A method and system for detecting vertical irregularities of a maglev train track

Abstract

The application provides a magnetic levitation train track vertical unevenness detection method and system, the method comprises the following steps: obtaining the gap values output by two levitation gap sensors installed on a levitation electromagnet and the gap values, and the inclination values output by three inclination sensors when the train mileage is t; correcting the gap values by using the inclination values to obtain the corrected gap values and, and calculating the inclination of the levitation electromagnet relative to a track surface; calculating the inclination of the track surface relative to a horizontal plane according to the inclination and the inclination; calculating the height difference between two gap detection points of the two levitation gap sensors on the track according to the length of the levitation electromagnet and the inclination; and calculating the vertical unevenness value of the track according to the height difference. The application can reduce the levitation gap measurement error caused by the deformation of the electromagnet, and quickly and accurately detect the vertical unevenness of the magnetic levitation train track.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of maglev train track detection, in particular to a maglev train track vertical irregularity detection method and system. BACKGROUND

[0002] The suspension system of the medium-low speed maglev train detects the vertical gap and acceleration signal between the suspension electromagnet and the track in real time through the suspension gap sensor, and under the control of the suspension controller with a certain control algorithm, the current of the suspension electromagnet is adjusted to keep the distance between the electromagnet and the track at the rated suspension gap, so as to realize the stable suspension of the train. The vertical irregularity of the track will cause the fluctuation of the suspension gap detected by the suspension gap sensor and the actual gap between the electromagnet and the track. The suspension will become unstable due to the excitation of the vertical irregularity. Especially when the upward or downward boss appears at the track connection, the gap value detected by the suspension gap sensor will jump in steps. This jump is a great external disturbance to the suspension controller or control algorithm, and it will cause the suspension system to drop or become unstable in severe cases. Therefore, it is necessary to detect the vertical irregularity of the track of the maglev train for timely maintenance.

[0003] At present, the vertical irregularity detection result is obtained by calculating and analyzing the suspension gap detected by the suspension gap sensor. However, when the vehicle gravity and the electromagnetic force interact, the suspension electromagnet plate deforms to a certain extent, so that the two ends of the electromagnet relative to the horizontal plane appear a deflection and an angle. The two ends of the electromagnet beam are respectively taken as the fulcrum with the center of the electromagnet as the fulcrum, and the bending deformation occurs under the action of the vehicle load and the electromagnetic force. At this time, the reading of the suspension gap sensor contains the error caused by the deflection, which greatly affects the accuracy of the vertical irregularity detection.

[0004] Therefore, how to reduce the suspension gap measurement error caused by the deformation of the electromagnet and quickly and accurately detect the vertical irregularity of the track of the maglev train is a technical problem to be solved by those skilled in the art. SUMMARY

[0005] To solve the above technical problems, the present application provides a maglev train track vertical irregularity detection method, which can reduce the suspension gap measurement error caused by the deformation of the electromagnet and quickly and accurately detect the vertical irregularity of the track of the maglev train. The present application also provides a maglev train track vertical irregularity detection system, which has the same technical effect.

[0006] The first object of the present application is to provide a maglev train track vertical irregularity detection method.

[0007] The above application object of the present application is achieved by the following technical scheme:

[0008] A method for detecting vertical irregularities of a maglev train track, the method being applied to a system for detecting vertical irregularities of a maglev train track, the system comprising a first suspension controller and a second suspension controller connected to each other, a first suspension gap sensor and a first inclination sensor connected to the first suspension controller, a second suspension gap sensor and a second inclination sensor connected to the second suspension controller, and a third inclination sensor connected to the first suspension controller and the second suspension controller, wherein the first suspension gap sensor and the first inclination sensor are installed at one end of a suspension electromagnet, the second suspension gap sensor and the second inclination sensor are installed at the other end of the suspension electromagnet, and the third inclination sensor is installed at a middle position of the suspension electromagnet, the method comprising:

[0009] obtaining a gap value output by the first suspension gap sensor when a train mileage is , obtaining a gap value output by the second suspension gap sensor when the train mileage is , obtaining an inclination of the suspension electromagnet relative to a horizontal plane output by the first inclination sensor , obtaining an inclination of the suspension electromagnet relative to the horizontal plane output by the second inclination sensor ,

[0010] obtaining an inclination of the suspension electromagnet relative to the horizontal plane output by the third inclination sensor ; correcting the gap value according to the inclination and the inclination to obtain a corrected gap value ; correcting the gap value according to the inclination

[0011] and the inclination to obtain a corrected gap value ; calculating an inclination of the suspension electromagnet relative to a track surface according to the gap value

[0012] and the gap value ; calculating an inclination of the track surface relative to a horizontal plane according to the inclination and the inclination

[0013] ; The height difference between two gap detection points of the first suspension gap sensor and the second suspension gap sensor on the track;

[0014] The vertical irregularity value of the track is calculated based on the height difference.

[0015] Preferably, in the method for detecting vertical irregularity of the maglev train track, the and the inclination , for the gap value Make corrections to get the corrected gap value ,include:

[0016] According to the inclination , the inclination angle and the length of the suspension electromagnet, calculate the gap adjustment value , the calculation formula is as follows:

[0017]

[0018] Where, represents the length of the suspension electromagnet, represents the adjustment factor, ;

[0019] The gap value Subtract the gap adjustment value , get the corrected gap value .

