SS symmetry

Article
A New Strategy for Improving the Tracking Performance
of Magnetic Levitation System in Maglev Train
Mingda Zhai , Zhiqiang Long * and Xiaolong Li
College of Intelligence Science and Technology, National University of Defense Technology,
Changsha 410073, China
* Correspondence: lzq@maglev.cn




Received: 18 July 2019; Accepted: 13 August 2019; Published: 16 August 2019


Abstract: The maglev train is a whole new method of transportation without wheels, consisting of
20 groups of symmetry suspension units. The magnetic levitation system plays a major role in suspending
the maglev train stably and following the track quickly with the desired gap. However, vertical track
irregularity in the maglev train line has a dreadful effect on the tracking performance of the magnetic
levitation system. The investigations carried out by our team have revealed that the fluctuation of
the suspension gap becomes more and more serious with increases in running speed. In this paper, a
mathematical model with consideration of vertical track irregularity is established. In order to overcome
and suppress the fluctuation of the suspension gap, we propose a new strategy which includes installing
an accelerometer on the electromagnet to address this problem. This strategy has already been successfully
implemented and applied to the suspension controller for a magnetic levitation system in the Changsha
maglev express. Real operation data indicates the tracking performance of the magnetic levitation system
was obviously improved.

Keywords: maglev train; symmetry; magnetic levitation system; vertical track irregularity; tracking
performance; strategy

1. Introduction
In 1814, the first steam locomotive was invented by George Stephenson, renowned as the
“Father of Railways”. The Stockton and Darlington Railway was opened to carry passengers in 1825.
Rail transport was one of the most important technological inventions of the industrial revolution. Ever
since then, the wheel of time has never stopped. Time goes by as fast as a high-speed train, and we have
already entered into an age without wheels. The maglev train is a whole new method of transportation
without wheels. Plenty of scholars and engineers in Japan, the United States, China and South Korea
are carrying out research in related fields and have already achieved many successes [1–3]. It is well
known that the Shanghai high-speed maglev train went into operation in 2002. The Incheon airport
maglev line of South Korea officially began to carry passengers on 3 February 2016. A superconducting
maglev train with a high speed of 603 km/h will come out in 2027.
As shown in Figure 1, the Changsha maglev express is the first domestic medium-low speed
maglev line in China and completely owns the proprietary intellectual property rights. This line
stretches over 18.55 km and started trial operations on 6 May 2016. Beijing’s 1st maglev Line S1 is the
second domestic medium-low speed maglev line in China and began operating on 31 December 2017.
The Qingyuan maglev travel line is under construction, and will go into operation on September 2019.
In recent years, the maglev train increasingly began to receive considerable attention and has become
an active traffic field.

Symmetry 2019, 11, 1053; doi:10.3390/sym11081053 www.mdpi.com/journal/symmetry

Symmetry 2019, 11, 1053 2 of 18
Symmetry 2019, 11, x FOR PEER REVIEW 2 of 19

Figure
Figure 1.
1. A
A photograph
photograph of
of the
the medium-low
medium-low speed
speed maglev
maglev train
train in
in Changsha.
Changsha.

Compared with conventional railway systems, the medium-low speed maglev train makes full
use of electromagnetic
electromagnetic force forcetotoachieve
achieveactive
activesuspension
suspensionand andruns
runsthethetrain using
train usinga linear
a linearmotor.
motor.It
completely
It completely abandons
abandons the
thewheel-rail
wheel-railrelationship
relationshipand andachieves
achievesnon-contact
non-contactmotion,
motion, which
which not not only
eliminates friction
friction to reduce noise and vibration, but also allows the maglev train to travel through
buildings on viaducts smoothly and quietly. quietly. What’s more, there are zero emissions to the atmosphere
during running. Therefore,
Therefore, the the maglev
maglev train
trainisissafe,
safe,sound,
sound,low-carbon
low-carbonand andenvironmentally
environmentallyfriendly.
friendly.
This paper
paper isis concerned
concernedchiefly
chieflywith
withthe
thestudy
studyofofthethe magnetic
magnetic levitation
levitation system
system in ainmedium-low
a medium-
low
speedspeed maglev
maglev train.train.
The The magnetic
magnetic levitation
levitation system system
playsplays a major
a major role
role in in suspending
suspending the maglev
the maglev train
train
stablystably and following
and following the trackthequickly.
track quickly. Most scholars
Most scholars concentrateconcentrate on the on
on the research research on the
the levitation
levitation control under
control algorithm algorithm under the ofconditions
the conditions a straight of a straight
track. However, track. However,
vertical vertical track
track irregularity in
irregularity in the
the maglev train linemaglev train line
has a baneful has aon
influence baneful influence
the tracking on the tracking
performance. performance.
Unfortunately, many
Unfortunately, many experts
experts are not concerned aboutare not
this concerned
issue. In order about this issue.
to address In order
this issue, the to address thismodel
mathematical issue,with
the
mathematical
consideration of model with
vertical consideration
track irregularityofisvertical
establishedtrackinirregularity is established
this paper. For the benefitinofthis paper. For
improving the
the benefit
tracking of improving
performance, the tracking
we propose a newperformance, we propose
strategy of installing a new strategy
an accelerometer on theofelectromagnet
installing an
accelerometer
to address thison the electromagnet to address this problem.
problem.

Nominal Controller of Magnetic Levitation System

2. Nominal
Magnets of the samesame polarity
polarity repel
repel each
each other,
other, while
while those
thoseof ofdifferent
different polarity
polarityattract
attracteach
eachother.
other.
The medium-low speed maglev train takes advantage of the attraction between the electromagnet
F-type track
and the F-type tracktotorealize
realizesuspension
suspensionatataadefined
definedheight.
height.AA complete
complete maglev
maglev train
train hashas
20 20 sets
sets of
of electromagnets,
electromagnets, installed
installed ononthethe bottomofofthe
bottom thecarriage.
carriage.When
Whenthe thecurrent
currentisis switched
switched on,on, upward
electromagnetic force is generated.
generated. The F-type track will suck up the base of the vehicle, and the base
and the carriage
carriage are
areconnected
connectedby byair
airsprings.
springs.Thus,
Thus,thethemaglev
maglev train is able
train to suspend
is able to suspend itself in the
itself air,
in the
against
air, gravity.
against The interaction
gravity. between
The interaction electromagnetic
between force and
electromagnetic gravity
force will always
and gravity willkeep
alwaysa dynamic
keep a
balance, levitating
dynamic the maglevthe
balance, levitating train abovetrain
maglev the rail.
aboveNothematter
rail.how the speed
No matter how andtherailway
speed line
and changes,
railway
the gap
line between
changes, the the
gaptrack and the
between the track
electromagnet has to remainhas
and the electromagnet unchanged
to remainunder the action
unchanged under of the
suspension controller for the magnetic levitation system.
action of the suspension controller for the magnetic levitation system.
magnetic levitation
As shown in Figure 2, the magnetic levitation control
control system
system consists
consists of
of aa suspension
suspensioncontroller,
controller,
a gap sensor
sensorand
andan anactuator,
actuator,which
whichisisthe electromagnet.
the electromagnet. TheThegap
gapsensor measures
sensor measures thethegapgap
between the
between
electromagnet and the F-type track constantly. The suspension controller calculates
the electromagnet and the F-type track constantly. The suspension controller calculates the control the control quantity
accordingaccording
quantity to the measured gap signalgap
to the measured to adjust
signalthe current
to adjust theofcurrent
the electromagnet in real time.
of the electromagnet in When the
real time.
currentthe
When varies, the intensity
current varies, theof the closed-loop
intensity of themagnetic
closed-loopfieldmagnetic
established between
field the electromagnet
established between the
and the F-type track
electromagnet and thewill change
F-type accordingly.
track will changeThe electromagnetic
accordingly. force will consequentlyforce
The electromagnetic vary will
and
make the electromagnet
consequently vary and make fall orthe
float to levitate the
electromagnet maglev
fall train
or float in the target
to levitate gap. train in the target
the maglev
gap.
Symmetry 2019, 11, x FOR PEER REVIEW 3 of 19
Symmetry 2019, 11, 1053 3 of 18
Symmetry 2019, 11, x FOR PEER REVIEW 3 of 19

Figure 2. The structure of the magnetic levitation system in the medium-low speed maglev train.

