CN114348055B - Maglev rail transit operation control method and control system - Google Patents

Abstract

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

Description

Maglev rail transit operation control method and control system

Technical Field

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

Background Art

As a brand-new transportation technology, the permanent magnet maglev transportation system relies on the repulsive force of permanent magnets to suspend the train body on the permanent magnet-laid track. There is no direct contact between the train body and the permanent magnet track. The maglev train only has air resistance during its operation, and theoretically can reach a relatively high speed. Because the permanent magnet maglev train uses permanent magnets to achieve "zero power" suspension of the maglev train, the permanent magnet maglev train has the advantages of fast running speed, low noise, energy saving, safer and easier maintenance, and represents the development direction of the next generation of advanced rail transportation.

Compared with traditional wheel-rail rail transit, permanent magnet maglev trains are suspended on permanent magnet tracks without direct contact. This special relationship between the car body and the permanent magnet track makes it difficult to switch the line of permanent magnet maglev trains. The turnout system is a crucial equipment for rail transit vehicle line switching. A large number of turnout equipment are arranged at the switching of trunk and branch lines and at the entrance and exit of stations. The turnout system is controlled by the Decentralised Switch Module (DSM) of the DCS subsystem, which is a key factor that needs to be considered in the safety protection and signal interlocking of permanent magnet maglev trains. The stability and reliability of the operation of the permanent magnet maglev turnout system and the safety of the turnout equipment determine the safety and efficiency of the operation of permanent magnet maglev trains. The existing turnout system is controlled based on the position of the maglev train, but there are problems such as poor train positioning accuracy, deviation in the trigger time of the turnout line switching action, and uneven local stress in the turnout during the line switching process, which poses certain safety hazards.

Summary of the invention

The purpose of the embodiments of the present invention is to provide a method and system for controlling the operation of a maglev rail transit, so as to at least solve the above-mentioned problems of deviation in the action time of the turnout, uneven local stress of the turnout during the line change process, and certain potential safety hazards.

In order to achieve the above-mentioned object, the first aspect of the present invention provides a method for controlling operation of a magnetic levitation rail transit, comprising:

Obtain the location information of the maglev train in real time;

When the position information of the maglev train meets the preset action conditions, determining the target moving position corresponding to each turnout motor;

Control each switch motor to move at a corresponding preset moving speed, wherein during the movement of the switch motor, based on the actual movement amount and theoretical movement amount of each switch motor, the preset moving speed corresponding to each switch motor is compensated until each switch motor moves to the corresponding target moving position.

Optionally, the real-time acquisition of the position information of the maglev train includes:

When the number of effective satellites is greater than or equal to a preset number, the position information of the maglev train is obtained based on the satellite positioning system, the inertial positioning system and the radar positioning system;

When the number of effective satellites is less than a preset number, the position information of the maglev train is obtained based on the inertial positioning system and the radar positioning system.

Optionally, the method further includes:

When the number of valid satellite data received is greater than or equal to the preset number:

Calculate the importance of each valid satellite in the satellite positioning system, and sort the valid satellites from large to small according to the importance;

Based on a preset number of valid satellites, as well as an inertial positioning system and a radar positioning system, the position information of the maglev train is obtained.

Optionally, during the movement of the turnout motor, based on the actual movement amount and theoretical movement amount of each turnout motor, a preset movement speed corresponding to each turnout motor is compensated, including:

Obtain the actual and theoretical movement of each turnout motor in real time;

Based on the actual movement amount and theoretical movement amount of each turnout motor, the displacement error and error change rate of each turnout motor are determined;

Based on the displacement error and error change rate corresponding to each turnout motor, the position compensation amount corresponding to each turnout motor is obtained;

Based on the position compensation amount corresponding to each switch motor, the preset moving speed corresponding to each switch motor is corrected.

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

The displacement error and error change rate corresponding to each turnout motor are used as input, and the position compensation amount corresponding to each turnout motor is calculated based on the preset fuzzy control rules.

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

Among them, _yn is the track fitting curve function corresponding to each turnout motor; _y′n is the first-order derivative of _yn ; _y′n ′ is the second-order derivative of _yn ; _Ln is the theoretical movement of the turnout motor; _ln is the distance between the turnout motor position and the fixed end of the turnout beam; _ρn is the inverse of the curvature radius required when the turnout beam is changed.

A second aspect of the present invention provides a magnetic levitation rail transit operation control system, comprising:

An on-board system, an information fusion system and a turnout control system, wherein the information fusion system is communicatively connected with the on-board system and the turnout control system respectively;

The on-board system is used to measure the position information of the maglev train in real time;

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

The turnout control system is used to synchronously control the corresponding turnout motor to move at the corresponding preset moving speed according to the turnout control instruction, and during the movement of each turnout motor, compensate the preset moving speed corresponding to each turnout motor based on the actual movement amount and theoretical movement amount of each turnout motor until each turnout motor moves to the corresponding target moving position.

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

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

The collaborative controller is used to synchronously send a control signal to each single turnout motor controller based on the turnout control instruction, and synchronously send a speed compensation signal to the single turnout motor controller corresponding to each turnout motor based on the actual movement amount and theoretical movement amount of each turnout motor during the movement of the turnout motor;

Each single turnout motor controller is used to control the corresponding turnout motor movement according to the received control signal and speed compensation signal

On the other hand, the present invention provides a machine-readable storage medium having instructions stored thereon, the instructions being used to enable a machine to execute the magnetic levitation rail transit operation control method described above in the present application.

