Maglev train braking system and control method

Abstract

The invention discloses a maglev train braking system and a control method, the maglev train braking system comprises a braking control system, an electric braking module and a landing braking module, the electric braking module and the landing braking module are connected with the braking control system, and the braking control system is used for distributing braking force requirements to the electric braking module and the landing braking module; the parking brake module comprises a suspension control system, an electromagnet and a vertical skid which are connected in sequence; the suspension control system is connected with the brake control system and used for obtaining the parking braking force requirement from the brake control system, the suspension force is adjusted by controlling the current of the electromagnet, and the size of the parking braking force is adjusted. The suspension force is adjusted by controlling the current of the electromagnet, and the braking force of the vehicle falling is adjusted, so that the braking force requirement can be met without a hydraulic braking system, the weight, the equipment and the cost are greatly reduced, the chassis space is increased, the maintenance space is increased, and convenience and rapidness are achieved.

Description

Technical Field

[0001] This application relates to the technical field of maglev trains, and particularly to a maglev train braking system and a control method thereof. Background Art

[0002] At present, the braking methods of short stator maglev trains include electric braking, hydraulic braking and emergency braking. Among them, hydraulic braking is realized by a hydraulic braking system, which mainly includes a brake control system, an accumulator, an electro-hydraulic control unit, a power management module, a mechanical clamp and a hydraulic pipeline and other equipment. It has the disadvantages of many devices, complex pipelines, large weight, etc., and has an adverse effect on levitation during braking; Emergency braking is realized by the mechanical friction between the vertical skid and the F rail, and is only used in very emergency situations and is not used as service braking. The braking force of emergency braking is not adjustable, and there is a problem of large braking impact.

[0003] In recent years, with the opening and operation of multiple maglev lines, the requirements for cost reduction, efficiency improvement and weight reduction of maglev trains have become higher and higher. The braking system is a key item that needs to be optimized. Therefore, how to streamline the structure of the train braking system without sacrificing braking performance and comfort has become an urgent problem for those skilled in the art to solve. Summary of the Invention

[0004] To solve the above technical problems, the object of the present invention is to provide a maglev train braking system and a control method thereof with a simple structure and capable of meeting the braking force requirements.

[0005] The technical solution provided by the present invention is as follows: A maglev train braking system includes a brake control system, an electric braking module and an emergency braking module connected to the brake control system. The brake control system is used to distribute the braking force requirements to the electric braking module and the emergency braking module; the emergency braking module includes a suspension control system, an electromagnet and a vertical skid connected in sequence. The suspension control system is used to adjust the levitation force by controlling the electromagnet current to realize the levitation and landing of the train. The electromagnet is used to form a suction force with the F rail after being energized to realize the levitation of the train. The vertical skid is used to contact the F rail after the electromagnet descends to realize support and braking; the suspension control system is connected to the brake control system and is used to obtain the emergency braking force requirements from the brake control system and adjust the size of the emergency braking force by controlling the electromagnet current to adjust the levitation force.

[0006] Preferably, it further includes a speed measurement system for providing the real-time speed of the whole vehicle. The speed measurement system is connected to the brake control system to enable the brake control system to select a braking mode according to the current speed.

[0007] Preferably, each of the three carriages of the train is provided with a set of braking control systems, and multiple levitation control systems, multiple electromagnets, and multiple vertical skids are arranged on each carriage; one traction system and multiple linear motors are arranged on each carriage, and one speed measurement system is arranged on the first and last carriages; each set of braking control systems can operate independently and be connected to each other.

[0008] Preferably, the braking control system distributes the braking force requirements to the electric braking module and the landing braking module, including: if an emergency braking is performed, the levitation control system controls the train to descend at a set acceleration; or for non-emergency braking, the braking control system calculates the braking force, determines whether the train speed is greater than the approaching stop speed V, if so, determines whether the electric braking force is effective, if so, determines whether additional landing braking force is required, if so, distributes the electric braking force and the landing braking force, and simultaneously performs electric braking and landing braking, using the landing braking to supplement the insufficient part of the electric braking, if not, only performs electric braking; if the train speed is not greater than the approaching stop speed V, or the electric braking force fails, or no additional landing braking force is required, then only landing braking is performed.

[0009] Preferably, the levitation control system controlling the train to descend at a set acceleration includes: obtaining the train load G and the levitation gap δ; through the formula calculate the train levitation force , where μ is the conductivity in vacuum, N is the number of turns of the electromagnet coil, S is the pole area, and i is the electromagnet current; through calculate the train descent acceleration as a, where g is the acceleration due to gravity, so as to control the train descent acceleration by controlling the decrease of the electromagnet current and realize the train descending at a set acceleration.

