Parking control and protection method suitable for high-speed galloping transition cabin

Abstract

The invention relates to the technical field of automatic control, and discloses a parking control and protection method suitable for a high-speed galloping transition cabin. The method comprises the following steps: acquiring the current position of a galloping vehicle; calculating the safe position of the galloping vehicle tail according to the current position of the galloping vehicle; judging whether the safe position of the galloping vehicle tail completely passes through a transition cabin front end gate valve or not; when the safe position of the tail of the galloping vehicle completely passes through the transition cabin front end gate valve, the traction device is controlled to stop traction force output, and the braking device is controlled to execute conventional braking operation; judging whether the galloping vehicle is parked in a set parking area or not; and when the galloping vehicle is not parked in the set parking area and runs across the set parking area, the braking device is controlled to execute emergency braking operation, so that the galloping vehicle is parked in front of the dangerous point. Therefore, safe parking can be achieved in the transition cabin area with the limited length.

Description

Technical Field

[0001] The present invention relates to the technical field of automatic control, and particularly to a parking control and protection method applicable to a transition cabin of a high-speed flying vehicle. Background Art

[0002] The high-speed flying train uses the "low-vacuum pipeline + superconducting electric suspension" system to achieve the ultra-high-speed operation of the train, with a maximum speed of up to 1000 km / h. It is a brand-new, safe, and green means of transportation. The "low-vacuum pipeline" can greatly reduce the air resistance of the train during operation, reduce reactive power loss, and the train running in the pipeline is not affected by the external weather, improving the train operation efficiency; the "superconducting electric suspension" can eliminate the friction between the train and the track, realizing the "near-ground flight" of the train.

[0003] The transition cabin is a special section of the high-speed flying vehicle for realizing the mutual conversion between the vacuum and atmospheric environments. The two sides are separated by gate valves. The train starts, accelerates, decelerates, and stops within this range. How to achieve safe parking within the limited length of the transition cabin area is a major difficulty, because it is necessary to make the train pass through the front gate valve smoothly and make it fall normally, build pressure and restore pressure in the transition cabin area, and at the same time ensure that the train stops as soon as possible after passing through the front gate valve to prevent it from colliding with the rear gate valve.

[0004] In addition, due to the actuation requirements of the gate valve, the cross induction loop laid along the line is interrupted within this range, and the operation control system cannot obtain the real-time position and speed information of the train here. How to achieve protection here is another major difficulty and a prerequisite for realizing the safe parking of the train in the transition cabin area.

[0005] Traditional urban rail transit or high-speed railways do not involve such an operation scenario, so the conventional train parking control and protection means cannot be directly applied to the parking control and protection of the transition cabin of the high-speed flying vehicle. Summary of the Invention

[0006] The present invention provides a parking control and protection method for a transition cabin of a high-speed flying vehicle, which can solve the technical problems in the prior art.

[0007] The present invention provides a parking control and protection method for a transition cabin of a high-speed flying vehicle, wherein the method includes:

[0008] Obtain the current position of the flying vehicle;

[0009] Calculate the safe position of the rear of the flying vehicle according to the current position of the flying vehicle;

[0010] Judge whether the safe position of the rear of the flying vehicle has completely passed through the front gate valve of the transition cabin;

[0011] When the safe position at the rear of the flying vehicle completely passes through the front gate valve of the transition cabin, control the traction device to stop the traction force output and control the braking device to perform a conventional braking operation;

[0012] Judge whether the flying vehicle stops in the set parking area;

[0013] When the flying vehicle does not stop in the set parking area and runs beyond the set parking area, control the braking device to perform an emergency braking operation so that the flying vehicle stops before the dangerous point.

[0014] Preferably, calculate the safe position at the rear of the flying vehicle by the following formula:

[0015] Safe position at the rear of the flying vehicle = Current position of the flying vehicle + Length of the positioning device from the rear of the vehicle + First predetermined safety margin.

[0016] Preferably, the method further includes:

[0017] Calculate the maximum residence time in the front gate valve area according to the starting point position, ending point position in the front gate valve area and the speed of the flying vehicle at the starting point position;

[0018] Judge whether to perform the safety protection operation of the flying vehicle according to the actual residence time of the flying vehicle in the front gate valve area and the calculated maximum residence time.

