Presentation of seminar on

PID CONTROL OF MAGLEV TRAIN

Presented by
B2C003 ABID MOHAMED KUNJU

DEPARTMENT OF ELECTRICAL & ELECTRONICS ENGINEERING

GOVT. COLLEGE OF ENGINEERING KANNUR- 670563
JANUARY 2016

OVERVIEW

WhatismeantbyMaglevTrain?
BasicPrincipleofMaglevTrains.
TypesofMaglevTrains
Applications
Modeling
Controlarithmetic
ExperimentalResults
Conclusion

WHATISMEANTBY
MAGLEV?
Maglev=Magnetic+Levitation.
Anythingwhichmaylevitate(raiseorfloat)
bymeansofamagneticpowerissimplycalledas
magneticlevitation.
ThetermMAGLEVcanbebrieflyexplainedbyusing
anexampleofMAGLEVTRAINS.

Basic Principle of Maglev Trains

Maglevtrainshavetoperformthefollowingfunctionsto
operateinhighspeeds
1.Levitation2.Propulsion3.LateralGuidance

Types of Maglev Trains

BasedonthetechniquesusedforLevitation
therearetwotypesofMaglevtrains
1. ElectromagneticSuspension-Attractive
2. ElectrodynamicSuspension-repulsive

EMS (Electromagnetic
Suspension)
ELECTROMAGNETIC SUSPENSION
USES ELECTROMAGNETS TO
LEVITATE THE TRAIN.

1.LEVITATION PRINCIPLE IN EMS SYSTEM:

IN EMS SYSTEM LEVITATION BY ATTRACTION may
takes place.
Attractioniscausedbyhavingthecurrentswithineachofthe
circuitstravelinginthesamedirection.Itisimportanttonotethat
withattractiveforcescreatedbetweenthetrainandthetrack.

2.PRINCIPLE OF PROPULSION IN EMS

SYSTEM:
Thepropulsionofthetrainismainlybasedontwotypesof
motors:
LinearElectricMotor(LEM)and,
LinearInductionMotor(LIM)

3.PRINCIPLE OF LATERAL GUIDENCE IN EMS

SYSTEM:
Thelevitationmagnetsandrailareboth
Ushaped(withrailbeinganinvertedU).
ThemouthsofUfaceoneanother.

Pros and Cons of EMS

TECHNOLOGY

PROS

EMS
(Electromagnetic -Low magnetic
fields inside and
suspension)
outside the
vehicle
-Commercially
available
-No secondary
propulsion
system needed

CONS
-The system needs
to be monitored by
outside system to
maintain the
distance between
the Track and the
train
-Vibraitions may
occur due to
instability and
outside monitoring.

EDS (ELECTRODYNAMIC
SUSPENSION):

ElectrodynamicSuspensionuses

Superconductorsforlevitation,propulsionand
lateralguidance

1.LEVITATON PRINCIPLE IN EDS SYSTEM:

1.IN EDS SYSTEM LEVITATION BY REPULSION may takes
place.
Thecurrentinthetopcircuittravelsintheoppositedirectionofthe
currentinthebottom;resultinginanrepulsionbetweenthetwocoils

2.PRINCIPLE OF PROPULSION IN EDS SYSTEM:

Thepropulsioncoilslocatedonthesidewallsonbothsidesofthe
guidewayareenergizedbyathree-phasealternatingcurrentfroma
substation,creatingashiftingmagneticfieldontheguideway

PROS AND CONS OF EDS:

TECHNOLOGY

EDS
(Electrodyna
mic
suspension)

PROS

highest
speed (581
km/h)
Heavy load
capacity

CONS
Necessary use of
magneting shielding
due to the strong
magnetic fields.
The vehicle must
be wheeled to travel
at low speed.
the cryogenic
system uses to cool
the coils can be
expensive.

INDUCTRACK:
TheInductrackisanewertypeofEDSthatuses
permanentroom-temperaturemagnets.
TherearetwoInductrackdesigns:
InductrackIand
InductrackII.

InductrackIisdesignedforhighspeeds,while
InductrackIIissuitedforslowspeeds.
Ifthepowerfails,thetraincanslowdowngradually
andstoponitsauxillarywheels.

Other Applications
NASAplanstousemagneticlevitationforlaunching
ofspacevehiclesintolowearthorbit.
BoeingispursuingresearchinMagLevtoprovidea
HypersonicGroundTestFacilityfortheAirForce.
TheminingindustrywillalsobenefitfromMagLev.
Thereareprobablymanymoreundiscovered
applications!