The present application obtains the precise position of the maglev train as the action condition for switch line changing, and during the switch line changing process, coordinates the control of each switch motor, and compensates the speed of each switch motor based on the actual movement and theoretical movement of each switch motor, so as to eliminate the cumulative error of multiple motors during the movement process, prevent the switch from deforming, damaging, and breaking the track due to local stress concentration, so as to improve the service life of the track and the operational safety of maglev rail transit.

Other features and advantages of the embodiments of the present invention will be described in detail in the following detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings are used to provide a further understanding of the embodiments of the present invention and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the embodiments of the present invention, but do not constitute a limitation on the embodiments of the present invention. In the accompanying drawings:

FIG1 is a flow chart of a method for controlling operation of a magnetic levitation rail transit provided by the present invention;

FIG2 is a schematic diagram of a turnout structure of a magnetic levitation rail transit provided by the present invention;

FIG3 is a schematic diagram of a flow chart of location information acquisition provided by the present invention;

FIG4 is a schematic diagram of the working process of the magnetic levitation rail transit operation control system provided by the present invention;

FIG5 is a schematic diagram of the overall flow of the magnetic levitation rail transit operation control system provided by the present invention;

6 is a schematic diagram of the control flow of the turnout control system provided by the present invention;

FIG7 is a schematic diagram of the control principle of the collaborative controller provided by the present invention;

8 is a flow chart of multi-turnout motor control provided by the present invention;

FIG. 9 is a schematic diagram of the control principle of the single turnout motor controller provided by the present invention.

DETAILED DESCRIPTION

The specific implementation of the present invention is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present invention, and is not used to limit the present invention.

FIG1 is a flow chart of a method for controlling the operation of a maglev rail transit provided by the present invention; FIG2 is a schematic diagram of a turnout structure of a maglev rail transit provided by the present invention. As shown in FIG1 , an embodiment of the present invention provides a method for controlling the operation of a maglev rail transit, the method comprising:

Step 101, obtaining the position information of the maglev train in real time;

Step 102: when the position information of the maglev train meets the preset action conditions, determine the target moving position corresponding to each turnout motor;

Step 103, control each switch motor to move at a corresponding preset moving speed, wherein during the movement of the switch motor, based on the actual movement amount and theoretical movement amount of each switch motor, the preset moving speed corresponding to each switch motor is compensated until each switch motor moves to the corresponding target moving position.

Specifically, the structure of the turnout is shown in Figure 2. The turnout of the straddle-type permanent magnet maglev system is an integral permanent magnet track and a steel beam 20-50 meters long. The track change is achieved by using multiple drive motors to drive the permanent magnet track and the steel beam to make them elastically deformed. The drive motor adopts a linear motor. During the movement of the turnout, the multiple drive motors must maintain a mutually coordinated position relationship, otherwise it will cause stress concentration on the turnout beam, causing the permanent magnet track to break and seriously endangering the operation safety of the permanent magnet maglev train. Therefore, the present invention proposes a permanent magnet maglev turnout multi-drive motor collaborative safety control method to ensure that the turnout can move accurately during the line change process, avoid external disturbances to produce movement errors, and improve the safe and efficient operation of the permanent magnet maglev train. Before and after the turnout is switched, the turnout's own curvature may produce certain changes. Therefore, by acquiring the position information of the maglev train in real time, and when the maglev train moves to a certain point, the condition for triggering the switch line change is met. At this time, the position of the switch after the line change is determined (the position is the position set in advance according to the track layout), so as to determine the target movement amount that each switch motor needs to move. The target movement amount is a preset value set in advance according to the movement amount and curvature radius of the switch beam before and after the line change. Each switch motor has a corresponding target movement amount, and the closer the switch motor is to the fixed end of the switch beam, the smaller the target movement amount. Since different switch motors have different target movement amounts, the moving speeds of each switch motor need to be set to different speeds to ensure that each switch motor moves the corresponding displacement after a specific time, so that each switch motor reaches the position corresponding to the time, so as to ensure that the stress on the switch beam during the line change process meets the requirements, avoid local stress unevenness, cause the switch beam to deform, damage or even break, affect the service life of the switch beam, and increase the operation risk of maglev rail transit.

However, in the existing process of switch motor movement, due to certain external disturbances, when the disturbance is too large, the switch motor cannot overcome the disturbance, which will cause deviations in the walking speed and walking displacement, and the walking displacement of the switch motor will not be in place, thereby affecting the stress distribution of the switch beam. In addition, the PID algorithm is usually used in the prior art to directly control the actual movement of the switch motor measured by the distance measuring sensor, so that the final movement of the switch motor meets its target movement. In this way, the synchronous coordinated control of the switch motor cannot be achieved. When some switch motors are in place and some are not, the switch motor will not be able to move properly. When the switch is out of position, the local stress of the switch beam is too large and the motors are disturbed each other. Therefore, the present invention calculates the theoretical movement of each switch motor and collects the actual movement of each switch motor in real time during the movement of the motor. In the synchronous movement of each motor, the movement speed of each motor is controlled cooperatively to compensate the movement speed of each switch motor, and finally compensates the movement of the switch motor with error, ensuring that each motor has no displacement error when completing the corresponding target movement, that is, it can ensure that each motor can move synchronously and cooperatively to complete the switching of the switch beam.

Furthermore, the real-time acquisition of the position information of the maglev train includes:

When the number of effective satellites is greater than or equal to a preset number, the position information of the maglev train is obtained based on the satellite positioning system, the inertial positioning system and the radar positioning system;

When the number of effective satellites is less than a preset number, the position information of the maglev train is obtained based on the inertial positioning system and the radar positioning system.