[0010] Preferably, the levitation control system obtains the landing braking force requirement from the braking control system and realizes the adjustment of the levitation force by controlling the electromagnet current, so as to realize the adjustment of the magnitude of the landing braking force, including: obtaining the landing braking force requirement , the train load G, and the levitation gap δ, where the levitation gap δ is the gap value when the train contacts the F rail; through , obtain the requirement of the levitation force, where η is the friction coefficient between the skid and the F rail; use the formula , and control the train braking force by controlling the electromagnet current i.

[0011] A maglev train braking control method uses the maglev train braking system as described above. The method includes: the braking control system distributes the braking force requirements to the electric braking module and the landing braking module; the levitation control system obtains the landing braking force requirement from the braking control system and realizes the adjustment of the levitation force by controlling the electromagnet current, so as to realize the adjustment of the magnitude of the landing braking force.

[0012] Preferably, the braking control system distributes the braking force requirements to the electric braking module and the car body braking module, including: if an emergency braking is performed, the suspension control system controls the train to descend at a set acceleration; or for non-emergency braking, the braking control system calculates the braking force, determines whether the train speed is greater than the approaching stop speed V, if so, determines whether the electric braking force is effective, if so, determines whether additional car body braking force is required, if so, distributes the electric braking force and the car body braking force, and simultaneously performs electric braking and car body braking, using the car body braking to supplement the insufficient part of the electric braking, if not, only performs electric braking; if the train speed is not greater than the approaching stop speed V, or the electric braking force fails, or no additional car body braking force is required, then only car body braking is performed.

[0013] Preferably, the suspension control system controlling the train to descend at a set acceleration includes: obtaining the train load G and the suspension gap δ; through the formula calculate the train suspension force , where μ is the conductivity in vacuum, N is the number of turns of the electromagnet coil, S is the pole area, and i is the electromagnet current; through calculate the train descent acceleration as a, g is the acceleration due to gravity, and thus by controlling the decrease of the electromagnet current, control the acceleration of the train descent, and achieve the train descending at a set acceleration.

[0014] Preferably, the suspension control system obtains the car body braking force requirement from the braking control system, and realizes the adjustment of the car body braking force size by controlling the electromagnet current, including: obtaining the car body braking force requirement , the train load G, and the suspension gap δ, where the suspension gap δ is the gap value when the train contacts the F rail; through , obtain the requirement of the suspension force, where η is the friction coefficient between the skid and the F rail; use the formula , and control the train braking force by controlling the electromagnet current i.

[0015] Compared with the prior art, the maglev train braking system and control method of the present invention utilize the suspension control system to realize the adjustment of the suspension force by controlling the electromagnet current, and realize the adjustment of the size of the car body braking force, so that the braking force requirement can be met without a hydraulic braking system, achieving a large reduction in weight, equipment, and cost, increasing the underframe space, and increasing the maintenance space and convenience. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] To more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the accompanying drawings required for the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are only some embodiments recorded in the present application. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings.

[0017] Figure 1 It is a schematic structural diagram of the maglev train braking system and control method according to the embodiments of the present invention; Figure 2 It is a schematic flow diagram of the maglev train braking control method according to the embodiments of the present invention; Figure 3 For Figure 2 It is a schematic flow diagram of the levitation control system controlling the train to descend at a set acceleration in the maglev train braking control method shown; Figure 4 For Figure 2 It is a schematic flow diagram of the levitation control system adjusting the carbody landing braking force by controlling the electromagnet current in the maglev train braking control method shown. Detailed implementation manners

[0018] To enable those skilled in the art to better understand the technical solutions in the present application, the following will clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, rather than all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0019] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it can be directly on the other element or indirectly disposed on the other element; when an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0020] It should be understood that the orientation or positional relationship indicated by the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present application.

[0021] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more such features. In the description of this application, "a plurality of" or "several" means two or more, unless otherwise specifically defined.

[0022] It should be noted that the structures, ratios, sizes, etc. shown in the drawings of this specification are only used to cooperate with the content disclosed in the specification for those skilled in this technology to understand and read, and are not used to limit the implementable conditions of this application. Therefore, they do not have substantial technical significance. Any modification of the structure, change in the ratio relationship, or adjustment of the size, without affecting the effects that this application can produce and the purposes that can be achieved, should still fall within the scope covered by the technical content disclosed in this application.

