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Introduction
Problem Definition
1. Model Development
1.1 Linear Model of the Magnet
1.2 Model for the Linearized Magnet Force
1.3 Model of Magnet Dynamics
3. Vehicle Model
3.1 Equations of Motion
3.2 Response Plots
Results
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Introduction
Magnetically Levitated (Maglev) trains differ from conventional trains in that they are levitated, guided and
propelled along a guideway by a changing magnetic field rather than by steam, diesel or electric engine. The
absence of direct contact between the train and the rail allows the Maglev to reach record ground
transportation speeds, which are on par to that of commercial airplanes.
Figure 1: (A) Cross sectional view of cabin & (B) Expanded view of magnet support structure
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Advantages
Disadvantages
Problem Definition
EMS Maglev trains require robust controllers to guide the train along the guideway. The controller prevents the
train from colliding into the guideway by maintaining a constant air gap between the train and guideway
regardless of inconsistencies in the guideway, change in direction or angle of the track, and environmental
forces such as wind.
Control of the vehicle is achieved by a combination of passive (i.e. through the orientation of the magnets
along the vehicle) and active (i.e. with an active control system) techniques. Each magnetic coil has its own
independent control system. This independence allows the pitching (forward and aft rotations) to be controlled
by the magnets at the front and rear of the vehicle acting independently to maintain the air gap at 2 inches.
Because the magnets are canted at 37, the lateral and yaw motions (motions that turn the vehicle left or right
relative to the direction of travel) are also controlled automatically when the air gaps are maintained at the
nominal 2 inches. For example, if a wind gust were to shift the vehicle to the right, the gap on the left side
would become smaller and the one on the right side would become bigger. Each of the magnets would then
correct for the motion by returning the magnets back to equilibrium.
Lift (up and down motion) is controlled when the left magnet and right magnet move in unison. For example,
when the rail rises it causes the gap on both the right and left side of the vehicle to get smaller. The magnet
control systems respond to this change by adjusting the current flowing through the magnets to return the gap
to the desired 2 inch setting.
The control for roll (rotations to the left and right along the direction of travel) is done passively by offsetting
each of the magnets pairs by 1 inch. This offset acts to provide a magnetic spring that naturally restores the
vehicle so it is perpendicular to the guideway whenever a disturbance occurs.
This worksheet will examine the design of a robust feedback controller to guide the motion of a EMS Maglev
train along the guideway.
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1. Model Development
1.1 Creating a Linear Model of the Magnet
The force from the magnet is a function of the gap distance z and the current in the coils Ic. The force can
be developed from first principles using Maxwell's equations, or by using the inductance of the magnets,
but because of the iron in the core, the actual force is a complex function of the geometry of the magnet,
the amount of iron in the magnet and the rail, and the inherent hysteresis of the iron. The nonlinear effects
of the magnet can be approximated to first order so that the magnet force is proportional to the square of
the current flowing in the magnet coils and inversely proportional to the square of the gap between the rail
and the magnet. Thus:
f d z, Ic /K
1 2
Ic
z2
z, Ic /
K Ic2
(1)
If we assume that the vehicle mass is m and the gravitational acceleration is g, then a simple free body
model of the vertical motion gives the differential equations for the motion as follows.
Velocity:
ode1 d
d
f z t , Ic t
Fd t
v t Cg =
C
dt
m
m
d
K Ic t 2
Fd t
v t Cg =
C
2
dt
m
z t m
(2)
Displacement:
ode2 d
d
z t =v t
dt
d
z t =v t
dt
(3)
Suppose the weight of each car in a two car Maglev train is 135,000 pounds. Using the same units, the
acceleration of gravity is defined as 32.2 ft/s/s. For now let's assume the proportionality constant K is unity.
This then gives the parameters for the model as:
params d K = 1, g = 32.2, m =
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135000
32.2
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C0.0002385185185 Fd t
(4)
(5)
To see what the object sys_de looks like we use the PrintSystem command in the
DynamicSystems package.