Specifically, in the embodiments of the present invention, accurately obtaining the running position and running speed of the maglev train plays an important role in the timely switching of the turnout. Using the position of the maglev train as a trigger condition for starting the switching can ensure timely switching and achieve safe operation. Therefore, it is necessary to obtain the precise position of the train. In the embodiments of the present invention, when the number of effective satellites is greater than or equal to the preset number, the vehicle position information is obtained based on the satellite positioning system, the inertial positioning system and the radar positioning system; when the number of effective satellites is less than the preset number, the maglev train position information is obtained based on the inertial positioning system and the radar positioning system, so that accurate train position and speed information can be obtained.

In addition, when the number of effective satellites is greater than or equal to the preset number: the specific method of obtaining the vehicle position information based on the satellite positioning system, the inertial positioning system and the radar positioning system is: since the Beidou satellite positioning system can achieve a meter-level error, therefore, when the Beidou satellite positioning system can be used normally, based on the fusion algorithm, the information obtained by the two is fused, so that the position information obtained by the Beidou satellite positioning system can correct the position information obtained by the inertial positioning system in real time, so as to ensure that when the Beidou satellite positioning system cannot be used normally, the inertial positioning system can also output higher-precision train position information, and the position information obtained after the fusion processing of the Beidou satellite positioning system and the inertial positioning system is combined with the position information obtained by the radar positioning system. The obtained train position information is matched to output the final maglev train position information. When matching the train position information, if the difference between the position information obtained after the fusion processing of the Beidou satellite positioning system and the inertial positioning system and the train position information obtained by the radar positioning system meets the preset error range, the position information output by each of them is summed and averaged as the final output maglev train position information; when the number of effective satellites is less than the preset number: the specific method of obtaining the vehicle position information based on the inertial positioning system and the radar positioning system is: matching the position information obtained by the inertial positioning system with the train position information obtained by the radar positioning system to output the final maglev train position information.

The process of obtaining the position of the maglev train through the radar positioning system is: obtaining point cloud information in real time through the on-board radar, and matching the point cloud information in the track electronic map near the train position obtained by the Beidou satellite and multi-sensor fusion positioning system, so as to output the position information, which can improve the efficiency of the laser radar positioning system. Among them, the track electronic map is drawn in advance according to the position information during track design and the actual track information during engineering construction. The radar in the radar positioning system can be a laser radar, etc.

In another implementation manner, FIG3 is a schematic diagram of the location information acquisition process provided by the present invention. As shown in FIG3, when the satellite navigation positioning system receives data from more than four satellites, the preliminary location information of the train is obtained through the inertial positioning system and the satellite positioning system. At this time, the information needs to be fused. The implementation manner of the present invention adopts elevation constraints and attitude constraints to add the Kalman filter algorithm to solve the problem of constraint elevation divergence and error divergence. The above constraints can be obtained by calculating the fusion algorithm, and finally the fused train positioning information is obtained, which specifically includes:

There are certain limitations on the running speed, suspension height, and track radius of permanent magnet maglev trains. By adding these constraints to the traditional Kalman filter model, the fusion algorithm can be further improved and the overall accuracy of positioning using multiple sensors can be improved.

Suppose the system state equation and measurement equation after adding constraints in the Kalman filter model are transformed into:

Among them, _Xk is the system state matrix; _φk/k-1 is the state transfer matrix; _Wk is the process noise; _Zk is the actual observation matrix of the state matrix; _Hk is the state observation matrix; _vk is the actual noise in the measurement process; _Dk is the constraint condition transfer matrix; _dk is the specific value of the constraint condition.

Its objective function is:

Among them, W is any positive definite and symmetric matrix, that is, the weight matrix of the observation vector, is the Kalman filter prediction value after adding constraints.

Based on the objective function and specific constraints, the Lagrangian optimization condition is obtained as follows:

Where: λ is the Lagrange constant vector. Let Ω be the relationship between λ and The first-order partial derivatives are all 0, and the corresponding The observed value of . That is:

The predicted value of the Kalman filter algorithm after adding constraints is:

The specific process is:

Among them, _Kk is the Kalman gain, _Pk is the Kalman estimation error covariance matrix, _Qk is the covariance matrix of the process excitation noise, and _Zk is the state observation equation.

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

First, the operation plan is used to initialize the train position information and operation status. When the Beidou satellite positioning and navigation system can work normally, the Beidou satellite system is used to measure and update the position and speed of the permanent magnet maglev train in real time. The specific process is as follows:

The permanent magnet maglev train is equipped with a Beidou satellite signal receiving antenna and a receiver to receive the ephemeris data sent by the Beidou satellite. When the received satellite data exceeds 4, the data of the first 4 satellites are first screened out for solution to obtain the real-time position information of the permanent magnet maglev train. However, the current Beidou positioning method uses the pseudo-range positioning method, that is, the Beidou satellite information received by the antenna on the permanent magnet maglev train is the transmission time of the satellite signal calculated by the receiver, which needs to be multiplied by the speed of light to obtain the relative distance between the permanent magnet maglev train and the Beidou satellite. Since there are inevitable clock errors between the clock of the permanent magnet maglev train receiver, the clock of the Beidou satellite and the standard clock in the Beidou system, the measured distance is a pseudo-range, so the error must be compensated. The error value is measured and corrected using the Beidou ground reference station. The calculation method is:

Among them, ρ _i is the distance calculated by the permanent magnet maglev train satellite receiver; ( _xi , _yi , _zi ) is the known three-dimensional spatial position of the i-th Beidou satellite; (x, y, z) is the three-dimensional position of the levitation train to be solved; c is the speed of light; Δt is the error of the permanent magnet maglev train receiver clock obtained using the Beidou satellite reference base station.

