Method and system for detecting abnormality of brake caliper in maglev train

Abstract

The application relates to an abnormality detection method and system of a brake clamp in a maglev train, which comprises the following steps: acquiring a zero-speed signal and a lift-off state of the maglev train; judging whether the zero-speed signal is zero and whether the lift-off state is lift-off; if the zero-speed signal is nonzero and the lift-off state is lift-off, acquiring an acceleration signal and a gap signal; processing to obtain an acceleration value, an acceleration change amount, a gap value and a gap change amount; judging whether the absolute value of the acceleration value is greater than a preset acceleration threshold value and whether the absolute value of the acceleration change amount is greater than a preset acceleration change threshold value; if yes, judging whether the gap value is greater than a preset gap threshold value and whether the absolute value of the gap change amount is greater than a preset gap change threshold value; if no, determining that an abnormal state of the brake clamp which is not relieved occurs; and monitoring the state of the brake clamp of the maglev train, so that the driver can process the brake clamp which is not relieved in time, and the stability of the suspension system and the driving safety are guaranteed.

Description

Technical Field

[0001] This application belongs to the field of maglev transportation technology, and in particular relates to a method and system for detecting abnormalities in brake calipers in maglev trains. Background Technology

[0002] As a new type of rail transit, maglev trains mainly use a levitation controller to receive gap signals and vertical acceleration signals detected by levitation sensors. Based on these signals, the controller uses a specific control algorithm to adjust the current of the levitation electromagnets, maintaining the distance between the electromagnets and the track at the rated levitation gap, thereby achieving stable levitation and guidance of the train.

[0003] Each car of the maglev train is equipped with five pairs of brake calipers. The train relies on electric braking and the brake calipers to decelerate and stop. The electronic brake control unit (EBCU) of the braking system, based on received commands, uses either a pneumatic-hydraulic or electro-hydraulic control method to supply pressurized oil to the brake calipers. Under the action of the pressurized oil, the piston rod on the brake caliper pushes the brake pads to clamp the F-rail, generating frictional resistance with the rail to achieve vehicle braking. When the vehicle is in a state of traction or acceleration, the brake pads of the brake caliper release the brake through two compression springs, i.e., the piston rod retracts. To ensure the restoring force, the returning compression springs are constantly in an over-stressed state. Under compression and corrosion from dust and rainwater, the lifespan of the spring is also affected, causing the piston to jam upon return. The brake pads continue to wear even when not braking, which may lead to incomplete brake caliper release and uneven brake pad wear during train operation. Since both the brake caliper and the suspension sensor are mounted on the suspension electromagnet, when the maglev train is running at high speed, the incomplete brake caliper will collide with the track, causing lateral impact. This will interfere with the acceleration signal detected by the suspension sensor, thus affecting the stability of the suspension system. In severe cases, it may cause the suspension system to derail and crash into the rails.

[0004] Currently, because the train does not monitor the brake calipers, it is impossible to obtain the release status of the brake calipers in real time. As a result, the driver cannot deal with the unreleased brake calipers in time, which affects the stability of the suspension system and driving safety. Summary of the Invention

[0005] The purpose of this application is to provide a method for detecting abnormalities in brake calipers in maglev trains. The method for detecting abnormalities in brake calipers in maglev trains provided by this application enables the suspension controller to obtain the release status of the brake calipers in real time, realize the monitoring of the brake caliper status by the maglev train, and thus enable the driver to deal with the unreleased brake calipers in a timely manner, ensuring the stability of the suspension system and driving safety.

[0006] The technical solution provided in this application is as follows:

[0007] A method for detecting abnormalities in brake calipers of a maglev train, the method comprising:

[0008] Acquire zero-speed signals and the levitation status of the maglev train;

[0009] Determine whether the zero-speed signal is zero and whether the buoyancy state is buoyancy;

[0010] If the zero-speed signal is non-zero and the buoyancy state is buoyancy, then the acceleration signal and the gap signal are acquired.

[0011] Based on the acceleration signal, the acceleration value and acceleration change are obtained; based on the gap signal, the gap value and gap change are obtained.