Figure 2. The
The structure
structure of the magnetic levitation system in the medium-low speed maglev train.
Because of the symmetry of the magnetic levitation system in medium-low speed maglev trains,
the mathematical
Because of themodel symmetryof single themagnetic
of the magneticlevitation
levitationsystem
systemisinineasily established.
medium-low speed If maglev
all factors are
trains,
magnetic levitation system medium-low speed maglev trains,
taken into account, the order of the whole model will be very high, which is not conducive to
the mathematical model of single magnetic levitation system is easily established. If If all factors are
resolving the characteristics of the magnetic levitation system and designing the suspension control
taken intointoaccount,
account,the theorder
order of the whole
of the model
whole will be
model very
will behigh,
verywhich
high, iswhich
not conducive to resolving
is not conducive to
algorithm [4].
the characteristics Therefore, some
of the magnetic minor factors are neglected in practice:
resolving the characteristics of thelevitation
magneticsystem and designing
levitation system and thedesigning
suspension thecontrol algorithm
suspension [4].
control
•
Therefore,
algorithm some
[4].
The magnetic minor
flux factors
Therefore, some are
leakage neglected
minor
and factors
edge in
are
effect practice:
neglected
are in practice:
neglected, and it is determined that the magnetic
flux is uniformly distributed in the air gap.
•• The magnetic flux leakage and edge effect are neglected, and it is determined that the magnetic
• It is considered that the electromagnetic force provided by the electromagnet concentrates on
flux is uniformly distributed in the air gap. gap.
the geometric center, and the geometric center of the electromagnet coincides with the center of
•• It is
It is considered
consideredthat thatthe
theelectromagnetic
electromagneticforce force provided
provided bybythethe electromagnet
electromagnet concentrates
concentrates on
on the
mass.
the geometric center, and the geometric center of the electromagnet coincides
geometric center, and the geometric center of the electromagnet coincides with the center of mass. with the center of
• There is no dislocation between the magnetic pole surface and the F-type track, namely, there is
• mass. is no dislocation between the magnetic pole surface and the F-type track, namely, there is
There
only vertical motion of the electromagnet relative to the track.
• Therevertical
only is no dislocation
motion of between the magnetic
the electromagnet poleto
relative surface and the F-type track, namely, there is
the track.
only vertical motion of the electromagnet relative to the track.
2.1. Reference Coordinate Equation
2.1. Reference Coordinate Equation
2.1. Reference
The referenceCoordinate Equation system XOY is established in Figure 3. z (t ) is the absolute
coordinate
The reference coordinate system XOY is established in Figure 3. z(t) is the absolute displacement
displacement
of theThe
electromagnetof therelative
reference electromagnet
coordinate relative
to thesystem
referenceXOY to the
plane isand reference
c(t) is theplane
established and cgap
in Figure
suspension (3.t ) isbetween
z (the
t ) issuspension
the gap
absolute
the track and
between
the
displacement the track
electromagnet. and
of theWhen the the
electromagnet.
track does
electromagnet When
not
relative have the
to the track
vertical does not have
motion,
reference plane theandvertical
c (t ) ismotion,
following formula the following
is satisfied:
the suspension gap
formula is satisfied:
between the track and the electromagnet. When the track does not have vertical motion, the following
c(t) = z(t) (1)
formula is satisfied: c (t ) = z (t ) (1)
c (t ) = z (t ) (1)

Figure 3. The model of magnetic levitation system in a medium-low speed maglev train.
Figure 3. The model of magnetic levitation system in a medium-low speed maglev train.

Figure 3. The model of magnetic levitation system in a medium-low speed maglev train.
Symmetry 2019, 11, 1053 4 of 18

2.2. Electrical Equation

Since the electromagnet is an inductive component, the electrical equation is:
. .
µ0 N2 A i(t) µ0 N2 Ai(t) z(t)
u(t) = Ri(t) + · − (2)
2 z(t) 2 [z(t)]2

In this equation, u(t) is the control voltage applied to both ends of the electromagnet coil, and R
is the resistance. The number of turns, the polar area and the permeability of vacuum are N, A and
µ0 respectively.

2.3. Electromagnetic Force Equation

µ0 N2 A i(t) 2
F(i, z) = [ ] (3)
4 z(t)
In this equation, F(i, z) is the electromagnetic force, and i(t) is the current of the electromagnet coil.

2.4. Kinetic Equation

..
mz(t) = (m + M) g − F(i, z) (4)

In this equation, m is the equivalent mass of electromagnet, and M is the equivalent mass
of carriage.
Thus, the state variables are specified, and the mathematical model of magnetic levitation system
is established: T  T
 .
x = x1 x2 x3 = z z i
 .

 x1 = x2
 x = M+m g − K x23

 .


 2 m m x2 (5)
1
.

 x = x2 x3 − Rx1 x3 + x1 u


3 x1 2K 2K

where, K = µ0 AN2 /4
The parameters of the magnetic levitation system are indicated in Table 1.

Table 1. Parameter list of magnetic levitation system.

Symbol Meaning Quantity Unit

m Mass of electromagnet 400 kg
M Mass of carriage 1000 kg
R Resistance 1 Ω
N Number of turns 360
A Polar area 0.038 m2
µ0 vacuum permeability 4π × 10−7
z0 set gap 10 mm

From the above discussion, it is found that the magnetic levitation system is typically nonlinear.
It is very formidable work to analyze the performance of the system by resolving the non-linear
differential equation. The linear analysis is often adopted as a solution to address this problem.
Hartman-Grobman theory: If x0 is hyperbolic singular point of a nonlinear system, and the
following formula is satisfied:
X ( x − x0 )
lim ( )=0 (6)
x→x0 |x − x0 |
Symmetry 2019, 11, 1053 5 of 18

Therefore, the nonlinear system is determined to have the same topological structure as the
corresponding linear system at the isolated singularity x0 . What’s more, if x0 is the equilibrium point
of the nonlinear system, the stability near the equilibrium point also depends on the corresponding
linear system.
For the magnetic levitation system above, the equation at equilibrium position is presented:

i0 2
(m + M) g = F(i0 , z0 ) = K · [ ] (7)
z0

In this equation, i0 is the current of electromagnet coil at equilibrium position, while z0 is the
suspension gap at equilibrium position. The linearization is accomplished near the equilibrium point,
and the linearization model is obtained [5].
  
