Test bed and test method for suspension control algorithm of magnetically levitated train

Abstract

The invention provides a test bed and a test method for a suspension control algorithm of a magnetically levitated train, the test bed comprises a track module and a suspension frame module, the track module comprises an induction plate and at least two sections of tracks, and a track gap is formed between the two adjacent sections of tracks; the suspension frame module comprises a linear motor, a control unit, an electromagnet unit and one or more sensing units, the linear motor and the sensing plate can mutually sense to drive the suspension frame module to move along the track, electromagnetic coils are arranged at one or more positions of the electromagnet unit to form one or more suspension control points, and each suspension control point corresponds to one sensing unit. Each sensing unit comprises two gap sensors which are sequentially arranged in the length direction of the track, and the control unit can control the current of the electromagnetic coil of the corresponding suspension control point according to detection data of each sensing unit. The device can simulate the rail gap passing condition of the magnetically levitated train.

Description

Technical Field

[0001] The present application relates to the field of maglev train technology, and in particular to a test bench and test method for a suspension control algorithm for a maglev train. Background Art

[0002] The suspension control algorithm is a key technology of maglev trains and is related to the safe operation of maglev trains. When designing and optimizing the suspension control algorithm, a large number of bench tests are required. At present, the test bench for the suspension control algorithm of maglev trains cannot simulate the situation of maglev trains passing through track gaps, resulting in deviations in the actual application of the designed suspension control algorithm. Summary of the invention

[0003] The present application provides a test bench for a suspension control algorithm of a maglev train, the test bench comprising a track module and a suspension frame module, the track module comprising an induction plate and at least two sections of track, a track gap being formed between two adjacent sections of the track, the suspension frame module comprising a linear motor, a control unit, an electromagnet unit, and one or more sensor units, the linear motor being able to sense each other with the induction plate to drive the suspension frame module to move along the track, an electromagnetic coil being arranged at one or more locations of the electromagnet unit to form one or more suspension control points, each of the suspension control points corresponding to one of the sensor units, each of the sensor units comprising two gap sensors arranged in sequence along the length direction of the track, the control unit being communicatively connected to each of the sensor units, the control unit being also communicatively connected to a power supply of the electromagnetic coil of each of the suspension control points, the control unit being able to control the current of the electromagnetic coil of the corresponding suspension control point according to the detection data of each of the sensor units.

[0004] An embodiment of a test bench for a suspension control algorithm of a maglev train, wherein the track module includes a support, the support is located below the track, the support includes a fixed part and a sliding part, each section of the track is supported by at least one sliding part, and the sliding part can move up and down relative to the fixed part and in a direction parallel to the track to adjust the size of the track gap and the height difference between different sections of the track.

[0005] An embodiment of a test bench for a suspension control algorithm of a maglev train, wherein the suspension frame module includes a suspension frame body and a support arm, the electromagnet unit is connected to the bottom of the suspension frame body through the support arm, the suspension frame body includes an upper layer, a lower layer and a support connected between the upper layer and the lower layer, the control unit is arranged in the space between the upper layer and the lower layer of the suspension frame body, and the linear motor is arranged below the lower layer.

[0006] In one embodiment of a test bench for a suspension control algorithm of a maglev train, a tray is disposed on the upper layer; and / or a pad is disposed under the lower layer, and the lower layer is supported on the track by the pad.

[0007] In an embodiment of a test bench for a suspension control algorithm of a maglev train, the sensing unit further includes a temperature sensor, which detects the temperature of the electromagnetic coil corresponding to the suspension control point; and / or the sensing unit further includes an acceleration sensor, which detects the vertical acceleration of the suspension frame module.

[0008] An implementation of a test bench for a suspension control algorithm of a maglev train, the control unit includes a semi-physical simulation machine, an interface processing board and a power amplifier, the semi-physical simulation machine is communicatively connected to a host computer, the semi-physical simulation machine can load the suspension control algorithm to be tested transmitted from the host computer, the semi-physical simulation machine is communicatively connected to the power amplifier and the sensor unit through the interface processing board, the power amplifier is communicatively connected to the power supply of the electromagnetic coil of each suspension control point, the interface processing board can transmit the detection data transmitted by the sensor unit to the semi-physical simulation machine, the semi-physical simulation machine can calculate and output a current control signal based on the suspension control algorithm and the detection data of the sensor unit, the interface processing board can transmit the current control signal of the semi-physical simulation machine to the power amplifier, and the power amplifier can amplify the current control signal and transmit it to the power supply of the electromagnetic coil.

