A maglev train and its braking control method and system

Abstract

The present application discloses a maglev train and its braking control method and system, which are applied to the field of rail transit technology, and include: determining a target braking force value according to braking level information; when the electric braking force is effective, after distributing the target braking force value, controlling the electric braking device and the mechanical braking device to apply the distributed electric braking force and mechanical braking force respectively; when the electric braking force is ineffective, distributing the target braking force value as the mechanical braking force and applying the mechanical braking force; determining the actual deceleration of the maglev train in the driving direction based on the slope angle information of the current position of the maglev train and the deceleration signal of the maglev train detected by the accelerometer; when the error between the target deceleration and the actual deceleration is greater than the compensation trigger threshold, determining a compensation amount for eliminating the error based on the error and adjusting the target braking force value through the compensation amount. Applying the solution of the present application can achieve accurate braking control of the maglev train, which is beneficial to ensuring the braking effect and improving the driving safety.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and particularly to a maglev train and its braking control method and system. Background Art

[0002] The braking system of a medium and low speed maglev train mainly consists of mechanical braking provided by a hydraulic braking device and electric braking provided by a traction control device. During braking, regulation is carried out using brake cylinder pressure feedback and electric braking feedback. This braking control method has been applied in some current maglev express lines. However, this braking control method cannot be adjusted according to the actual braking effect of the vehicle. In working conditions such as when there is paint, rain or snow on the caliper contact surface, resulting in a low track friction coefficient, variable track friction coefficient, electric braking feedback failure, etc., the braking force will not be increased, resulting in a braking effect lower than expected.

[0003] Currently, there is also a solution that uses an accelerometer to feedback the braking effect of the vehicle and adjusts the mechanical braking force accordingly. This way of simply adjusting the mechanical braking will have an adverse impact on suspension control and brake pad consumption. In addition, due to the change in slope angle caused by the track gradient, there is also a large error in the detection result of the accelerometer.

[0004] In summary, how to perform accurate braking control of a maglev train, ensure the braking effect to improve driving safety, is a technical problem that currently needs to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of the present invention is to provide a maglev train and its braking control method and system to perform accurate braking control of the maglev train, ensure the braking effect to improve driving safety.

[0006] To solve the above technical problems, the present invention provides the following technical solutions:

[0007] A braking control method for a maglev train, comprising:

[0008] Determine a braking force target value corresponding to the received braking level information;

[0009] Judge whether the electric braking force is effective;

[0010] If so, based on the electric braking force and the mechanical braking force, perform the distribution of the braking force target value, and control the electric braking device to apply the distributed electric braking force, and control the mechanical braking device to apply the distributed mechanical braking force;

[0011] If not, allocate the braking force target value as the mechanical braking force, and apply the distributed mechanical braking force through the mechanical braking device;

[0012] Based on the slope angle information of the current position of the maglev train and the deceleration signal of the maglev train detected by the accelerometer, determine the actual deceleration in the driving direction of the maglev train;

[0013] Based on the target value of the braking force, determine the current target deceleration of the maglev train;

[0014] Judge whether the error between the target deceleration and the actual deceleration is greater than a preset compensation trigger threshold;

[0015] If so, based on the error between the target deceleration and the actual deceleration, determine the compensation amount for eliminating the error, adjust the target value of the braking force through the compensation amount, and return to execute the operation of judging whether the electric braking force is effective.

[0016] Preferably, judging whether the electric braking force is effective includes:

[0017] Judge whether the life signal of the electric braking device is received. If so, determine that the electric braking force is effective; otherwise, determine that the electric braking force is ineffective.

[0018] Preferably, it further includes:

[0019] Judge whether the error between the applied value of the electric braking force feedback by the electric braking device and the distributed value of the electric braking force is within the first error range;

[0020] If it is not within the first error range, determine that the electric braking force is ineffective;

[0021] If it is within the first error range and it is judged that the life signal of the electric braking device is received, determine that the electric braking force is effective.

[0022] Preferably, it further includes:

[0023] After judging that the error between the applied value of the electric braking force feedback by the electric braking device and the distributed value of the electric braking force is within the first error range and it is judged that the life signal of the electric braking device is received, determine the deceleration interval corresponding to the applied value of the electric braking force feedback by the electric braking device according to the preset corresponding relationship;

[0024] Judge whether the actual deceleration is within the deceleration interval. If so, determine that the electric braking force is effective; otherwise, determine that the electric braking force is ineffective.