 MODELLING
WHYISMODELINGREQUIREDINMAGLEVTRAIN??

Magneticsuspensionsystemsarewidelyusedinvariousfields,suchas
frictionlessbearings,high-speedmaglevtrains,levitationofwindtunnel
models,magneticisolationvibrationetc.,anditisanimportanttaskto
controlthepositionofthelevitatedobjectsinceamagneticlevitation
systemisusuallyopen-loopunstable.
ThelinearPIDcontrolmethodisaeasy-tuningwaytostabilizemagnetic
suspensionsystem.
AsthelinearPIDalgorithmisconcerned,theonlywaytoenhancethe
systemstiffnessistoincreasetheproportionalfeedbackcoefficient.
Usually,thiscoefficientisdesignedbeforehandtoensurethesystem
dynamicperformance.Itisprovedbyexperimentsthatthechangeof
proportionalcoefficientwilldegradethesystemperformanceevenmake
thesystemunstable.
InordertogethighstiffnessthenonlinearPIDcontrol.

15

 MODELLING
Themaglevtrainsystemincludesthreesubsystemsin
suspensiondirection.
Theyareairspringsystem,tracksystemandelectromagnet
system.
Becausetheinherentfrequencyoftheairspringislessthan
close-loopsystemenormously,sowecanignoretheeffectof
airspringtosystemdynamicperformance.
Andtheresearchemphasisofthepaperisthesystemstiffness,
sowewillnotconsidertheflexibilityofthetrack.Theeffect
oftracktosystemdynamicperformanceisresearchedin
reference(6)

16

MODELLING

Sketchofmaglevtrainsystem
Andwecangettheequationsofmaglevtrainsystem :
=y
=
u=Ri+(1
[7]

17

MODELLING

Wherex denotesthemagnetsposition,y isthemagnets

velocity,f isdisturbance,g isthegravitationalconstant,k is
themagneticconstant,m isthemassofthemagnet,u isthe
appliedvoltage,R istheresistanceofthecoilandi isthe
currentinthecoilofthemagnet.
Here,high-speedcurrent-looptechnologyisappliedtomaglev
trainsystem.Sothecurrentdelayofcoilcanbeignoredand
thecurrentcanbelookedasthesysteminput,thenwecanget
thesecond-ordermaglevtrainsystem[8]:
=y
=

18

CONTROL ARITHMETIC
LinearPIDControl
Fromtheprevioussectionweknowthecurrentdelay
ofcoilcanbeignoredasthehigh-speedcurrent-loop
technologyisappliedtothesystem.
Nowwecanlookthecurrentastheinputandthe
third-ordermagneticsystemisreducedtoasecondordersystem.
InordertoimplythelinearPIDcontrol,welinearize
thesecond-ordernonlinearsystem(2)isaroundthe
operatingpoint:

y
=
19

CONTROL ARITHMETIC
LinearPIDControl(contd.)
y
=
Forconcision,herewesuppose:f =0,thenthelinear
approximatesystem(3)istransformedtothefollowing
equations:
y
=

20

CONTROL ARITHMETIC
LinearPIDControl(contd.)
Inordertopredigestproblem,weonlyanalysean
actualmagneticsuspensionsystem.Theparametersof
themagneticsuspensionsystemareasthefollows:
k =0.00545
m =725kg
=0.012m
=7288.75N
g =9.8N /kg Substitutethoseparametersinto(4),
wecangetthesystemstateequations:
21

CONTROL ARITHMETIC
LinearPIDControl(contd.)
=-
Here, , and isandseparately.Fromtheequations(5),
weknowthatthissecond-ordersystemisunstable.
Soitisnecessarytodesignacontrollertostabilizethe
system.Here,weimplementlinearPIDcontrollerto
stabilizethesystem(5).