[0009] The present application also provides a test method for a suspension control algorithm for a maglev train, which is implemented based on the test bench for the suspension control algorithm for a maglev train described in any one of the above items, and the test method comprises the following steps: Turning on the linear motor to perform a dynamic suspension test;

[0010] During the dynamic suspension test, the suspension control algorithm to be tested is loaded into the control unit, the control unit receives the detection data of each of the sensing units, the detection data includes the gap detected by the gap sensor, and the control unit determines the gap detected by the gap sensor;

[0011] During the dynamic suspension test, the determination includes determining whether the gap detected by the gap sensor is valid, and also includes determining whether the gap sensor is in the track gap stage. When it is determined that the gaps detected by the gap sensors of each of the sensing units are valid, the control unit calculates and outputs a current control signal based on the suspension control algorithm and the detection data of the sensing unit to control the current of the electromagnetic coil of the corresponding suspension control point. When it is determined that one gap sensor of the same sensing unit is in the track gap stage, the gap detected by the other gap sensor is used as the basis for calculating the current control signal. When it is determined that both gap sensors of the same sensing unit are not in the track gap stage, the average value of the gaps detected by the two gap sensors is used as the basis for calculating the current control signal.

[0012] An implementation method of a test method for a suspension control algorithm for a maglev train, when the gap detected by the gap sensor first increases to exceed the upper limit of a preset effective gap range and then decreases to within the preset effective gap range, it is determined that the gap sensor is in the track gap stage.

[0013] An implementation of a test method for a suspension control algorithm for a maglev train, the test method comprising the following steps:

[0014] Turning off the linear motor to conduct a static suspension test;

[0015] During the static suspension test, the suspension control algorithm to be tested is loaded into the control unit, the control unit receives the detection data of each of the sensing units, the detection data includes the gap detected by the gap sensor, and the control unit determines the gap detected by the gap sensor;

[0016] During the static suspension test, the judgment includes judging whether the gap detected by the gap sensor is valid. When it is judged that the gap detected by at least one gap sensor of each sensor unit is valid, the control unit calculates and outputs a current control signal based on the suspension control algorithm and the detection data of the sensor unit to control the current of the electromagnetic coil of the corresponding suspension control point. When it is judged that the gap detected by one gap sensor of the same sensor unit is valid and the gap detected by another gap sensor is invalid, the gap detected by the valid gap sensor is used as the basis for calculating the current control signal. When it is judged that the gaps detected by two gap sensors of the same sensor unit are both valid, the average value of the gaps detected by the two gap sensors is used as the basis for calculating the current control signal.

[0017] In one implementation of a test method for a suspension control algorithm of a maglev train, when the gap detected by the gap sensor is always outside a preset effective gap range within a preset time, it is determined that the gap detected by the gap sensor is invalid.

[0018] The test bench and test method provided in the present application can simulate the situation of a maglev train passing through a track gap. During the test, the two gap sensors of each sensing unit will not pass through the track gap at the same time. Therefore, each sensing unit always has a gap sensor whose gap detected is relatively stable, so that the control unit can always calculate a relatively stable current control signal, thereby avoiding the problem that the current control signal output by the control unit is unstable when simulating the situation of a maglev train passing through a track gap, resulting in the suspension frame module being unable to pass through the track gap, causing simulation failure or distortion. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a front view of an embodiment of a test bench for a suspension control algorithm of a maglev train provided by the present application;

[0020] Figure 2 for Figure 1 A perspective view of the mid-track module;

[0021] Figure 3 for Figure 1 A three-dimensional view of the mid-suspension frame module;

[0022] Figure 4 for Figure 1 A three-dimensional image of the central suspension frame module from another perspective;

[0023] Figure 5 A structural block diagram of an embodiment of a control unit;

[0024] Figure 6 This is the control schematic diagram of the control unit;

[0025] Figure 7 A flow chart of an embodiment of a test method for a suspension control algorithm of a maglev train provided in the present application;

[0026] Figure 8 is a schematic diagram of the first gap sensor of the same sensing unit in the track gap stage;

[0027] Fig. 9 is a schematic diagram of a second gap sensor of the same sensing unit in the track gap crossing stage;

[0028] Fig.10 A schematic diagram showing that the first gap sensor and the second gap sensor of the same sensing unit are both not in the track gap crossing stage;

[0029] Fig.11A two-dimensional coordinate diagram of the gap and time detected by the first gap sensor and the second gap sensor.