[0012] Determine whether the absolute value of the acceleration value is greater than a preset acceleration threshold and whether the absolute value of the acceleration change is greater than a preset acceleration change threshold. If so, determine whether the gap value is greater than a preset gap threshold and whether the absolute value of the gap change is greater than a preset gap change threshold.

[0013] If the gap value is less than or equal to a preset gap threshold and the absolute value of the gap change is less than or equal to a preset gap change threshold, then the brake caliper is determined to be in an abnormal state of not being relieved.

[0014] Preferably, the method further includes:

[0015] When the brake caliper is first determined to be in an unrelieved abnormal state, the control timer starts timing and the counter starts accumulating;

[0016] When the timer reaches the preset duration, it is determined whether the counter value is greater than or equal to the preset value. If so, the brake caliper is reported as being in a relieved abnormal state.

[0017] Preferably, after determining whether the zero-speed signal is zero and whether the levitation controller is in a levitation state, the method further includes:

[0018] If the zero-speed signal is zero and the buoyancy state is buoyancy, then the first real-time gap value and the first real-time current value are saved.

[0019] Preferably, after determining that the brake caliper is in an unrelieved abnormal state, or after reporting that the brake caliper is in a relieved abnormal state, the method further includes:

[0020] Obtain the second real-time gap value and the second real-time current value;

[0021] The adjusted acceleration value is obtained based on the first real-time gap value, the first real-time current value, the second real-time gap value, and the second real-time current value.

[0022] Replace the obtained abnormal acceleration value with the adjusted acceleration value.

[0023] Preferably, obtaining the adjusted acceleration value based on the first real-time gap value, the first real-time current value, the second real-time gap value, and the second real-time current value includes:

[0024] The first static levitation force is obtained based on the first real-time gap value and the first real-time current value;

[0025] The second static levitation force is obtained based on the second real-time gap value and the second real-time current value;

[0026] The adjusted acceleration value is obtained based on the first static levitation force and the second static levitation force.

[0027] This application also provides an abnormality detection system for brake calipers in maglev trains, including:

[0028] The first acquisition module is used to acquire the zero-speed signal and the levitation status of the maglev train;

[0029] The first judgment module is used to determine whether the zero speed signal is zero and whether the buoyancy state is buoyancy.

[0030] The second acquisition module is used to acquire the acceleration signal and the gap signal when the zero speed signal is non-zero and the buoyancy state is buoyancy.

[0031] The first processing module is used to obtain the acceleration value and acceleration change based on the acceleration signal, and to obtain the gap value and gap change based on the gap signal.

[0032] The second judgment module is used to determine whether the absolute value of the acceleration value is greater than a preset acceleration threshold and whether the absolute value of the acceleration change is greater than a preset acceleration change threshold.

[0033] The third judgment module is used to determine whether the gap value is greater than the preset gap threshold and whether the absolute value of the gap change is greater than the preset gap change threshold when the absolute value of the acceleration value is greater than the preset acceleration threshold and the absolute value of the acceleration change is greater than the preset acceleration change threshold.

[0034] The determination module is used to determine that the brake caliper has an unrelieved abnormal state when the gap value is less than or equal to a preset gap threshold and the absolute value of the gap change is less than or equal to a preset gap change threshold.

[0035] Preferably, it further includes:

[0036] The control module is used to control the timer to start timing and the counter to start accumulating when the brake caliper is first determined to have an unrelieved abnormal state.

[0037] The fourth judgment module is used to determine whether the counter value is greater than or equal to the preset value when the timer's count value reaches the preset duration.

[0038] The reporting module is used to report that the brake caliper is in a relieved abnormal state when the counter value is greater than or equal to the pre-designed value.

[0039] Preferably, it further includes:

[0040] The storage module is used to store the first real-time gap value and the first real-time current value when the zero-speed signal is zero and the buoyancy state is buoyancy.

[0041] Preferably, it further includes:

[0042] The third acquisition module is used to acquire the second real-time gap value and the second real-time current value;

[0043] The second processing module is used to obtain the adjusted acceleration value based on the first real-time gap value, the first real-time current value, the second real-time gap value, and the second real-time current value.

