A method, medium and device for optimizing a multi-formation middle train suspension gap

Abstract

The application discloses a method, medium and device for optimizing a multi-formation middle train suspension gap, and belongs to the field of maglev system control. The method comprises the following steps: obtaining relevant operation data of a maglev train passing through a track beam section and determining design theoretical elevation data of a track beam stator surface, wherein the relevant operation data comprises a measured suspension gap sequence between a middle train suspension electromagnet and the track beam stator surface, real-time speed and position information of the train; judging the rigidity state of the track beam according to the relevant operation data, and constructing a reference height line for stable operation of the train according to different rigidity states; establishing a multi-objective optimization model for self-adaptive correction of the reference height line by taking a gap safety limit value and an operation stability index as constraint conditions, so as to obtain an optimized reference height line; and generating a target gap sequence based on the optimized reference height line, so as to be used for real-time adjustment of suspension controller parameters of the middle train. The application improves the safety and stability of train operation.

Description

Technical Field

[0001] This invention relates to the field of magnetic levitation control system analysis technology, and more specifically, to a method, medium, and device for optimizing the suspension gap of multi-train mid-sections, particularly applicable to scenarios involving vertical deformation of high-speed magnetic levitation track beams. Background Technology

[0002] When a high-speed maglev train passes through a track beam section, its operational stability is closely related to the precision of the suspension gap control. Existing suspension control systems typically target a fixed rated gap value, adjusting the suspension gap between the vehicle and the track beam stator surface in real time. However, under train loads, the track beam undergoes significant vertical deformation, causing the actual linear shape of the stator surface of the track beam's functional components to convex or concave, resulting in an uneven distribution of the suspension gap along the beam. If the controller continues to target a fixed value, under unbalanced conditions such as insufficient or excessive beam stiffness, problems easily arise such as excessively small local gaps threatening safety, and frequent gap fluctuations affecting operational stability.

[0003] Analysis revealed that existing technologies typically focus on optimizing the control system's adjustment algorithms, failing to fundamentally optimize the target settings of the suspension control system globally and predictively based on the actual deformation state of the track beam. This results in the system always operating under a non-optimal reference trajectory, which restricts the overall performance of the middle sections of multi-unit trains when passing through complex beam sections.

[0004] Therefore, there is an urgent need for a method that can identify the stiffness state of the beam and adaptively generate a target gap sequence that matches the deformation, so as to realize the active adaptation and optimization of the suspension control to the deformation of the track structure. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art and provide a method, medium, and device for optimizing the suspension gap of multi-train mid-sections.

[0006] According to a first aspect of the present invention, a method for optimizing the suspension clearance of a multi-car train in the middle section is provided. The method includes the following steps:

[0007] Acquire relevant operational data when the maglev train passes through the track beam section and determine the design theoretical elevation data of the track beam stator surface. The relevant operational data includes the measured suspension gap sequence between the levitation electromagnets of each middle section of the train and the track beam stator surface, as well as the real-time speed and position information of the train.

[0008] The stiffness state of the track beam is determined based on the relevant operating data, and a reference height line for smooth train operation is constructed based on different stiffness states.

[0009] Using clearance safety limits and operational stability indicators as constraints, a multi-objective optimization model is established to adaptively correct the reference height line, resulting in an optimized reference height line. The optimized reference height line includes optimizing the elevation of the reference height line.

[0010] Based on the optimized baseline height, a target gap sequence is generated for real-time adjustment of the suspension controller parameters of the central train.

[0011] According to a second aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of a method for optimizing the suspension clearance of a multi-group mid-section train.

[0012] According to a third aspect of the present invention, a computer device is provided, including a memory and a processor, wherein a computer program capable of running on the processor is stored in the memory, wherein the processor executes the computer program to implement the steps of a method for optimizing the suspension gap of a multi-train mid-section.

[0013] Compared with the prior art, the advantages of the present invention are that it provides a method for optimizing the suspension gap of a high-speed maglev multi-train mid-section based on track beam stiffness state identification, reference height line construction and multi-objective optimization. This method can actively adapt to the deformation of the track beam under different stiffness conditions, improve the running safety and stability of the train when it passes, and overcome the problem in the prior art that the fixed suspension gap setting value cannot adapt to the fluctuation of the suspension gap caused by the vertical deformation of the track beam.