Secondly, when the Beidou satellite receives less than 4 satellite information due to special terrain and fails temporarily or the positioning accuracy is insufficient, the Beidou satellite navigation system is used to match the radar, multi-sensor and vehicle-mounted laser radar with the established electronic map point cloud information to calculate the position and speed information of the permanent magnet maglev train. Using Beidou satellites, multi-sensors and electronic maps for information matching can eliminate the cumulative error generated by the two, thereby greatly improving the positioning accuracy of the permanent magnet maglev train. The specific process is as follows:

According to the acceleration information of the permanent magnet maglev train measured by the acceleration sensor, it can be obtained:

Integrating the velocity information in the above formula again can get the position information:

Where _Re is the radius of the Earth.

In addition, in the embodiment of the present invention, a mathematical model established by multiple sensors is provided as a prediction model, and the observation model established by the Beidou satellite receiver is used for updating and correction, and a forgetting factor is designed for observation noise to be dynamically corrected. The prediction model formed by multi-sensor fusion is: x(k)=f(x _k-1 ,u _k-1 )+W _k-1

Where x = [s _ix , s _iy , s _iz , vi _ix , _viy , vi _iz ,] ^T , represents the six-dimensional vector of the i-th position (s) and velocity (v) at time k, and the control variable u is the three-axis acceleration. The prediction equation is:

in, represents the attitude angle; Δa represents the acceleration difference between time k and k-1; W _k-1 represents the covariance matrix of the system noise at time k-1.

The predicted covariance is:

Where A is the Jacobian matrix of the state function, is the optimal estimation error at the k-1 moment.

Then the observation model of the BDS receiver is:

In addition, the embodiment of the present invention further proposes an adaptive online adjustment parameter a, and a is:

The extended Kalman gain is:

Among them, _Hk is the first-order inverse of h. When the calculated _Kk Kalman gain is larger, the proportion of Beidou satellite in the update equation is larger; the smaller the _Kk Kalman gain is, the smaller the Beidou satellite in the update equation is, and the larger the proportion of multi-sensors is, thereby realizing the precise positioning of permanent magnet maglev trains; the specific proportion value is determined by the specific value of the Kalman gain.

Finally, the pre-established track electronic map point cloud information is matched with the point cloud information obtained in real time by the on-board lidar. The permanent magnet maglev train uses Beidou satellite navigation and a fusion positioning system composed of multiple sensors to measure and calculate the train speed and position information and match it with the track line point cloud feature parameters in the track electronic map. The fusion positioning system composed of the Beidou satellite system and multiple sensors is effectively corrected to further improve the positioning accuracy of the system.

Furthermore, the method further comprises:

When the number of valid satellite data received is greater than or equal to the preset number:

Calculate the importance of each valid satellite in the satellite positioning system, and sort the valid satellites from large to small according to the importance;

Based on a preset number of valid satellites, as well as an inertial positioning system and a radar positioning system, the position information of the maglev train is obtained.

Specifically, when the number of received satellite data is greater than or equal to the preset number: calculate the importance of each valid satellite in the satellite positioning system, and sort them from large to small according to the importance; obtain the position information of the maglev train based on the satellites, inertial positioning systems and radar positioning systems that are ranked before the preset number. In this way, the amount of calculation when obtaining the train position through the satellite positioning system can be effectively reduced, and the calculation speed can be improved. In this embodiment, four valid satellites are used for calculation, which can reduce the amount of data calculation in the calculation process, and can also ensure the accuracy of the positioning of the maglev train to obtain accurate position information.

In this embodiment, the satellite positioning system adopts the Beidou satellite positioning system. When the location information of the maglev train is obtained through the Beidou satellite positioning system, it is necessary to ensure that the BDS satellite navigation positioning system composed of the satellite receiver needs to receive more than 4 satellite data to determine the position of the permanent magnet maglev train. If the number of received satellite signals is less than four, the position of the permanent magnet maglev train cannot be solved. However, when more than 4 satellite signals are received, the workload of the solution will increase, thereby affecting the real-time performance of the system. Therefore, how to select the multiple satellite signals received is one of the key research objects of the present invention. The specific process is as follows:

Assume that the permanent magnet maglev train satellite receiver receives n Beidou satellite signals, then the observation matrix of the nth Beidou satellite is H _n , and the received jth (j = l, 2, 3, ..., n) satellite information is ignored, and the observation matrix of n-1 Beidou satellite information can be obtained Ignoring the recursive relationship between the two observation matrices before and after, the following is:

Where _hj represents the observation vector of the jth BeiDou satellite, and make but:

in, is a scalar, denoted as S _jj , we can get:

use Characterizes the magnitude of the impact of the jth satellite on the satellite system of the n Beidou satellite combination:

According to the above process, the importance of each satellite received in the positioning system can be calculated respectively, and the satellites are sorted from large to small in importance. The top four satellites are selected as positioning satellites in the satellite positioning system for subsequent output and combined with the radar positioning system and inertial positioning system to obtain the precise position information of the maglev train.

Furthermore, during the movement of the turnout motor, based on the actual movement amount and theoretical movement amount of each turnout motor, the preset movement speed corresponding to each turnout motor is compensated, including:

Obtain the actual and theoretical movement of each turnout motor in real time;

Based on the actual movement amount and theoretical movement amount of each turnout motor, the displacement error and error change rate of each turnout motor are determined;

Based on the displacement error and error change rate corresponding to each turnout motor, the position compensation amount corresponding to each turnout motor is obtained;

Based on the position compensation amount corresponding to each switch motor, the preset moving speed corresponding to each switch motor is corrected.