.. 2Ki 2 2Ki
 mz(t) = z 30 ∆z(t) − z 20 ∆i(t)


0
. 0 (8)

.
 ∆u(t) = R∆i(t) + 2K ∆i(t) − 2Ki0 ∆z(t)



z0 z0 2

Thus, the state variables of linearization system are specified, and the state space equation of
linearization system is defined:
 T  . T
x= x1 x2 x3 = ∆z ∆z ∆i
  
 0 1 0  


  2Ki 2
  0 
.
 2Ki0

0
 
 x =  z0 3 m 0 −z x +  0 u

  
2
0 m

  i0 Rz0
  z0 
 (9)




 0
z0 − 2K 
2K
  
 y= 1 0

0 0 x
The characteristic polynomial is as follows:

λ
 
 −1 0 
 2Ki0 2 2Ki0
λ

|λI − A| =  − z 3m z0 2 m
0

 i Rz (10)
0 − z00 λ + 2K0
 
Rz0 2 Ri0 2
= λ3 + 2K λ − z0 2 m

According to Equation (10), the coefficients of characteristic polynomial fail to satisfy the Hurwitz
stability criterion. This linearization system is unstable. Therefore, the magnetic levitation system is
unstable according to the Hartman-Grobman theory.
The controllability of the magnetic levitation system is determined by achieving and analyzing
the rank of the controllability matrix.

rank([B AB A2 B]) = 3 (11)

Therefore, the magnetic levitation system is completely controllable. By designing a perfect

controller, the magnetic levitation system is able to work steadily in the desired state.
In the field of industrial and traffic control, the most successful and mature control algorithm is the
PID algorithm. In our system, the fundamental features of the PID algorithm are reproduced. Firstly,
the PID algorithm is less dependent on the accuracy of the model, and is ideal for a nonlinear system.
Moreover, the PID algorithm facilitates engineering realization. Consequently, the PID algorithm is the
conventional control algorithm in magnetic levitation systems of maglev trains. Previous work has
also proved that the PID controller is nominal. A PID controller is not only easy to design, but also
conducive to realization in engineering.
Symmetry 2019, 11, 1053 6 of 18

Based on the idea of cascade control, our control algorithm consists of two parts. The inner loop is
the current loop and the outer loop is the position loop. When the magnetic levitation system works
in the equilibrium position, the inductance of the electromagnet varies in an extremely small range.
We refer to it as a constant consequently. Near the equilibrium point, the voltage-current equation of
the electromagnet is described as:
2K .
u = R·i+ ·i (12)
z0
The voltage and current transfer function of the electromagnet is as follows:

I (s) 1/R
Gi ( s ) = = 2K
(13)
U (s) Rz0 ·s+1

The above formula serves to illustrate that the electromagnet is a typical inertia link, and
Symmetry 2019, 11, x FOR PEER REVIEW 7 of 19
accordingly the current response seriously lags behind the voltage change. The response time was not
able to meet the demand of the maglev train. Therefore, the current feedback method was adopted to
reduce
Symmetrythe response
2019, 11, x FORtime
PEERin Figure 4.
REVIEW 7 of 19
û k u
z i i
c 2K 

û kc u Rz i i
2K 

Figure 4. The schematic diagram of current loop.

Figure 4. The schematic diagram of current loop.

The input voltage before introducing the current loop was û , and the voltage acting on the
electromagnet Figure 4. The schematic diagram of current loop.
The inputisvoltage
described as:
before introducing the current loop was û, and the voltage acting on the
electromagnet
The inputisvoltage
described as: introducinguthe
before = kcurrent
c ⋅ (u − i loop
ˆ ) was û , and the voltage acting on (14)the
electromagnet is described as: u = k c · ( û − i ) (14)
The function of negative feedback is to make the output equal to the input. The purpose of
The function of negative feedback is to =make kc ⋅in(uthe − ioutput
) theequal
ˆFigure5, to the input. The purpose of
preamplifier kc is to speed up response. As u shown response time of the electromagnet (14)
preamplifier kc is to speed up response. As shown in Figure 5, the response time of the electromagnet
was
was reduced
reduced down
downof
The function to 10 milliseconds.
tonegative feedbackThe
10 milliseconds. The relationship
make the between
relationship
is to between
output the
thevoltage
equal to the and
voltage andthe
input.the current
Thecurrent of
purposeof the
the
of
electromagnet was
preamplifier kcwas
electromagnet settled
settled
is to to be a proportional
speedtoupberesponse.
a proportional link
As shownlink inin the
inFigure5,frequency
the frequency band of
band of
the response the magnetic
the of
time magnetic levitation
levitation
the electromagnet
system.
system.In Inaddition,
addition,the
thecurrent
currentloop
loopalso
alsodecreased
decreasedthe theorder
order of
of the
the magnetic
magnetic levitation
levitation system
system from
from
was reduced down to 10 milliseconds. The relationship between the voltage and the current of the
three to two.
three to two.
electromagnet was settled to be a proportional link in the frequency band of the magnetic levitation
system. In addition, the current 1.2
loop also decreased the order of the magnetic levitation system from
three to two. voltage
current

1.2
0.8 voltage
current

0.8
0.4

0.4
0
0 2 4 6 8 10
T (ms)

Figure
Figure5.5.The
0 response
The responseof
ofthe
theelectromagnet
electromagnetusing
usingaacurrent
currentloop.
loop.
0 2 4 6 8 10
T (ms)
The next step was to perform the corresponding position loop.
Figure 5. The response of the electromagnet using a current loop.
t
uˆ = k p1 ( z − z0 ) + kd 1 z + ki1  ( z − z0 ) dt (15)
The next step was to perform the corresponding 0
position loop.
Among, k p1 is proportional gain, k is differential gain t and k is integral gain. The outer
uˆ = k p1 ( z −d1z0 ) + kd 1 z + ki1  ( z − z0 ) dt i1 (15)
position loop was designed completely. 0
Symmetry 2019, 11, 1053 7 of 18

The next step was to perform the corresponding position loop.

Z t
.
û = kp1 (z − z0 ) + kd1 z + ki1 (z − z0 )dt (15)
0

Among, kp1 is proportional gain, kd1 is differential gain and ki1 is integral gain. The outer position
loop was designed completely.
Equation (15) was brought into Equation (14), and the nominal controller for the magnetic
levitation system was designed completely. In order to correspond with the actual engineering signal,
the final control law is presented here:
. Rt
u = kc1 · (kp1 (z − z0 ) + kd1 z + ki1 0 (z − z0 )dt − kc2 i)
Symmetry 2019, 11, x FOR PEER REVIEW 8 of (16)
19
. Rt
= kp (z − z0 ) + kd z + ki 0 (z − z0 )dt − kc i
2 K di 2 Ki d ( z ) z
u = Ri +
In order to examine the performance
u of− the
z dt ( z ) designed
dt controller, the designed control algorithm was
2

directly substituted into the nonlinear model of the magnetic levitation system in Figure 6. The dynamic
characteristics were
Symmetry 2019, 11, verified.
x FOR PEER REVIEW i i F ( i, z ) 1 z 2
z z 8 of 19
K 
z − m  
( M + m) g
2 K di 2 Ki d ( z ) z
u = Ri + −
u z dt ( z )2 dt
− kc

i i
2
F ( i, z ) 1 z z z
u
K 
kd z  − m  
+
 ( M + m) g

+ ki
− kc −
z0

+ kp
u + kd

Figure 6. The nominal control block diagram of magnetic levitation system.
+ ki
−
0 z
The initial gap for the electromagnet was set to 25 mm and the desired gap was set to 10 mm.
+ kp
The suspension gap of the electromagnet when the floating instruction was issued is presented in
Figure 7.
As shown in Figure
Figure
Figure 7, nominal
6.6.The
The the electromagnet
nominal control block
control began
block to rise
diagram
diagram ofslowly
of magnetic
magneticafter receiving
levitation the command signal.
system.
levitation system.
The suspension gap became smaller little by little, and eventually was fixed at the set gap of 10 mm.
TheThe
There wasinitial
nogap
initial gapfor
forthe
obvious theelectromagnet
electromagnet
fluctuation was set
in the whole to
to 25
process,
set 25mm
mmand
and the the
thedesired
andsystem gap
overshoot
desired was
gap and
wasset to to
10 10
response
set mm.
time
mm.
The
weresuspension
within a gap of
reasonable the electromagnet
range. The when
simulation the
resultfloating
shows instruction
the designed was
The suspension gap of the electromagnet when the floating instruction was issued is presented in issued
controller is presented
able to in
levitate
Figure
the 7.
Figure 7.
maglev train with the desired gap.
As shown in Figure 7, the electromagnet began to rise slowly after receiving the command signal.
The suspension gap became smaller 26 little by little, and eventually was fixed at the set gap of 10 mm.
There was no obvious fluctuation in the whole process, and the system overshoot and response time
were within a reasonable range. 22 The simulation result shows the designed controller is able to levitate
the maglev train with the desired gap.
18
Gap(mm)

