外文翻譯--高速ems型磁懸浮鐵路車輛整體工作情況比較分析外文翻譯（英文）

1、 942Comparison of Total Performances for High-Speed EMS-type Magnetically Levitated Railway Vehicle * Shinichi KUSAGAWA, * * Jumpei BABA, * Katsuhiko SHUTOH, * Eisuke MASADA *Department of Electrical Engineering, Facul

2、ty of Science & Technology Tokyo University of Science 2641 Yamazaki, Noda, Chiba 278-8510, Japan Tel: +81-4-7124-1501 ext. 3767 / Fax: +81-4-7124-1810 E-Mail : kusagawa@emasada.ee.noda.tus.ac.jp, shutoh@ee.noda.

3、tus.ac.jp, masada@ee.noda.tus.ac.jp **Department of Electrical Engineering, Faculty of Science & Technology The University of Tokyo 7-3-1 Hongo, Bunkyo-ku, Tokyo 113-8656, Japan Tel: +81-3-5841-6563 / Fax: +81-3

4、-5841-8575, E-Mail : baba@asc.t.u-tokyo.ac.jp Keywords – Control Performance, Electromagnetic suspension, Magnetic levitation and Vehicle weight reduction. Abstract Because high-speed operation of maglev vehicle causes

5、large variation of gap length with high frequency, it requires high magnet current and its high-speed control. On the other hand, the reduction of total weight of a vehicle is key issue for realization of high-speed ma

6、glev system with the short stator propulsion principle. To solve these problems keeping its control performance to cope with high-speed operation, three types of control schemes are discussed and compared. With simulat

7、ion results of maglev operational performances, it is shown that proposed schemes enable to reduce the weight of magnets and current controllers as well as keeping its control performances. 1 Introduction A type of the

8、 magnetically levitated railway system (MAGLEV) with the electro-magnetic suspension system (EMS), which is named HSST, will be put into revenue service as an urban transport in Nagoya, Japan at the beginning of April

9、2005 [1]. Its maximum speed is limited to 100km/h, though its running test operations have been completed up to 130km/h. However, in order to extend its applications into the high speed and middle distance system in th

10、e future, the design of its EMS system is reexamined for improvement of riding comfort and performances of a train. On the other hand, the reduction of the total weight of vehicle is key issue for realization of high-

11、speed maglev system with the short stator propulsion principle. Because the weight of magnets, including supporting structures and current controllers, occupies considerable part of the total weight, its reduction with

12、 introduction of a new control scheme is studied. 944secondary suspension and is fed back to the “Control Model” as a variation of an external force. On the gap length control in Fig. 4, in the electric circuit of the “

13、Control Model”, the cascade con- trol is carried out to give the fast-response to the fluctuation of gap length (=?z), and the current con- trol loop is composed of Current Controller like (1). The gap length is controll

14、ed by Lift Controller like (2). In addition, the velocity feedback, which corresponds to the differentiation signal of gap length, is added to the “Control Model” to stabilize the responses. Every parameter of both two

15、 con- trollers, including K and C, are optimized by use of GA to satisfy both track following performance and riding comfort of passengers. Current Controller sK C s G CC CC CC ? = ) (Lift Controller ? ?? ? ?? + ? = s

16、T K K C s G LC LC LC 1 ) (Control Model Controller Steady-state gap length z0 8 mm Current Controller Excitation current i0 28.6 A CCC 100 KG 8.325 A/V KCC 1.286 KC 5.35 Lift Controller Ki 429.4 N/A KLC 0.0

17、0028 Kx 1535216.4 N/m T 0.01 KM 3575 As2/m CLC 4000 Module (4-magnets) Kp 100 Mass (m) 1270 kg KV 0.15 Cabin Mass (Mg) 8000 kg Pitching equivalent mass (Mφ) 2000 kg Secondary Suspension K 5000 N/m C 1220 N

18、s/m Current Controller-1 -1-Ki 1/s KG 1/mKx1/s-KC1/s-KvLift ControllerKMVelocity Feedback.＋＋ ＋＋＋ －－fexsymmetryControl of the front moduleCs+Krear module1/2L1/2Pitching modeVertical mode2 2 2 gCs KM s Cs K++ +2 2 2Cs KM s

19、 Cs K φ++ +L : length of the vehicle bodyCurrent ControlGap length ControlControl Model?wφ ?wg?z ?z ?i ?e ?zr ?irInputFig. 4. Control Block diagram for levitation control system TABLE I Parameters for Levitation Contr