(6)
.
C0.0002385185185 Fd t , z t
=v t
We now have a differential equation system object with the inputs Ic and Fd, and outputs z and v.
The proportionality constant K in equation (1) is derived from the fact that the magnetic force is given by
the cross product of the B field with the current producing the magnetic field. Since the current produces
both the lifting field and the field it interacts with (through the closed loop around the C shaped magnet and
the rail), the lifting force is proportional to the square of the B field over the area A of the magnet's pole
face. The proportionality constant for this force is
1
. Thus the force from the magnet is:
20
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F=
B2A
:
20
The B field is given by $H where is the magnetic permeability of the iron in the magnet and rail (due to
the hysteresis of the iron, this term is not constant) and the magnetic flux is given by the current in the coil
multiplied by the number of turns in the coil. Thus, the constant K is given by:
2 2
K=
N A
:
20
v
v
f z, Ic : and KI =
f z, Ic :
vz
v Ic
2
v
2 K Ic
f z, Ic = K 3
vz
z
and
v
2 K Ic
f z, Ic =
v Ic
z2
Ic and z are substituted into the expansion, the linearization becomes (in this
and the subsequent analysis, the variations in z and Ic, z and Ic, are written as z and Ic respectively):
When the nominal values of
f z t , Ic t
= Kz$z t CKI$Ic t :
The nominal value for the vehicle mass, and the nominal value of K gives Kz as 281,000 pounds/foot and
the nominal value of KI as 3372000 pounds/kiloampere-turn.
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ode3 d
d
Kz$z t
KI$Ic t
Fd t
v t =
C
C
dt
m
m
m
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(7)
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(8)
outputvariable = z t , v t
.
.
562 z t
6744 Ic t
Fd t
de = z t = v t , v t =
C
C
101
101
50500
For the design of the control system, the transfer function poles and zeros for the linear differential equation
need to be derived. We start by using DynamicSystems to get the ZeroPoleGain version of sys_de:
(9)
inputvariable = Ic s , Fd s
outputvariable = z s , v s
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Zero-Pole-Gain Analysis
Zero-Pole Plot
Zeros
sys:-z =
Zero-Pole Plot
1
0
0.5
Poles
K2
sys:-p =
1
1
K
56762 ,
56762 ,
101
101
1
1
K
56762 ,
56762 ,
101
101
1
1
K
56762 ,
56762 ,
101
101
1
1
K
56762 ,
56762
101
101
K1
K0.5
K1
Figure 3: Zero-Pole Plot
Gains
sys:-k =
6744
101
1
50500
6744
101
1
50500
From the zero-pole plot we see immediately that there are two poles: one in the right half plane and one in the
left. As we deduced from first principles, the system is unstable. Just for completeness, if only the the transfer
function for the system were needed, it would be obtained from:
(10)
inputvariable = Ic s , Fd s
outputvariable = z s , v s
outd sys:-tf
6744
101 s2 K562
1
50500 s K281000
6744 s
101 s2 K562
s
2
50500 s K281000
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(11)
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Lsc
d
Icsc t = v t :
dt
Thus, for any voltage v t applied to the superconductor, the current in the magnet is the integral of the
voltage. Making the control signal the voltage, the superconductor will integrate this control and the gain on
this signal will be the integral control gain, which we denote by Ki.