[0019] Preferably, when the flying vehicle is running in the front gate valve area, control the traction device to stop the traction force output.

[0020] Preferably, calculate the maximum residence time in the front gate valve area by the following formula:

[0021] Tmax = (S 下1 - S 下2 ) / V 下1 ,

[0022] where, Tmax is the maximum residence time in the front gate valve area, S 下1 is the starting point position, S 下2 is the ending point position.

[0023] Preferably, the starting point position includes a second predetermined safety margin.

[0024] Preferably, judging whether to perform the safety protection operation of the flying vehicle according to the actual residence time of the flying vehicle in the front gate valve area and the calculated maximum residence time includes:

[0025] When the actual residence time is less than or equal to the maximum residence time, and the motion control device receives the position information and speed information of the positioning and speed measurement device again, control the traction device to resume the traction force output and resume the monitoring of the position information and speed information;

[0026] When the actual residence time is greater than the maximum residence time and the motion control device still has not received the position information and speed information of the positioning and speed measurement device, perform the runaway safety protection operation.

[0027] Through the above technical solution, the safe position of the rear of the runaway vehicle can be calculated based on the current position of the runaway vehicle, and it can be determined whether the safe position of the rear of the runaway vehicle has completely passed through the front gate valve of the transition cabin. Furthermore, parking control can be performed according to the judgment result. Thus, safe parking can be achieved within the transition cabin area with a limited length. Description of the Drawings

[0028] The accompanying drawings included are used to provide a further understanding of the embodiments of the present invention, which form a part of the specification, are used to illustrate the embodiments of the present invention, and are used to explain the principles of the present invention together with the text description. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0029] Figure 1 Shows a schematic diagram of the principle of realizing safe parking control within a transition cabin area according to an embodiment of the present invention;

[0030] Figure 2 Shows a schematic diagram of traction idle re-injection in the gate valve area according to an embodiment of the present invention;

[0031] Figure 3 Shows a schematic diagram of motion control protection in the gate valve area according to an embodiment of the present invention;

[0032] Figure 4 Shows a schematic diagram of train operation according to an embodiment of the present invention. Detailed Embodiments

[0033] It should be noted that, without conflict, the embodiments in this application and the features in the embodiments can be combined with each other. The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, rather than all embodiments. The description of at least one exemplary embodiment below is actually only illustrative and in no way limits the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0034] It should be noted that the terms used herein are for the purpose of describing specific embodiments only and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular forms are also intended to include the plural forms. In addition, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they specify the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0035] Unless otherwise specifically stated, the relative arrangements of components and steps, numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present invention. At the same time, it should be understood that, for the sake of convenience of description, the dimensions of the various parts shown in the drawings are not drawn in actual proportional relationships. Technologies, methods, and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the said technologies, methods, and devices should be regarded as part of the authorized specification. In all the examples shown and discussed herein, any specific value should be construed as merely exemplary and not as a limitation. Therefore, other examples of the exemplary embodiments may have different values. It should be noted that like reference numerals and letters denote like items in the following drawings, and thus, once an item is defined in one drawing, further discussion thereof in subsequent drawings is not required.

[0036] As Figure 1 shown, an embodiment of the present invention provides a parking control and protection method for a transition cabin of a high-speed flying vehicle, wherein the method includes:

[0037] Obtain the current position of the flying vehicle (train);

[0038] Calculate the safe position of the rear of the flying vehicle according to the current position of the flying vehicle;

[0039] Determine whether the safe position of the rear of the flying vehicle has completely passed through the front gate valve of the transition cabin;

[0040] When the safe position of the rear of the flying vehicle has completely passed through the front gate valve of the transition cabin, control the traction device to stop the traction force output and control the braking device to perform a normal braking operation;

[0041] Determine whether the flying vehicle stops in the set parking area;

[0042] When the flying vehicle does not stop in the set parking area and runs beyond the set parking area, control the braking device to perform an emergency braking operation so that the flying vehicle stops before the dangerous point.

[0043] Through the above technical solutions, the safe position of the rear of the flying vehicle can be calculated according to the current position of the flying vehicle, and it can be determined whether the safe position of the rear of the flying vehicle has completely passed through the front gate valve of the transition cabin, and then parking control can be performed according to the judgment result. Thus, safe parking can be achieved within the limited length of the transition cabin area.