Specifically, based on the actual movement amount and theoretical movement amount of each turnout motor, the preset movement speed corresponding to each turnout motor is compensated. The specific process is:

The actual movement of each turnout motor is detected in real time by the set sensor system or according to the preset sampling time. Specifically, the actual movement of the motor can be measured by a distance measuring sensor set on the motor. Since the movement speed of each turnout motor is different, its actual movement is also different. At the same time, the theoretical movement of each turnout motor is calculated by the formula, and the difference between the actual movement and the theoretical movement is used as the displacement error, and the error change rate is determined according to the adjacent sampling time. Among them, the displacement error of consecutive adjacent sampling times is increasing, indicating that the error change rate at this time is positive, and the speed compensation of the turnout motor needs to be performed in time to reduce the displacement error. At this time, the corresponding output position compensation Amount; Take the lack of displacement of the turnout motor as an example: Since the sampling time and the moving speed are known, the movement amount that the turnout motor should travel at the current sampling moment and the next sampling moment can be directly obtained, and the position compensation amount is superimposed on the movement amount that the turnout motor should travel at the next sampling moment, which is converted to increase the moving speed of the turnout motor between the current sampling moment and the next sampling moment (that is, the compensated speed is added to the target moving speed) to compensate for the displacement error at the next sampling moment, and continuous dynamic control is performed at subsequent sampling moments, and coordinated control of each motor is realized; similarly, if the turnout motor travels too much, it is the same as the above-mentioned method for processing the lack of displacement of the turnout motor, which will not be repeated here.

Furthermore, if the obtained displacement error is less than the preset value, it can be considered that there is only a slight difference between the actual movement of the turnout motor and the theoretical movement, which will not affect the overall movement of the turnout beam. At this time, speed compensation can be chosen not to be performed.

Furthermore, the position compensation amount corresponding to each turnout motor is obtained based on the displacement error and error change rate corresponding to each turnout motor, including:

The displacement error and error change rate corresponding to each turnout motor are used as input, and the position compensation amount corresponding to each turnout motor is calculated based on the preset fuzzy control rules.

Specifically, after the displacement error and error change rate are obtained by comparing the theoretical movement amount and the actual movement amount of each turnout motor, the corresponding position compensation amount can be calculated based on the preset fuzzy control rule, so as to accurately compensate the preset movement speed corresponding to each turnout motor to eliminate the displacement error, and after the speed is compensated, the turnout motor can ensure that the stress of the turnout beam meets the set requirements during the movement. More specifically, a triangular membership function is selected, and the fuzzy reasoning uses Mamdani reasoning.

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

Among them, _yn is the track fitting curve function corresponding to each turnout motor; _y′n is the first-order derivative of _yn ; _y′n ′ is the second-order derivative of _yn ; _Ln is the theoretical movement of the turnout motor; _ln is the distance between the turnout motor position and the fixed end of the turnout beam; _ρn is the inverse of the curvature radius required when the turnout beam is changed.

Specifically, the target movement amount can be calculated by the above formula, wherein l _n is the distance between the position of the turnout motor and the fixed end of the turnout beam, and the distance between different turnout motors and the fixed end of the turnout beam is different, and y _n is the track fitting curve function corresponding to each turnout motor. Since the target moving position and moving speed of each turnout motor are known, the movement amount of the turnout motor at the corresponding moment can be obtained to determine the position where the turnout motor should be at this time, and the position of each turnout motor determines the overall curvature radius of the turnout beam. Therefore, the specific data is fitted using the fitting tool provided by matlab to obtain the track fitting curve function corresponding to each turnout motor, so that the theoretical movement amount of the turnout motor can be accurately calculated; in addition, each motor position can be fitted according to the data of the specific track construction to obtain the track fitting curve function corresponding to each turnout motor. Among them, the track fitting curve function corresponding to each turnout motor can be determined according to the actual movement amount of the turnout beam, so as to determine the curvature radius required for the turnout beam corresponding to each turnout motor when changing the line. ρ _n is the inverse of the curvature radius required for the switch beam to change lines. Only when the curvature radius required for the switch beam corresponding to each switch motor to change lines meets the requirements can the overall stress distribution of the switch beam meet the requirements. Therefore, during the line change process, the specific value of ρ _n is different at different sampling times.

In another embodiment, _Ln is the theoretical movement of the turnout motor and can also be replaced by a preset movement that changes with the sampling time, and the preset movement of the turnout motor corresponding to different sampling moments is different. In each sampling process, the preset movement of the turnout motor and the actual movement are compared to adjust the speed to ensure that the turnout motor moves to the preset position corresponding to the moment at the next sampling moment. In this process, it is necessary to compare the real-time theoretical movement and actual movement of each turnout motor to achieve real-time adjustment.

FIG4 is a schematic diagram of the working process of the maglev rail transit operation control system provided by the present invention. As shown in FIG4 , an embodiment of the present invention further provides a maglev rail transit operation control system, including: an on-board system, an information fusion system and a turnout control system, wherein the information fusion system is respectively connected to the on-board system and the turnout control system in communication;

The on-board system is used to measure the position information of the maglev train in real time;

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

The turnout control system is used to synchronously control the corresponding turnout motor to move at the corresponding preset moving speed according to the turnout control instruction, and during the movement of each turnout motor, compensate the preset moving speed corresponding to each turnout motor based on the actual movement amount and theoretical movement amount of each turnout motor until each turnout motor moves to the corresponding target moving position.