[0025] Preferably, the determining the actual deceleration in the driving direction of the maglev train based on the slope angle information of the current position of the maglev train and the deceleration signal of the maglev train detected by the accelerometer includes:

[0026] Based on α 1= a / cosθ to determine the actual deceleration of the maglev train in the driving direction;

[0027] where α is the deceleration of the maglev train detected by the accelerometer, θ is the slope angle value of the current position of the maglev train, and α 1 is the determined actual deceleration of the maglev train in the driving direction.

[0028] Preferably, determining the current target deceleration of the maglev train based on the target braking force value includes:

[0029] By to determine the current target deceleration β of the maglev train;

[0030] where F 1 is the current target braking force value, η is the line friction coefficient, m is the load of the maglev train, θ is the slope angle value of the current position of the maglev train, and F 2 is the wind resistance, and F 3 is the magnetic resistance.

[0031] Preferably, after determining the actual deceleration of the maglev train in the driving direction, it further includes:

[0032] Judging whether the determined actual deceleration is valid;

[0033] If it is valid, perform the operation of determining the current target deceleration of the maglev train based on the target braking force value;

[0034] If it is invalid, cancel the adjustment of the current target braking force value.

[0035] A braking control system for a maglev train includes: an accelerometer, a braking control device, an electric braking device, and a mechanical braking device, and the braking control device is used to implement the steps of the braking control method of the maglev train as described above.

[0036] Preferably, in the maglev train, the accelerometer, the braking control device, the electric braking device, and the mechanical braking device are all redundantly arranged.

[0037] A maglev train includes the braking control system of the maglev train as described above.

[0038] Applying the technical solution provided by the embodiments of the present invention, after determining the target braking force value corresponding to the received braking level information according to the received braking level information, it is determined whether the electric braking force is effective. If the electric braking force is effective, then this application is based on the electric braking force and the mechanical braking force to perform the distribution of the target braking force value, and then controls the electric braking device to apply the distributed electric braking force, and controls the mechanical braking device to apply the distributed mechanical braking force. It can be seen that in the case of normal electric braking, this application realizes the braking of the train based on the electric braking force and the mechanical braking force. Therefore, the situation where the traditional solution has an adverse impact on suspension control and brake pad consumption due to simply adjusting the mechanical braking will not occur. Of course, when it is determined that the electric braking force is ineffective, the target braking force value is allocated as the mechanical braking force, and the distributed mechanical braking force is applied through the mechanical braking device. And it can be seen that since the solution of this application determines whether the electric braking force is effective instead of directly defaulting that the electric braking force is effective, it is beneficial to improve the braking reliability of the solution of this application.

[0039] After the braking force is distributed, considering that the deceleration signal of the maglev train detected by the accelerometer can effectively reflect the braking effect, therefore, this application realizes the feedback adjustment of the target braking force value based on the deceleration signal of the maglev train detected by the accelerometer. And this application determines the actual deceleration in the driving direction of the maglev train based on the slope angle information of the current position of the maglev train and the deceleration signal of the maglev train detected by the accelerometer. That is to say, this application corrects the deceleration signal of the maglev train detected by the accelerometer through the slope angle information, so that this application can obtain a more accurate actual deceleration. After obtaining the actual deceleration, when the error between the target deceleration and the actual deceleration is large, that is, greater than the preset compensation trigger threshold, the compensation amount for eliminating the error can be determined according to the error between the target deceleration and the actual deceleration, and then the target braking force value is adjusted through the compensation amount, so that the actual deceleration can be closer to the target deceleration, that is, the actual braking effect is closer to the expectation.

[0040] In summary, the solution of this application can achieve accurate braking control of the maglev train, which is beneficial to ensuring the braking effect and improving the driving safety. Brief Description of the Drawings

[0041] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings 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.

[0042] Figure 1It is the implementation flowchart of a braking control method for a maglev train in the present invention;

[0043] Figure 2 It is the structural schematic diagram of a braking control system for a maglev train in the present invention. Specific implementation manners

[0044] The core of the present invention is to provide a braking control method for a maglev train, which can achieve accurate braking control of the maglev train, is beneficial to ensuring the braking effect, and improves the driving safety.