[0020] Preferably, in the method for detecting vertical irregularity of the maglev train track, the and the inclination , for the gap value Make corrections to get the corrected gap value ,include:

[0021] According to the inclination , the inclination angle and the length of the suspension electromagnet, calculate the gap adjustment value , the calculation formula is as follows:

[0022]

[0023] The gap value Subtract the gap adjustment value , get the corrected gap value .

[0024] Preferably, in the method for detecting vertical irregularity of the maglev train track, the gap value and the gap value , the inclination of the levitation electromagnet relative to the rail surface is calculated The calculation formula is as follows:

[0025]

[0026] In the formula, represents the inverse tangent function.

[0027] Preferably, in the vertical irregularity detection method of the maglev train track, the inclination and the inclination , the inclination of the rail surface relative to the horizontal plane is calculated , comprising:

[0028] The inclination and the inclination are added to obtain the inclination of the rail surface relative to the horizontal plane .

[0029] Preferably, in the vertical irregularity detection method of the maglev train track, the length of the levitation electromagnet and the inclination , the calculation formula for calculating the height difference between the two gap detection points of the first levitation gap sensor and the second levitation gap sensor on the track when the train mileage is

[0030]

[0031] In the formula, represents the height difference when the train mileage is .

[0032] Preferably, in the vertical irregularity detection method of the maglev train track, the calculation formula for calculating the vertical irregularity value of the track according to the height difference is as follows:

[0033]

[0034] In the formula, represents the vertical irregularity value when the train mileage is , represents the floor of , , represents the vertical irregularity value when the train mileage .

[0035] Preferably, the vertical irregularity detection method of the maglev train track further comprises:

[0036] According to the change of the function value of , the track joint height difference is identified.​

[0037] A second object of the present application is to provide a vertical irregularity detection system for a maglev train track.

[0038] The second object of the present application is achieved by the following technical solution.

[0039] A vertical irregularity detection system for a maglev train track, comprising: a first suspension controller and a second suspension controller connected to each other, a first suspension gap sensor and a first inclination sensor connected to the first suspension controller, a second suspension gap sensor and a second inclination sensor connected to the second suspension controller, and a third inclination sensor connected to the first suspension controller and the second suspension controller, wherein:

[0040] The first suspension gap sensor and the first inclination sensor are installed at one end of a suspension electromagnet, the second suspension gap sensor and the second inclination sensor are installed at the other end of the suspension electromagnet, and the third inclination sensor is installed at a middle position of the suspension electromagnet.

[0041] The first suspension controller and / or the second suspension controller are configured to execute instructions to implement the vertical irregularity detection method for a maglev train track as described in any one of the preceding items.

[0042] Preferably, in the vertical irregularity detection system for a maglev train track, the first suspension controller and / or the second suspension controller are further configured to adjust the current of the suspension electromagnet using a PID control algorithm, wherein the expression of the PID control algorithm is:

[0043]

[0044] In the expression, represents the expected current calculated, represents the equilibrium point current, represents the actual gap of the electromagnet, represents the rated gap, represents the differential of the gap signal , represents the integral of the acceleration signal , , , and represent PID control parameters, for the first suspension controller, the value of is the corrected gap value , and for the second suspension controller, the value of is the corrected gap value .

[0045] The above technical solution obtains the train mileage as When the gap value output by the first suspension gap sensor is , the gap value output by the second suspension gap sensor The inclination of the suspension electromagnet relative to the horizontal plane output by the first inclination sensor The second inclination sensor outputs the inclination of the suspension electromagnet relative to the horizontal plane. , and the inclination of the suspension electromagnet relative to the horizontal plane output by the third inclination sensor , and according to the inclination and inclination , for the gap value Make corrections to obtain the corrected gap value , according to the inclination and inclination , for the gap value Make corrections to obtain the corrected gap value , so as to use the angle value detected by the inclination sensor to correct the gap value detected by the suspension gap sensor, effectively reducing the suspension gap measurement error caused by the deflection caused by the deformation of the electromagnet plate; according to the gap value and gap values , calculate the inclination angle of the suspension electromagnet relative to the rail surface ; According to the inclination and inclination , calculate the inclination of the rail surface relative to the horizontal plane ; According to the length and inclination of the suspension electromagnet , calculate the train mileage as The first and second suspension gap sensors measure the height difference between the two gap detection points on the track. Based on this height difference, the vertical track irregularity is calculated. This information, along with the inclination, gap, and mileage, is then used to quickly and accurately calculate the vertical irregularity of the maglev train. Furthermore, this technical solution only requires the installation of three additional inclination sensors on the suspension electromagnets, eliminating the need for dedicated track inspection vehicles. Online dynamic detection of track irregularities can be achieved through simple modifications to operating vehicles. This allows operational maintenance personnel to promptly monitor the vertical irregularity of the maglev track and take appropriate action, ensuring that line irregularities meet requirements.