[0023] As Figure 1 shown, an embodiment of the present invention provides a maglev train braking system, including a braking control system 100 and an electric braking module and a car body braking module connected to the braking control system 100.

[0024] The braking control system 100 is used to distribute the braking force requirements to the electric braking module and the car body braking module. In this embodiment, the braking control system 100 is installed in the carriage and is connected to the suspension control system and the traction inverter through communication cables, responsible for the management of the braking system and the distribution of the braking force of the whole train.

[0025] In this embodiment, the electric braking module includes a connected traction system 500 and a linear motor 600. The traction system 500 is connected to the braking control system 100 and is used to obtain the electric braking force requirements from the braking control system 100 and control the magnitude of the electric braking force by controlling the linear motor 600. Specifically, the traction control system 500 is installed on the underframe and realizes electric braking by controlling the motor. The linear motor 600 is installed on the suspension frame and provides traction force and electric braking force.

[0026] In this embodiment, the vehicle lowering braking module includes a suspension control system 200, an electromagnet 300, and a vertical skid 400 that are connected in sequence. The suspension control system 200 is used to adjust the suspension force by controlling the current of the electromagnet 300 to achieve the levitation and lowering of the train. The electromagnet 300 is used to form a suction force with the F rail after being energized to achieve the levitation of the train. The vertical skid 400 is used to contact the F rail after the electromagnet 300 descends to achieve support and braking. The suspension control system 200 is connected to the braking control system 100 and is used to obtain the vehicle lowering braking force requirement from the braking control system 100 and adjust the suspension force by controlling the current of the electromagnet 300 to adjust the magnitude of the vehicle lowering braking force. Specifically, the suspension control system 200 is installed on the vehicle underframe and adjusts the suspension force by controlling the electromagnet current to achieve the levitation and lowering of the train. The electromagnet 300 is installed on the vehicle bottom suspension frame and forms a suction force with the F rail after being energized to achieve the levitation of the train. The vertical skid 400 is installed on the suspension frame. After the electromagnet descends, the vertical skid contacts the F rail to play a role in support and braking.

[0027] In this embodiment, the maglev train braking system further includes a speed measurement system 700 for providing the real-time speed of the whole vehicle. The speed measurement system 700 is connected to the braking control system 100, so that the braking control system 100 selects a braking mode according to the current speed (i.e., the electric braking mode, the vehicle lowering braking mode, or the simultaneous braking mode of electric braking and vehicle lowering braking). The speed measurement system 700 is installed on the suspension frame. Of course, in other embodiments, it is also possible not to detect the real-time speed of the whole vehicle, but directly input the braking mode.

[0028] In this embodiment, each of the three cars of the train is provided with a set of braking control systems 100, and multiple suspension control systems 200, multiple electromagnets 300, and multiple vertical skids 400 are provided on each car. One traction system 500 and multiple linear motors 600 are provided on each car. One speed measurement system 700 is provided on the first and last cars. Each set of braking control systems 100 can operate independently and are connected to each other.

[0029] Specifically, a set of braking control systems 100 are provided for each of the three carriages of the train. Twenty suspension control systems 200, ten electromagnets 300, and twenty vertical skids 400 are provided for each carriage; One traction system 500 and ten linear motors 600 are provided for each carriage, and one speed measurement system is provided for the first and last carriages; The braking control systems 100 of each carriage communicate with each other through the train communication bus; The braking control system 100 of each leading carriage communicates with the suspension control system 200 through the train communication cable; The braking control system 100 of each leading carriage communicates with the traction system 500 through the train communication cable; The braking control system 100 of each leading carriage communicates with the speed measurement system 700 through the train communication cable; The multiple suspension control systems 200 of each carriage communicate with each other through the train communication cable. Each set of braking control system 100 has the same structure and function, can operate independently, and can achieve information interaction through the communication bus, so as to achieve collaborative work.

[0030] In each carriage, the braking control system 100 adopts a redundant configuration method to ensure the reliability of the control system. Twenty suspension control systems 200 are arranged in each carriage to ensure the reliability of electromagnet control. Ten electromagnets 300 are arranged in each carriage to ensure the stability of the train suspension. Twenty vertical skids 400 are arranged in each carriage to ensure the reliability of the landing braking. One traction control system 500 is arranged in each carriage to ensure the reliability of the electric braking. Ten linear motors 600 are arranged in each carriage to ensure the reliability of the electric braking. One speed measurement system 700 is arranged in each leading carriage to ensure the reliability of the speed signal.

