coefficient k_d1And integral coefficient k of acceleration_d2After n iterations, the acceleration integral coefficient becomes 0, and the clearance coefficient increases;

k_d1(new)＝k_d1(old)+λ·step (1)；

k_d2(new)＝k_d2(old)-step (2)；

step＝k_d20/n (3)；

in the formula, k_d20The acceleration integral coefficient when showing the anomaly, n shows the number of iterations of processing procedure, step shows the iteration step length, and lambda shows the normalization coefficient of acceleration integral relative to gap differential.

6. The maglev train levitation control method based on acceleration signal fault diagnosis of claim 1, wherein: when the acceleration signal is judged to be abnormally disappeared, the clearance coefficient k is reversely adjusted_d1And integral coefficient k of acceleration_d2：

k_d1(new)＝k_d1(old)-λ·step (4)；

k_d2(new)＝k_d2(old)+step (5)；

By the above formula, the clearance system is gradually recoveredNumber k_d1To the value k before the occurrence of an anomaly_d10Gradually restoring the integral coefficient k of acceleration_d2To the value k before the occurrence of an anomaly_d20。

7. The maglev train levitation control method based on acceleration signal fault diagnosis of claim 1, wherein: and (3) adopting a PID control algorithm, adjusting the current of the suspension magnet by the suspension controller, and changing the suspension gap:

wherein k is_pDenotes the proportionality coefficient, k_iRepresents an integral coefficient; z represents the gap between the suspensions,represents the gap differential, a represents the acceleration; z is a radical of₀Indicates the nominal clearance, I₀Represents a rated current; k is a radical of_d1Represents the gap differential coefficient, k_d2Representing the integral coefficient of acceleration, k_d1、k_d2The value of (d) is related to the acceleration signal state; adjusting k according to whether the acceleration is normal or not_d1、k_d2Maintaining total dampingAnd is not changed.

8. A maglev train levitation control terminal based on acceleration signal fault diagnosis, comprising a memory, a processor, and a computer program stored in the memory and operable on the processor, characterized in that: the processor, when executing the computer program, implements the method of any of claims 1-7.

9. A computer-readable storage medium, in which a computer program is stored which, when being executed by a processor, carries out the method according to any one of claims 1 to 7.

Technical Field

The invention relates to the technical field of magnetic suspension train control, in particular to a magnetic suspension train suspension control method based on acceleration signal fault diagnosis.

Background

At present, the integral of the vertical acceleration of the suspension magnet is used to provide a part of damping, which is a common control means for suspension systems, and has a good effect on suppressing track irregularity. However, when the suspension system is impacted by external vibration, such as braking of a clamp, strong interference signals can be superimposed on the acceleration signals, and the amplitude of the interference signals is large and changes violently, so that strong interference exists in damping obtained by acceleration integration, and the suspension performance is affected; in severe cases this disturbance can cause instability of the suspension system.

The interference signals superposed in the acceleration signals belong to random signals, and the frequency bands contained in the signals are rich, so that the signals are not easy to be processed in real time by adopting a filtering method. At this time, the signal obtained by the direct-blocking integration of the acceleration signal contains large noise, and the velocity of the vertical motion of the levitation magnet cannot be accurately reflected, so that the damping provided by the signal is not suitable, and even adverse effects are caused.

Therefore, how to eliminate the interference signal in the acceleration and stabilize the total damping is a problem to be solved at present.

Disclosure of Invention

The invention aims to provide a maglev train suspension control method based on acceleration signal fault diagnosis, which is used for judging whether an acceleration signal is abnormal or not, adopts an iteration method, increases a feedback coefficient of gap differentiation when the abnormality occurs, so that the total damping is kept stable, introduces acceleration integral damping when the abnormality does not occur, reduces the feedback coefficient of the gap differentiation, also keeps the total damping stable, eliminates the influence of the acceleration abnormality on the total damping, realizes the smoothness of the damping and ensures the stable operation of the maglev.

In a first aspect, the above object of the present invention is achieved by the following technical solutions:

a magnetic suspension train suspension control method based on acceleration signal fault diagnosis calculates an acceleration signal, judges whether the acceleration signal is normal or not, and adjusts the occupation ratio of a clearance coefficient and an acceleration integral coefficient in damping by adopting an iteration method when the acceleration signal is changed from normal to abnormal, so as to keep the total damping unchanged; and after the acceleration signal disappears abnormally, the proportion of the clearance coefficient and the acceleration integral coefficient in the damping is reversely adjusted, and the total damping and the composition thereof are kept unchanged.