[0046] In summary, the above technical solution can reduce the suspension gap measurement error caused by electromagnet deformation and quickly and accurately detect the vertical unevenness of the maglev train track. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the accompanying drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced. Obviously, the accompanying drawings in the following description only represent some embodiments of the present application, and all other drawings obtained by those of ordinary skill in the art without creative effort based on these drawings belong to the protection scope of the present application.

[0048] Figure 1 A flowchart of a vertical irregularity detection method of a maglev train track provided in an embodiment of the present application;

[0049] Figure 2 An installation position diagram of a sensor provided in an embodiment of the present application;

[0050] Figure 3 A deformation diagram of a suspension electromagnet provided in an embodiment of the present application;

[0051] Figure 4 A vertical irregularity spectrum diagram provided in an embodiment of the present application;

[0052] Figure 5 A structural diagram of a vertical irregularity detection system of a maglev train track provided in an embodiment of the present application;

[0053] Figure 6 Another structural diagram of a vertical irregularity detection system of a maglev train track provided in an embodiment of the present application;

[0054] Figure 7 A height difference function diagram of front and rear suspension gap sensors between two gap detection points on a track provided in an embodiment of the present application;

[0055] Figure 8 A vertical irregularity spectrum function diagram provided in an embodiment of the present application. DETAILED DESCRIPTION

[0056] In order to make the technical solutions in the present application better understood by those skilled in the art, the technical solutions in the embodiments of the present application will be clearly and completely described below. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort belong to the protection scope of the present application.

[0057] In the embodiments of the present application, it should be understood that the disclosed method and system can be implemented in other ways. The system embodiments described below are only schematic. The division of units and modules is only a logical function division. There can be another division manner in actual implementation. For example, a plurality of units or modules can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the components shown or discussed can be indirect coupling or communication connection through some interfaces, devices or modules, and can be electrical, mechanical or other forms.

[0058] In addition, each functional unit in the embodiments of the present application can be integrated into one processor, or each unit can be a separate device, or two or more units can be integrated into one device. Each functional unit in the embodiments of the present application can be implemented in the form of hardware or hardware plus software functional units.

[0059] Those skilled in the art can understand that all or part of the steps of the following method embodiments can be completed by program instructions and related hardware. The aforementioned program instructions can be stored in a computer readable storage medium, and the program instructions are executed to perform the steps of the method embodiments. The aforementioned storage medium includes mobile storage devices, read-only memories (ROM), magnetic disks or optical disks, and various media that can store program codes.

[0060] It should be understood that if "system", "device", "unit" and / or "module" are used in the present application, it is only a method for distinguishing different components, elements, parts, portions or assemblies at different levels. However, if other words can achieve the same purpose, the words can be replaced by other expressions.

[0061] In addition, the terms "first", "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined as "first", "second" can explicitly or implicitly include one or more features. In the description of the present application, the meaning of "a plurality of" or "several" is two or more, unless otherwise explicitly specified.

[0062] If flowcharts are used in the present application, the flowcharts are used to illustrate the operations performed by the system according to the embodiments of the present application. It should be understood that the preceding or subsequent operations do not necessarily be executed in sequence. On the contrary, each step can be processed in reverse order or simultaneously. Meanwhile, other operations can be added to these processes, or one or more steps can be removed from these processes.

[0063] It is also necessary to note that in this document, such as the term "include", "contain" or any other variant thereof is intended to cover non-exclusive inclusion, so that the article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such article or device. Without more limitations, the element defined by the statement "including a" does not exclude the presence of another identical element in the article or device including the above element.

[0064] The embodiments of the present application are written in a progressive manner.

[0065] As Figure 1 shown, the embodiments of the present application provide a method for detecting vertical irregularities of a maglev train track, which is applied to a system for detecting vertical irregularities of a maglev train track, and the system comprises a first suspension controller and a second suspension controller connected to each other, a first suspension gap sensor and a first inclination sensor connected to the first suspension controller, a second suspension gap sensor and a second inclination sensor connected to the second suspension controller, and a third inclination sensor connected to the first suspension controller and the second suspension controller, wherein the first suspension gap sensor and the first inclination sensor are installed at one end of a suspension electromagnet, the second suspension gap sensor and the second inclination sensor are installed at the other end of the suspension electromagnet, and the third inclination sensor is installed at a middle position of the suspension electromagnet.

[0066] Specifically, the installation position of the sensor can refer to Figure 2 shown, three inclination sensors are installed on the inner side plate of the suspension electromagnet, wherein the first inclination sensor and the second inclination sensor are respectively installed at the left and right ends of the inner side plate of the suspension electromagnet, and are respectively close to the installation position of the first suspension gap sensor and the installation position of the second suspension gap sensor, and the third inclination sensor is installed at the middle position of the suspension electromagnet plate, and the present application is not limited thereto, and the method comprises:

[0067] S101. When the train mileage is , the gap value output by the first suspension gap sensor is , the gap value output by the second suspension gap sensor is , the inclination of the suspension electromagnet relative to the horizontal plane output by the first inclination sensor is , the inclination of the suspension electromagnet relative to the horizontal plane output by the second inclination sensor is , and the inclination of the suspension electromagnet relative to the horizontal plane output by the third inclination sensor is ;