[0045] In order to enable those skilled in the art to better understand the solution of the present invention, the present invention will be further described in detail below with reference to the drawings and specific implementation manners. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present invention.

[0046] Please refer to Figure 1 , Figure 1 It is the implementation flowchart of a braking control method for a maglev train in the present invention. The braking control method for the maglev train may include the following steps:

[0047] Step S101: Determine the braking force target value corresponding to the received braking level information.

[0048] Specifically, each step of the present application may be executed by a braking control device in the maglev train, that is, the EBCU.

[0049] The specific manner of receiving the braking level information may be set and adjusted according to actual needs. For example, usually, the braking level information sent by the controller can be received. Also, when the vehicle safety circuit detects a train fault, there is danger ahead during driving, etc., the braking level information can also be sent to the braking control device. Of course, in other specific situations, other braking level information receiving manners may also be set according to needs, which does not affect the implementation of the present invention.

[0050] The braking level information reflects the amount of braking force required by the current train. Therefore, based on the received braking level information, the braking force target value corresponding to this braking level information can be determined. This corresponding relationship can be preset in advance and adjusted according to actual needs. In addition, it can be understood that the number of specifically divided braking levels can also be set as needed. For example, in one implementation, the braking level ranges from 1% to 100%, with a total of 100 braking levels, and different braking levels correspond to different braking force target values. Of course, in other specific scenarios, more or fewer braking levels can be set according to needs.

[0051] Step S102: Determine whether the electric braking force is effective; if it is, execute step S103, if not, execute step S104.

[0052] In some traditional solutions, only mechanical braking force is relied on to achieve the braking of the maglev train. In some other traditional solutions, although mechanical braking force and electric braking force are relied on to achieve the braking of the maglev train, it is defaulted that the electric braking force is effective. In the solution of the present application, considering that the electric braking force may fail, the determination of whether the electric braking force is effective is carried out to further ensure the reliability of the solution of the present application and thus ensure the driving safety.

[0053] It should be noted that the determination of whether the electric braking force is effective can be executed periodically and can be carried out once after each execution of certain steps. For example, in one implementation described later, it can be periodically determined whether the life signal of the electric braking device is received.

[0054] The specific method for determining whether the electric braking force is effective can be set as needed. For example, in a specific implementation of the present invention, step S102 may specifically include:

[0055] Determine whether the life signal of the electric braking device is received. If it is, determine that the electric braking force is effective; otherwise, determine that the electric braking force is ineffective.

[0056] This implementation takes into account that the electric braking force is provided by the electric braking device, and the braking control device is communicatively connected to the electric braking device. Therefore, it can be determined whether the electric braking force is effective by determining whether the life signal of the electric braking device is received. This method is relatively simple and convenient.

[0057] Furthermore, in a specific implementation of the present invention, it may further include:

[0058] Determine whether the error between the applied value of the electric braking force feedback by the electric braking device and the allocated value of the electric braking force is within the first error range;

[0059] If it is not within the first error range, it is determined that the electric braking force is invalid;

[0060] If it is within the first error range and it is determined that the life signal of the electric braking device has been received, it is determined that the electric braking force is effective.

[0061] This implementation further takes into account that in some cases, the failure of the electric braking force may not necessarily be reflected in the life signal of the electric braking device. That is, even if the life signal of the electric braking device is normal, in actual applications, there may still be a situation where the electric braking is not applied or the applied amount is inappropriate. Therefore, in this implementation, it will further be determined whether the error between the electric braking force application value feedback by the electric braking device and the electric braking force distribution value is within the first error range to determine whether the electric braking force is effective.

[0062] It should be noted that the electric braking force distribution value described here is the value obtained when the braking force target value is distributed based on the electric braking force and the mechanical braking force during the execution of step S103. This electric braking force distribution value is also the application value when applying for the electric braking force to the electric braking device. Therefore, it can be seen that in this implementation, after each execution of step S103, it can be determined whether the error between the electric braking force application value feedback by the electric braking device and the electric braking force distribution value is within the first error range.