[0030] Figure 1-4 The reference numerals in the figures are described as follows:

[0031] 100 track module, 101 track, 102 induction plate, 103 support, 103a sliding part, 103b fixing part, 103c threaded fastener, 104 stopper, A track gap;

[0032] 200 suspension frame module, 201 linear motor, 202 control unit, 202a semi-physical simulation machine, 202b interface processing board, 202c power amplifier, 203a gap sensor, 203b acceleration sensor, 203c temperature sensor, 204 electromagnet, 205 suspension frame body, 205a upper layer, 205b lower layer, 205c pillar, 206 support arm, 207 tray, 208 cushion block, 209 buffer. DETAILED DESCRIPTION

[0033] In order to enable those skilled in the art to better understand the technical solution of the present application, the present application is further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0034] like Figure 1 As shown, the test bench for the suspension control algorithm of the maglev train provided in the present application includes a track module 100 and a suspension frame module 200 .

[0035] like Figure 2 As shown, the track module 100 includes a sensing plate 102 and at least two sections of track 101, and a track gap A is formed between two adjacent sections of track 101. Specifically, in the illustrated embodiment, two sections of track 101 are provided, and the sensing plates 102 are correspondingly provided on the two sections of track 101, and the sensing plates 102 are approximately located in the center of the width direction of the track 101, and the sensing plates 102 on the two sections of track 101 are disconnected at the track gap A.

[0036] like Figure 4 As shown, the suspension frame module 200 includes a linear motor 201 , and the linear motor 201 can sense each other with the induction plate 102 to drive the suspension frame module 200 to move along the track 101 .

[0037] like Figure 3As shown, the suspension frame module 200 includes an electromagnet unit and one or more sensor units, and an electromagnetic coil (not shown in the figure) is set at one or more places of the electromagnet unit to form one or more suspension control points. Each suspension control point corresponds to a sensor unit. Each sensor unit includes two gap sensors 203a arranged in sequence along the length direction of the track 101, and the gap sensor 203a can detect the gap between the suspension frame module 200 and the track 101. Specifically, in the illustrated embodiment, the electromagnet unit includes two columns of electromagnets 204 arranged in sequence along the width direction of the track 101, and electromagnetic coils are set at both ends of each column of electromagnets 204, thereby forming four suspension control points, and a sensor unit is correspondingly set near each of the four suspension control points. Compared with a single suspension control point, the test scene of the four suspension control points is closer to the real application scene. In actual implementation, only one suspension control point or more than four suspension control points can be set, such as six, eight, etc.

[0038] The suspension frame module 200 includes a control unit 202 ( Figure 3 and Figure 4 The control unit 202 is connected to each sensing unit for communication, and the control unit 202 is also connected to the power supply of the electromagnetic coil of each suspension control point for communication. The control unit 202 can control the current of the electromagnetic coil of the corresponding suspension control point according to the detection data of each sensing unit.

[0039] When the above-mentioned test bench is used to conduct a suspension control algorithm test, the control unit 202 calculates the current control signal according to the detection data of each sensor unit and transmits the current control signal to the power supply of the electromagnetic coil of the corresponding suspension control point, so as to control the current size of the electromagnetic coil of the corresponding suspension control point, thereby being able to control the suspension gap of each suspension control point.

[0040] The test bench can simulate the situation of a maglev train passing through a track gap A. When simulating the situation of a maglev train passing through a track gap A, the linear motor 201 is turned on, and the linear motor 201 and the induction plate 102 mutually induce and drive the suspension frame module 200 to move along the track 101, so that the suspension frame module 200 moves from one section of the track 101 through the track gap A to another section of the track 101. During this period, the two gap sensors 203a of each sensing unit will not pass through the track gap A at the same time. Therefore, each sensing unit always has a gap sensor 203a. The gap detected is relatively stable, so that the control unit 202 can always calculate a relatively stable current control signal, thereby avoiding the problem that the current control signal output by the control unit 202 is unstable when simulating the situation of a maglev train passing through the track gap A, resulting in the suspension frame module 200 being unable to pass through the track gap A, causing the simulation failure or distortion.