[0068] In S101, specifically, the train mileage The gap value output by the first levitation gap sensor , i.e. the vertical gap value between the levitation electromagnet and the track detected by the first levitation gap sensor when the train mileage is The gap value output by the second levitation gap sensor , i.e. the vertical gap value between the levitation electromagnet and the track detected by the second levitation gap sensor when the train mileage is The levitation electromagnet generates upward electromagnetic attraction between the electromagnet and the track to offset the gravity of the vehicle after current is passed through the electromagnet, so as to realize non-contact operation of the vehicle and the track. When the gravity of the vehicle and the electromagnetic force interact, the pole plate of the levitation electromagnet deforms to a certain extent, so that the two ends of the electromagnet appear a deflection and a rotation angle relative to the horizontal plane, as shown in Figure 3 The inclination angle of the levitation electromagnet relative to the horizontal plane detected by the first inclination sensor when the train mileage is as output The inclination angle of the levitation electromagnet relative to the horizontal plane detected by the second inclination sensor as output The inclination angle of the levitation electromagnet relative to the horizontal plane detected by the third inclination sensor as output The above-mentioned levitation gap sensor and inclination sensor can adopt the existing sensor, and the present application does not make specific limitation thereto.

[0069] S102. According to the inclination and the inclination , the gap value is corrected to obtain the corrected gap value , according to the inclination and the inclination , the gap value is corrected to obtain the corrected gap value ;

[0070] In S102, specifically, in order to reduce the levitation gap measurement error caused by the deflection of the electromagnet pole plate, the angle value detected by the inclination sensor is used to correct the gap value detected by the levitation gap sensor, wherein according to the inclination and the inclination , the gap value is corrected to obtain the corrected gap value One of the implementation manners of the step of correcting the gap value according to the inclination

[0071] S1021. According to the inclination , the inclination and the length of the levitation electromagnet, the gap adjustment value is calculated, and the calculation formula is as follows:

[0072] (1)

[0073] Where, Indicates the length of the suspension electromagnet, represents the adjustment factor, ; The value can be pre-set according to the actual situation;

[0074] S1022. Set the gap value Subtract the gap adjustment value , get the corrected gap value , the calculation formula is as follows:

[0075] (2)

[0076] Among them, according to the inclination and inclination , for the gap value Make corrections to get the corrected gap value One implementation of the steps includes:

[0077] S1023. According to the inclination ,inclination and the length of the suspension electromagnet to calculate the gap adjustment value , the calculation formula is as follows:

[0078] (3)

[0079] Where, Indicates the length of the suspension electromagnet, represents the adjustment factor, ; The value can be pre-set according to the actual situation;

[0080] S1024. Set the gap value Subtract the gap adjustment value , get the corrected gap value , the calculation formula is as follows:

[0081] (4)

[0082] Specifically, the following combination Figure 4 , the above formula is deduced as follows:

[0083] like Figure 4 As shown, is the actual vertical irregularity of the track, is the train mileage. In an ideal situation, if the deformation and nodding motion of the suspension electromagnet are not considered, the state of the suspension electromagnet at this time is as follows: Figure 4 middle As shown, at this time, the positions of the first suspension gap sensor and the second suspension gap sensor are Figure 4 middle and Since the detection point of the suspension gap sensor cannot be determined in practice, the vertical line through the suspension gap sensor is not aligned with the track. The intersection point is the detection point of the suspension gap sensor and , that is, in train mileage Department, 、 The length is The two suspension gap sensors of the suspension electromagnet are at two gap detection points on the track. 、 A plane perpendicular to the paper Considered as the rail surface, 、 The position vertically mapped onto the horizontal reference plane is 、 .

[0084] for Figure 4 , This is an ideal suspended electromagnet. The suspended electromagnet is a rigid body without bending deformation. Both ends of the suspended electromagnet always follow the track and maintain the rated gap, that is:

[0085] (5)

[0086] In fact, the movement of the suspended electromagnet on the track is accompanied by sinking and floating motion (vertical motion) and nodding motion (rotation perpendicular to the paper surface), so the inclination angle of the track surface relative to the horizontal plane is is the inclination angle of the levitation electromagnet relative to the horizontal plane and the inclination angle of the suspension electromagnet relative to the rail surface Before calculating the track irregularity and elevation difference according to the method of this application, it is necessary to first calculate the inclination , so we have:

[0087] (6)

[0088] for Figure 4 , is running ideal electromagnet, with the rated gap with a certain deviation due to floating movement, with the track there is a certain angle (nodding angle, the figure made a parallel line to show), but still do not consider its deformation, the actual detection gap value of the suspension gap sensor on the basis of the rated gap superimposed floating movement and nodding movement caused by the deviation, with the midpoint of the suspension electromagnet is the center of motion, it is easy to know and the average value of the deviation caused by the floating movement, and the difference is the deviation caused by nodding movement. Since , and are not large, for easy calculation, ignore the influence, the track surface is regarded as horizontal, then:

[0089] (7)

[0090] (8)

[0091] The above has not yet considered the deformation of the suspension electromagnet.