Specifically, multiple line-changing drive motors work in coordination with each other under the command of the information fusion control center to drive the permanent magnet track and the switch beam to bend to the specified position. During the line-changing process of the permanent magnet maglev switch, the switch line-changing drive motors at different locations are subject to different resistances and may be subject to uncertain additional disturbances, causing the switch running position to be different from the standard given position. Therefore, the information fusion center is required to use a variety of sensors to collect the motion status and moving distance of each drive motor during the line-changing process and compensate for the motor output with errors.

In addition, the vehicle-mounted system, information fusion system and turnout control system are interconnected. In order to ensure the stability of data transmission of each system component, the communication system between the vehicle and the information fusion system is optimized. At present, rail transit widely uses vehicle-to-ground communication technology based on standard WLAN technology, but this technology has problems such as small coverage, poor reliability, susceptibility to interference from other signals, and service quality cannot be guaranteed. The present invention proposes to improve the shortcomings of existing communication technology between permanent magnet maglev trains and vehicles based on 5G technology. This system is a vehicle-to-ground communication system based on the fifth generation of communication technology. The security of its system and the transmission speed of train communication data are far superior to the current system.

For urban permanent magnet maglev rail transit, the distance between stations is generally less than 1km. Therefore, according to the technical characteristics of 5G small base stations, one 5G small base station per station can meet the needs of vehicle-to-ground communication of the signal system. When the distance between two stations is greater than 1.2km, in order to ensure the effectiveness of the system, one 5G small base station should be added at an appropriate location to meet the excellent performance of vehicle-to-ground wireless communication.

5 is a schematic diagram of the overall flow of the magnetic levitation rail transit operation control system provided by the present invention. The multi-motor coordinated control method for line-changing turnouts proposed by the present invention mainly manages the status of permanent magnet turnouts, receives permanent magnet turnout line-changing instructions issued by the information fusion center, and realizes coordinated control, status monitoring, fault diagnosis and elimination among various motors.

As shown in Figure 5, the system starts with initialization and self-checking in the group program and monitors the communication module in real time. After the communication module rewards the connection of each submodule, the state and switching management of the permanent magnet turnout can be realized, and the coordinated control between each motor is realized by the coordinated control module, and the system has been performing this cycle to complete the control task of the turnout at any time, wherein the coordinated control between multiple motors is the key design object in the present invention. Specifically, after obtaining the accurate position and speed information of the permanent magnet maglev train, when the train runs to the preset position, the turnout enters the line change process.

FIG6 is a schematic diagram of the control flow of the turnout control system provided by the present invention. As shown in FIG6 , the permanent magnet maglev track turnout control system responds to the line change command sent by the information fusion system, and coordinates the line change motor to bring the turnout beam to the right position, and needs to monitor the operating status of the permanent magnet turnout beam and the motor in real time during the motor movement, and initiate safety protection measures when the motor fails. The efficient and safe control of the permanent magnet maglev turnout is an important link in the safe and efficient operation of the permanent magnet maglev train, and its state switching is shown in FIG6 .

The command waiting in Figure 6 is waiting to receive the line change command from the ground information fusion processing center (i.e., the information fusion system), and jumps to the status detection state after receiving the switch command message; the status detection mainly detects the I/O status to determine whether the I/O unit and the motor drive unit are ready. If ready, a ready command is sent to the turnout unlocking unit, and if there is a fault, a fault information is sent to the fault processing unit; the turnout unlocking unit mainly performs the turnout unlocking task, and activates the motor and unlocks the motor lock after receiving the system signal from the status detection unit. If the lock is successfully released, the unlocking signal is transmitted to the collaborative control module, otherwise it is transmitted to the fault diagnosis module; when the unlocking signal is transmitted, the collaborative control unit collaboratively controls the permanent magnet turnout line change motor to make each motor run to the specified position. When each motor runs to the specified position within the specified time, the running in place signal is transmitted to the turnout locking unit, otherwise it is regarded as a collaborative unit failure and the fault information is transmitted Enter the fault processing unit; when the turnout locking unit receives the signal from the cooperative unit that the motor has reached its position, it locks each motor to prevent the motor from running again and causing danger. If the locking is successful, the signal of successful locking is transmitted to the command waiting unit and then transmitted to the information fusion center to inform the permanent magnet maglev train that it can pass safely. Otherwise, the locking fault signal is transmitted to the fault processing unit and displayed through the signal light system; when the fault processing unit receives the fault signal transmitted by different units, it encodes the fault signal and looks for a solution based on the fault code. If a solution can be found in the established fault, the fault is eliminated according to the fault elimination solution in the established fault library, and the fault elimination signal is transmitted back to the information fusion center. Otherwise, a fault cannot be solved by itself code is generated and transmitted to the maintenance center for fault elimination, and the fault code and the solution of the maintenance center are saved in the fault library to avoid the system solving the problem by itself after encountering the fault again.

The present invention establishes an information fusion system to centrally process the information such as the position and speed of the permanent magnet maglev train and the position and locking of the turnout motor, so as to eliminate the problems of the low integration of each module and the easy generation of communication errors. The information fusion system is the main technical guarantee system for the intelligent control of the permanent magnet maglev rail transit turnout. The idea of information fusion is introduced into the intelligent turnout control system to realize a comprehensive information processing platform with an open architecture. Key technologies such as information sharing, real-time monitoring, and multi-mode response are realized between various subsystems. The information fusion system has important functions such as decision support, driving safety guarantee, and maximization of the benefits of multi-system data resources.

The information fusion system provides a unified platform for the control information processing of permanent magnet maglev rail transit turnouts. The information fusion center can realize the automatic control of the turnout system, effectively reduce the labor intensity of station managers controlling the turnouts, improve the response speed and scientific decision-making ability of the turnout system, and effectively improve the passing efficiency of permanent magnet maglev trains. Thus, the transportation safety of permanent magnet maglev rail transit is guaranteed, and the information of each system is fully integrated to maximize the comprehensive benefits of various information.