Similarly, the control coil has the model:
Lc
d
Ic t CRcIc t = v t :
dt
and of course in steady state the current in the control coil is simply
v t
multiplied by the proportional
Rv
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The motivation for this is twofold. First, this cancellation will result in closed loop dynamics that are second
order, and secondly the bandwidth of the closed loop servo can be set to any desired value (independent
of the magnet dynamics). As a second order system, the gains for the measurements and the proportional
feedback can be selected to make the magnet response optimal in the LQ sense (i.e. we can select the
closed loop bandwidth to be 10 Hz as required in the specifications, and we can set the damping to the
optimal value of
requires that
Ki
2
2
2
) . The cancellation of the zero with the left half plane pole of the unstable dynamics
Kz
:
m
The following simplifications are done to get the closed loop transfer function into the required form:
Kz
, Gcl s
m
sC
Kf KIc m
Kz
m
Kz
CKf KIc m s CKf KIc m
m
(14)
Kz
3
Cs m
m
Ks Kz
Note that the possibility of having a common factor in the numerator and denominator is not obvious, but it
is possible to select the values of Ka, Kf and Ki to make the denominator of this transfer function equal to
sC
Kz
m
are:
CL =
2
2
CL = 20$ :
To simplify the algebra, let's assume that the zeros introduced by the acceleration gain and velocity gain
are both at the same location denoted by z. This assumption makes the acceleration and velocity gains
as follows:
Ka =
1
2
z
and
Kv =
1
:
z
While it might seem like a large set of simultaneous nonlinear equations need to be solved to completely
specify the closed loop dynamics, we have systematically been eliminating the non-linearities in the
solution as we constrained the gains. Therefore, the values for the gains are completely specified by the
location of the zeros, which because of our assumption is z. Define the open loop undamped natural
frequency as
OL
Kz
:
m
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CL 1 C
1C
Then
=
z
OL
CL
2$CL C
$ 2$CL C
OL
CL
OL
CL
The values for the feedback gains Ka and Kv and the integral gain Ki are completely determined from the
above, and the value of Kf is:
CL
Kf =
KIc$ 1 C
CL
ode1 d
d
x t =v t :
dt
The next integration (of the acceleration) is a little complex because there is an algebraic loop involved.
Thus the differential equation for the acceleration has a term on the right that involves the derivative of the
velocity (i.e. the acceleration) that must be removed by bringing the term to the right and dividing through
by the resulting coefficient (which is 1 C
d
ode2 d
v t =
dt
Kf$Ka$KIc
), so:
m
KzKKf$KIc
Kf$Kv$KIc
m
m
$x t K
$v t
Kf$Ka$KIc
Kf$Ka$KIc
1C
1C
m
m
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Kf$KIc
Kf$KIc
m
m
C
$x3 t C
$g t
Kf$Ka$KIc
Kf$Ka$KIc
1C
1C
m
m
Fd t
C
Kf$Ka$KIc
m 1C
m
d
Kz KKf KIc x t
Kf Kv KIc v t
Kf KIc x3 t
v t =
K
C
dt
Kf Ka KIc
Kf Ka KIc
Kf Ka KIc
m 1C
m 1C
m 1C
m
m
m
Kf KIc g t
Fd t
C
C
Kf Ka KIc
Kf Ka KIc
m 1C
m 1C
m
m
(15)
The last equation comes from the integrator in the integral compensation, and this also is complex
because the right hand side also has the acceleration in it. We let Maple do the work of solving for this and
eliminating it as follows:
ode3 d
d
d
x3 t = KKi$Ka$
v t KKv$Ki$v t KKi$x t CKi$g t :
dt
dt
(16)
(17)
(18)
d
v t
dt
K0.71466948 v t K28.3599 x t
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State Space
continuous
2 output(s); 2 input(s); 3 state(s)
inputvariable = Fd t , g t
outputvariable = x t , v t
statevariable = x1 t , x2 t , x3 t
a = K99.48571587, K3647.333890, 3947.845868 ,
1, 0, 0 ,
K0.2670253700774340814, K11.94842305075683474, K17.76365515630017511
(19)
0.0002385211688
b=
3947.845868
K1.073245494304810699 10
c=
d=
K6
10.59624484369982489
0 1 0
1 0 0
0 0
0 0
We can verify the behavior of our controller by examining how it responds to disturbances and guideway
changes and/or irregularities. If we want to see what happens when there is a change in the force applied
to the vehicle (as for, example, a vertical gust), the Fd(t) input can be set to a step input, and if we want to
see what happens when there is an downward slope, the guideway input g t can be set to be a ramp.