[0092] For Figure 4 , is the suspension electromagnet considering both the nodding movement of the suspension electromagnet and the bending deformation of the suspension electromagnet under the action of load (only schematic, since the suspension electromagnet is elastic, the deformation is also continuous bending, will not be like Figure 4 in as C point directly bending), point is the midpoint of the suspension electromagnet, assuming that the suspension electromagnet is with point as fulcrum, both ends have bending deformation under the action of load, then with , , place tilt angle sensor signal , as the deformation of the suspension electromagnet corner, and then use the half length of the suspension electromagnet to calculate the deflection of the deformation of the suspension electromagnet at this point, that is , to correct the suspension electromagnet gap signal. Similarly, since is small, in order to facilitate calculation, ignore the influence, the suspension electromagnet before deformation is regarded as horizontal, that is is horizontal. At this time, the signal collected by the suspension gap sensor is:

[0093] (9)

[0094] (10)

[0095] Considering that there may be some deviation in such approximation, an adjustment factor ranging from [0, 1] is added in the above expression , which can correct the value of according to the actual situation.

[0096] According to the above process, the corrected gap signal is:

[0097] (2)

[0098] (4)

[0099] Therefore, the angle value detected by the inclination sensor is used to correct the gap value detected by the suspension gap sensor, effectively reducing the suspension gap measurement error caused by the deflection of the electromagnet pole plate.

[0100] S103. According to the gap value and the gap value , the inclination of the suspension electromagnet relative to the rail surface is calculated.

[0101] In S103, specifically, before calculating the track irregularity and height difference according to the method of the present application, the horizontal plane inclination of the line connecting two points on the track , i.e. the inclination of the rail surface relative to the horizontal plane, needs to be calculated first using the corrected suspension gap value. According to the above derivation process, it can be known that: Therefore, in this step, the inclination of the suspension electromagnet relative to the rail surface can be calculated first using the corrected suspension gap value.

[0102] As shown in Figure 4 , considering the nodding motion of the suspension electromagnet, represents the ideal electromagnet in operation, at this time the suspension electromagnet has an inclination relative to the rail surface, and the inclination will cause a difference in the gap values measured by the left and right suspension gap sensors; further, according to the above derivation process, subtracting formula (7) from formula (8), we have:

[0103] (11)

[0104] According to the gap value and the gap value , the inclination of the suspension electromagnet relative to the rail surface is calculated. The calculation formula is as follows:

[0105] (12)

[0106] wherein, denotes the inverse tangent function.

[0107] Further, substituting formula (2) and (4) into formula (12), we have:

[0108] (13)

[0109] In some other embodiments, since the rotation angle, the inclination angle and the deformation are all very small, especially the deformation is very small relative to the 2.7m long levitation electromagnet, we can simplify formula (13) by using formula x≈tanx≈sinx (x tends to 0), and obtain:

[0110] (14)

[0111] S104. According to the inclination and the inclination , the inclination of the rail surface relative to the horizontal plane is calculated;

[0112] In S104, specifically, combining with the above derivation process, we can substitute formula (12) into formula (6) to approximately calculate the inclination of the rail surface relative to the horizontal plane, and the calculation formula is as follows:

[0113] (15)

[0114] Further, in some other embodiments, according to the calculation formula of and in S1021-S1024, the calculation formula of the inclination can also be expressed as:

[0115] (16)

[0116] In some other embodiments, we can also substitute formula (14) into formula (6) to approximately calculate the inclination of the rail surface relative to the horizontal plane, and the calculation formula is as follows:

[0117] (17)

[0118] The present application is not limited thereto.

[0119] S105. According to the length of the levitation electromagnet and the inclination , the train mileage is calculated as the height difference between the two gap detection points on the track by the first and second levitation gap sensors;

[0120] In S105, specifically, in combination with Figure 4 as shown, the height difference between the two gap detection points on the track by the first and second levitation gap sensors and is usually much smaller than the length of the levitation electromagnet even counted in or so of the length of the electromagnet as the length of the electromagnet, then the height difference can be calculated as follows:

[0121] (18)

[0122] wherein represents the height difference when the train mileage is .

[0123] In other embodiments, according to the calculation formulae in S1021-S1024 and , the height difference can also be expressed as:

[0124] (19)

[0125] Further, usually each inclination value is relatively small, and in other embodiments, the calculation formula of the height difference can also be simplified as:

[0126] (20)

[0127] The present application is not limited thereto.

[0128] S106. Calculate the vertical irregularity value of the track according to the height difference.

[0129] In S106, specifically, in combination with Figure 5 as shown, although the real track vertical irregularity value is usually difficult to be directly measured, the height difference between the detection points and can be measured. According to the above steps, let the measured height difference at the train mileage be , then:

[0130] (21)

[0131] If the initial mileage is known Track irregularity value , the height difference can be calculated The subsequent track roughness value is calculated by recursion, and the calculation formula is as follows:

[0132] (twenty two)

[0133] Where, The train mileage is The vertical irregularity value, Express Round down, , Indicates the train mileage The vertical irregularity value at the time of the track can be measured in advance by the existing vertical irregularity detection method, which is not limited in this application. Through this step, the vertical irregularity spectrum and mileage of an initial track can be used to obtain the vertical irregularity value of the track. The vertical irregularity spectrum of the entire track is derived by using the height difference of the gap detection points of the suspension gap sensor. The vertical irregularity value of the maglev train can be calculated quickly and accurately using information such as the inclination value, gap value and running mileage.