[0041] In some embodiments, Figure 2As shown, the track module 100 includes a support 103, the support 103 is located below the track 101, the support 103 includes a fixed portion 103b and a sliding portion 103a, each section of the track 101 is supported by at least one sliding portion 103a, and the sliding portion 103a can move up and down relative to the fixed portion 103b and move in a direction parallel to the track 101 to adjust the size of the track gap A and the height difference between different sections of the track 101. In this way, the suspension of the maglev train under the conditions of different sizes of track gaps A and different sizes of track 101 height differences can be simulated. Specifically, in the illustrated embodiment, each section of the track 101 is supported by two sliding parts 103a, and the fixed part 103b includes two slide rails arranged in sequence along the width direction of the track 101. The sliding part 103a includes a longitudinal branch and a horizontal branch located below the longitudinal branch. The two ends of the horizontal branch are respectively connected to the longitudinal long holes on the two slide rails through threaded fasteners 103c. The threaded fasteners 103c are loosened, and the sliding part 103a can move along the length direction of the slide rail (i.e., the length direction of the track 101) and can move along the length direction of the longitudinal long hole (i.e., the up and down direction). After moving to the target position, the threaded fasteners 103c are tightened to fix the relative position of the sliding part 103a and the fixed part 103b. In actual implementation, the connection method of the sliding part 103a and the fixed part 103b is not limited to the illustrated embodiment, as long as the sliding part 103a can move up and down relative to the fixed part 103b and move in a direction parallel to the track 101 and can be fixed relative to the fixed part 103b after moving into position.

[0042] In some embodiments, Figure 2 As shown, stoppers 104 are provided at both ends of the track module 100 in the length direction. Figure 3 As shown, buffers 209 are provided at both ends of the suspension frame module 200. When the suspension frame module 200 moves to the limit position, the buffers 209 collide with the stopper 104 to prevent the suspension frame module 200 from derailing, and the buffers 209 play a buffering role. Specifically, the buffers 209 can be buffer rubber parts or buffer springs.

[0043] In some embodiments, Figure 3 and Figure 4 As shown, the suspension frame module 200 includes a suspension frame body 205 and a bracket 206, and the electromagnet unit is connected to the bottom of the suspension frame body 205 through the bracket 206. Specifically, in the illustrated embodiment, the electromagnet unit includes two rows of electromagnets 204 arranged in sequence along the width direction of the track 101, and the two rows of electromagnets 204 are connected to the suspension frame body 205 through two brackets 206 respectively.

[0044] In some embodiments, Figure 3 and Figure 4As shown, the suspension frame body 205 includes an upper layer 205a, a lower layer 205b and a support 205c connected between the upper layer 205a and the lower layer 205b. Figure 3 The linear motor 201 is arranged in the space between the upper layer 205a and the lower layer 205b of the suspension frame body 205. The linear motor 201 is arranged below the lower layer 205b. This design makes the suspension frame module 200 smaller in size, saves space, and is particularly suitable for use in laboratory scenarios.

[0045] In some embodiments, Figure 3 As shown, a tray 207 is provided on the upper layer 205a of the suspension frame body 205, and the suspension conditions of the magnetic levitation train under different loads can be simulated by adding or removing weights in the tray 207.

[0046] In some embodiments, Figure 4 As shown, a pad 208 is provided under the lower layer 205b of the suspension frame body 205. When the suspension frame body 205 is not suspended, it is supported on the track 101 by the pad 208. The suspension conditions of the magnetic levitation train under different undulation gaps (i.e., the gap between the suspension frame body 205 and the track 101 when it is not suspended) can be simulated by replacing pads 208 of different thicknesses or adding or removing pads 208.

[0047] In some embodiments, Figure 4 As shown, the sensing unit includes a temperature sensor 203c, which can detect the temperature of the electromagnetic coil of the corresponding suspension control point, so as to stop the test in time when the temperature of the electromagnetic coil is too high to avoid burning of the electromagnetic coil, and can also meet the situation where there is a temperature variable in the suspension control algorithm to be tested.

[0048] In some embodiments, Figure 4 As shown, the sensing unit includes an acceleration sensor 203b, which can detect the vertical acceleration of the suspension frame module 200 to meet the situation where there is an acceleration variable in the suspension control algorithm to be tested.