[0031] Among them, the braking control system distributes the braking force requirements to the electric braking module. The landing braking module may include: In case of emergency braking, the suspension control system controls the train to descend at a set acceleration (also known as "impact rate"); Or in case of non-emergency braking, the braking control system calculates the braking force, judges whether the train speed is greater than the approaching stop speed V. If so, it judges whether the electric braking force is effective. If so, it judges whether it is necessary to supplement the landing braking force. If so, it distributes the electric braking force and the landing braking force, and performs electric braking and landing braking simultaneously, using the landing braking to supplement the insufficient part of the electric braking. If not, only electric braking is performed; If the train speed is not greater than the approaching stop speed V, or the electric braking force fails, or it is not necessary to supplement the landing braking force, then only landing braking is performed.

[0032] Among them, the suspension control system controlling the train to descend at a set acceleration may include: Obtaining the train load G and the suspension gap δ; Through the formula Calculate the train suspension force , where μ is the conductivity in vacuum, N is the number of turns of the electromagnet coil, S is the pole area, and i is the electromagnet current; Through Calculate the landing acceleration of the train as a, and g as the acceleration due to gravity. Thus, by controlling the decrease of the electromagnet current, control the landing acceleration of the train to achieve the train landing at the set acceleration.

[0033] Among them, the suspension control system obtains the car landing braking force requirement from the braking control system, and adjusts the suspension force by controlling the electromagnet current to achieve the adjustment of the car landing braking force size, which may include: obtaining the car landing braking force requirement , the train load G, and the suspension gap δ. The suspension gap δ is the gap value when the train contacts the F rail; through , obtain the requirement of the suspension force, where η is the friction coefficient between the skid and the F rail; use the formula , and control the braking force of the train by controlling the electromagnet current i .

[0034] This embodiment also provides a maglev train braking control method, which adopts the maglev train braking system as described above. The method includes: the braking control system distributes the braking force requirement to the electric braking module and the car landing braking module; the suspension control system obtains the car landing braking force requirement from the braking control system, and adjusts the suspension force by controlling the electromagnet current to achieve the adjustment of the car landing braking force size.

[0035] In this embodiment, the braking control system distributing the braking force requirement to the electric braking module and the car landing braking module may include: if an emergency braking is performed, the suspension control system controls the train to land at the set acceleration; or if it is a non-emergency braking, the braking control system calculates the braking force, determines whether the train speed is greater than the approaching stop speed V. If so, determines whether the electric braking force is effective. If so, determines whether it is necessary to supplement the car landing braking force. If so, distributes the electric braking force and the car landing braking force, and performs electric braking and car landing braking simultaneously, using the car landing braking to supplement the insufficient part of the electric braking. If not, only performs electric braking; if the train speed is not greater than the approaching stop speed V, or the electric braking force fails, or it is not necessary to supplement the car landing braking force, then only performs car landing braking.

[0036] Specifically, as Figure 2 shown, the method includes the following steps: Step A: The braking system is powered on and runs. Step B: Receive the braking command information of the signal system, the controller, or the vehicle safety circuit. Step C: Determine whether an emergency braking is triggered. If so, go to Step D; if not, go to Step E. Step D: The suspension control system controls the train to land at the set acceleration, and ends. Step E: The braking control system calculates the braking force according to the level or command, and goes to Step F. Step F: Determine whether the train speed is greater than the approaching stop speed V. If yes, go to Step G; if no, go to Step K; Step G: Determine whether the electric braking force is effective. If yes, go to Step H; if no, go to Step K; Step H: Determine whether additional car body braking force is required. If yes, go to Step I; if no, go to Step J; Step I: I1: Allocate the electric braking force and the car body braking force, then go to Step K; I2: Go to Step J; Step J: The traction system performs electric braking, and the process ends; Step K: The suspension control system controls the electromagnet current to adjust the suspension force and thus adjust the car body braking force, and the process ends.

[0037] In this embodiment, the suspension control system controlling the train to descend at a set acceleration may include: obtaining the train load G and the suspension gap δ; through the formula calculate the train suspension force , where μ is the conductivity in vacuum, N is the number of turns of the electromagnet coil, S is the pole area, and i is the electromagnet current; through calculate the train descent acceleration as a, where g is the acceleration due to gravity, so as to control the train descent acceleration by controlling the decrease of the electromagnet current and achieve the train descending at the set acceleration.