The invention is further configured to: the reasonable range for calculating acceleration is: wherein M represents the total weight of the levitation system, M represents the weight of the part under the air spring, g represents the gravitational acceleration, and F_maxIndicating the maximum magnetic force that the levitating magnet can provide.

The invention is further configured to: judging whether the acceleration signal is normal or not, comprising the following steps:

s1, recording the levitation gap z, the levitation current i and the acceleration value at the current moment;

s2, estimating the levitation force F ═ F (z, i) at the current time based on the computational model of the levitation force;

s3, calculating the variation dF of the suspension force relative to the previous moment;

s4, calculating the variation da of the acceleration relative to the previous moment;

s5, calculating a deviation value Δ ═ i (dF/m) -da |;

and S6, judging whether the acceleration is abnormal.

The invention is further configured to: comparing the deviation value with a deviation set value, and if the deviation value is greater than the deviation set value, judging that the acceleration variation deviation is too large; comparing the amplitude of the acceleration with an amplitude set value, and if the amplitude is larger than the amplitude set value, judging that the amplitude of the acceleration is too large; and when the acceleration amplitude is overlarge and the deviation of the acceleration variation is overlarge, judging that the acceleration signal is abnormal.

The invention is further configured to: when the acceleration signal is judged to be changed from normal to abnormal, an iterative method is adopted to adjust the clearance coefficient k_d1And integral coefficient k of acceleration_d2After n iterations, addThe velocity integral coefficient becomes 0 and the gap coefficient increases;

k_d1(new)＝k_d1(old)+λ·step (1)；

k_d2(new)＝k_d2(old)-step (2)；

step＝k_d20/n (3)；

in the formula, k_d20The acceleration integral coefficient when showing the anomaly, n shows the number of iterations of processing procedure, step shows the iteration step length, and lambda shows the normalization coefficient of acceleration integral relative to gap differential.

The invention is further configured to: when the acceleration signal is judged to be abnormally disappeared, the clearance coefficient k is reversely adjusted_d1And integral coefficient k of acceleration_d2：

k_d1(new)＝k_d1(old)-λ·step (4)；

k_d2(new)＝k_d2(old)+step (5)；

Through the above formula, the clearance coefficient k is gradually recovered_d1To the value k before the occurrence of an anomaly_d10Gradually restoring the integral coefficient k of acceleration_d2To the value k before the occurrence of an anomaly_d20。

The invention is further configured to: and (3) adopting a PID control algorithm, adjusting the current of the suspension magnet by the suspension controller, and changing the suspension gap:

wherein k is_pDenotes the proportionality coefficient, k_iRepresents an integral coefficient; z represents the gap between the suspensions,represents the gap differential, a represents the acceleration; z is a radical of₀Indicates the nominal clearance, I₀Represents a rated current; k is a radical of_d1Represents the gap differential coefficient, k_d2Representing the integral coefficient of acceleration, k_d1、k_d2The value of (d) is related to the acceleration signal state; according to whether the acceleration is normal or not, adjustingk_d1、k_d2Maintaining total dampingAnd is not changed.

In a second aspect, the above object of the present invention is achieved by the following technical solutions:

a maglev train levitation control terminal based on acceleration signals, comprising a memory, a processor, and a computer program stored in the memory and operable on the processor, characterized in that: the processor, when executing the computer program, implements the methods described herein.

In a third aspect, the above object of the present invention is achieved by the following technical solutions:

a computer-readable storage medium, in which a computer program is stored, which, when being executed by a processor, carries out the method of the present application.

Compared with the prior art, the beneficial technical effects of this application do:

1. the proportion of the acceleration integral in the total damping is increased or reduced, and the proportion of the gap differential is correspondingly reduced or increased, so that the smoothness of the total damping is kept, and the stable control of a magnetic suspension system is realized;

2. furthermore, the method and the device can be used for increasing or reducing the ratio of the acceleration integral in the total damping by judging whether the acceleration is abnormal or not, eliminating the influence of the acceleration abnormality on the total damping and maintaining the stability of the magnetic suspension system.

Detailed Description

The present invention will be described in further detail below.

Detailed description of the preferred embodiment

In the method for controlling suspension of a magnetic suspension train based on an acceleration signal, the variation range of the acceleration of the vertical motion of the magnetic suspension system depends on the system characteristics, and in the application, a high-speed magnetic suspension train is taken as an example for explanation.