[0014] Other features and advantages of the invention will become clear from the following detailed description of exemplary embodiments of the invention with reference to the accompanying drawings. Attached Figure Description

[0015] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments of the invention and, together with their description, serve to explain the principles of the invention.

[0016] Figure 1 This is a flowchart of a method for optimizing the suspension clearance of a multi-train mid-section according to an embodiment of the present invention;

[0017] Figure 2 This is a schematic diagram of the track beam, train, levitation electromagnet, and levitation gap under the condition of insufficient stiffness of the high-speed maglev track beam according to an embodiment of the present invention.

[0018] Figure 3 This is a schematic diagram of the track beam, train, levitation electromagnet, and levitation gap under the condition of excessive stiffness of the high-speed maglev track beam according to an embodiment of the present invention.

[0019] Figure 4This is a schematic diagram of the track beam, train, levitation electromagnet, and levitation gap under the condition of stiffness equilibrium of the high-speed maglev track beam according to an embodiment of the present invention. Detailed Implementation

[0020] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention.

[0021] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the invention or its application or use.

[0022] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0023] In all the examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0024] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0025] In summary, this invention presents a method for optimizing the suspension clearance of mid-trains in multi-car trains that adapts to the vertical deformation of high-speed maglev track beams. The method first acquires measured suspension clearance, position and velocity data, and track beam design elevation data as the train passes the track beam. By analyzing the clearance deviation, the stiffness state of the track beam is identified, and a baseline height line for the train's horizontal operation is constructed based on different stiffness levels. Then, constrained by clearance safety limits and operational stability indicators, a multi-objective optimization model is established to correct the baseline, resulting in a safe and smooth optimized baseline. Finally, a target clearance sequence is generated based on this optimized baseline for real-time adjustment of the suspension controller parameters of the mid-train. This invention achieves adaptive control of the suspension clearance under varying track beam stiffness conditions, improving the operational safety and stability of the mid-train when multiple trains pass.

[0026] Specifically, see Figure 1 As shown, the proposed method for optimizing the suspension clearance of multi-train mid-sections includes the following steps:

[0027] Step S1: Obtain relevant operational data such as the measured suspension gap sequence between the intermediate train's levitation electromagnet and the track beam stator surface when the high-speed maglev train passes through the track beam section, the real-time speed and position information of the train, and determine the design theoretical elevation data of the track beam stator surface based on the design data.

[0028] In this article, the term "intermediate train" specifically refers to all the train cars in a multi-car train other than the first and last cars.

[0029] Step S2: Determine the stiffness state of the track beam based on the obtained data, and construct a reference height line for smooth train operation based on different stiffness states.

[0030] In step S2, by analyzing the obtained data, the vertical stiffness state of the track beam under the load of the high-speed maglev train is identified. For example, three states of track beam stiffness are considered: insufficient, balanced, and excessive. Based on different stiffness states, a reference height line is constructed to keep the train running smoothly in suspension.

[0031] In one embodiment, the reference height line that keeps the train in stable levitation is constructed according to the following steps:

[0032] Step S21: Determine the vertical stiffness state of the track beam under the load of the maglev train.

[0033] For example, the stiffness state of the track beam is determined based on the deviation distribution between the measured suspension gap and the rated gap. The deviation values ​​between the measured and rated suspension at two positions, namely mid-span and beam end, are calculated and expressed as follows:

[0034] (1);

[0035] in, j For the track beam span index, x For the mileage coordinates along the route, For the first j track beam x The deviation between the measured value at the mileage point and the rated suspension clearance. For the first j track beam x The actual suspension gap between the levitation electromagnet and the stator surface of the track beam at the mileage point. This is the rated suspension gap.

[0036] Define the mid-span position, beam start position, and beam end position as follows: , , And extract the deviation values ​​between the measured values ​​and the rated suspension gap at the above positions, respectively. , and .