[0038] Specifically, as Figure 3 shown, the method includes the following steps: S1: Obtain the train load G; S2: Obtain the train descent command and start the descent implementation; S3: Obtain the suspension gap δ (the gap between the suspension electromagnet and the F rail) through the suspension sensor; S4: Given that μ is the conductivity in vacuum, N is the number of turns of the electromagnet coil, S is the pole area, and i is the electromagnet current, the train suspension force can be calculated through the formula , control the decrease of the electromagnet current, and the suspension gap δ will increase, realizing the control of the suspension force F to become smaller; S5: Given the acceleration due to gravity g, assuming the train descent acceleration is a, through , realize the control of the train descent acceleration, thereby controlling the impact during the train descent; S6: The suspension gap δ becomes the gap value when the train contacts the F rail, and the train realizes the contact with the F rail.

[0039] In this embodiment, the suspension control system obtains the car body braking force requirement from the braking control system and realizes the adjustment of the suspension force by controlling the electromagnet current, so as to realize the adjustment of the magnitude of the car body braking force, which may include: obtaining the car body braking force requirement , the train load G, the suspension gap δ, where the suspension gap δ is the gap value when the train contacts the F - rail; through , the requirement of the suspension force is obtained, where η is the friction coefficient between the skid and the F - rail; using the formula , by controlling the electromagnet current i, the braking force of the train is controlled.

[0040] Specifically, as Figure 4 shown, the method includes the following steps: S11: Obtain the requirement of the train braking force ; S12: The train lands in place, and the suspension gap δ becomes the gap value when the train contacts the F - rail; S13: Given the friction coefficient η between the skid and the F - rail, through , the requirement of the suspension force is obtained; S14: Given the formula , with δ being a fixed value, by controlling the electromagnet current i, the braking force of the train can be controlled; S15: Let the train braking acceleration be , through , the control of the train braking acceleration is achieved.

[0041] The principle of the maglev train braking system and control method in this embodiment is as follows: Control the vehicle to contact the F - rail to generate frictional braking force. By detecting the gap between the train and the F - rail, control the electromagnet current to achieve the control of the gap change rate and the suspension force change rate, and then achieve the control of the acceleration during the parking process; and control the suspension force by controlling the electromagnet current, and then achieve the control of the frictional braking force.

[0042] This embodiment can utilize the friction between the vertical skid and the F - rail during the landing braking to achieve braking. By adjusting the electromagnet current of the suspension, the magnitude of the landing braking force is controlled, and then the control of the magnitude of the braking force and the acceleration during the parking process is achieved. This embodiment can completely replace the function of the traditional hydraulic braking system, realize the cancellation of the hydraulic system for medium - and low - speed maglev vehicles, save weight and underframe space, solve the interference of the mechanical caliper to the suspension vehicle system; solve the problem of large impact during landing braking, solve the problem of non - adjustable landing braking force, and realize that the landing braking participates in daily braking, which is safe, green and reliable.

[0043] Specifically, compared with the prior art, this embodiment has the following advantages: (1) Use the landing braking to replace the traditional hydraulic braking, realizing the cancellation of the hydraulic braking system; (2) Cancel the hydraulic braking system, achieving significant weight reduction, equipment reduction, cost reduction, increasing the underframe space, increasing the maintenance space and convenience; (3) Use the car-drop braking to supplement the insufficient part of the electric braking to meet the braking force requirement; (4) Use the car-drop braking as the emergency braking to ensure the safety and effectiveness of braking.

[0044] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to these embodiments shown herein, but rather to the broadest scope consistent with the principles and novel features disclosed herein.

Claims

1. A braking system for a maglev train, characterized in that: It includes a braking control system and an electric braking module and a landing braking module connected to the braking control system. The braking control system is used to distribute the braking force requirements to the electric braking module and the landing braking module; the landing braking module includes a suspension control system, an electromagnet, and a vertical slide connected in sequence. The suspension control system is used to adjust the suspension force by controlling the electromagnet current to achieve train levitation and landing. The electromagnet is used to form suction with the F rail after power is turned on to achieve train levitation. The vertical slide is used to contact the F rail after the electromagnet lands to achieve support and braking. The suspension control system is connected to the braking control system to obtain the landing braking force requirements from the braking control system, adjust the suspension force by controlling the electromagnet current, and adjust the size of the landing braking force.