[0044] That is, for the problem of achieving safe parking within the transition cabin area of finite length: ① First, determine that after the safe position of the train tail (considering a certain margin) completely passes the front gate valve, cut off the traction and apply normal braking; ② Under normal circumstances, the train will stop at the set parking area after implementing measure ①. If the train crosses the set parking area, it indicates that the normal braking means fails. At this time, an emergency braking operation can be additionally applied to ensure that the train stops before the dangerous point.

[0045] According to an embodiment of the present invention, the safe position of the runaway train tail is calculated by the following formula:

[0046] The safe position of the runaway train tail = the current position of the runaway train + the length from the positioning device to the train tail + the first predetermined safety margin.

[0047] Reference Figure 1 , the set parking area is the ideal train parking position, and the dangerous point is the position point that the train cannot cross. The selection of this dangerous point can be jointly determined according to the position of the rear gate valve and the emergency braking ability of the train.

[0048] According to an embodiment of the present invention, the method further includes:

[0049] Calculate the maximum residence time of the front gate valve area according to the starting point position, ending point position of the front gate valve area, and the speed of the runaway train at the starting point position;

[0050] Judge whether to perform the runaway safety protection operation according to the actual residence time of the runaway train in the front gate valve area and the calculated maximum residence time.

[0051] Thus, safety protection at the gate valve can be achieved.

[0052] Among them, the specific content of the safety protection operation can adopt the existing methods in the prior art, and the present invention will not elaborate here.

[0053] According to an embodiment of the present invention, when the runaway train is running in the front gate valve area, control the traction device to stop outputting traction force.

[0054] That is, the traction device adopts the idle speed re-injection method in this area, and controls the current to zero in the area without position (the area where position and speed information cannot be obtained) and does not output traction force. As Figure 2 shown, the circled part in the figure is the position where the traction device sets the current to zero when the train passes through the gate valve area.

[0055] According to an embodiment of the present invention, the maximum residence time of the front gate valve area is calculated by the following formula:

[0056] Tmax = (S 下1 -S下2 ) / V 下1 ,

[0057] where Tmax is the maximum residence time in the front gate valve area, S 下1 is the starting point position, S 下2 is the ending point position.

[0058] According to an embodiment of the present invention, the starting point position includes a second predetermined safety margin.

[0059] According to an embodiment of the present invention, determining whether to perform the overspeed safety protection operation based on the actual residence time of the overspeed vehicle in the front gate valve area and the calculated maximum residence time includes:

[0060] When the actual residence time is less than or equal to the maximum residence time, and the motion control device receives the position information and speed information from the position and speed measurement device again, control the traction device to resume the traction force output and resume the monitoring of the position information and speed information;

[0061] When the actual residence time is greater than the maximum residence time, and the motion control device still has not received the position information and speed information from the position and speed measurement device, perform the overspeed safety protection operation.

[0062] That is, for the safety protection problem at the gate valve: ① First, the traction device adopts the idle speed re-injection method in this area, that is, the current is controlled to zero in the area without position, and no traction force is output, and then the traction is re-injected after the position is obtained; ② Secondly, the motion control realizes safety protection in this area. If the train position information is not monitored at all, there may be an extreme working condition where the train stops in the gate valve area. Therefore, the residence time in the area without position can be calculated according to the length of the area without position of the gate valve and the train entrance speed. Position loss is allowed within this period of time, and the position acquisition situation is monitored again after the position is obtained. If the time exceeds this period, it is determined that the communication is interrupted and the safety protection operation is performed.

[0063] Specifically, as Figure 3 shown, when the train runs to S 下1 , the motion control device no longer performs safety monitoring on the functions related to train overspeed and position. At the same time, the motion control system starts to calculate the residence time T in the area without position. If T≤Tmax (Tmax=(S 下1 -S 下2 ) / V 下1 , S 下1 considering the margin), the motion control resumes normal monitoring when it receives the position and speed information again; if T>Tmax and the motion control still has not received the position and speed information, it is processed according to the positioning communication interruption.

[0064] Figure 4 shows a schematic diagram of train operation according to an embodiment of the present invention.