26
14
22
10
18
Gap(mm)

0 1 2 3 4 5
14 T(s)

Figure The
7. 7.
Figure suspension
The suspensiongap
gapof
ofthe
theelectromagnet.
electromagnet.
10

3. The Tracking Performance of Magnetic Levitation System on the Vertical Track Irregularity
Condition 0 1 2 3 4 5
T(s)
However, due to topographic fluctuations or other spatial constraints, the profile of a maglev
Figure 7. The suspension gap of the electromagnet.
train line will change [6–8]. The profile of a line is composed of several gradient lines. If the angles of
Symmetry 2019, 11, 1053 8 of 18

As shown in Figure 7, the electromagnet began to rise slowly after receiving the command signal.
The suspension gap became smaller little by little, and eventually was fixed at the set gap of 10 mm.
There was no obvious fluctuation in the whole process, and the system overshoot and response time
were within a reasonable range. The simulation result shows the designed controller is able to levitate
the maglev train with the desired gap.

3. The Tracking Performance of Magnetic Levitation System on the Vertical Track Irregularity Condition
However, due to topographic fluctuations or other spatial constraints, the profile of a maglev
train line will change [6–8]. The profile of a line is composed of several gradient lines. If the angles of
two adjacent slopes exceed the allowable range, a vertical curve is needed to connect. The vertical
curve of a maglev line is usually a circular curve, and there is no transition curve between the straight
line and the vertical curve [9–12]. The appearance of a vertical curve is not ideal and is consequently
disadvantageous to the magnetic levitation system [13–15]. The tracking performance of a magnetic
levitation
Symmetry system
2019, with
11, x FOR PEERconsideration
REVIEW of the vertical curve in a maglev train line needs to be further 9 of 19
discussed and analyzed, which plays an important role in the safety and comfort of maglev trains.
As
As described
described in in Figure
Figure 8,8, the
the profile
profile of
of aa maglev
maglev train
train line
line is
is composed
composed of of five
five parts,
parts, the
the strait
strait
section AB , the concave curve of section BC , the oblique curve of section
section AB, the concave curve of section BC, the oblique curve of section CD, the convex curve of CD , the convex curve
of
section DEDE
section andand the the strait
strait section
section EF. EF
The.The radius
radius of of circular
circular curve
curve is is r and
r and thethe angle
angle of of slope
slope is is
α.
α
The. The displacement
displacement of of
thethe track
track relative
relative toto
thetheabsolute
absolutereference planeisiszzGG. . ItIt is
referenceplane is assumed that the the
tangent velocity
tangent velocity along
along the
the track is V
track is V and
andremains
remainsconstant.
constant.

θ
β
zG
α

Figure 8.The
8. Theillustration
illustrationof
ofthe
thevertical
verticaltrack
trackirregularity
irregularityin
inmaglev
maglevtrain
trainline.
line.

The strait
The section AB
strait section AB::
zG (t) = 0
zG (t) = 0
The concave curve of section BC:
The concave curve of section BC :
β 2 β2 2 V 22 · t2BM
zG (t) = r · (1 − cos β) = r · 2(sinβ )2 ≈ rβ· 2 = V ⋅ t BM
z G (t) = r ⋅ (1 − cos β ) = r ⋅ 2(sin 2) ≈ r ⋅ 2= 2r
2 2 2r
In this equation, M is any point on the concave curve of section BC. β is very small, so the
In this equation, M is any point on the concave curve of section BC . β is very small, so the
approximate operation is performed in above formula. tBM is the time spent through the BM segment.
approximate operation
The oblique curve is section CD:in above formula. t BM is the time spent through the BM segment.
ofperformed
The oblique curve of section CD :
zG (t) = r · (1 − cos α) + V · tCN · sin α
z G (t) = r ⋅ (1 − cos α ) + V ⋅ tCN ⋅ sin α
In this equation, N is any point on the oblique curve of section CD. tCN is the time spent through
In this
the CN equation, N is any point on the oblique curve of section CD . tCN is the time spent
segment.
Thethe
through convex curve of section DE:
CN segment.
The convex curve of section DE :
π Vt
zG (t) = r · (1 − cos α) + CD · sin α + r · sin ( − α + DK ) − r · cos α
π 2 Vt DK
z G (t) = r ⋅ (1 − cos α ) + CD ⋅ sin α + r ⋅ sin( − α + ) − r ⋅ rcos α
2 r

In this equation, K is any point on the convex curve of section DE . t DK is the time spent
through the DK segment.
The strait section EF :
Symmetry 2019, 11, 1053 9 of 18

In this equation, K is any point on the convex curve of section DE. tDK is the time spent through
the DK segment.
The strait section EF:

zG (t) = r · (1 − cos α) + CD · sin α + r · (1 − cos α)

When the track displacement changes, the suspension gap is no longer equal to the displacement
of the electromagnet. In this case, the suspension gap is equal to the difference value between the
displacement of the electromagnet and the displacement of the track. Namely:

c(t) = z(t) − zG (t) (17)

Therefore,
Symmetry 2019, 11, xthe
FORmodel of the magnetic
PEER REVIEW levitation system will change depending on the vertical
10 of 19
track irregularity conditions. The electrical equation is defined again:

2 K di 2 Ki d ( z − z )
u u==RiRi++ 2K di −− 2Ki 22 d(z − zG )G (18)
(18)
z− dt ((zz −
z −zGzGdt − zzG )) dtdt

The electromagnetic
The electromagnetic force
force equation
equation is
is become:
become:
2
 ii 
!2
FF((ii,, cc)) =
=KK
z − zG 
(19)
(19)
 z − zG 
The kinetic equation is presented under these circumstances:
The kinetic equation is presented under these circumstances:
..
mmzz(t()t)==( m
(m++MM))g
g−− FF(i,( ic,)c ) (20)
(20)

However, the
However, the controller
controller is
is unchanged. The function
unchanged. The function of
of the
the controller
controller is
is to
to levitate
levitate the
the magnetic
magnetic
levitation system at the defined height. In other words, the suspension gap is controlled so
levitation system at the defined height. In other words, the suspension gap is controlled so that it will
that it will
remain invariable
remain invariable under
under various
various line
line conditions. As shown
conditions. As shown inin Figure
Figure 9,9, the
the above
above nominal
nominal controller
controller
was brought into the new nonlinear model with consideration of track irregularity in order
was brought into the new nonlinear model with consideration of track irregularity in order to achieve to achieve
an overall evaluation of tracking performance on the vertical track irregularity condition.
an overall evaluation of tracking performance on the vertical track irregularity condition.

2 K di 2 Ki d ( z − zG ) z − zG
u = Ri + −
u z − zG dt ( z − zG )2 dt
zG

F ( i, c )
2
i  i  1 z z z
K  − m  
 z − zG 
( M + m) g

− kc

u + kd


+ ki
−
z0

+ kp

Figure 9.9.The controlblock

The control block diagram
diagram of magnetic
of magnetic levitation
levitation system system with consideration
with consideration of track
of track irregularity
irregularity in maglev
in maglev train line. train line.