Furthermore, the vehicle-mounted system includes: a satellite positioning system, an inertial positioning system and a radar positioning system. Specifically, the positioning of the maglev train is performed by combining the satellite positioning system, the inertial positioning system and the radar positioning system, which can ensure the positioning accuracy of the train.

Further, the turnout control system comprises: a coordinated controller and a plurality of single turnout motor controllers;

The collaborative controller is used to synchronously send a control signal to each single turnout motor controller based on the turnout control instruction, and synchronously send a speed compensation signal to the single turnout motor controller corresponding to each turnout motor based on the actual movement amount and theoretical movement amount of each turnout motor during the movement of the turnout motor;

Each single turnout motor controller is used to control the movement of the corresponding turnout motor according to the received control signal and speed compensation signal.

Specifically, Figure 7 is a schematic diagram of the control principle of the collaborative controller provided by the present invention. The collaborative control structure designed by the present invention is shown in Figure 7: The collaborative controller is mainly divided into two parts, namely the motor position solver and the error collaborative compensator. The position solver mainly solves the position of the permanent magnet rail to the turnout line-changing motor in real time, and then uses the parallel collaborative control method and sensor information to output the position information of each turnout drive motor. When the turnout line-changing motor is out of position due to some interference, the collaborative compensator will take effect to compensate for it. Therefore, the controller can ensure that each drive motor can operate in coordination with high precision. The specific design scheme is as follows:

Design position solver: According to the coordination relationship of the turnout line change drive motor, the displacement of the turnout line change drive motor is:

Among them, _yn is the track fitting curve function corresponding to each turnout motor; _y′n is the first-order derivative of _yn ; _y′n ′ is the second-order derivative of _yn ; _Ln is the theoretical movement of the turnout motor; _ln is the distance between the position of the turnout motor and the fixed end of the turnout beam; _ρn is the inverse of the curvature radius required when the turnout beam is changed. Therefore, it can be known from the above formula that the displacement of the turnout motor is related to the bending radius of the turnout beam, that is:

L _n =(ρ _n ). The position solver calculates the curvature of the turnout beam in real time, namely ρ _n , and the displacement of each motor in real time. The position solver of parallel cooperative control is used to realize the cooperative control of the turnout motor.

Design of cooperative compensator based on fuzzy control: The permanent magnet turnout line-changing motor and the line-changing turnout beam are in a strong coupling relationship. Since the line-changing turnout beam contains a permanent magnet track and a steel beam, the two are made of different materials and have very different elastic properties. In addition, the strong coupling relationship between the line-changing turnout beam and the line-changing motor makes it almost impossible to establish an elastic deformation model. When the line-changing turnout system is slightly disturbed during operation, the self-stabilizing adjustment of the motor may not affect the coordination of the entire system. When the system is disturbed beyond the range of the self-stabilizing adjustment, the motor must be additionally compensated. Therefore, the present invention proposes to establish a fuzzy control rule library to compensate for it.

The input of the cooperative compensator based on fuzzy control is the displacement error e and its change rate ec calculated by the drive motor of the line-changing turnout, and the output is the compensation amount u of the position of the line-changing turnout motor. Its domains are [-6, -5, -4, -3, -2, -1, 0, 1, 2, 3, 4, 5, 6], [-6, -5, -4, -3, -2, -1, 0, 1, 2, 3, 4, 5, 6] and [-3, -2, -1, 0, 1, 2, 3], and the fuzzy subsets of e, ec and u are set to "negative large (NB)", "negative medium (NM)", "negative medium (NM)", "negative small (NS)", "zero (ZO)", "positive small (PS)", "positive medium (PM)" and "positive large (PB). The triangular membership function is selected, and the fuzzy reasoning uses Mamdani reasoning.

The cooperative compensator receives the displacement error e and the rate of change ec. When the line-changing turnout system is disturbed, each drive motor can quickly and in real time compensate the line-changing turnout drive motor with cooperative error according to the established fuzzy control rule base to ensure the coordination of the line-changing turnout system. The specific process is: when the signs of e and ec received by the cooperative compensator are the same, it indicates that the displacement error of the drive motor will become larger and larger. At this time, the drive motor must be compensated immediately to eliminate the displacement error; when the system input e and ec have different signs, it indicates that although the deviation is large at this time, the error has a tendency to decrease, so a smaller compensation or no compensation should be output; when ec is small, but e always exists, the output needs to be compensated appropriately.

Figure 8 is a control flow chart of multiple turnout motors provided by the present invention. As shown in Figure 8, the coordinated control between multiple motors includes the following specific contents: first, the position solver calculates the distance that the motor should move within the specified line change time to control the operation amount of each motor; secondly, the queue message is parsed to obtain the information of each motor and its position status; then, according to the previous work, the real-time displacement error size of the motor and the error change trend can be obtained, and the coordinated compensator can compensate for it using fuzzy control rules; then, each top-level position information is passed into the message queue, and then transmitted to the information fusion center through the communication unit for further processing; finally, it is determined whether the motor is in place within the specified time. If not, continue with the above steps. If so, end the above steps to complete the compensation of the current displacement error.