22

CONTROL ARITHMETIC
LinearPIDControl(contd.)
Thecontrolinputisinthefollowingform:
v=

Substituting(6)into(5),throughsomesimple
calculating,wecangetthecharacteristicequation:

Sowecanadjusttheparameters and tostabilizethe

system.
23

CONTROL ARITHMETIC
LinearPIDControl(contd.)
Forthepresentcase,Here,iftheanticipant
performanceofthesystemis:percentageovershootis
5%,settlingtimeis0.1sec .Accordingtothis
performance,wecanfigureoutthecontrolparameters:

24

CONTROL ARITHMETIC
NonLinearPIDControl
Theonlywaytoenhancethesystemstiffnessisto
increasetheproportionalfeedbackcoefficient and
themethodispronetodegradethesystem
performance.
Themaglevtrainsystemdemandsthecontrolsystem
havehighstiffnessandthelinearPIDcontrolmethod
cannotaffordsatisfactorystiffness,sowechoosethe
nonlinearcontrol.

25

CONTROL ARITHMETIC
NonLinearPIDControl(contd.)
HerewechoosetheinputofnonlinearPIDcontrolas
thefollowingform:

v=
Now,thekeystoneistodesignthetwoexponentsa
andb .Thecriteriontochoosetheexponentsis:the
exponentswillnotinfluencethesystemdynamic
performancearoundtheoperatingpointandwill
enhancethesystemstiffnessrapidlywhenthesystem
apartfromoperatingpoint.
26

 CONTROL ARITHMETIC
NonLinearPIDControl(contd.)
Throughalotofexperiments,thetwoexponentsare
chosenforthesystemas:
a=1.25,b=1.45

27

 EXPERIMENT RESULTS
LinearPIDControl
Here,whenthesystemiscontrolledwithlinearPID
method,weshowtheairgapvarietyofone
electromagnetwhentheimpactforceaddingonthe
magnetisequivalentto1.5T.

Air gap of linear PID control

28

 EXPERIMENT RESULTS
LinearPIDControl(contd.)
Here,thebiggestvarietyofairgapis8mmwhenthe
linearPIDcontrolmethodisimplemented.

29
Air gap of linear PID control

 EXPERIMENT RESULTS
NonlinearPIDControl
Here,whenthesystemiscontrolledwiththe
experimentresultwhenthenonlinearPIDcontrol.

Air gap of non linear PID control

30

 EXPERIMENT RESULTS
NonlinearPIDControl
Here,thebiggestvarietyofairgapisabout1mm
whenthenonlinearPIDcontrolmethodisimplemented.
Whentheintegraltechnologyisappliedinexperiment,
thevarietyofairgapis0atlast

Air gap of non linear PID control

31

 CONCLUSION
Maglevtrainsusemagnetstolevitateandpropelthetrains
forward.
Sincethereisnofrictionthesetrainscanreachhighspeeds.
Itisasafeandefficientwaytotravel.
weknowthatthecapabilityofresistingimpactofnonlinear
PIDcontrolisbetterthanlinearPIDcontrolinamaglevtrain.
Undertheimpactof1.5T,theairgapvarietyoflinearPID
controlisabout8mmwhiletheairgapvarietyofnonlinear
PIDcontrolisonly1mminamaglevtrain.
SothenonlinearPIDcontrolcanensurethesuspension
security,whenthemaglevtrainrunsinhighspeed.

32

REFERENCES
[1]S.J.JooandJ.H.Seo.Designandanalysisofthenonlinearfeedbacklinearizingcontrolforan
electromagneticsuspensionsystem[J].IEEETrans.Contr.Syst.Technol,1997,pp.135-144.
[2]E.Gottzein,B.Lange.MagneticsuspensioncontrolsystemfortheMBBhighspeedtrain[J].Automatic,
1975,pp.271-284.
[3]DavidL.LinearizingControlofMagneticSuspensionSystems[J].IEEETransactionsoncontrol
systemstechnology,Vol.5,No.4,1997,pp.427-438.
[4]JingQingHan.TheimprovementofPIDcontrollawbyusingnonlinearity[J].InformationandControl,
1995,pp.356-364.
[5]JingQingHan.ANewTypeofController:NLPID.ControlandDecision(Chinese),1994,pp.401-407.
[6]YunDeXie.ResearchonthedynamicsmodelingandsimulationofEMSmaglevtrainsystem[R].Doctor
dissertofNationalUniversityofDefenseTechnology,1998.
[7]HaoJiang,JisanLian.DynamicModelandcontrolofSingleMagneticsuspensionsystem[J].
proceedingsofWest-SouthJiaoTongUniversity.1992,pp.59-67
[8]DavidL.SeanM.Olson,andPradeepK.LinearizingControlofMagneticSuspensionSsytems.
IEEE,1997,pp.427-438.343
33

THANK YOU
34