According to the above analysis, the new model of the magnetic levitation system is closely
related to the radius of circular curve r and the angle of slope α . Their settings are clearly stipulated
in the regulations for track construction of maglev lines, with a minimum radius of 1500 m and a
maximum slope angle of 7%. What’s more, the model of the magnetic levitation system also includes
the running speed V . However, the radius of circular curve and the slope angle are fixed once the
maglev train line is built; the investigation of the relationship of tracking performance and speed
 Symmetry 2019, 11, 1053 10 of 18

According to the above analysis, the new model of the magnetic levitation system is closely related
to the radius of circular curve r and the angle of slope α. Their settings are clearly stipulated in the
regulations for track construction of maglev lines, with a minimum radius of 1500 m and a maximum
slope angle of 7%. What’s more, the model of the magnetic levitation system also includes the running
speed V. However, the radius of circular curve and the slope angle are fixed once the maglev train line
is built; the investigation of the relationship of tracking performance and speed makes more sense.
When the maglev train passes through the track shown in Figure 8 at a certain speed, the magnetic
levitation system will go through four different stages: entering the concave curve stage, withdrawing
from the concave curve stage, entering the convex curve stage and withdrawing from the convex
curve stage. In order to discuss the tracking performance of the magnetic levitation system at different
speeds, three representative speeds were selected to observe the tracking performance on the above
four stages.
As described in Figure 10, the tracking performance of a magnetic levitation system when
passing through the vertical track irregularity in a maglev train line was investigated and achieved.
Symmetry 2019, 11, x FOR
The suspension gap PEER REVIEW upward or downward, and stabilize in the set gap after a period
will fluctuate 11 of 19
of
time. It is apparent that the fluctuation of the suspension gap becomes more and more serious with
of time. It is apparent that the fluctuation of the suspension gap becomes more and more serious with
increases in speed. At some stages, the tracking performance of the magnetic levitation system is
increases in speed. At some stages, the tracking performance of the magnetic levitation system is
extremely awful and unacceptable, and the electromagnet is prone to collide with the F-type track.
extremely awful and unacceptable, and the electromagnet is prone to collide with the F-type track.
11 10.5
20 km/h 10
10.5
9.5
10 20 km/h
9
9.5 23.5 24 24.5 25 25.5 26
4.5 5 5.5 6 6.5 7
11 10.5
Gap(mm)

Gap(mm)

60 km/h 10
10.5

10 9.5
60 km/h
9
9.5 11.5 12 12.5 13 13.5 14
4.5 5 5.5 6 6.5 7
12 11
100 km/h
11 10
10 9
100 km/h
9 8
4.5 5 5.5 6 6.5 7 8.5 9 9.5 10 10.5 11
T(s) T(s)
(a) (b)

12
14
10 20 km/h
12
8
20 km/h
10
6
37.5 38 38.5 39 39.5 40
8
57.5 58 58.5 59 59.5 60
12
14
Gap(mm)

Gap(mm)

10 60 km/h
12
8
60 km/h 10
6
15.5 16 16.5 17 17.5 18 8
22.5 23 23.5 24 24.5 25
12 14
10 100 km/h
12
8
100 km/h 10
6
11.5 12 12.5 13 13.5 14 8
15.5 16 16.5 17 17.5 18
T(s)
T(s)

(c) (d)
Figure10.
Figure Thetracking
10.The trackingperformance
performanceofofmagnetic
magneticlevitation
levitationsystem
systemwhen
whenpassing
passingthrough
throughthethevertical
vertical
trackirregularity
track irregularityininaamaglev
maglevtrain
trainline.
line.(a)
(a)The
Thesuspension
suspensiongapgapwhen
whenentering
enteringthetheconcave
concavecurve
curve
stage; (b) the suspension gap when withdrawing from the concave curve stage; (c) the suspension
stage; (b) the suspension gap when withdrawing from the concave curve stage; (c) the suspension gap gap
whenentering
when enteringthe
theconvex
convexcurve
curvestage;
stage;(d)
(d)the
thesuspension
suspensiongapgapwhen
whenwithdrawing
withdrawingfrom fromthe
theconvex
convex
curvestage.
curve stage.

In order to verify the rationality of the above analysis, we conduct a series of simulations and
investigations to achieve the relationship of the maximum fluctuations of suspension gap and speeds.
The maximum fluctuation of the suspension gap at five different speeds is shown in Figure 11.
 (c) (d)

Figure 10. The tracking performance of magnetic levitation system when passing through the vertical
track irregularity in a maglev train line. (a) The suspension gap when entering the concave curve
stage; (b) the suspension gap when withdrawing from the concave curve stage; (c) the suspension gap
when
Symmetry entering
2019, 11, 1053 the convex curve stage; (d) the suspension gap when withdrawing from the convex
11 of 18
curve stage.

In
Inorder
orderto
toverify
verifythe
therationality
rationalityof
ofthe
theabove
aboveanalysis,
analysis,weweconduct
conductaaseries
seriesof
ofsimulations
simulationsand
and
investigations
investigations to achieve the relationship of the maximum fluctuations of suspension gap and
to achieve the relationship of the maximum fluctuations of suspension gap and speeds.
speeds.
The
Themaximum
maximumfluctuation
fluctuationofofthe
thesuspension
suspensiongapgapatatfive
fivedifferent
differentspeeds
speedsisisshown
shownininFigure
Figure11.
11.

Symmetry 2019, 11, x FOR PEER REVIEW 12 of 19

(a) (b)

(c) (d)
Figure
Figure11. Themaximum
11.The maximumfluctuation
fluctuationofofthe
thesuspension
suspensiongap
gapwhen
whenpassing
passingthrough
throughthe
thevertical
verticaltrack
track
irregularity in maglev train line. (a) Entering the concave curve stage; (b) withdrawing
irregularity in maglev train line. (a) Entering the concave curve stage; (b) withdrawing from the from the
concavecurve
concave curve stage; (c)
(c) entering
enteringthe
theconvex
convexcurve stage;
curve (d)(d)
stage; withdrawing fromfrom
withdrawing the convex curvecurve
the convex stage.
stage.
Taking into account the above analysis and discussion, a number of significant conclusions
wereTaking
acquired.
into It is clearthe
account that the fluctuation
above analysis and ofdiscussion,
the suspension gap becomes
a number moreconclusions
of significant and more serious
were
acquired. It is clear that the fluctuation of the suspension gap becomes more and more serious withof
with the increase of speed in the above four stages. Under high-speed conditions, the fluctuation
theincrease
the suspension gap isintoo
of speed theviolent. When
above four withdrawing
stages. from the convex
Under high-speed curvethe
conditions, stage, the maximum
fluctuation of the
fluctuation gap
suspension at a speed
is too ofviolent.
100 km/h is upwithdrawing
When to 3.7532 mm,from
and the
the electromagnet
convex curve isstage,
pronethe to collide
maximumwith
the F-type track. In other words, the tracking performance of the nominal controller is
fluctuation at a speed of 100 km/h is up to 3.7532 mm, and the electromagnet is prone to collide with unpleasant.
the F-type track. In other words, the tracking performance of the nominal controller is unpleasant.
4. A New Strategy for Improving the Tracking Performance of the Magnetic Levitation System
4. A New Strategy
Although thefor Improving
designed the Tracking
nominal controllerPerformance of the
is able to make theMagnetic Levitation
maglev train System
stay within in the
target gap, the tracking performance is not ideal for the vertical track irregularity condition. What’s
Although the designed nominal controller is able to make the maglev train stay within in the
more, the fluctuation of the suspension gap is too violent, and the electromagnet is prone to collide
target gap, the tracking performance is not ideal for the vertical track irregularity condition. What’s
with the F-type track at some stages. Therefore, the existing control strategy is not satisfied on the
more, the fluctuation of the suspension gap is too violent, and the electromagnet is prone to collide
vertical track irregularity condition. We propose a new strategy by installing an accelerometer on the
with the F-type track at some stages. Therefore, the existing control strategy is not satisfied on the
electromagnet as a solution to address this problem.
vertical track irregularity condition. We propose a new strategy by installing an accelerometer on the
In the magnetic levitation system, the existing gap sensor can only measure and supply gap
electromagnet as a solution to address this problem.
signals. The suspension controller is not enough, especially when the magnetic levitation system
In the magnetic levitation system, the existing gap sensor can only measure and supply gap
passes through the vertical track irregularly in a maglev train line. At the same time, the vertical
signals. The suspension controller is not enough, especially when the magnetic levitation system
acceleration of the electromagnet will change above four stages. Therefore, we propose to improve the
passes through the vertical track irregularly in a maglev train line. At the same time, the vertical
tracking performance of the magnetic levitation system by obtaining and utilizing the acceleration of
acceleration of the electromagnet will change above four stages. Therefore, we propose to improve
the electromagnet.
the tracking performance of the magnetic levitation system by obtaining and utilizing the acceleration
of the electromagnet.
However, when the maglev train passes through the vertical curve, the data measured by the
accelerometer includes not only the gravity acceleration component, but also the centrifugal
acceleration component. Therefore, for the vertical curve, it is necessary to analyze the measurements
 Symmetry 2019, 11, 1053 12 of 18