[0134] Currently, vertical irregularity detection results are typically calculated and analyzed based on the suspension gap detected by the suspension gap sensor. However, when the vehicle's gravity interacts with the electromagnetic force, the suspension electromagnet plates deform, causing deflection and rotation of the electromagnet's ends relative to the horizontal plane. The electromagnet beam, viewed as a fulcrum around the electromagnet's center, bends under the influence of vehicle load and electromagnetic force. The suspension gap sensor readings include errors caused by this deflection, significantly affecting the accuracy of vertical irregularity detection.

[0135] In the above embodiment, the train mileage is obtained as When the gap value output by the first suspension gap sensor is , the gap value output by the second suspension gap sensor The inclination of the suspension electromagnet relative to the horizontal plane output by the first inclination sensor The second inclination sensor outputs the inclination of the suspension electromagnet relative to the horizontal plane. , and the inclination of the suspension electromagnet relative to the horizontal plane output by the third inclination sensor , and according to the inclination and inclination , for the gap value Make corrections to get the corrected gap value , according to the inclination and inclination , for the gap value Make corrections to obtain the corrected gap value , so as to use the angle value detected by the inclination sensor to correct the gap value detected by the suspension gap sensor, effectively reducing the suspension gap measurement error caused by the deflection caused by the deformation of the electromagnet plate; according to the gap value and gap values , calculate the inclination angle of the suspension electromagnet relative to the rail surface ; According to the inclination and inclination , calculate the inclination of the rail surface relative to the horizontal plane ; According to the length and inclination of the suspension electromagnet , calculate the train mileage as The first and second suspension gap sensors measure the height difference between two gap detection points on the track. Based on this height difference, the vertical track irregularity value is calculated. This utilizes information such as inclination, gap value, and mileage to quickly and accurately calculate the vertical irregularity value of the maglev train. Furthermore, the above embodiment only requires the installation of three additional inclination sensors on the suspension electromagnets, eliminating the need for dedicated track inspection vehicles. Online dynamic detection of track irregularity can be achieved simply by modifying operating vehicles. This facilitates operational maintenance personnel to promptly monitor the vertical irregularity status of the maglev track and take appropriate action, ensuring that line irregularity meets requirements.

[0136] In summary, the above embodiments can reduce the measurement error of the suspension gap caused by the deformation of the electromagnet, and quickly and accurately detect the vertical irregularity of the maglev train track.

[0137] In other embodiments of the present application, the above-mentioned method for detecting vertical irregularity of the maglev train track further includes:

[0138] S201. According to The function value changes and the height difference of the rail joint is identified.

[0139] In S201, specifically, when the suspension electromagnet passes through the rail gap, if there is a height difference in the rail gap, The function value will have a signal space length of The left and right step-type signals can be used to identify the height difference of the rail gap.

[0140] In this embodiment, according to The function value changes can identify the height difference of the rail joint, making it convenient for maintenance personnel to understand the status of the track in time and perform necessary maintenance on the track.

[0141] like Figure 6As shown, in another embodiment of the present application, a vertical irregularity detection system for a maglev train track is also provided, comprising: a first suspension controller 1 and a second suspension controller 2 connected to each other, a first suspension gap sensor 3 and a first inclination sensor 4 connected to the first suspension controller 1, a second suspension gap sensor 5 and a second inclination sensor 6 connected to the second suspension controller 2, and a third inclination sensor 7 connected to the first suspension controller 1 and the second suspension controller 2, wherein:

[0142] The first suspension gap sensor 3 and the first inclination sensor 4 are installed at one end of the suspension electromagnet, the second suspension gap sensor 5 and the second inclination sensor 6 are installed at the other end of the suspension electromagnet, and the third inclination sensor 7 is installed at a middle position of the suspension electromagnet.

[0143] The first suspension controller 1 and / or the second suspension controller 2 are used to execute instructions to implement the vertical irregularity detection method for a maglev train track as described in any one of the above.

[0144] The above embodiments can reduce the measurement error of the suspension gap caused by the deformation of the electromagnet, and quickly and accurately detect the vertical irregularity of the maglev train track.

[0145] In some embodiments, the first suspension controller 1 and the second suspension controller 2 are also connected to an on-board device, wherein the on-board device is used to record mileage information.

[0146] Specifically, the first suspension controller 1 and the second suspension controller 2 can be connected to the on-board device through a CAN bus and obtain the train mileage from the on-board device, which is not limited in the present application.