[0044] The replacement module is used to replace the acquired abnormal acceleration value with the adjusted acceleration value.

[0045] This application also provides a maglev train, including the anomaly detection system described in any of the above claims.

[0046] Compared with existing technologies, this application provides an abnormal detection method for brake calipers in a maglev train. The method includes: acquiring a zero-speed signal and the levitation state of the maglev train; determining whether the zero-speed signal is zero and whether the levitation state is levitation; if the zero-speed signal is non-zero and the levitation state is levitation, acquiring an acceleration signal and a gap signal; obtaining the acceleration value and acceleration change based on the acceleration signal, and obtaining the gap value and gap change based on the gap signal; determining whether the absolute value of the acceleration value is greater than a preset acceleration threshold and whether the absolute value of the acceleration change is greater than a preset acceleration change threshold; if so, determining whether the gap value is greater than a preset gap threshold and whether the absolute value of the gap change is greater than a preset gap change threshold; if the gap value is less than or equal to the preset gap threshold and the absolute value of the gap change is less than or equal to the preset gap change threshold, determining that the brake caliper has an unreleased abnormal state. This allows for real-time acquisition of the brake caliper release state, enabling the maglev train to monitor the brake caliper state, thus allowing the driver to promptly handle unreleased brake calipers, ensuring the stability of the levitation system and driving safety. Attached Figure Description

[0047] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0048] Figure 1 This is a flowchart of an abnormality detection method for brake calipers in a maglev train disclosed in an embodiment of this application;

[0049] Figure 2 This is a schematic diagram of the structure of an abnormality detection system for brake calipers in a maglev train disclosed in an embodiment of this application. Detailed Implementation

[0050] To enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0051] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly set on the other component; when a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to the other component.

[0052] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0053] Furthermore, 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 number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a plurality of" or "several" means two or more, unless otherwise explicitly specified.

[0054] It should be noted that the structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the conditions under which this application can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size should still fall within the scope of the technical content disclosed in this application, provided that they do not affect the effects and purposes that this application can produce.

[0055] like Figure 1 As shown in the embodiment of this application, a method for detecting abnormalities in the brake caliper of a maglev train is provided. The method includes:

[0056] S101. Obtain the zero-speed signal and the levitation status of the maglev train;

[0057] In this embodiment, the zero-speed signal of the train is obtained through the train network. The zero-speed signal is a flag bit, which includes zero and non-zero. The levitation state is the levitation state signal of the maglev train detected by the sensor. This step can be performed in the levitation sensor of the levitation train.

[0058] S102. Determine whether the zero-speed signal is zero and whether the buoyancy state is buoyancy.

[0059] In this embodiment, the step of determining whether the zero-speed signal is zero and whether the maglev train is in a floating state can be performed in the levitation controller of the maglev train.

[0060] S103. If the zero-speed signal is non-zero and the floating state is floating, then acquire the acceleration signal and the gap signal.

[0061] In this embodiment, if the zero-speed signal is non-zero and the buoyancy state is buoyancy, the acceleration signal and gap signal detected by the suspension sensor are obtained. The gap signal is detected by the gap probe of the suspension sensor, and the acceleration signal is detected by the accelerometer of the suspension sensor. This step can be performed in the suspension controller of the buoyancy train.

[0062] S104. Based on the acceleration signal, obtain the acceleration value and acceleration change; based on the gap signal, obtain the gap value and gap change.

[0063] In this embodiment, the acceleration signal and the gap signal are sampled, and the analog signal sent by the suspension sensor is converted into a digital signal, that is, the acceleration signal is converted into an acceleration value 'a', and the gap signal is converted into a gap value 's', i.e., analog-to-digital conversion is performed. Alternatively, the suspension sensor can convert the detected analog signal into a digital signal before sending it (such as in the suspension controller). Then, based on the acceleration values ​​of two adjacent time units, the change in acceleration value per unit time is calculated to obtain the acceleration change Δa. Based on the gap values ​​of two adjacent time units, the change in gap value per unit time is calculated to obtain the gap change Δs. This step can be executed in the suspension controller of the levitation train, or the acceleration value 'a' obtained from the acceleration signal and the gap value 's' obtained from the gap signal can be executed in the suspension sensor. The remaining steps are executed in the suspension controller.