[0049] In some embodiments, Figure 5 and Figure 6As shown, the control unit 202 includes a semi-physical simulation machine 202a, an interface processing board 202b and a power amplifier 202c. The semi-physical simulation machine 202a can be connected to the host computer for communication to load the suspension control algorithm to be tested transmitted from the host computer. In addition, when the suspension control algorithm needs to be corrected, the semi-physical simulation machine 202a can also provide correction feedback to the host computer, so that the user can correct the suspension control algorithm in the host computer according to the correction feedback. The semi-physical simulation machine 202a is connected to the power amplifier 202c and the sensor unit through the interface processing board 202b, and the power amplifier 202c is connected to the power supply of the electromagnetic coil at each suspension control point. The interface processing board 202b can transmit the detection data transmitted by the sensor unit to the semi-physical simulation machine 202a. The semi-physical simulation machine 202a can calculate and output the current control signal based on the suspension control algorithm and the detection data of the sensor unit. The interface processing board 202b can transmit the current control signal of the semi-physical simulation machine 202a to the power amplifier 202c, and the power amplifier 202c can transmit the current control signal to the power supply of the electromagnetic coil of the corresponding suspension control point after power amplification, thereby controlling the current size of the electromagnetic coil of the corresponding suspension control point. Specifically, in the illustrated embodiment, the control unit 202 is provided with four power amplifiers 202c, and each power amplifier 202c is connected to the power supply of the electromagnetic coil of a suspension control point to control the suspension gap of the four suspension control points respectively.

[0050] The test method for the suspension control algorithm for a maglev train provided in the present application is implemented based on the test bench for the suspension control algorithm for a maglev train provided in the present application.

[0051] The test method for the suspension control algorithm of the maglev train provided in the present application comprises the following steps:

[0052] The linear motor 201 is turned on to carry out a dynamic suspension test.

[0053] During the dynamic suspension test, the suspension control algorithm to be tested is loaded into the control unit 202, and the control unit 202 receives the detection data of each sensor unit. The detection data includes the gap detected by the gap sensor 203a. When the suspension control algorithm to be tested includes an acceleration variable, the detection data also includes the vertical acceleration detected by the acceleration sensor 203b.

[0054] The control unit 202 determines the gap detected by the gap sensor 203a.

[0055] During the dynamic suspension test, the above judgment includes judging whether the gap detected by the gap sensor 203a is valid. When it is judged that the gap detected by each gap sensor 203a of each sensor unit is valid, the control unit 202 calculates and outputs the current control signal based on the suspension control algorithm and the detection data of the sensor unit to control the current of the electromagnetic coil at the corresponding suspension control point.

[0056] During the dynamic suspension test, the above determination also includes determining whether the gap sensor 203a is in the track gap stage. When it is determined that one gap sensor 203a of the same sensor unit is in the track gap stage, the gap detected by the other gap sensor 203a is used as the calculation basis for the current control signal. When it is determined that both gap sensors 203a of the same sensor unit are not in the track gap stage, the average value of the gaps detected by the two gap sensors 203a is used as the calculation basis for the current control signal. Figure 8-Figure 10 understand, Figure 8 In the example, the gap sensor 203a indicated by B is in the track gap stage, and the gap sensor 203a indicated by C is not in the track gap stage. At this time, the gap detected by the gap sensor 203a indicated by C is used as the calculation basis of the current control signal. Fig. 9 In the embodiment, the gap sensor 203a indicated by B and the gap sensor 203a indicated by C are not in the track gap stage. At this time, the average value of the gaps detected by the gap sensor 203a indicated by B and the gap sensor 203a indicated by C is used as the calculation basis of the current control signal. Fig.10 In the figure, the gap sensor 203a indicated by C is in the stage of crossing the track gap, and the gap sensor 203a indicated by B is not in the stage of crossing the track gap. At this time, the gap detected by the gap sensor 203a indicated by B is used as the calculation basis of the current control signal. With this design, when simulating the situation of the maglev train crossing the track gap A, the control unit 202 can always calculate a relatively stable current control signal, avoiding the problem that the current control signal output by the control unit 202 is unstable when simulating the situation of the maglev train crossing the track gap A, resulting in the suspension frame module 200 being unable to pass through the track gap A, causing the simulation failure or distortion.