[0147] In other embodiments, in order to reduce the complexity of wiring, as shown, Figure 2 Another vertical irregularity detection system for a maglev train track is also provided, comprising: a first suspension controller 1 and a second suspension controller 2 connected to each other, a first suspension gap sensor 3 connected to the first suspension controller 1, a first inclination sensor 4 connected to the first suspension gap sensor 3, a second suspension gap sensor 5 connected to the second suspension controller 2, a second inclination sensor 6 connected to the second suspension gap sensor 5, and a third inclination sensor 7 connected to the first suspension gap sensor 3 and the second suspension gap sensor 5, wherein:

[0148] The first suspension gap sensor 3 and the first inclination sensor 4 are installed at one end of the suspension electromagnet, the second suspension gap sensor 5 and the second inclination sensor 6 are installed at the other end of the suspension electromagnet, and the third inclination sensor 7 is installed at a middle position of the suspension electromagnet.

[0149] The first levitation controller 1 and / or the second levitation controller 2 are configured to execute instructions to implement the vertical irregularity detection method of the maglev train track according to any one of the preceding embodiments.

[0150] Specifically, the installation positions of the sensors can refer to Figure 7 As shown in the figure, three inclination sensors are installed on the inner side plate of the levitation electromagnet, wherein the first inclination sensor 4 and the second inclination sensor 6 are respectively installed at the left and right ends of the inner side plate of the levitation electromagnet, and are respectively close to the installation position of the first levitation gap sensor 3 and the installation position of the second levitation gap sensor 5, and the third inclination sensor 7 is installed at the middle position of the inner side plate of the levitation electromagnet. The first inclination sensor 4 can be powered by the first levitation gap sensor 3 and transmit the detection signal to the first levitation gap sensor 3, the second inclination sensor 6 can be powered by the second levitation gap sensor 5 and transmit the detection signal to the second levitation gap sensor 5, and the third inclination sensor 7 can be powered by the first levitation gap sensor 3 or the second levitation gap sensor 5 and transmit the detection signal to the first levitation gap sensor 3 and the second levitation gap sensor 5 respectively. Data transmission can be performed between the inclination sensor and the levitation gap sensor, and between the levitation gap sensor and the levitation controller through RS485; data transmission can be performed between the levitation controllers through CAN bus; the first levitation gap sensor 3 can transmit the gap value output by itself and the inclination angle output by the first inclination sensor 4 to the second levitation controller 2 through the first levitation controller 1, and similarly, the second levitation gap sensor 5 can transmit the gap value output by itself and the inclination angle output by the second inclination sensor 6 to the first levitation controller 1 through the second levitation controller 2. The present application is not limited thereto.

[0151] In specific embodiments, the inclination sensor can be powered by 24V, the range is ±90° for single axis, the data communication mode is RS485, the sampling accuracy is 0.005°, and the sampling frequency is 100Hz; the vertical irregularity detection method of the maglev train track according to any one of the preceding embodiments can be completed in the DSP or FPGA of the levitation controller, the DSP can use TMS320F28377s of TI Company, and the FPGA can use EP4CE40F23I7N of Altera Company; the present application is not limited thereto.

[0152] In other embodiments of the present application, the first levitation controller 1 and / or the second levitation controller 2 are further configured to adjust the current of the levitation electromagnet by using a PID control algorithm (also referred to as a proportional-integral-derivative control algorithm), wherein the expression of the PID control algorithm is:

[0153] (23)

[0154] In the formula, represents the calculated expected current, represents the equilibrium point current, represents the actual gap of the electromagnet, represents the rated gap, represents the gap signal of the derivative, represents the integral of the acceleration signal , , , and represents the PID control parameter, the gap signal may be detected by the levitation sensor gap probe; the acceleration signal may be detected by the levitation sensor accelerometer; for the first levitation controller 1, the value of the modified gap value , for the second levitation controller 2, the value of the modified gap value .

[0155] In this embodiment, considering that the levitation gap sensor is installed on the levitation electromagnet, the deflection and rotation angle caused by the deformation of the levitation electromagnet under force will cause the gap value detected by the levitation gap sensor to be unable to accurately describe the actual gap state of the entire levitation electromagnet, thereby affecting the accuracy of the levitation control and the stability of the levitation system. In order to improve the accuracy of the levitation control, the gap signal used for actual control and is also modified.

[0156] In a specific embodiment, in order to verify the effectiveness of the magnetic levitation track vertical irregularity measurement model provided in the present application, computer simulation is used to verify the detection effect of the magnetic levitation train track vertical irregularity detection method provided in the present application under given precision sensor signals. First, the vertical irregularity power density spectrum of a certain high-speed railway is used to inverse a section of irregularity track spectrum, the wavelength distribution of the track spectrum function is from 0.2m to 120m, and in order to make the track spectrum contain more actual situations, a step track joint with a 2mm height difference is added at 1000m, and the slope of the 2000m to 3000m section is set to 2‰. Under this simulated track spectrum, the detection method provided in the present application can still well measure the height difference function between the gap detection points of the front and rear levitation gap sensors under given precision sensor signals, such as Figure 8 , and the characteristic signal when passing through the step appears as expected, the track vertical irregularity spectrum function is inversely calculated as ​ , which is basically consistent with the given track spectrum, and can well respond to the step and follow the slope, thereby verifying the accuracy of the magnetic levitation track vertical irregularity measurement model and method proposed in the present application.