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Slope
Slope [inches]
4
6
8
time [sec]
K3
K5
K7
10
Gap Error
0.025
0.020
0.015
0.010
0.005
0
K9
Figure 6A: Input Signal
4
6
8
time [sec]
10
Figure 6B:
System Response Plot
A quick look at the control response plots shows that the controller is able to correct for air gap changes
due to disturbance forces, such as a 10,000 pound aerodynamic gust of wind, in about 0.1 seconds.
Moreover, the air gap due to such a strong wind is only 0.004 inches. In addition, we can see that the
controller is able to maintain the air gap even when the guiderail path is perturbed. These results show that
the controller meets the design criteria specified in Section 2.2.
3. Vehicle Model
By maintaining the air gap between the guideway and train we expect the control system to be able control the
motion of the vehicle in terms of heave, sway, pitch and yaw. In this section we will use the magnet model and
control system equations determined previously to derive the equations of motion for the entire Maglev
system. We will then examine the Maglev train system response to disturbance forces and guideway changes.
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Equations of Motion:
I $
d
dt
d
t
dt
= Lf$$ cos
= L f cos
d
t
2
dt
(20)
d
d
y t = Lyf$$ cos
dt
dt
2
d
y t = Ly f cos
(22)
2
dt
d
t
dt
= Lf$$ sin
d
t
2
dt
m$
d
dt
I$
m$
m
= L f sin
(21)
d
d
z t = Lzf$$ sin
dt
dt
2
d
z t = Lz f sin
(23)
2
dt
, L, Ly, and Lz are each an array of distances (or +1's and -1's in the case of the
forces) that multiply the forces to give the forces or moments (summed together at the center of gravity)
for the 12 magnet modules. They are given by:
1 .. 12 Vectorrow
L =
Ly =
1 .. 12 Vectorrow
Storage: rectangular
L =
Order : Fortran_order
Order : Fortran_order
1 .. 12 Vectorrow
1 .. 12 Vectorrow
Storage: empty
Order : Fortran_order
Lz =
Storage: rectangular
Storage: rectangular
Order : Fortran_order
The equations of motion defined above are combined with the magnet module equations to obtain the
closed-loop system equations that describe the behavior of the Maglev train.
We rename the state variable x3(t) to aux(t):
(24)
d
aux t
dt
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= K0.004499581734
d
v t
dt
K0.71466948 v t K28.3599 x t
C28.3599 g t
Next, the equations are duplicated 12 times for each of the magnet modules:
listVarnames d x, v, aux, g :
allcoils d seq op subs map dummy/dummy = dummy i, listVarnames , contorlODEs , i
= 1 ..12 :
Expression for the force generated per module (for n modules) is defined as:
coilForceExpr d F t =
m$ diff v t , t
n
m
F t =
d
v t
dt
n
(25)
coilForce d subs
n = 12 , params, coilForceExpr
d
F t = 349.3750000
v t
dt
(26)
YForceExpr d Fy t = F t $sin
Fy t = F t sin
(27)
ZForceExpr d Fz t = F t $cos
Fz t = F t cos
(28)
Substituting parameter values and generating the force for each individual module:
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:
:
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Vehicle Dynamics
Heave
The vehicle dynamics in the z-direction is then given by summing up all of the Z forces:
d2
2
dt
z t
C286.1912455
C286.1912455
C286.1912455
C286.1912455
C286.1912455
= 286.1912455
d
dt
d
dt
d
dt
d
dt
d
dt
d
v1 t
dt
C286.1912455
i t , i = 1 ..12
d
v2 t
dt
(29)
d
v4 t
dt
d
v5 t C286.1912455
v6 t
dt
d
v7 t C286.1912455
v8 t
dt
d
v9 t C286.1912455
v10 t
dt
d
v11 t C286.1912455
v12 t
dt
v3 t
C286.1912455
Sway
The vehicle dynamics in the y-direction is then given by summing up all of the Y forces:
4192.5
d
y t
dt2
K200.3932674
K200.3932674
K200.3932674
K200.3932674
K200.3932674
= K200.3932674
d
dt
d
dt
d
dt
d
dt
d
dt
d
v1 t
dt
C200.3932674
K1 i$ Fy
d
v2 t
dt
i t ,i
(30)
d
v4 t
dt
d
v5 t C200.3932674
v6 t
dt
d
v7 t C200.3932674
v8 t
dt
d
v9 t C200.3932674
v10 t
dt
d
v11 t C200.3932674
v12 t
dt
v3 t
C200.3932674
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Pitch
The dynamic equation is a function of the level arm distance from the center of gravity for each of the
modules.