However, when the maglev train passes through the vertical curve, the data measured by the
accelerometer includes not only the gravity acceleration component, but also the centrifugal acceleration
component. Therefore, for the vertical curve, it is necessary to analyze the measurements of the
accelerometer a(t) separately.
The strait section AB:
..
a(t) = g − z(t)

The concave curve of section BC:

v2 ..
Symmetry 2019, 11, x FOR PEER REVIEW a(t) = g cos θ + − z(t) 13 of 19
r
The oblique curve of section CD:
The convex curve of section DE :
..
a(t) = g cos θ0 − 2z(t)
v
a(t ) = g cos θ − − 
z (t )
The convex curve of section DE: r
The strait section EF : v2 ..
a(t) = g cos θ − − z(t)
r
The strait section EF: a(t ) = g − 
z (t )
..
a(t) = g − z(t)
Therefore, the measured acceleration signals were not able to be directly used in the design of
Therefore,
the controller. the measured
The acceleration acceleration
signal signals
must be were not ableThe
pre-processed. to be directly used insignals,
low-frequency the design of as the
such
the controller. The acceleration signal must be pre-processed. The low-frequency signals, such as
gravity acceleration component and centrifugal acceleration, are filtered, and the dynamic and
the gravity acceleration component and centrifugal acceleration, are filtered, and the dynamic and
vertical high-frequency signals of electromagnet are retained. The high-pass filter is used to filter and
vertical high-frequency signals of electromagnet are retained. The high-pass filter is used to filter and
extract signals.
extract signals.
In summary, the new
In summary, control
the new controlblock
blockdiagram
diagram of themagnetic
of the magnetic levitation
levitation system
system was achieved.
was achieved.
Consideration of vertical
Consideration curves
of vertical in ainmaglev
curves a maglevtrain lineisispresented
train line presented in Figure
in Figure 12. 12.

2 K di 2 Ki d ( z − zG ) z − zG
u = Ri + −
u z − zG dt ( z − zG )2 dt
zG

F ( i, c )
2
i  i  1 z z z
K  − m  
 z − zG 
( M + m) g

− kc

− ka
u
 kd
+

+ ki
−
z0
+ kp

Figure 12. The12.

Figure new
Thecontrol block
new control diagram
block ofofmagnetic
diagram levitation
magnetic levitation system
system with
with consideration
consideration of vertical
of vertical
curve in maglev train
curve in maglev train line. line.

When the maglev train passes through the track shown in Figure 8 at a certain speed, the magnetic
levitation system by utilizing the new strategy will also go through four different stages: entering the
concave curve stage, withdrawing from the concave curve stage, entering the convex curve stage and
withdrawing from the convex curve stage. In order to achieve and investigate the tracking
 + ki
−
z0
+ kp

Figure 12. The new control block diagram of magnetic levitation system with consideration of vertical13 of 18
Symmetry 2019, 11, 1053
curve in maglev train line.

When
Whenthe themaglev
maglevtrain
trainpasses
passes through
throughthethe
track shown
track in Figure
shown 8 at 8a at
in Figure certain speed,
a certain the magnetic
speed, the magnetic
levitation
levitation system
system by by utilizingthe
utilizing thenew
newstrategy
strategy will
willalso
alsogo
gothrough
through four different
four stages:
different entering
stages: the the
entering
concave curve stage, withdrawing from the concave curve stage, entering the convex
concave curve stage, withdrawing from the concave curve stage, entering the convex curve stage and curve stage and
withdrawing
withdrawing fromfrom the convex
the convex curvecurve
stage.stage. In to
In order order to achieve
achieve and investigate
and investigate the tracking
the tracking performance
performance
of the of the magnetic
magnetic levitation system levitation system
at different at different
speeds, three speeds, three representative
representative speeds werespeeds were
also selected to
also selected to observe the tracking performance on the above
observe the tracking performance on the above four stages (Figure 13). four stages (Figure 13).

11
10.5
20 km/h
10.5
10
10 9.5
20 km/h
9.5 9
4.5 5 5.5 6 6.5 7 23.5 24 24.5 25 25.5 26
11
10.5
Gap(mm)

60 km/h

Gap(mm)
10.5 10
10 9.5
60 km/h
9.5 9
4.5 5 5.5 6 6.5 7 11.5 12 12.5 13 13.5 14
12
11
100 km/h
11
10
10 9
100 km/h
9 8
4.5 5 5.5 6 6.5 7 8.5 9 9.5 10 10.5 11
Symmetry 2019, 11, x FOR PEERT(s)
REVIEW T(s) 14 of 19
(a) (b)
12 14
20 km/h
10 12
8 10
20 km/h
6 8
37.5 38 38.5 39 39.5 40 57.5 58 58.5 59 59.5 60

12 14
Gap(mm)
Gap(mm)

60 km/h
10 12

8 10
60 km/h
6 8
15.5 16 16.5 17 17.5 18 22.5 23 23.5 24 24.5 25
14
12
100 km/h
12
10
8 10
100 km/h
6 8
11.5 12 12.5 13 13.5 14 15.5 16 16.5 17 17.5 18
T(s) T(s)
(c) (d)
Figure 13.
Figure 13. The
The tracking
tracking performance
performance of of magnetic
magnetic levitation
levitation system
system by by utilizing
utilizing the
the new
new strategy
strategy when
when
passing through
passing through thethe vertical
vertical track
track irregularity
irregularity in
in maglev
maglev train
train line.
line. (a) The suspension
(a) The suspension gap
gap when
when
entering the
entering the concave
concave curve
curve stage;
stage; (b)
(b) the
the suspension
suspension gap
gap when
when withdrawing
withdrawing fromfrom the
the concave
concave curve
curve
stage; (c) the suspension gap when entering the convex curve stage; (d) the suspension
stage; (c) the suspension gap when entering the convex curve stage; (d) the suspension gap when gap when
withdrawing from the convex curve
withdrawing from the convex curve stage. stage.

illustrate the
To illustrate the foregoing
foregoing analysis
analysis and
and discussion,
discussion, a number of significant
significant simulations and
investigations were performed to check the tracking performance of the magnetic levitation system
when the
when thevertical
vertical curve
curve is passed.
is passed. In order
In order to test to
thetest the validity,
validity, we performed
we performed several setsseveral sets of
of comparative
comparative
analyses. analyses.
Compared Compared
with a nominalwith a nominal
controller, controller,fluctuations
the maximum the maximum of thefluctuations of the
suspension gap at
suspension
different gap at
speeds bydifferent
utilizingspeeds
the newbystrategy
utilizing the
are new strategy
described are described
in Figure 14. in Figure14.
Our investigation has reached plenty of conclusions. The fluctuation of the suspension gap is
obviously suppressed by utilizing the new strategy. The maximum reduction is nearly 1 mm. Moreover,
the maximum fluctuations of the suspension gap are all limited to less than 3 mm. Therefore, the
tracking performance of the magnetic levitation system by utilizing the new strategy improved the
vertical track irregularity condition.