[0057] Specifically, when it is determined that the gap detected by the gap sensor 203a is always outside the preset effective gap range within the preset time, the gap detected by the gap sensor 203a is determined to be invalid. The preset effective gap range can be set according to the minimum suspension gap and the floating gap. For example, if the minimum suspension gap is 3mm and the floating gap is 12mm, the preset limited gap range can be set to 3mm-12mm. The preset time is greater than the time when the gap sensor 203a passes through the rail gap to avoid misjudgment caused by the gap exceeding the preset effective gap range during the process of passing the rail gap.

[0058] Specifically, when the gap detected by the gap sensor 203a increases to exceed the upper limit of the preset effective gap range and then decreases to within the preset effective gap range, it is determined that the gap sensor 203a is in the track gap stage. Fig.11 It is understood that when the gap sensor 203a passes through the rail gap, the gap detected by the gap sensor 203a first increases and then decreases, showing a S-shaped curve change.

[0059] In addition, a static suspension test may also be performed. Therefore, the test method for the suspension control algorithm of the maglev train provided in the present application may also include the following steps:

[0060] The linear motor 201 is turned off to conduct a static suspension test.

[0061] During the static suspension test, the suspension control algorithm to be tested is loaded into the control unit 202, and the control unit 202 receives the detection data of each sensor unit. The detection data includes the gap detected by the gap sensor 203a. When the suspension control algorithm to be tested includes an acceleration variable, the detection data also includes the vertical acceleration detected by the acceleration sensor 203b.

[0062] The control unit 202 determines the gap detected by the gap sensor 203a.

[0063] During the static suspension test, the above judgment includes judging whether the gap detected by the gap sensor 203a is valid. When it is judged that the gap detected by at least one gap sensor 203a of each sensor unit is valid, the control unit 202 calculates and outputs a current control signal based on the suspension control algorithm and the detection data of the sensor unit to control the current of the electromagnetic coil at the corresponding suspension control point.

[0064] When it is determined that the gap detected by one gap sensor 203a of the same sensor unit is valid and the gap detected by another gap sensor 203a is invalid, the gap detected by the valid gap sensor 203a is used as the calculation basis of the current control signal. In this way, when the gap detected by one gap sensor 203a of the same sensor unit is invalid due to a fault or other reasons, the static suspension test can still be continued, and the fault repair can be performed after the static suspension test is completed.

[0065] When it is determined that the gaps detected by the two gap sensors 203a of the same sensing unit are both valid, the average value of the gaps detected by the two gap sensors 203a is used as the basis for calculating the current control signal. In this way, the accuracy is relatively high.

[0066] After the current control signal is transmitted to the power supply of the electromagnetic coil of the suspension control point, the suspension state of the suspension frame module is determined. If the suspension frame module is stable at the rated gap, the suspension control algorithm is verified and the test is completed. If the suspension frame module shakes when crossing the track gap or the suspension gap is unstable, the suspension control algorithm is corrected in the host computer and the test is performed again after correction.

[0067] The above specific examples are used to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method and core ideas of the present application. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the present application.

Claims

1. A test bench for a suspension control algorithm for a maglev train, characterized in that: The test bench includes a track module and a suspension frame module. The track module includes an induction plate and at least two sections of track, and a track gap is formed between two adjacent sections of the track. The suspension frame module includes a linear motor, a control unit, an electromagnet unit, and one or more sensor units. The linear motor can sense each other with the induction plate to drive the suspension frame module to move along the track. Electromagnetic coils are arranged at one or more locations of the electromagnet unit to form one or more suspension control points. Each suspension control point corresponds to a sensor unit, and each sensor unit includes two gap sensors arranged in sequence along the length direction of the track. The control unit is communicatively connected to each sensor unit, and the control unit is also communicatively connected to the power supply of the electromagnetic coil of each suspension control point. The control unit can control the current of the electromagnetic coil of the corresponding suspension control point according to the detection data of each sensor unit.

2. The test bench for the suspension control algorithm of a maglev train according to claim 1, characterized in that: The track module includes a support, which is located below the track. The support includes a fixed part and a sliding part. Each section of the track is supported by at least one sliding part. The sliding part can move up and down relative to the fixed part and in a direction parallel to the track to adjust the size of the track gap and the height difference between different sections of the track.

3. The test bench for the suspension control algorithm of a maglev train according to claim 1, characterized in that: The suspension frame module includes a suspension frame body and a support arm, the electromagnet unit is connected to the bottom of the suspension frame body through the support arm, the suspension frame body includes an upper layer, a lower layer and a support connected between the upper layer and the lower layer, the control unit is arranged in the space between the upper layer and the lower layer of the suspension frame body, and the linear motor is arranged below the lower layer.