[0064] S105. Determine whether the absolute value of the acceleration value is greater than the preset acceleration threshold and whether the absolute value of the acceleration change is greater than the preset acceleration change threshold. If so, determine whether the gap value is greater than the preset gap threshold and whether the absolute value of the gap change is greater than the preset gap change threshold.

[0065] In this embodiment, it is determined whether the absolute value of the acceleration |a| is greater than a preset acceleration threshold a. λ And whether the absolute value of the acceleration change, |Δa|, is greater than the preset acceleration change threshold Δa. λ If the absolute value of the acceleration |a| is greater than the preset acceleration threshold a λ Furthermore, the absolute value of the acceleration change, |Δa|, is greater than the preset acceleration change threshold Δa. λ Then continue to determine whether the gap value s is greater than the preset gap threshold s. λ And whether the absolute value of the gap change, |Δs|, is greater than the preset gap change threshold Δs. λ This step can be performed in the levitation controller of the levitation train.

[0066] S106. If the gap value is less than or equal to the preset gap threshold and the absolute value of the gap change is less than or equal to the preset gap change threshold, then the brake caliper is determined to be in an abnormal state of not being relieved.

[0067] In this embodiment, if the gap value s is less than or equal to the preset gap threshold s λ Furthermore, the absolute value of the gap change, |Δs|, is less than or equal to the preset gap change threshold, Δs. λIf the brake caliper is found to be in an unrelieved state, it can be reported (e.g., to the driver's display). The driver's display will show the brake caliper in this state, alerting the train driver to take appropriate action. To avoid misjudgment, when the brake caliper is first found to be in an unrelieved state, a timer and counter can be started to accumulate. When the timer's count T reaches the preset duration T0 (i.e., T = T0), the counter's count Count is checked to see if it is greater than or equal to the pre-designed value k0. If the counter's count Count is greater than or equal to the pre-designed value k0 (i.e., Count ≥ k0), the brake caliper is reported as relieved (e.g., to the driver's display). The driver's display will show the brake caliper as relieved, alerting the train driver to take appropriate action. This step can be performed in the levitation controller of the levitation train.

[0068] Compared with existing technologies, this application provides an abnormal detection method for brake calipers in a maglev train. The method includes: acquiring a zero-speed signal and the levitation state of the maglev train; determining whether the zero-speed signal is zero and whether the levitation state is levitation; if the zero-speed signal is non-zero and the levitation state is levitation, acquiring an acceleration signal and a gap signal; obtaining the acceleration value and acceleration change based on the acceleration signal, and obtaining the gap value and gap change based on the gap signal; determining whether the absolute value of the acceleration value is greater than a preset acceleration threshold and whether the absolute value of the acceleration change is greater than a preset acceleration change threshold; if so, determining whether the gap value is greater than a preset gap threshold and whether the absolute value of the gap change is greater than a preset gap change threshold; if the gap value is less than or equal to the preset gap threshold and the absolute value of the gap change is less than or equal to the preset gap change threshold, determining that the brake caliper has an unreleased abnormal state. This allows for real-time acquisition of the brake caliper release state, enabling the maglev train to monitor the brake caliper state, thus allowing the driver to promptly handle unreleased brake calipers, ensuring the stability of the levitation system and driving safety.

[0069] As one implementation method, in this embodiment of the application, the method further includes:

[0070] S201. When the brake caliper is first determined to be in an abnormal state of not being released, the control timer starts timing and the counter starts accumulating.

[0071] In this embodiment, to avoid misjudgment of abnormal states, when the brake caliper is first determined to have an unrelieved abnormal state, the timer can be started and the counter can be started to accumulate. This step can be performed in the levitation controller of the levitation train.

[0072] S202. When the timer reaches the preset duration, determine whether the counter value is greater than or equal to the preset value. If so, report the abnormal state of the brake caliper being released.