(a) (b)
 To illustrate the foregoing analysis and discussion, a number of significant simulations and
investigations were performed to check the tracking performance of the magnetic levitation system
when the vertical curve is passed. In order to test the validity, we performed several sets of
comparative analyses. Compared with a nominal controller, the maximum fluctuations of the
Symmetry 11, 1053
2019, gap
suspension at different speeds by utilizing the new strategy are described in Figure14. 14 of 18

(a) (b)

Symmetry 2019, 11, x FOR PEER REVIEW 15 of 19

Our investigation has reached plenty of conclusions. The fluctuation of the suspension gap is
obviously suppressed by (c) utilizing the new strategy. The maximum reduction (d) is nearly 1 mm.
Moreover, the maximum fluctuations of the suspension gap are all limited to less than 3 mm.
Figure14.
14. The
The contrastive
contrastive maximum
maximum fluctuation
fluctuationofof suspensiongap
gapwhen
whenpassing
passingthrough
throughthe
the vertical
Figure
Therefore, the tracking performance of the magnetic suspension
levitation system by utilizing the newvertical
strategy
trackirregularity
track irregularityin
inmaglev
maglevtrain
trainline.
line. (a)
(a) Entering
Enteringthe
the concave
concavecurve
curvestage;
stage;(b)
(b)withdrawing
withdrawingfrom
fromthe
the
improved the vertical track irregularity condition.
concavecurve
concave curvestage;
stage;(c)(c) entering
entering thethe convex
convex curve
curve stage;
stage; (d) withdrawing
(d) withdrawing from
from the the convex
convex curve
curve stage.
stage.
5. 5.
Implementation and
Implementation Experiment
and Experiment
WeWeemployed
employed a model
a model 4610-010
4610-010MEMS
MEMS accelerometer with
accelerometer with exceptional
exceptional performance
performance over a full
over a full
operating temperature range of −55°C to +125°C. As shown in Figure 15, this accelerometer has
operating temperature range of −55 C to +125 C. As shown in Figure 15, this accelerometer has small
◦ ◦ small
size and
size low
and weight.
low The
weight. static
The and
static dynamic
and dynamicmeasurements
measurementsareare
allall
feasible. In In
feasible. addition, thethe
addition, frequency
frequency
response is taken from DC to 2700 Hz.
response is taken from DC to 2700 Hz.

Figure 15.15.
Figure The photograph
The of of
photograph model 4610-010
model accelerometer.
4610-010 accelerometer.

The parameters
The ofof
parameters thethe
model 4610-010
model accelerometer
4610-010 are
accelerometer indicated
are inin
indicated Table2.
Table 2.

Table 2.Parameter list of model 4610-010 accelerometer.

Meaning Quantity Unit

Range ±10 g
Sensitivity 200 mV/g
Frequency Response 0–2000 Hz
Residual Noise 400 μV RMS
Non-Linearity (%FSO) ±0.1 /
Symmetry 2019, 11, 1053 15 of 18

Table 2. Parameter list of model 4610-010 accelerometer.

Meaning Quantity Unit

Range ±10 g
Sensitivity 200 mV/g
Frequency Response 0–2000 Hz
Residual Noise 400 µV RMS
Non-Linearity (%FSO) ±0.1 /
Transverse Sensitivity <3 %
Damping Ratio 0.7 /
Shock Limit 6000 g

What’s more, this strategy has already been successfully implemented and applied to the
suspension controller for the magnetic levitation system in the Changsha maglev express. Figure 16 is
a photograph of the suspension controller which was designed and manufactured by our team.
Symmetry 2019, 11, x FOR PEER REVIEW 16 of 19
Symmetry 2019, 11, x FOR PEER REVIEW 16 of 19

Figure 16.
Figure 16. The photograph
The photograph
16. The of
photograph of designed
of designed and
designed and manufactured
and manufactured controller.
manufactured controller.
controller.
Figure

Since the
the Shanghai-Kunming high-speed railway passes through the middle of the maglev line,
Shanghai-Kunming high-speed line,
Since railway passes through the middle of the maglev line,
the maglev line has to cross under the high-speed railway line. As presented in Figure 17, the vertical
the maglev line has to cross under the high-speed railway line. As presented in Figure 17, the vertical
track irregularity
irregularity is
is similar
similar to Figure 8. When the maglev train passes through this section, the
track to in
in Figure
Figure 8.
8. When the maglev train passes through this section, the
magnetic levitation system will also go through the above four
levitation system four different stages.
stages. The radius of the
magnetic will also go through the above four different
different stages. The radius of the
circular curve is 2000 m and the angle
the angle of
of slope
slope is
is 4.1%.
4.1%.
circular curve is 2000 m and the angle of slope is 4.1%.

Figure 17. A photograph of the maglev train passing through the vertical section in Changsha maglev
Figure 17. A photograph of the maglev train passing through the vertical section in Changsha maglev
express.17. A photograph of the maglev train passing through the vertical section in Changsha maglev express.
Figure
express.

In order to observe the tracking performance of the maglev train passing through the above
In order to observe the tracking performance of the maglev train passing through the above
sections, the suspension gap and running speed need to be measured and recorded. The magnetic
sections, the suspension gap and running speed need to be measured and recorded. The magnetic
levitation system sends data to the on-board computer every 100 ms through the CAN network, and
levitation system sends data to the on-board computer every 100 ms through the CAN network, and
these data are stored in the on-board computer. In the Changsha maglev express line, the Mc1, M and
these data are stored in the on-board computer. In the Changsha maglev express line, the Mc1, M and
Mc2 maglev trains are organized into groups. Each maglev train has 20 sets of magnetic levitation
Mc2 maglev trains are organized into groups. Each maglev train has 20 sets of magnetic levitation
systems. The suspension gap and speed of the tenth suspension point in each maglev train were
systems. The suspension gap and speed of the tenth suspension point in each maglev train were
Symmetry 2019, 11, 1053 16 of 18

In order to observe the tracking performance of the maglev train passing through the above
sections, the suspension gap and running speed need to be measured and recorded. The magnetic
levitation system sends data to the on-board computer every 100 ms through the CAN network, and
these data are stored in the on-board computer. In the Changsha maglev express line, the Mc1, M and
Mc2 maglev trains are organized into groups. Each maglev train has 20 sets of magnetic levitation
systems. The suspension gap and speed of the tenth suspension point in each maglev train were
Symmetry 2019, 11, x FOR PEER REVIEW 17 of 19
selected and observed in Figure 18.

15 14

Gap(mm)
12
Gap(mm)

10 10

5 6
0 10 20 30 40 50 60 70 80 90 100 0 10 20 30 40 50 60 70 80 90 100
T(s) T(s)
45 45

40 40

V(km/h)
V(km/h)

35 35

30 30

25 25
0 10 20 30 40 50 60 70 80 90 100 0 10 20 30 40 50 60 70 80 90 100
T(s) T(s)

(a) (b)
14
Gap(mm)

12

10

6
0 10 20 30 40 50 60 70 80 90 100
T(s)
45

40
V(km/h)

35

30

25
0 10 20 30 40 50 60 70 80 90 100
T(s)

(c)
Figure
Figure18.
18.The
Thesuspension
suspensiongapgapand
andspeed
speedof
ofsuspension
suspensionpoint
pointin inthe
themaglev
maglevtrain
trainwhen
whenthethevertical
vertical
section
sectionisispassed.
passed.(a)
(a)The
Thetenth
tenthsuspension
suspensionpoint
pointininthe
theMc1
Mc1maglev
maglevtrain;
train;(b)
(b)The
Thetenth
tenthsuspension
suspension
point
pointin
inthe
theMMmaglev
maglevtrain;
train;(c)
(c)The
Thetenth
tenthsuspension
suspensionpoint
pointin
in the
the Mc2
Mc2 maglev
maglev train.
train.