[0037] Based on the relationship between the magnitudes of the deviations at different locations, the stiffness state of the track beam should be determined according to the following rules:

[0038] (1) If and Then determine the first j The track beam has insufficient stiffness, such as Figure 2 As shown. Among them To determine the threshold, a value of 3mm is generally used.

[0039] (2) If and If the stiffness of the j-th track beam is too large, then it is determined that the stiffness of the j-th track beam is too large. Figure 3 As shown;

[0040] (3) If Then determine the first j The track beams have balanced stiffness, such as Figure 4 As shown.

[0041] Step S22: For different stiffness conditions, search for and determine the key safety reference points used to construct the reference height line, and calculate their positions and suspension gap sizes.

[0042] (1) For the case of insufficient stiffness or excessive stiffness, search for the location of the minimum actual suspension gap point of the current beam span. and its gap value To ensure absolute safety, the location of key safety reference points and the method for determining the suspension gap are as follows:

[0043] (2);

[0044] (3);

[0045] in, For the first j The location of the key safety reference points for each track beam For the first j The key safety reference point suspension gap of each track beam This is the minimum safety clearance allowed by the system.

[0046] (2) For stiffness-balanced working conditions, the key safety reference point suspension gap Take the rated suspension gap Key safety benchmark locations It can be any point on the beam.

[0047] Step S23, using the determined safety reference point Based on this, a horizontal line parallel to the design theoretical elevation of the track beam stator surface is constructed as the reference height line.

[0048] For example, the constructed baseline height line is represented as:

[0049] (4);

[0050] in, For the first j track beam x The elevation of the baseline at the mileage point For the first j track beam x The theoretical elevation of the stator surface at the mileage point.

[0051] This reference height line means that the train will be suspended at a constant altitude. The train operates relative to the stator surface design position, thereby precisely meeting the safety clearance at the reference point and forcing the train to adapt to the vertical deformation of the track beam in the remaining positions.

[0052] Step S3: Based on the obtained reference height line, the allowable limit of suspension gap and vehicle running stability index are further introduced as constraints to construct a multi-objective optimization model of the reference height line of the central train. The reference height line is adaptively corrected to generate an optimized reference height line that strictly meets the hard constraint of gap safety while maximizing the ride comfort.

[0053] In one embodiment, a multi-objective optimization model for the central train baseline is constructed according to the following steps:

[0054] Step S31: Optimize the elevation of the baseline.

[0055] To ensure that the suspension gaps after adopting the reference height line are all less than the maximum suspension gap limit, the elevation of the reference height line at some exceeding points needs to be adjusted. In order to avoid abrupt changes in the suspension gaps between the adjustment points and adjacent positions, as well as abrupt changes in the suspension gaps of adjacent track beams due to differences in the reference height line elevations, the elevation of the reference height line is optimized.

[0056] For example, the optimized baseline target elevation is defined as... , represented as:

[0057] (5);

[0058] In the formula, for x The change in elevation of the mileage reference elevation line.

[0059] Step S32: Establish an objective function with the goal of minimizing the overall elevation change of the baseline.

[0060] For example, the objective function is expressed as:

[0061] (6);

[0062] In the formula, f Let be the objective function. n The total number of mileage sequences;

[0063] Step S33: Construct comprehensive constraints, including upper and lower limits of safety clearance and operational stability constraints.

[0064] For example, the constructed comprehensive constraints are as follows:

[0065] (1) Upper and lower limits of safety clearance. The optimized actual suspension clearance must be within the allowable range, expressed as:

[0066] (7);

[0067] in, This represents the maximum allowable suspension gap.

[0068] The above formula can be used Specifically, it means:

[0069] (8);

[0070] (2) Operational stability constraints. For example, the midpoint chord measurement method is used to constrain the target elevation of the reference height line to ensure that it meets the operational stability requirements. The chord length of the midpoint chord is matched with the length of the track beam, as expressed in:

[0071] (9);

[0072] in, The midpoint chord deviation limit is calculated based on vehicle ride comfort standards. L This indicates the length of the chord at the midpoint.

[0073] The above formula can be used Specifically, it means:

[0074] ;

[0075] Step S34: Solve the above optimization model using a linear programming algorithm to obtain the elevation change of the baseline. The optimal solution is then used to calculate the final target elevation of the baseline. .