Assuming that the total weight of the suspension system is M, the lower part of the air springWhen the weight of the part is g, the downward acceleration is maximum Mg/m, wherein g represents the acceleration of gravity; the maximum magnetic force provided by the suspension magnet is set to be F_maxIts upward acceleration is F at most_maxM-g. Taking the vertical direction as the positive direction, considering that the direct current quantity g exists when the accelerometer measures, the reasonable range of the measured acceleration signal is as follows:

and when the acceleration signal exceeds the range of the formula (1), judging that the acceleration signal is abnormal.

In the running process of the vehicle, the situations of passengers getting on or off the vehicle and the like can not occur, and the bearing weight of the suspension system can not be changed; in this case, the force provided by only the levitation magnet directly affects the acceleration. The method relates the change situation of the acceleration with the change situation of the suspension gap and the current, and judges whether the change of the acceleration is reasonable or not through the mechanism of the vertical motion of the suspension gap and the current, and comprises the following steps:

s1, recording the levitation gap z, the levitation current i and the acceleration value at the current moment;

s2, estimating the levitation force F ═ F (z, i) at the current time based on the computational model of the levitation force;

s3, calculating the variation dF of the suspension force relative to the previous moment;

s4, calculating the variation da of the acceleration relative to the previous moment;

s5, calculating a deviation value Δ ═ i (dF/m) -da |, where | represents an absolute value;

and S6, judging whether the acceleration is abnormal or not according to the magnitude of the deviation value delta or the amplitude of the acceleration.

After the structure and the main parameters of the levitation magnet are determined, the corresponding relation among the levitation gap, the current and the levitation force can be measured by a finite element calculation method, and then the calculation model is obtained.

And when the acceleration amplitude is too large or the acceleration deviation value is too large, the acceleration is judged to be abnormal, and the acceleration signal has strong interference.

In one embodiment of the application, a deviation set value and an amplitude set value are set, a deviation value is compared with the deviation set value, and if the deviation value is greater than the deviation set value, the acceleration variation is judged to be too large; comparing the amplitude of the acceleration with an amplitude set value, and if the amplitude is larger than the amplitude set value, judging that the amplitude of the acceleration is too large; and when the acceleration amplitude is overlarge and the deviation of the acceleration variation is overlarge, judging that the acceleration signal is abnormal.

In another embodiment of the present application, it is determined whether the deviation between the magnitude and the variation of the acceleration is too large; if both are too large, the acceleration is judged to be abnormal, otherwise, the acceleration is considered to be normal.

When the acceleration signal is judged to be abnormal, the acceleration integral is not used as the damping, only the gap differential is used as the damping, and the feedback coefficient of the gap differential is increased, so that the total damping before and after the treatment is basically kept unchanged; when the acceleration signal is changed from abnormal to normal, the acceleration integral is introduced to provide damping, and meanwhile, the feedback coefficient of the gap differential is reduced, and the total damping is still kept basically unchanged. In the whole processing process, whether the acceleration provides damping or not is determined according to whether the acceleration signal is normal or not, and therefore smooth transition of the damping is achieved.

For a magnetic suspension system, a current loop is adopted to accelerate the response speed of current to voltage, a PID control algorithm is adopted, and the control of a suspension controller is expressed as follows:

wherein k is_pDenotes the proportionality coefficient, k_d1Represents the gap differential coefficient, k_d2Representing the integral coefficient of acceleration, k_iRepresents an integral coefficient; z represents the gap between the suspensions,indicating clearanceDifferential, a represents acceleration; z is a radical of₀Indicates the nominal clearance, I₀Representing the rated current.

According to whether the acceleration signal is normal or not, adjusting k_d1、k_d2Maintaining total dampingAnd is not changed.

K in the formula (2) when the acceleration signal is always normal_d1＝k_d10，k_d2＝k_d20(ii) a In the formula, k_d10Indicating the gap differential coefficient, k, when the acceleration signal is normal_d20The acceleration integral coefficient indicates the acceleration signal when it is normal.

When the acceleration signal is judged to be changed from normal to abnormal, an iterative method is adopted to adjust the clearance coefficient k_d1And integral coefficient k of acceleration_d2K in the formula (2)_d1Iteration is performed by the following equation (3), k_d2Iteration is performed by the following equation (4):

k_d1(new)＝k_d1(old)+λ·step (3)；

k_d2(new)＝k_d2(old)-step (4)；

step＝k_d20/n (5)。

wherein k is_d20The acceleration integral coefficient when showing the anomaly, n shows the number of iterations of processing procedure, step shows the iteration step length, and lambda shows the normalization coefficient of acceleration integral relative to gap differential. After n iterations, the acceleration integral coefficient becomes 0, and the gap differential coefficient increases by λ · k_d20。