[0063] If the error between the electric braking force application value feedback by the electric braking device and the electric braking force distribution value is within the first error range, it indicates that the electric braking device has normally applied the electric braking force according to the requirements of the electric braking force distribution value. On the contrary, if the error between the electric braking force application value feedback by the electric braking device and the electric braking force distribution value is not within the first error range, it can be determined that the electric braking device has not normally applied the electric braking force according to the requirements of the electric braking force distribution value, and it can be determined that the electric braking force is invalid.

[0064] In addition, it can be understood that whether the life signal of the electric braking device is not received or it is determined that the error between the electric braking force application value feedback by the electric braking device and the electric braking force distribution value is not within the first error range, it can be determined that the electric braking force is invalid. Only when the life signal of the electric braking device is received and it is also determined that the error between the electric braking force application value feedback by the electric braking device and the electric braking force distribution value is within the first error range, will it be determined that the electric braking force is effective.

[0065] In addition, as described above, determining whether the life signal of the electric braking device is received can be performed periodically. As long as it is detected that the life signal of the electric braking device is not received, it can be determined that the electric braking force is invalid.

[0066] Further, in a specific implementation of the present invention, it may further include:

[0067] After determining that the error between the applied electric braking force value feedback by the electric braking device and the electric braking force distribution value is within the first error range and determining that the life signal of the electric braking device has been received, according to the preset corresponding relationship, determine the deceleration interval corresponding to the applied electric braking force value feedback by the electric braking device;

[0068] Judge whether the actual deceleration is within the deceleration interval. If so, determine that the electric braking force is effective; otherwise, determine that the electric braking force is ineffective.

[0069] In the foregoing embodiment, not only through the life signal, but also through the error between the applied electric braking force value feedback by the electric braking device and the electric braking force distribution value, it is judged whether the electric braking force is effective. In most cases, it is possible to determine whether the electric braking force is effective relatively accurately. However, this embodiment further considers that in a small number of cases, even if the error between the applied electric braking force value feedback by the electric braking device and the electric braking force distribution value is within the first error range, due to reasons such as abnormal circuit and incorrect information transmission, there may still be a situation where the actually applied electric braking force does not match the electric braking force distribution value. Such a situation will be reflected in the actual braking effect, that is, reflected in the actual deceleration of the train.

[0070] Therefore, in this embodiment, after determining that the error between the applied electric braking force value feedback by the electric braking device and the electric braking force distribution value is within the first error range and determining that the life signal of the electric braking device has been received, further judgment will still be carried out. Specifically, according to the preset corresponding relationship, determine the deceleration interval corresponding to the applied electric braking force value feedback by the electric braking device. Since it is necessary to compare the deceleration interval with the actual deceleration, therefore, after each execution of step S105, according to the description of this embodiment, a judgment on whether the electric braking force is effective can be made once.

[0071] If the actual deceleration is within the determined deceleration interval, it can be explained that the actually applied electric braking force matches the actual deceleration. Therefore, it can be determined that the electric braking force is effective; otherwise, it can be determined that the electric braking force is ineffective.

[0072] It can be seen that when adopting this embodiment, by the life signal, the error between the applied electric braking force value feedback by the electric braking device and the electric braking force distribution value, and whether the actual deceleration is within the deceleration interval, judging the effectiveness of the electric braking force can obtain a very accurate judgment result of the effectiveness of the electric braking force, ensuring the reliability of the solution of this application.

[0073] Step S103: Based on the electric braking force and the mechanical braking force, allocate the target value of the braking force, and control the electric braking device to apply the allocated electric braking force, and control the mechanical braking device to apply the allocated mechanical braking force.

[0074] When the electric braking force is effective, this application distributes the target braking force value based on the electric braking force and the mechanical braking force. The specific distribution rules can be set and adjusted as needed. For example, in one scenario, the distribution rule adopted is to preferentially distribute the electric braking force. When the distribution of the electric braking force is completed, the remaining part is distributed to the mechanical braking force. That is to say, when the electric braking force that the maglev train can provide is greater than or equal to the current target braking force value, the target braking force value is evenly distributed as the electric braking force. When the electric braking force that the maglev train can provide is less than the current target braking force value, the insufficient part of the electric braking force is distributed as the mechanical braking force.

[0075] Of course, in other specific scenarios, other distribution rules can be adopted, which does not affect the implementation of the present invention.