[0073] In this embodiment, when the timer's timing value T reaches the preset duration T0, it is determined whether the counter's count value Count is greater than or equal to the preset design value k0. If the counter's count value Count is greater than or equal to the preset design value k0, i.e., Count≥k0, then the abnormal state of the brake caliper being relieved is reported (e.g., reported to the driver's display). The driver's display shows the abnormal state of the brake caliper being relieved, reminding the train driver to handle the abnormality. This step can be executed in the levitation controller of the levitation train.

[0074] In one embodiment of this application, after step S102, the following step is further included:

[0075] S301. If the zero-speed signal is zero and the floating state is floating, then save the first real-time gap value and the first real-time current value.

[0076] In this embodiment, if the zero-speed signal is zero and the levitation state is levitation, then the current first real-time gap value s1 and the first real-time current value i1 are saved. The execution order of steps S301 and S103 depends on the judgment result of whether the zero-speed signal is zero and whether the levitation state of the levitation train is levitation. Step S301 can be executed in the levitation controller of the levitation train.

[0077] As one implementation method, in this embodiment of the application, after determining that the brake caliper has an unrelieved abnormal state, or after reporting that the brake caliper has a relieved abnormal state, the method further includes:

[0078] S401, Obtain the second real-time gap value and the second real-time current value;

[0079] In this embodiment, the second real-time gap value s2 and the second real-time current value i2 are obtained. That is, after determining that the brake caliper is in an abnormal state of not being relieved or the brake caliper is in an abnormal state of being relieved, the real-time gap value (i.e., the second real-time gap value s2) and the real-time acceleration value sent by the suspension sensor are obtained, and then the real-time current value (i.e., the second real-time current value i2) is calculated based on the real-time gap value and the real-time acceleration value. Alternatively, the real-time gap value (i.e., the second real-time gap value s2) can be obtained first based on the real-time gap signal sent by the suspension sensor, and the real-time acceleration value can be obtained based on the real-time acceleration signal sent by the suspension sensor. Then, the real-time current value (i.e., the second real-time current value i2) can be calculated based on the real-time gap value and the real-time acceleration value. This step can be performed in the suspension controller of the levitation train.

[0080] S402. Based on the first real-time gap value, the first real-time current value, the second real-time gap value, and the second real-time current value, obtain the adjusted acceleration value;

[0081] In this embodiment, this step can be performed in the levitation controller of the levitation train. Based on the first real-time gap value s1, the first real-time current value i1, the second real-time gap value s2, and the second real-time current value i2, the adjusted acceleration value can be calculated using the first formula. The expression of the first formula is:

[0082] Where i1 is the first real-time current value, s1 is the first real-time gap value, i2 is the second real-time current value, s2 is the second real-time gap value, and a F This is the adjusted acceleration value.

[0083] S403. Replace the obtained abnormal acceleration value with the adjusted acceleration value.

[0084] In this embodiment, this step can be executed in the levitation controller of the levitation train, and the obtained abnormal acceleration value can be replaced with the adjusted acceleration value a. F Then, the adjusted acceleration value a F Substituting this into the PID control algorithm, the adjusted acceleration value 'a' can also be directly applied. F Substituting directly into the PID control algorithm, we arrive at the second formula, which is expressed as follows:

[0085] i * =i0+k p (s-s0)+k i ∫(s-s0)dt+k d s'+k a ∫a F dt

[0086] Where s is the real-time gap of the electromagnet, i0 is the equilibrium point current, s0 is the rated gap, s' is the differential of the gap signal, and k p k i k d k a For PID control parameters, i * To calculate the desired current, a F This is the adjusted acceleration value.

[0087] As one implementation method, in this embodiment of the application, step S402 includes:

[0088] S501. Obtain the first static levitation force based on the first real-time gap value and the first real-time current value;

[0089] In this embodiment, this step can be performed in the levitation controller of the levitation train. Based on the first real-time gap value s1 and the first real-time current value i1, the first static levitation force F1 can be calculated using the levitation electromagnetic force calculation formula, i.e., the third formula. The expression of the third formula is:

[0090] Where i1 is the first real-time current value, s1 is the first real-time gap value, k is a constant, the value of k is calculated from the characteristic parameters of the levitation electromagnet, and F1 is the first static levitation force.