[0157] The foregoing description of the disclosed embodiments enables a person skilled in the art to make or use the application. Modifications of these embodiments will occur to persons of skill in the art, and, while certain embodiments according to the principles set forth herein have been shown and described, various modifications and substitutions can be made by those skilled in the art without departing from the spirit and scope of the application as set forth in the following claims. Therefore, the application is not intended to be limited to the embodiments disclosed herein, but rather is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for detecting vertical irregularity of a maglev train track, characterized in that: The method is applied to a maglev train track vertical irregularity detection system, the system comprising: a first suspension controller and a second suspension controller connected to each other, a first suspension gap sensor and a first inclination sensor connected to the first suspension controller, a second suspension gap sensor and a second inclination sensor connected to the second suspension controller, and a third inclination sensor connected to the first suspension controller and the second suspension controller, wherein the first suspension gap sensor and the first inclination sensor are mounted at one end of a suspension electromagnet, the second suspension gap sensor and the second inclination sensor are mounted at the other end of the suspension electromagnet, and the third inclination sensor is mounted in the middle of the suspension electromagnet. The method comprises: Get the train mileage When the gap value output by the first suspension gap sensor is , the gap value output by the second suspension gap sensor The inclination angle of the suspension electromagnet relative to the horizontal plane output by the first inclination sensor The inclination angle of the suspension electromagnet relative to the horizontal plane output by the second inclination sensor , and the inclination of the suspension electromagnet relative to the horizontal plane output by the third inclination sensor ; According to the inclination and the inclination , for the gap value Make corrections to obtain the corrected gap value , according to the inclination and the inclination , for the gap value Make corrections to obtain the corrected gap value ; According to the gap value and the gap value , calculate the inclination angle of the suspension electromagnet relative to the rail surface ; According to the inclination and the inclination , calculate the inclination of the rail surface relative to the horizontal plane ; According to the length of the suspension electromagnet and the inclination angle , calculate the train mileage as The height difference between two gap detection points of the first suspension gap sensor and the second suspension gap sensor on the track; The vertical irregularity value of the track is calculated based on the height difference.

2. The method according to claim 1, wherein According to the inclination and the inclination , for the gap value Make corrections to obtain the corrected gap value ,include: According to the inclination , the inclination angle and the length of the suspension electromagnet, calculate the gap adjustment value , the calculation formula is as follows: ； Where, represents the length of the suspension electromagnet, represents the adjustment factor, ; The gap value Subtract the gap adjustment value , get the corrected gap value .

3. The method according to claim 2, wherein According to the inclination and the inclination , for the gap value Make corrections to obtain the corrected gap value ,include: According to the inclination , the inclination angle and the length of the suspension electromagnet, calculate the gap adjustment value , the calculation formula is as follows: ； The gap value Subtract the gap adjustment value , get the corrected gap value .

4. The method according to claim 3, wherein According to the gap value and the gap value , calculate the inclination angle of the suspension electromagnet relative to the rail surface The calculation formula is as follows: ； Where, Represents the inverse tangent function.

5. The method according to claim 4, wherein According to the inclination and the inclination , calculate the inclination of the rail surface relative to the horizontal plane ,include: The inclination angle and the inclination Add together to get the inclination of the rail surface relative to the horizontal plane .

6. The method according to claim 5, wherein According to the length of the suspension electromagnet and the inclination angle , calculate the train mileage as The calculation formula for the height difference between the two gap detection points of the first suspension gap sensor and the second suspension gap sensor on the track is as follows: ； Where, The train mileage is The height difference when .

7. The method according to claim 6, wherein The calculation formula for calculating the vertical irregularity of the track based on the height difference is as follows: ； Where, The train mileage is The vertical irregularity value, Express Round down, , Indicates the train mileage The vertical irregularity value when .

8. The method according to claim 6, wherein Also includes: according to The function value changes and the height difference of the rail joint is identified.

9. A maglev train track vertical irregularity detection system, characterized in that: include: A first suspension controller and a second suspension controller connected to each other, a first suspension gap sensor and a first tilt sensor connected to the first suspension controller, a second suspension gap sensor and a second tilt sensor connected to the second suspension controller, and a third tilt sensor connected to the first suspension controller and the second suspension controller, wherein: The first suspension gap sensor and the first tilt sensor are installed at one end of the suspension electromagnet, the second suspension gap sensor and the second tilt sensor are installed at the other end of the suspension electromagnet, and the third tilt sensor is installed in the middle of the suspension electromagnet; The first suspension controller and / or the second suspension controller are configured to execute instructions to implement the method for detecting vertical irregularity of a maglev train track according to any one of claims 1 to 8.

10. The system according to claim 9, wherein The first suspension controller and / or the second suspension controller is further configured to adjust the current of the suspension electromagnet using a PID control algorithm, wherein the expression of the PID control algorithm is: ； Where, represents the calculated expected current, represents the equilibrium point current, Indicates the actual gap of the electromagnet, Indicates the rated clearance, Indicates gap signal The differential of Indicates acceleration signal The points, 、 、 and Represents the PID control parameter. For the first suspension controller, The value of is the corrected gap value , for the second suspension controller, The value of is the corrected gap value .

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