[0076] Step S4: Based on the optimized reference height line, calculate the target gap sequence of the suspension controller for each car in the middle of the multi-train group, and optimize the suspension controller parameters of each car based on the target gap sequence to achieve adaptive control of the suspension gap of the middle car under the vertical deformation of the track beam.

[0077] In one embodiment, the suspension controller parameters are calculated according to the following steps:

[0078] Step S41: Based on the final target elevation of the reference height line obtained in step S3. The target gap sequence for the suspension controller of each car in the middle of a multi-car train is calculated as follows:

[0079] (11);

[0080] in, for x The target suspension gap at the mileage, for x The theoretical elevation of the stator surface at the mileage point.

[0081] Step S42: Compare the measured suspension gap with the target suspension gap at each mileage location, and calculate the deviation between the two using formula (12):

[0082] (12);

[0083] In the formula, for x The deviation between the measured suspension gap at the mileage point and the target suspension gap for x Measured suspension gap at the mileage point.

[0084] The deviation signal is input to the core control unit of the suspension controller. The controller, for example, uses a closed-loop control law that includes proportional, integral, and derivative actions to generate the final control command, expressed as:

[0085] (13);

[0086] In the formula, for x The final control command at the mileage point, for x The theoretical design elevation of the stator surface at the mileage point. The proportional coefficient of the suspension controller. The integral coefficient of the suspension controller. represents the differential coefficient of the suspension controller.

[0087] In summary, compared with the prior art, the present invention has the following main advantages:

[0088] (1) This invention effectively overcomes the problem that traditional fixed gap control cannot adapt to the dynamic deformation of the beam by identifying the vertical stiffness state of the track beam and constructing the corresponding reference height line. Furthermore, the target suspension gap sequence generated based on the optimized reference line can accurately reflect the real gap setting required for the train to maintain level and operate safely, significantly improving the adaptability and safety of the control signal.

[0089] (2) This invention systematically integrates the actual deformation characteristics of the track beam with the safety and comfort constraints of the suspension system. By establishing a multi-objective optimization model for adaptive correction, the generated optimization baseline not only strictly meets the rigid limit of the gap, but also improves the running stability as much as possible, thus realizing intelligent adaptation and performance balance to complex working conditions.

[0090] (3) This invention provides a complete process from stiffness identification, baseline optimization and control parameter generation, forming a standardized and implementable suspension gap optimization method that can be directly used to improve the overall running performance of multi-train trains and has clear engineering practical value.

[0091] This invention can be a system, method, and / or computer program product. A computer program product may include a computer-readable storage medium having computer-readable program instructions loaded thereon for causing a processor to implement various aspects of the invention.

[0092] Computer-readable storage media can be tangible devices capable of holding and storing instructions for use by an instruction execution device. Computer-readable storage media can be, for example, but not limited to, electrical storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any suitable combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), portable compact disc read-only memory (CD-ROM), digital multifunction disc (DVD), memory sticks, floppy disks, mechanical encoding devices, such as punch cards or recessed protrusions storing instructions thereon, and any suitable combination thereof. The computer-readable storage media used herein are not to be construed as transient signals themselves, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through fiber optic cables), or electrical signals transmitted through wires.

[0093] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0094] Various aspects of the present invention are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0095] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0096] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0097] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction containing one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions. It will be known to those skilled in the art that implementation in hardware, implementation in software, and implementation using a combination of software and hardware are equivalent.

[0098] The various embodiments of the present invention have been described above. These descriptions are exemplary and not exhaustive, and are not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or technical improvements to the embodiments in the market, or to enable others skilled in the art to understand the embodiments disclosed herein. The scope of the invention is defined by the appended claims.

