The document describes an electromagnetic-permanent magnet (EM-PM) hybrid maglev conveyor system. The conveyor vehicle is levitated, aligned and propelled along the guideway using magnetic forces without physical contact. The first step in developing the conveyor is creating a simulation that models the vehicle, guideway, levitation magnets, linear drive, and control system. The simulation is used to test levitation controllers and model the vehicle's movement through curves. The conveyor vehicle has a framework, loading area, and four levitation/propulsion heads. Sensors provide position feedback to independent state-based levitation controllers. The linear drive propels the vehicle to a set velocity then
The document describes an electromagnetic-permanent magnet (EM-PM) hybrid maglev conveyor system. The conveyor vehicle is levitated, aligned and propelled along the guideway using magnetic forces without physical contact. The first step in developing the conveyor is creating a simulation that models the vehicle, guideway, levitation magnets, linear drive, and control system. The simulation is used to test levitation controllers and model the vehicle's movement through curves. The conveyor vehicle has a framework, loading area, and four levitation/propulsion heads. Sensors provide position feedback to independent state-based levitation controllers. The linear drive propels the vehicle to a set velocity then
The document describes an electromagnetic-permanent magnet (EM-PM) hybrid maglev conveyor system. The conveyor vehicle is levitated, aligned and propelled along the guideway using magnetic forces without physical contact. The first step in developing the conveyor is creating a simulation that models the vehicle, guideway, levitation magnets, linear drive, and control system. The simulation is used to test levitation controllers and model the vehicle's movement through curves. The conveyor vehicle has a framework, loading area, and four levitation/propulsion heads. Sensors provide position feedback to independent state-based levitation controllers. The linear drive propels the vehicle to a set velocity then
The document describes an electromagnetic-permanent magnet (EM-PM) hybrid maglev conveyor system. The conveyor vehicle is levitated, aligned and propelled along the guideway using magnetic forces without physical contact. The first step in developing the conveyor is creating a simulation that models the vehicle, guideway, levitation magnets, linear drive, and control system. The simulation is used to test levitation controllers and model the vehicle's movement through curves. The conveyor vehicle has a framework, loading area, and four levitation/propulsion heads. Sensors provide position feedback to independent state-based levitation controllers. The linear drive propels the vehicle to a set velocity then
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EM-PM HYBRID MAGLEV CONVEYOR
Maglev is the generic label for a family of technologies,
including magnetic suspension, guidance and propulsion with linear motor drives for guided transportation applications.
The idea of magnetically levitating, driving
and guiding vehicles was invented to overcome the problems associated with conventional trains using wheelon- rail technology
a conveyor vehicle is presented which hovers
above the guideway, supported, aligned and driven by magnetic forces, with no physical contact. This non-contact feature eliminates contact friction. The first step in developing the conveyor vehicle is creating a simulation environment which includes the principal subsystems: vehicle and guideway, support magnets, linear drive and levitation control system.
The use of complex nonlinear
levitation controllers instead of simple state controllers or the requirement for precise simulation results of a ride through a curve may be reasons to extend the model.
These differential equations
provide the basis for the mechanical model of the system. Two models of the support magnets are presented. A levitation controller based on a state control algorithm completes the main simulation environment. As an example of an extension a position sensor signal of the linear drive is implemented to allow precise simulations of rides through curves. Main components of the conveyor vehicle are the stiff light weight framework with loading space and four levitation/propulsion heads, one on each corner of the vehicle. Sensors, switching amplifiers, a power system and a controller board complete the vehicle’s equipment.
A conventional electromagnet with integrated permanent
magnets is chosen as a low-loss magnetic bearing. Permanent magnets compensate the static load of the vehicle, the coil current stabilizes the magnet in its operating point. The levitation air gap is set according to the load of the vehicle in a way that the coil current is minimized. The support magnets interact with a slotted guideway which results in higher reluctance forces for the passive guidance of the vehicle.
The vertical position of the
vehicle is measured by eddy current sensors, the horizontal position with a set of light barriers on each corner of the vehicle. The Levitation Control System
The state controller is an often used control structure for
maglev applications. If connected with an integral element static offset is reduced to zero for all valuable operating points. The state controller with an integral element achieves a good performance with a relatively simple control structure. The control algorithm requires little calculating time which enables a high control frequency. The standard levitation control system consists of four state controllers. Each support magnet is controlled by its own controller independent of the others. Modularity however enables the simulation of any levitation control system, e.g. a nonlinear linked control algorithm.
The levitation system consists of four EMs placed at
four corners of the vehicle, and is designed to lift a 250kg mass including a 100kg load. Table 2 shows the important specifications of the designed levitation electromagnet. The nominal gap is 3mm, and the computed levitation force without any current at the nominal gap is 285kg. The block diagram of the levitation controller connected with a P-T1-element is shown in Fig. 7. Air gap, air gap velocity and current linkage are the elements of the state vector (xS). Estimated values of the control parameters kw, kr, Ti and kS ([3x1] vector) are calculated based on a linearised model of the system through eigenvalue assignment [5]. Fine tuning is iterated based on simulations done with the nonlinear model.
the estimated levitation force according to
the current variation from -5A to +5A at different gaps. For example, assuming that the total weight of the vehicle is 285kg, an attraction force greater than 285kg can be generated by supplying +4A to the coil in order to levitate the vehicle at the landing position (5 mm gap). In addition, the attraction force is less than 285kg by supplying -4A to the coil in order to separate the vehicle from the rail at the stuck position (1 mm gap). Therefore, the levitation control of a 285kg vehicle can be achieved by supplying current within ±5A. The Linear Drive
The propulsion force of a homopolar motor depends on
electrical angle and motor current. Accurate implementation requests a position encoder and the use of look-up tables. Because most simulations are done with a vehicle moving with a constant velocity, in a first approach the acceleration process was implemented with constant propulsion forces. The vehicle is accelerated until a velocity setpoint value is reached, from that moment the propulsion forces become zero and the vehicle moves with the wanted constant velocity. Aerodynamic braking forces and braking forces due to eddy current losses are neglected.