Collecting the level arm into a list:
d2
2
dt
= K16227.04362
K3296.923148
K1648.461574
C16227.04362
C3296.923148
C1648.461574
d
dt
d
dt
d
dt
d
dt
d
dt
d
v1 t
dt
i t , i = 1 ..12
K16227.04362
d
v4 t
dt
d
v5 t K1648.461574
v6 t
dt
d
v7 t C16227.04362
v8 t
dt
d
v9 t C3296.923148
v10 t
dt
d
v11 t C1648.461574
v12 t
dt
v3 t
K t
d
v2 t
dt
(31)
K3296.923148
K13523.1120 t
K17945.77574 t
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Yaw
d
t
dt2
= 11362.29826
d
dt
d
C1154.265220
dt
d
C1154.265220
dt
d
C2308.530440
dt
d
C11362.29826
dt
K9468.984961 t
C2308.530440
d
v1 t
dt
i t , i = 1 ..12
K11362.29826
d
v4 t
dt
d
v5 t K1154.265220
v6 t
dt
d
v7 t K1154.265220
v8 t
dt
d
v9 t K2308.530440
v10 t
dt
d
v11 t K11362.29826
v12 t
dt
v3 t
K t
d
v2 t
dt
(32)
K2308.530440
K13523.1120 t
The closed-loop system equations defining the behavior of the entire Maglev train in terms of heave, sway,
pitch and yaw is obtained by combining the twelve magnet module equations and the four equations of
motion defined above:
(33)
inputvariable = Fd t , g1 t , g2 t , g3 t , g4 t , g5 t , g6 t , g7 t , g8 t , g9 t ,
g10 t , g11 t , g12 t
outputvariable = y t , z t , t , t
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Heave Response
Response to Vertical Gust of Wind
8000
6000
4000
2000
0
4 6 8
time [secs]
10
Wind [lbs]
0.002
0.001
0
4
6
8
time [secs]
10
K6
K8
K10
K12
ve displacement [inch
Slope [inches]
K2. # 10 - 8
K3. # 10 - 8
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Results
This worksheet documented the design and development of a controller to guide a EMS Maglev train along a
guideway. In section 1, we determined a mathematical model to describe the magnet dynamics of the lifting
magnets. In section 2, we developed a PID controller with feedback acceleration to maintain an air gap
between the train and the guideway of 2 inches and thus counteract the inherent unstable nature of the lifting
magnets (i.e. when there is no current in the coils the vehicle will drop under the influence of gravity causing
the undercarriage to hit the guideway and when the current in the magnet is very large, the magnet will be
attracted to the rail and hit the rail). We showed that the behavior of our controller adhered well to a set control
criteria by investigating the system response to disturbance forces and guideway changes. In section 3, we
used the magnet model and control system equations to derive the equations of motion for the entire Maglev
system. These equations were then used to examine the Maglev train's response to disturbance forces and
guideway changes. We were able to show that the control system defined in section 2 was able to control the
motion of the train in terms of heave displacement.
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contained within and is not liable for any damages resulting from the use of this material.
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