Fig. 9 is a schematic diagram of the control principle of a single turnout motor controller provided by the present invention. The straddle-type permanent magnet maglev turnout line-changing equipment is a very precise motion control motor, which requires the motor to move in a very precise position. Moreover, in long and large trunk lines, the rapid turnout switching response ensures the operating efficiency of the permanent magnet maglev train. Therefore, the position and response rate of the turnout motor should be optimally controlled. The turnout drive motor is composed of a three-loop control system of position, speed, and torque, which is specifically composed of the outermost position loop, the middle speed loop, and the innermost current loop. According to the mathematical model of the permanent magnet synchronous motor, the present invention uses the voltage space vector PWM control method to design a single motor control system structure block diagram as shown in Figure 9, wherein SVPWM is a reference standard for the ideal stator flux circle of a three-phase symmetrical motor when powered by a three-phase symmetrical sinusoidal voltage, and different switching modes of the three-phase inverter are appropriately switched to form a PWM wave, and the actual flux vector formed is used to track its accurate flux circle; IPM is an intelligent power module (Intelligent Power Module), which is an advanced power switching device; PMSM is a permanent magnet synchronous motor (permanent magnet synchronous motor).

The core of designing the line-changing motor control algorithm is to appropriately simplify and reduce the equivalent transfer function of the line-changing motor, and then use a mature and simple controller to control it. Since the line-changing motor of the present invention adopts a permanent magnet synchronous motor, and with the development of intelligent control algorithms in recent years, many control algorithms are also applied to permanent magnet synchronous motors, such as neural networks, adaptive, self-interference resistance, etc. Although these methods are relatively intelligent, the number of internal parameters is large and the parameter debugging is very troublesome. Therefore, it is not suitable for permanent magnet maglev rail transit at the current technical level. The PID control algorithm, which is quite mature in industrial development, has high control accuracy and fast dynamic response, which basically meets the requirements of the permanent magnet maglev turnout control system, and only three parameters are conducive to on-site debugging and setting. However, once its parameters are determined, they cannot be changed autonomously, so its anti-interference ability is poor. The present invention adds a fuzzy control algorithm to design a fuzzy PID controller on the basis of the PID algorithm, constructs a fuzzy rule base according to silence, and adjusts the parameters of the PID controller according to the fuzzy rule response when the system encounters a large disturbance to improve the anti-interference ability of the system.

According to the mathematical model of the Laplace domain permanent magnet synchronous motor, the controller design steps are as follows:

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

Ignoring the influence of the back electromotive force of the motor winding, it can be simplified into two inertia links. The purpose of designing the current loop controller (ACR) is to enable the motor torque to respond quickly and prevent current overshoot. The current loop can be equivalent to a typical type I system, and the transfer function is as follows:

Wherein, the equivalent transfer function in the s domain is W; _Ts is the time constant; K is the parameter of the actual motor; the motor parameters selected in the embodiment of the present invention are: KT=0.5, damping ratio is 0.707, maximum overshoot is 4%, and rise time is 4T. The transfer function of the system controller can be equivalent to:

Among them, _τi is the time constant of the large inertia joint; _ki is the current loop proportional coefficient, both of which can be determined by the actual motor parameters.

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

In order to simplify the system, the above formula can be reduced to:

Since the permanent magnet maglev turnout line change is a continuous motion process, it must be ensured that the turnout drive permanent magnet and the steel beam can follow the motor during the line change process. This requires that the motor speed has no static error. Therefore, it is necessary to set an integral link before the load disturbance to eliminate the static error. Here, the speed loop controller (ASR) uses a PI regulator, and its transfer function is:

The open-loop transfer function of the system after connecting the speed PI regulator in series is:

Position loop controller design: It uses the position signal as the feedback signal. After correction by the current loop and speed loop, the equivalent closed-loop transfer function of the system is:

The open-loop transfer function of the system after the speed PI regulator is connected in series is a third-order system. Here, the speed loop is simplified into an inertia link. The simplified transfer function is:

_τn is the time constant of the speed loop controller; _τc is the time constant of the position loop controller, and _τc is the reciprocal of the cutoff frequency _ωc of the speed loop. k _n is the proportional coefficient of the speed controller, K _L is the product of the number of pole pairs and the permanent magnet magnetic connection, and J is the total inertia of the motor and the load.

During the line-changing process of permanent magnet maglev rail transit turnout, the position follows the movement of the motor, so its input can be regarded as a ramp signal. Therefore, the transfer function of the position loop controller (APR) using the PI regulator is:

Its open-loop transfer function can be equivalent to:

Among them, _kp is the proportional coefficient of the position loop controller, _τp is the time constant of the position loop controller, and _Kθ is the equivalent time constant of the speed loop.

On the other hand, the present invention provides a machine-readable storage medium having instructions stored thereon, the instructions being used to enable a machine to execute the magnetic levitation rail transit operation control method described above in the present application.

Those skilled in the art will appreciate that all or part of the steps in the method for implementing the above-mentioned embodiments can be completed by instructing the relevant hardware through a program, and the program is stored in a storage medium, including several instructions for making a single-chip microcomputer, a chip or a processor (processor) execute all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

The optional embodiments of the present invention are described in detail above in conjunction with the accompanying drawings. However, the embodiments of the present invention are not limited to the specific details in the above embodiments. Within the technical concept of the embodiments of the present invention, the technical scheme of the embodiments of the present invention can be subjected to a variety of simple modifications, and these simple modifications all belong to the protection scope of the embodiments of the present invention. It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the embodiments of the present invention will not further describe various possible combinations.

In addition, various embodiments of the present invention may be arbitrarily combined, and as long as they do not violate the concept of the embodiments of the present invention, they should also be regarded as the contents disclosed in the embodiments of the present invention.

Claims (9)

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

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

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

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

the theoretical movement amount is calculated by the following formula:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

the theoretical movement amount is calculated by the following formula:

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

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

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

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

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

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