[0076] After the distribution is completed, the electric braking device can be controlled to apply the distributed electric braking force, and the mechanical braking device can be controlled to apply the distributed mechanical braking force. Of course, if the distributed mechanical braking force is 0, the mechanical braking device will not act.

[0077] The electric braking device can usually be the traction control system of the maglev train. The traction control system can be responsible for the implementation of train traction and electric braking. Specifically, for example, the electric braking force can be applied through motor regenerative braking and reverse connection braking. And the mechanical braking device can usually be the hydraulic braking device of the maglev train. The hydraulic braking device can be responsible for the implementation of pure mechanical braking. Specifically, it can be to apply mechanical braking by filling hydraulic oil into the brake cylinder and pressing the brake pads against the rail surface.

[0078] Step S104: Distribute the target braking force value as the mechanical braking force, and apply the distributed mechanical braking force through the mechanical braking device.

[0079] When the electric braking force is effective, it is necessary to distribute the target braking force value as the mechanical braking force, and then apply the distributed mechanical braking force through the mechanical braking device.

[0080] And it should be noted that during the operation of the maglev train, the electric braking force may fail at any time. Therefore, in practical applications, once it is determined that the electric braking force is invalid, the distribution of the target braking force value can be immediately re-performed, that is, once it is determined that the electric braking force is invalid, step S104 can be immediately executed to ensure driving safety.

[0081] Step S105: Based on the slope angle information of the current position of the maglev train and the deceleration signal of the maglev train detected by the accelerometer, determine the actual deceleration in the driving direction of the maglev train.

[0082] After the braking force is distributed, considering the deceleration signal of the maglev train detected by the accelerometer, which can effectively reflect the actual braking effect of the maglev train. Therefore, this application realizes the feedback regulation of the braking force target value based on the deceleration signal of the maglev train detected by the accelerometer. Moreover, in order to improve the accuracy of the deceleration, this application will correct the deceleration signal of the maglev train detected by the accelerometer, that is, this application will determine the actual deceleration in the driving direction of the maglev train based on the current slope angle information of the maglev train and the deceleration signal of the maglev train detected by the accelerometer.

[0083] There are various specific ways to determine the slope angle information of the current position of the maglev train. For example, in a specific scenario, the slope angle information of the current position of the maglev train is determined based on the transponder. Transponders are devices installed in large numbers on the track. When the maglev train passes by the transponder, information such as the current position of the train and the current line slope angle on the transponder can be obtained.

[0084] In a specific embodiment of the present invention, step S105 may specifically include:

[0085] Based on α 1 = a / cosθ to determine the actual deceleration in the driving direction of the maglev train;

[0086] where α is the deceleration of the maglev train detected by the accelerometer, θ is the slope angle value of the current position of the maglev train, and α 1 is the determined actual deceleration in the driving direction of the maglev train.

[0087] In this embodiment, considering that the deceleration α of the maglev train detected by the accelerometer is the acceleration signal in the horizontal direction, therefore, through α 1 = a / cosθ, it can be converted into the actual deceleration α 1 in the driving direction of the maglev train. The accelerometer can usually be installed inside the carriage.

[0088] Step S106: Based on the braking force target value, determine the current target deceleration of the maglev train.

[0089] The target deceleration is also the theoretical value of the deceleration. Different braking force target values will result in corresponding different target decelerations. Therefore, the current target deceleration of the maglev train can be determined based on the braking force target value.

[0090] In a specific embodiment of the present invention, step S106 may specifically include:

[0091] Through to determine the current target deceleration β of the maglev train;

[0092] where F 1is the current braking force target value, η is the line friction coefficient, m is the maglev train load, θ is the slope angle value at the current position of the maglev train, and F 2 is the wind resistance, and F 3 is the magnetic resistance. β is the determined target deceleration of the maglev train at present.

[0093] In this implementation, considering that the braking force, friction force, wind resistance, magnetic resistance, and pantograph resistance will all affect the braking effect, that is, affect the theoretical value of the train deceleration. Therefore, in this implementation, the target deceleration of the maglev train at present is determined by the braking force, friction force, wind resistance, magnetic resistance, and pantograph resistance. In addition, it should be noted that in this implementation, the pantograph resistance is set to an empirical value of 41.67 to simplify the calculation.