[0065] As Figure 4 shown, when the train runs from the main line in the downward direction to the transition cabin, when passing through the front gate valve area, the traction triggers the idle speed re-injection, the current is controlled to zero and returns to the normal value after obtaining the position, the maximum residence time in the positionless area is calculated, and whether to activate the safety protection mode is judged according to the maximum residence time; when the train passes through the front gate valve and reaches the safe position at the rear of the train, the traction is cut off and the conventional brake is applied, and the train starts to decelerate. Under normal circumstances, the train stops within the range of the set parking area. If the conventional brake fails to be applied normally, the train can trigger the application of the emergency brake after crossing the set parking area until the train stops before the dangerous point to ensure the parking safety.

[0066] As can be seen from the above embodiments, the parking control and protection method for the transition cabin of the high-speed flying vehicle according to the present invention can solve the problems of realizing safe parking in the transition cabin area with a limited length and safety protection at the gate valve, enabling the train to stop normally at a suitable position in the transition cabin area, and then realizing related operations such as re-pressurization.

[0067] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by orientation words such as "front, rear, upper, lower, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom", etc. are usually based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description. Without contrary description, these orientation words do not indicate and imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the protection scope of the present invention; the orientation words "inside, outside" refer to the inside and outside relative to the contour of each component itself.

[0068] For the sake of convenience of description, spatial relative terms such as "above...", "over...", "on the upper surface of...", "above" etc. can be used here to describe the spatial positional relationship between a device or feature shown in the figure and other devices or features. It should be understood that the spatial relative terms are intended to include different orientations in use or operation in addition to the orientation described in the figure for the device. For example, if the device in the drawing is inverted, the device described as "above other devices or structures" or "over other devices or structures" will then be positioned as "below other devices or structures" or "under other devices or structures". Thus, the exemplary term "above..." can include both the orientation of "above..." and "below...". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and corresponding explanations are made for the spatial relative descriptions used here.

[0069] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. Without additional statements, the above terms have no special meanings. Therefore, it should not be construed as a limitation on the protection scope of the present invention.

[0070] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and changes. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A parking control and protection method for the transition cabin of a high-speed flying vehicle, characterized in that, The method includes: obtaining the current position of the flying vehicle; calculating the safe position of the rear of the flying vehicle according to the current position of the flying vehicle; judging whether the safe position of the rear of the flying vehicle completely passes through the front gate valve of the transition cabin; when the safe position of the rear of the flying vehicle completely passes through the front gate valve of the transition cabin, controlling the traction device to stop the traction force output and controlling the braking device to perform a conventional braking operation; judging whether the flying vehicle stops in the set parking area; when the flying vehicle does not stop in the set parking area and runs beyond the set parking area, controlling the braking device to perform an emergency braking operation so that the flying vehicle stops before the dangerous point.

2. The method according to claim 1, wherein The safe position of the rear of the flying vehicle is calculated by the following formula: Safe position of the rear of the flying vehicle = Current position of the flying vehicle + Length of the positioning device from the rear of the vehicle + First predetermined safety margin.

3. The method according to claim 2, wherein The method further includes: calculating the maximum residence time of the front gate valve area according to the starting point position, ending point position of the front gate valve area and the speed of the flying vehicle at the starting point position; judging whether to perform the safety protection operation of the flying vehicle according to the actual residence time of the flying vehicle in the front gate valve area and the calculated maximum residence time.

4. The method according to claim 3, characterized in that, When the flying vehicle runs in the front gate valve area, control the traction device to stop the traction force output.

5. The method according to claim 4, characterized in that, The maximum residence time of the front gate valve area is calculated by the following formula: Tmax = (S 下1 - S 下2 ) / V 下1 , Among them, Tmax is the maximum residence time in the front gate valve area, S 下1 is the starting point position, S 下2 is the ending point position.

6. The method according to claim 5, wherein The starting point position includes a second predetermined safety margin.

7. The method according to claim 6, characterized in that, Judging whether to perform the safety protection operation of the flying vehicle according to the actual residence time of the flying vehicle in the front gate valve area and the calculated maximum residence time includes: when the actual residence time is less than or equal to the maximum residence time, and the motion control device receives the position information and speed information of the positioning and speed measuring device again, controlling the traction device to resume the traction force output and resuming the monitoring of the position information and speed information; when the actual residence time is greater than the maximum residence time, and the motion control device still has not received the position information and speed information of the positioning and speed measuring device, performing the safety protection operation of the flying vehicle.

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