2. The maglev train braking system according to claim 1, characterized in that: It also includes a speed measuring system for providing the real-time speed of the entire vehicle. The speed measuring system is connected to the braking control system so that the braking control system selects a braking mode according to the current speed.

3. The maglev train braking system according to claim 2, characterized in that: Each of the three cars of the train is provided with a brake control system, and each car is provided with multiple suspension control systems, multiple electromagnets, and multiple vertical slides; each car is provided with a traction system and multiple linear motors, and the first and last cars are provided with a speed measurement system; each brake control system can operate independently and be interconnected.

4. The maglev train braking system according to claim 1, 2 or 3, characterized in that: The braking control system distributes the braking force requirements to the electric braking module and the landing braking module, including: if emergency braking is performed, the suspension control system controls the train to land at a set acceleration; or non-emergency braking, the braking control system calculates the braking force, determines whether the train speed is greater than the near-stop speed V, if so, determines whether the electric braking force is effective, if so, determines whether the landing braking force needs to be supplemented, if so, distributes the electric braking force and the landing braking force, performs electric braking and landing braking at the same time, and uses the landing braking to supplement the insufficient part of the electric braking, if not, only performs electric braking; if the train speed is not greater than the near-stop speed V, or the electric braking force fails, or the landing braking force does not need to be supplemented, only performs the landing braking.

5. The maglev train braking system according to claim 4, characterized in that: The suspension control system controls the train to land at a set acceleration, including: obtaining the train load G and the suspension gap δ; Calculate the train suspension force , where μ is the conductivity in vacuum, N is the number of turns of the electromagnet coil, S is the magnetic pole area, and i is the electromagnet current; The train landing acceleration is calculated as a, g is the acceleration of gravity, and thus the train landing acceleration is controlled by controlling the electromagnet current to decrease, so that the train can land at the set acceleration.

6. The maglev train braking system according to claim 1, 2 or 3, characterized in that: The suspension control system obtains the braking force requirement for the vehicle landing from the brake control system, and adjusts the suspension force by controlling the electromagnet current to adjust the braking force for the vehicle landing, including: obtaining the braking force requirement for the vehicle landing , train load G, suspension gap δ, the suspension gap δ is the gap value when the train contacts the F rail; , the suspension force requirement is obtained, where η is the friction coefficient between the sled and the F rail; using the formula , by controlling the electromagnet current i, the train braking force is achieved control.

7. A braking control method for a maglev train, characterized in that: Using the maglev train braking system as described in claim 1, 2 or 3, the method includes: the braking control system distributes the braking force requirement to the electric braking module and the landing braking module; the suspension control system obtains the landing braking force requirement from the braking control system, and adjusts the suspension force by controlling the electromagnet current, thereby adjusting the size of the landing braking force.

8. The maglev train braking control method according to claim 7, characterized in that: The braking control system distributes the braking force requirements to the electric braking module and the landing braking module, including: if emergency braking is performed, the suspension control system controls the train to land at a set acceleration; or non-emergency braking, the braking control system calculates the braking force, determines whether the train speed is greater than the near-stop speed V, if so, determines whether the electric braking force is effective, if so, determines whether the landing braking force needs to be supplemented, if so, distributes the electric braking force and the landing braking force, performs electric braking and landing braking at the same time, and uses the landing braking to supplement the insufficient part of the electric braking, if not, only performs electric braking; if the train speed is not greater than the near-stop speed V, or the electric braking force fails, or the landing braking force does not need to be supplemented, only performs the landing braking.

9. The maglev train braking control method according to claim 8, characterized in that: The suspension control system controls the train to land at a set acceleration, including: obtaining the train load G and the suspension gap δ; Calculate the train suspension force , where μ is the conductivity in vacuum, N is the number of turns of the electromagnet coil, S is the magnetic pole area, and i is the electromagnet current; The train landing acceleration is calculated as a, g is the acceleration of gravity, and thus the train landing acceleration is controlled by controlling the electromagnet current to decrease, so that the train can land at the set acceleration.

10. The braking control method for a maglev train according to claim 7, characterized in that: The suspension control system obtains the braking force requirement for the vehicle landing from the brake control system, and adjusts the suspension force by controlling the electromagnet current to adjust the braking force for the vehicle landing, including: obtaining the braking force requirement for the vehicle landing , train load G, suspension gap δ, the suspension gap δ is the gap value when the train contacts the F rail; , the suspension force requirement is obtained, where η is the friction coefficient between the sled and the F rail; using the formula , by controlling the electromagnet current i, the train braking force is achieved control.

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