[0094] Step S107: Determine whether the error between the target deceleration and the actual deceleration is greater than the preset compensation trigger threshold. If so, execute step S108.

[0095] Specifically, when the error between the target deceleration and the actual deceleration is not greater than the preset compensation trigger threshold, it means that the target deceleration and the actual deceleration are very close and no compensation is required. Of course, in actual applications, since the actual deceleration may change continuously, in actual applications, step S106 can be executed periodically to determine the target deceleration of the maglev train at present. Once it is determined that the error between the target deceleration and the actual deceleration is greater than the preset compensation trigger threshold, the operation of step S108 can be executed.

[0096] The specific value of the compensation trigger threshold can be set and adjusted as needed, but usually a relatively low value will be set to ensure that no compensation will be made until the target deceleration and the actual deceleration are very close. For example, the compensation trigger threshold can be set to 0 or a value slightly higher than 0.

[0097] Step S108: Based on the error between the target deceleration and the actual deceleration, determine the compensation amount for eliminating the error, adjust the braking force target value through the compensation amount, and return to execute the operation of judging whether the electric braking force is effective.

[0098] When it is judged that the error between the target deceleration and the actual deceleration is greater than the preset compensation trigger threshold, compensation can be carried out. Specifically, the compensation amount for eliminating the error needs to be determined according to the error between the target deceleration and the actual deceleration.

[0099] Under ideal conditions, the target deceleration β and the actual deceleration α 1It should be consistent. According to the principle of feedback control, the present application can, based on the error between the target deceleration and the actual deceleration, use a preset feedback control algorithm to determine the compensation amount for eliminating the error, and then use this compensation amount to adjust the target braking force value. After adjusting the target braking force value through the compensation amount, the operation of step S102 can be returned to, so that the distribution of the target braking force value can be carried out again.

[0100] In a specific embodiment of the present invention, after determining the actual deceleration in the running direction of the maglev train, it may further include:

[0101] Judging whether the determined actual deceleration is valid;

[0102] If it is valid, perform the operation of determining the current target deceleration of the maglev train based on the target braking force value;

[0103] If it is invalid, cancel the adjustment of the current target braking force value.

[0104] In this embodiment, considering that in some cases, due to information transmission errors caused by interference or the failure of the accelerometer itself, etc., the deceleration of the maglev train detected by the accelerometer received may be incorrect. Therefore, in this embodiment, in order to further ensure the reliability of the solution, after determining the actual deceleration in the running direction of the maglev train, it will further judge whether the actual deceleration is valid.

[0105] There are various specific ways to judge whether the actual deceleration α 1 is valid. For example, in a specific situation, the train speed measurement system can provide the real-time speed in the running direction of the train, and then based on the real-time speed in the running direction of the train provided by the train speed measurement system, calculate the deceleration α in the running direction of the maglev train 2 .

[0106] Then, by comparing whether the error between the actual deceleration α 1 and the calculated deceleration α in the running direction of the maglev train 2 is within the second error range, it is determined whether the actual deceleration α 1 is valid, that is, if it is within the second error range, it means that the actual deceleration α 1 is valid, otherwise it means that the actual deceleration α 1 is invalid.

[0107] When it is determined that the actual deceleration is valid, the process of the solution can be normally executed, that is, steps S106 and subsequent steps are normally executed, so that the braking force target value can be adjusted through the compensation amount. On the contrary, when it is determined that the actual deceleration is invalid, steps S106 and subsequent steps will not be executed. That is, because the actual deceleration is invalid, the adjustment of the current braking force target value will not be cancelled until the actual deceleration is determined to be valid again.

[0108] Applying the technical solution provided by the embodiment of the present invention, after determining the braking force target value corresponding to the received braking level information, it will be judged whether the electric braking force is valid. If the electric braking force is valid, then this application is based on the electric braking force and the mechanical braking force to allocate the braking force target value. Furthermore, the electric braking device is controlled to apply the allocated electric braking force, and the mechanical braking device is controlled to apply the allocated mechanical braking force. It can be seen that when the electric braking is normal, this application realizes the braking of the train based on the electric braking force and the mechanical braking force. Therefore, the situation where the traditional solution has an adverse impact on the suspension control and brake pad consumption due to simply adjusting the mechanical braking will not occur. Of course, when it is judged that the electric braking force is invalid, the braking force target value is allocated as the mechanical braking force, and the allocated mechanical braking force is applied through the mechanical braking device. And it can be seen that because the solution of this application will judge whether the electric braking force is valid instead of directly defaulting that the electric braking force is valid, it is beneficial to improve the braking reliability of the solution of this application.