4. The test bench for the suspension control algorithm of a maglev train according to claim 3, characterized in that: A tray is arranged on the upper layer; and / or a cushion block is arranged under the lower layer, and the lower layer is supported on the track by the cushion block.

5. The test bench for suspension control algorithm of maglev train according to claim 1, characterized in that: The sensing unit further includes a temperature sensor, which detects the temperature of the electromagnetic coil of the corresponding suspension control point; and / or the sensing unit further includes an acceleration sensor, which detects the vertical acceleration of the suspension frame module.

6. The test bench for the suspension control algorithm of a maglev train according to any one of claims 1 to 5, characterized in that: The control unit includes a semi-physical simulation machine, an interface processing board and a power amplifier. The semi-physical simulation machine is communicatively connected to a host computer. The semi-physical simulation machine can load the suspension control algorithm to be tested transmitted from the host computer. The semi-physical simulation machine is communicatively connected to the power amplifier and the sensor unit through the interface processing board. The power amplifier is communicatively connected to the power supply of the electromagnetic coil of each suspension control point. The interface processing board can transmit the detection data transmitted by the sensor unit to the semi-physical simulation machine. The semi-physical simulation machine can calculate and output a current control signal based on the suspension control algorithm and the detection data of the sensor unit. The interface processing board can transmit the current control signal of the semi-physical simulation machine to the power amplifier. The power amplifier can amplify the power of the current control signal and transmit it to the power supply of the electromagnetic coil.

7. A test method for a suspension control algorithm for a maglev train, implemented based on the test bench for the suspension control algorithm for a maglev train according to any one of claims 1 to 6, characterized in that: The test method comprises the following steps: Turning on the linear motor to perform a dynamic suspension test; During the dynamic suspension test, the suspension control algorithm to be tested is loaded into the control unit, the control unit receives the detection data of each of the sensing units, the detection data includes the gap detected by the gap sensor, and the control unit determines the gap detected by the gap sensor; During the dynamic suspension test, the determination includes determining whether the gap detected by the gap sensor is valid, and also includes determining whether the gap sensor is in the track gap stage. When it is determined that the gaps detected by the gap sensors of each of the sensing units are valid, the control unit calculates and outputs a current control signal based on the suspension control algorithm and the detection data of the sensing unit to control the current of the electromagnetic coil of the corresponding suspension control point. When it is determined that one gap sensor of the same sensing unit is in the track gap stage, the gap detected by the other gap sensor is used as the basis for calculating the current control signal. When it is determined that both gap sensors of the same sensing unit are not in the track gap stage, the average value of the gaps detected by the two gap sensors is used as the basis for calculating the current control signal.

8. The test method for the suspension control algorithm of a maglev train according to claim 7, characterized in that: When the gap detected by the gap sensor first increases to exceed the upper limit of the preset effective gap range and then decreases to within the preset effective gap range, it is determined that the gap sensor is in the track gap stage.

9. The test method for the suspension control algorithm of a maglev train according to claim 7, characterized in that: The test method comprises the following steps: Turning off the linear motor to conduct a static suspension test; During the static suspension test, the suspension control algorithm to be tested is loaded into the control unit, the control unit receives the detection data of each of the sensing units, the detection data includes the gap detected by the gap sensor, and the control unit determines the gap detected by the gap sensor; During the static suspension test, the judgment includes judging whether the gap detected by the gap sensor is valid. When it is judged that the gap detected by at least one gap sensor of each sensor unit is valid, the control unit calculates and outputs a current control signal based on the suspension control algorithm and the detection data of the sensor unit to control the current of the electromagnetic coil of the corresponding suspension control point. When it is judged that the gap detected by one gap sensor of the same sensor unit is valid and the gap detected by another gap sensor is invalid, the gap detected by the valid gap sensor is used as the basis for calculating the current control signal. When it is judged that the gaps detected by two gap sensors of the same sensor unit are both valid, the average value of the gaps detected by the two gap sensors is used as the basis for calculating the current control signal.

10. The test method for the suspension control algorithm of a maglev train according to any one of claims 7 to 9, characterized in that: When the gap detected by the gap sensor is always outside the preset effective gap range within the preset time, it is determined that the gap detected by the gap sensor is invalid.

Images