Based on analysis
Based analysisofof thethe
operation
operationdata,data,
it wasit found that thethat
was found performance of the actual
the performance suspension
of the actual
gap curve isgap
suspension different
curve from that of from
is different the simulation
that of the curve. This is curve.
simulation because theison-board
This becausecomputer only
the on-board
collects data
computer onlyfrom the magnetic
collects data fromlevitation
the magneticsystem every 100
levitation ms in
system actual
every 100operation.
ms in actual Theoperation.
sampling
frequency
The is toofrequency
sampling low to fullyis reflect
too lowthe to
real-time dynamic
fully reflect thecharacteristics of the suspension
real-time dynamic gap. of
characteristics What’s
the
more, the maglev train does not pass through the above section at a fixed speed
suspension gap. What’s more, the maglev train does not pass through the above section at a fixed in actual line operation,
and the
speed in speed
actualisline
constantly changing.
operation, and theHowever,
speed isitconstantly
is obviously presented
changing. that the suspension
However, gap
it is obviously
always fluctuates
presented that theup and down gap
suspension nearalways
the desired gap, and
fluctuates uptheandmaximum
down near fluctuations
the desired of the suspension
gap, and the
gap are almost
maximum all limited
fluctuations to suspension
of the less than 3 mm,
gap are except the all
almost impression
limited toofless
noise.
thanThe fluctuations
3 mm, of
except the
the suspension
impression gap The
of noise. are all in the reasonable
fluctuations range andgap
of the suspension the are
electromagnet doesn’t collide
all in the reasonable range with the
and the
track. In other doesn’t
electromagnet words, the tracking
collide withperformance
the track. of In the magnetic
other words, levitation systemperformance
the tracking by utilizing the
of new
the
strategy was
magnetic improved
levitation and by
system qualified thethe
utilizing vertical
new track condition.
strategy was improved and qualified the vertical
track condition.

6. Discussions
In this paper, it is emphasized that the tracking performance of the magnetic levitation system
is closely related to the running speed in the vertical track condition. An important and significant
conclusion was acquired, that the fluctuation of suspension gap becomes more and more serious with
Symmetry 2019, 11, 1053 17 of 18

6. Discussion
In this paper, it is emphasized that the tracking performance of the magnetic levitation system
is closely related to the running speed in the vertical track condition. An important and significant
conclusion was acquired, that the fluctuation of suspension gap becomes more and more serious with
the increase of speed. However, when the maglev train passes through the vertical curve, the tracking
performance of the magnetic levitation system is also dictated by the radius of circular curve r and the
angle of slope α.Therefore, the tracking performance of the magnetic levitation system in the different
radiuses of circular curve and angles of slope need to be further analysis, calculation and verification.
This will become a study emphasis in our further research.

7. Conclusions
In this paper, we established a mathematical model with consideration of vertical track irregularity
to discuss and analyze the impact on the tracking performance of the magnetic levitation system.
The tracking performance of the magnetic levitation system on the vertical track irregularity condition
was investigated and achieved at different speeds. The investigation carried out by us has revealed that
the fluctuation of suspension gap becomes more and more serious with the increase of running speed.
For the benefit of improving the tracking performance of the magnetic levitation system, we proposed a
new strategy by installing an accelerometer on the electromagnet as a solution to address this problem.
What’s more, this strategy has already been successfully implemented and applied to the suspension
controller for a magnetic levitation system in the Changsha maglev express. The actual operation data
demonstrates that the tracking performance of the magnetic levitation system was evidently improved.
This fruitful work has produced an enormous application value.

Author Contributions: M.Z. is responsible for paper writing, modeling, algorithm design, simulation and
experimental verification. X.L. is responsible for development and manufacture of controller. Z.L. is responsible
for overall planning.
Funding: This research was funded by National Key R & D Program of China, grant number 2016YFB1200601.
Acknowledgments: This work was supported by “National Key R & D Program of China” under Grant 2016YFB1200601.
Conflicts of Interest: The authors declare no conflict of interest.

References
1. Lee, H.W.; Kim, K.C.; Lee, J. Review of Maglev Train Technologies. IEEE Trans. Magn. 2006, 42, 1917–1925.
2. Lin, G.; Sheng, X. Application and further development of Maglev transportation in China. Transp. Syst.
Technol. 2018, 4, 36–43. [CrossRef]
3. Gutierrez, H.M.; Luijten, H. 5-DOF Real-Time Control of Active Electrodynamic MAGLEV. IEEE Trans. Ind.
Electron. 2018, 42, 1917–1925. [CrossRef]
4. Min, D.J.; Kwon, S.D.; Kwark, J.W.; Kim, M.Y. Gust Wind Effects on Stability and Ride Quality of Actively
Controlled Maglev Guideway Systems. Shock Vib. 2017, 35, 1–23. [CrossRef]
5. Castellanos, M.; Miguel, L.; Galluzzi, R.; Bonfitto, A.; Tonoli, A.; Amati, N. Magnetic Levitation Control
Based on Flux Density and Current Measurement. Appl. Sci 2018, 8, 2545. [CrossRef]
6. Shi, J.; Fang, W.S.; Wang, Y.J.; Zhao, Y. Measurements and analysis of track irregularities on high speed
maglev lines. J. Zhejiang Univ. Sci. A 2014, 15, 385–394. [CrossRef]
7. Li, M.; Persson, I.; Spännar, J.; Berg, M. On the use of second-order derivatives of track irregularity for
assessing vertical track geometry quality. Veh. Syst. Dyn. 2012, 50, 389–401. [CrossRef]
8. Zhao, X.; Li, Z.; Dollevoet, R. The vertical and the longitudinal dynamic responses of the vehicle–track
system to squat-type short wavelength irregularity. Veh. Syst. Dyn. 2013, 51, 1918–1937. [CrossRef]
9. Yao, J.; Jiao, Z.; Ma, D.; Yan, L. High-Accuracy Tracking Control of Hydraulic Rotary Actuators with Modeling
Uncertainties. IEEE/ASME Trans. Mechatron. 2014, 19, 633–641. [CrossRef]
10. Ding, Z.; Li, W.; An, J.; Hao, l.; Zhang, Q. Adaptive fuzzy fault-tolerant control with guaranteed tracking
performance for nonlinear strict-feedback systems. Fuzzy Sets Syst. 2016, 302, 82–100.
Symmetry 2019, 11, 1053 18 of 18

11. Kim, W.; Shin, D.; Chung, C. The Lyapunov-based controller with a passive nonlinear observer to improve
position tracking performance of microstepping in permanent magnet stepper motors. Automatica 2012, 48,
3064–3074. [CrossRef]
12. Han, S.; Lee, J. Recurrent fuzzy neural network backstepping control for the prescribed output tracking
performance of nonlinear dynamic systems. ISA Trans. 2014, 53, 33–43. [CrossRef] [PubMed]
13. Bagheri, A.; Karimi, T.; Amanifard, N. Tracking performance control of a cable communicated underwater
vehicle using adaptive neural network controllers. Appl. Soft Comput. 2010, 10, 908–918. [CrossRef]
14. Tan, W. Unified Tuning of PID Load Frequency Controller for Power Systems via IMC. IEEE Trans. Power
Syst. 2010, 25, 341–350. [CrossRef]
15. Lee, J.S.; Choi, S.; Kim, S.S.; Park, C.; Kim, Y.G. A Mixed Filtering Approach for Track Condition Monitoring
Using Accelerometers on the Axle Box and Bogie. IEEE Trans. Instrum. Meas. 2012, 61, 749–758. [CrossRef]

© 2019 by the authors. Licensee MDPI, Basel, Switzerland. This article is an open access
article distributed under the terms and conditions of the Creative Commons Attribution
(CC BY) license (http://creativecommons.org/licenses/by/4.0/).