[0109] After the braking force is allocated, considering that the deceleration signal of the maglev train detected by the accelerometer can effectively reflect the braking effect, therefore, this application realizes the feedback adjustment of the braking force target value based on the deceleration signal of the maglev train detected by the accelerometer. And this application determines the actual deceleration in the driving direction of the maglev train based on the slope angle information of the current position of the maglev train and the deceleration signal of the maglev train detected by the accelerometer. That is to say, this application corrects the deceleration signal of the maglev train detected by the accelerometer through the slope angle information, so that this application can obtain a more accurate actual deceleration. After obtaining the actual deceleration, when the error between the target deceleration and the actual deceleration is large, that is, greater than the preset compensation trigger threshold, the compensation amount for eliminating the error can be determined according to the error between the target deceleration and the actual deceleration, and then the braking force target value is adjusted through the compensation amount, so that the actual deceleration can be closer to the target deceleration, that is, the actual braking effect is closer to the expectation.

[0110] In summary, the solution of this application can achieve accurate braking control of the maglev train, which is beneficial to ensuring the braking effect and improving the driving safety.

[0111] Corresponding to the embodiments of the above braking control method, an embodiment of the present invention further provides a braking control system for a maglev train, which can be correspondingly referred to with the above text.

[0112] Refer to Figure 2 , the braking control system of the maglev train may include: an accelerometer 10, a braking control device 20, an electric braking device 30, and a mechanical braking device 40. The braking control device 20 is used to implement the steps of the braking control method of the maglev train in any of the above embodiments.

[0113] Furthermore, Figure 2 A transponder 50 and a train speed measurement system 60 are shown in . As can be seen from the above description, the train speed measurement system 60 can provide the real-time speed of the train running direction. Furthermore, based on the real-time speed of the train running direction provided by the train speed measurement system 60, the deceleration α in the running direction of the maglev train is calculated 2 . The transponder 50 is used to provide the slope angle information.

[0114] Furthermore, in a specific embodiment of the present invention, in the maglev train, the accelerometer 10, the braking control device 20, the electric braking device 30, and the mechanical braking device 40 can all be redundantly arranged.

[0115] For example, in a specific case, one accelerometer 10 can be provided in each of the head car and the tail car to achieve redundant configuration.

[0116] The electric braking device 30, that is, the traction control device, can be arranged in a set for each car to ensure the reliability of the electric braking. The mechanical braking device 40 is usually specifically a hydraulic braking device, which can be arranged in a set for each car to ensure the reliability of the mechanical braking application.

[0117] One braking control device 20 can be arranged in each car to ensure the reliability of the braking control. And, since one braking control device 20 is arranged in each car, it can be set as a master-slave structure, that is, one of the braking control devices 20 is used as the main braking control device, and the remaining braking control devices 20 are used as slave braking control devices. The braking control device 20 on each car is connected to the electric braking device 30 and the mechanical braking device 40 of this car through the train bus and hard wire. The braking control device 20 in each car can operate independently, and can realize information interaction through the communication bus, so as to realize collaborative work and switch the head and tail systems for train control.

[0118] For example, the braking control device 20 at the front of the train can be used as the main braking control device, and then the solution of this application is executed by the main braking control device. The main braking control device will allocate braking tasks to each car so that each slave braking control device performs braking control on the corresponding carriage according to the received braking instructions.

[0119] In addition, the train speed measurement system 60 described above can also adopt a redundant configuration in each head car to ensure the reliability of speed information.

[0120] Corresponding to the above embodiments of the braking control method and braking control system of the maglev train, the embodiments of the present invention also provide a maglev train, which may include the braking control system of the maglev train in any of the above embodiments.

[0121] It should also be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the element.

[0122] Those skilled in the art can further realize that the units and algorithm steps of each example described in combination with the embodiments disclosed in this article can be implemented by electronic hardware, computer software, or a combination of the two. To clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described according to functions in the above description. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present invention.