When the abnormality of the acceleration signal is determined to disappear, the clearance coefficient k is reversely adjusted_d1And integral coefficient k of acceleration_d2So as to restore the value k in the formula (2) to the value before the abnormality of the acceleration signal occurs_d1Iteration is performed by the following equation (6), k_d2Iteration is performed by the following equation (7):

k_d1(new)＝k_d1(old)-λ·step (6)；

k_d2(new)＝k_d2(old)+step (7)；

by stepwise adjustment, the clearance coefficient k is restored_d1To the value k before the occurrence of an anomaly_d10Restoring the integral coefficient k of acceleration_d2To the value k before the occurrence of an anomaly_d20。

In the whole adjusting process, the components of the total damping can be changed, but the total damping is kept unchanged so as to meet the requirement of the suspension system on stability.

The current of the levitation magnet is adjusted according to the control rate of the structure of the formula (2), and the levitation gap is changed to perform stable control.

Detailed description of the invention

The application relates to a maglev train suspension control terminal based on acceleration signal, maglev system, including the acceleration sensor of at least one clearance sensor and corresponding quantity, maglev train suspension control terminal based on acceleration signal includes: a processor, a memory and a computer program, such as an adaptive suppression program, stored in the memory and executable on the processor, the processor implementing the method of embodiment 1 when executing the computer program.

The computer program may be partitioned into one or more modules/units that are stored in the memory and executed by the processor to implement the invention. The one or more modules/units may be a series of computer program instruction segments capable of performing specific functions, which are used for describing the execution process of the computer program in the terminal device. For example, the computer program may be divided into a plurality of modules, each module having the following specific functions:

1. the acceleration normality judging module is used for judging whether the acceleration is normal or not;

2. the signal calculation module is used for calculating a gap differential coefficient and an acceleration integral coefficient;

3. and the control rate calculating module is used for calculating the control rates of the two ends of the track.

The maglev train levitation control terminal device based on the acceleration signal can be a desktop computer, a notebook computer, a palm computer, a cloud server and other computing devices. The terminal device may include, but is not limited to, a processor, a memory. It will be appreciated by those skilled in the art that the above examples are merely examples of the terminal device for controlling levitation of a magnetic levitation train based on an acceleration signal, and do not constitute a limitation of the terminal device for controlling levitation of a magnetic levitation train based on an acceleration signal, and may include more or less components, or combine some components, or different components, for example, the terminal device for controlling levitation of a magnetic levitation train based on an acceleration signal may further include an input-output device, a network access device, a bus, etc.

The Processor may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component, etc. The general-purpose processor may be a microprocessor or the processor may be any conventional processor, etc., and the processor is the control center of the magnetic suspension control terminal device based on the acceleration signal, and various interfaces and lines are used to connect various parts of the whole magnetic suspension control terminal device based on the acceleration signal.

The memory can be used for storing the computer program and/or the module, and the processor realizes various functions of the magnetic suspension control terminal device based on the acceleration signal by operating or executing the computer program and/or the module stored in the memory and calling the data stored in the memory. The memory may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required by at least one function (such as a sound playing function, an image playing function, etc.), and the like; the storage data area may store data (such as audio data, a phonebook, etc.) created according to the use of the cellular phone, and the like. In addition, the memory may include high speed random access memory, and may also include non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), at least one magnetic disk storage device, a Flash memory device, or other volatile solid state storage device.

Detailed description of the preferred embodiment

The integrated module/unit of the terminal device of the maglev train levitation control based on the acceleration signal can be stored in a computer readable storage medium if the integrated module/unit is realized in the form of a software functional unit and sold or used as an independent product. Based on such understanding, all or part of the flow of the method according to the embodiments of the present invention may also be implemented by a computer program, which may be stored in a computer-readable storage medium, and when the computer program is executed by a processor, the steps of the method embodiments may be implemented. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, usb disk, removable hard disk, magnetic disk, optical disk, computer Memory, Read-only Memory (ROM), Random Access Memory (RAM), electrical carrier wave signals, telecommunications signals, software distribution medium, etc. It should be noted that the computer readable medium may contain content that is subject to appropriate increase or decrease as required by legislation and patent practice in jurisdictions, for example, in some jurisdictions, computer readable media does not include electrical carrier signals and telecommunications signals as is required by legislation and patent practice.

The embodiments of the present invention are preferred embodiments of the present invention, and the scope of the present invention is not limited by these embodiments, so: all equivalent changes made according to the structure, shape and principle of the invention are covered by the protection scope of the invention.