Claims

1. A method for optimizing the suspension clearance of a multi-car train in the middle section, characterized in that, Includes the following steps: Acquire relevant operational data when the maglev train passes through the track beam section and determine the design theoretical elevation data of the track beam stator surface. The relevant operational data includes the measured suspension gap sequence between the levitation electromagnets of each middle section of the train and the track beam stator surface, as well as the real-time speed and position information of the train. The stiffness state of the track beam is determined based on the relevant operating data, and a reference height line for smooth train operation is constructed based on different stiffness states. Using clearance safety limits and operational stability indicators as constraints, a multi-objective optimization model is established to adaptively correct the reference height line, resulting in an optimized reference height line. The optimized reference height line includes optimizing the elevation of the reference height line. A target gap sequence is generated based on the optimized baseline height, which is used to adjust the suspension controller parameters of the central train in real time. The reference height line is constructed according to the following steps: The stiffness state of the track beam is determined based on the deviation distribution between the measured suspension gap and the rated gap. The deviation values ​​between the measured and rated suspension at the mid-span and beam end positions are calculated respectively, and the stiffness state of the track beam is determined based on the deviation values. For different stiffness states, search and determine key safety benchmarks. ; Based on safety benchmark Based on this, a horizontal line parallel to the design theoretical elevation of the track beam stator surface is constructed as the reference height line, expressed as: in, For the first j track beam x The elevation of the baseline at the mileage point For the first j track beam x The theoretical design elevation of the stator surface at the mileage point. For the first j The location of the key safety reference points for each track beam For the first j The critical safety reference point suspension gap of each track beam; The stiffness state includes insufficient stiffness, excessive stiffness, and stiffness equilibrium, and is determined according to the following steps: The deviations between the measured suspension and the rated suspension at the mid-span and beam ends are calculated separately and expressed as follows: in, j For the track beam span index, x For the mileage coordinates along the route, For the first j track beam x The deviation between the measured suspension clearance and the rated suspension clearance at the mileage point. For the first j track beam x The measured suspension gap between the levitation electromagnet and the stator surface of the track beam at the mileage point. This is the rated suspension gap; Define the mid-span position, beam start position, and beam end position as follows: , , The deviations between the measured suspension gap and the rated suspension gap at the mid-span position, the beam start position, and the beam end position are extracted and expressed as follows: , and ; The stiffness state of the track beam shall be determined according to the following rules: like and Then determine the first j The track beams are in a state of insufficient stiffness, among which It is about setting a threshold; like and If so, then the j-th track beam is determined to be in a state of excessive stiffness; like Then determine the first j The track beams are in a state of stiffness equilibrium.

2. The method according to claim 1, characterized in that, The optimized reference height line is obtained according to the following steps: Define the target elevation of the optimized baseline as: , is represented as: in, for x The change in elevation of the mileage reference elevation line; Establish an objective function that minimizes the overall elevation change of the aforementioned baseline, expressed as: in, f Let be the objective function. n The total number of mileage sequences; The comprehensive constraint conditions, including upper and lower limits of safety clearance and operational stability constraints, are constructed as follows: in, For the maximum allowable suspension gap, This is the midpoint chord measurement deviation limit, where L represents the midpoint chord length; Solving the objective function yields the elevation change of the baseline. The optimal solution is then used to calculate the target elevation of the baseline. .

3. The method according to claim 2, characterized in that, The suspension controller parameters are obtained according to the following steps: Based on the target elevation of the reference height line The target gap sequence of the suspension controller for each car in the middle of a multi-car train is calculated and expressed as: in, for x The target suspension gap at the mileage, for x Theoretical design elevation of the stator surface at the mileage point; The deviation between the measured suspension clearance and the target suspension clearance at each mileage position is calculated using the following formula: in, for x The deviation between the measured suspension gap at the mileage point and the target suspension gap for x Measured suspension gap at the mileage point; Deviation The signal is input to the core adjustment unit of the suspension controller to generate control commands.

4. The method according to claim 3, characterized in that, The control command is generated according to the following formula: in, for x Control commands at the mileage marker. for x The theoretical design elevation of the stator surface at the mileage point. The proportional coefficient of the suspension controller. The integral coefficient of the suspension controller. represents the differential coefficient of the suspension controller.

5. The method according to claim 2, characterized in that, The objective function is solved using a linear programming algorithm.

6. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 5.

7. A computer device comprising a memory and a processor, wherein a computer program capable of running on the processor is stored in the memory, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 5.

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