[0123] Specific examples are used in this article to elaborate on the principles and implementation manners of the present invention. The description of the above embodiments is only used to help understand the technical solution and core idea of the present invention. It should be noted that for those of ordinary skill in the art in this technical field, without departing from the principle of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the protection scope of the present invention.

Claims

1. A braking control method for a maglev train, characterized in that, it includes: Determine the braking force target value corresponding to the received braking level information; Judge whether the electric braking force is effective; If so, based on the electric braking force and the mechanical braking force, perform the distribution of the braking force target value, control the electric braking device to apply the distributed electric braking force, and control the mechanical braking device to apply the distributed mechanical braking force; If not, assign the braking force target value as the mechanical braking force, and apply the distributed mechanical braking force through the mechanical braking device; Based on the slope angle information of the current position of the maglev train and the deceleration signal of the maglev train detected by the accelerometer, determine the actual deceleration in the driving direction of the maglev train; Based on the braking force target value, determine the current target deceleration of the maglev train; Judge whether the error between the target deceleration and the actual deceleration is greater than a preset compensation trigger threshold; If so, based on the error between the target deceleration and the actual deceleration, determine the compensation amount for eliminating the error, adjust the braking force target value through the compensation amount, and return to execute the operation of judging whether the electric braking force is effective; The determining the current target deceleration of the maglev train based on the braking force target value includes: By determining the current target deceleration β of the maglev train; Among them, F 1 is the current braking force target value, η is the line friction coefficient, m is the maglev train load, θ is the slope angle value at the current position of the maglev train, and F 2 is the wind resistance, and F 3 is the magnetic resistance.

2. The braking control method for a maglev train according to claim 1, characterized in that, The judging whether the electric braking force is effective includes: Judge whether the life signal of the electric braking device is received. If so, determine that the electric braking force is effective; otherwise, determine that the electric braking force is ineffective.

3. The braking control method for a maglev train according to claim 2, characterized in that, it further includes: Judge whether the error between the applied value of the electric braking force feedback by the electric braking device and the distributed value of the electric braking force is within the first error range; If it is not within the first error range, determine that the electric braking force is ineffective; If it is within the first error range and it is judged that the life signal of the electric braking device is received, determine that the electric braking force is effective.

4. The braking control method for a maglev train according to claim 3, characterized in that, it further includes: After judging that the error between the applied value of the electric braking force feedback by the electric braking device and the distributed value of the electric braking force is within the first error range and it is judged that the life signal of the electric braking device is received, determine the deceleration interval corresponding to the applied value of the electric braking force feedback by the electric braking device according to a preset corresponding relationship; Judge whether the actual deceleration is within the deceleration interval. If so, determine that the electric braking force is effective; otherwise, determine that the electric braking force is ineffective.

5. The braking control method for a maglev train according to claim 1, characterized in that, The determining the actual deceleration in the driving direction of the maglev train based on the slope angle information of the current position of the maglev train and the deceleration signal of the maglev train detected by the accelerometer includes: Based on α 1 = α / cosθ to determine the actual deceleration in the driving direction of the maglev train; Among them, α is the deceleration of the maglev train detected by the accelerometer, θ is the slope angle value of the current position of the maglev train, and α 1 is the actual deceleration in the driving direction of the determined maglev train.

6. The braking control method for a maglev train according to any one of claims 1 to 5, characterized in that, After determining the actual deceleration in the driving direction of the maglev train, it further includes: Determine whether the determined actual deceleration is valid; If it is valid, perform the operation of determining the current target deceleration of the maglev train based on the target braking force value; If it is invalid, cancel the adjustment of the current target braking force value.

7. A braking control system for a maglev train, Characterized in that, Comprising: An accelerometer, a braking control device, an electric braking device and a mechanical braking device, and the braking control device is used to implement the steps of the braking control method of the maglev train according to any one of claims 1 to 6.

8. The braking control system for a maglev train according to claim 7, Characterized in that, In the maglev train, the accelerometer, the braking control device, the electric braking device and the mechanical braking device are all redundantly arranged.

9. A maglev train, Characterized in that, Comprising the braking control system for a maglev train according to claim 7 or 8.

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