[0091] S502. Based on the second real-time gap value and the second real-time current value, obtain the second static levitation force;

[0092] In this embodiment, this step can be performed in the levitation controller of the levitation train. Based on the second real-time gap value s2 and the second real-time current value i2, the second static levitation force F2 can be calculated using the levitation electromagnetic force calculation formula, i.e., the fourth formula. The expression of the fourth formula is:

[0093] Where i2 is the second real-time current value, s2 is the second real-time gap value, k is a constant, the value of k is calculated from the characteristic parameters of the levitation electromagnet, and F2 is the second static levitation force.

[0094] S503. Based on the first static levitation force and the second static levitation force, the adjusted acceleration value is obtained.

[0095] In this embodiment, this step can be executed in the levitation controller of the levitation train. Based on the first static levitation force F1 and the second static levitation force F2, the adjusted acceleration value a can be calculated using the fifth calculation formula. F The expression for the fifth calculation formula is:

[0096]

[0097] Where F1 is the first static levitation force, F2 is the second static levitation force, g is the acceleration due to gravity, and a F This is the adjusted acceleration value.

[0098] like Figure 2 As shown, this application also provides an abnormality detection system for brake calipers in a maglev train, comprising:

[0099] The first acquisition module 201 is used to acquire the zero-speed signal and the levitation status of the maglev train;

[0100] The first judgment module 202 is used to determine whether the zero speed signal is zero and whether the buoyancy state is buoyancy.

[0101] The second acquisition module 203 is used to acquire the acceleration signal and the gap signal when the zero speed signal is non-zero and the floating state is floating.

[0102] The first processing module 204 is used to obtain the acceleration value and acceleration change based on the acceleration signal, and to obtain the gap value and gap change based on the gap signal.

[0103] The second judgment module 205 is used to determine whether the absolute value of the acceleration value is greater than a preset acceleration threshold and whether the absolute value of the acceleration change is greater than a preset acceleration change threshold.

[0104] The third judgment module 206 is used to determine whether the gap value is greater than the preset gap threshold and whether the absolute value of the gap change is greater than the preset gap change threshold when the absolute value of the acceleration value is greater than the preset acceleration threshold and the absolute value of the acceleration change is greater than the preset acceleration change threshold.

[0105] The determination module 207 is used to determine that the brake caliper has an unrelieved abnormal state when the gap value is less than or equal to a preset gap threshold and the absolute value of the gap change is less than or equal to a preset gap change threshold.

[0106] In this embodiment, the first acquisition module, the first judgment module, the second acquisition module, the first processing module, the second judgment module, the third judgment module, and the determination module mentioned above can all be set in the suspension controller of the levitation train, which is not shown in the accompanying drawings.

[0107] As one implementation method, this application embodiment further includes:

[0108] The control module is used to control the timer to start counting and the counter to start accumulating when the brake caliper is first determined to be in an abnormal state that has not been relieved.

[0109] The fourth judgment module is used to determine whether the counter value is greater than or equal to the preset value when the timer's count value reaches the preset duration.

[0110] The reporting module is used to report the abnormal state of the brake caliper when the counter value is greater than or equal to the pre-designed value.

[0111] In this embodiment, the control module, the fourth judgment module, and the reporting module mentioned above can all be located in the levitation controller of the levitation train.

[0112] As one implementation method, this application embodiment further includes:

[0113] The storage module is used to save the first real-time gap value and the first real-time current value when the zero-speed signal is zero and the floating state is floating.

[0114] In this embodiment, the aforementioned storage module may be located in the levitation controller of the levitation train.

[0115] As one implementation method, this application embodiment further includes:

[0116] The third acquisition module is used to acquire the second real-time gap value and the second real-time current value;

[0117] The second processing module is used to obtain the adjusted acceleration value based on the first real-time gap value, the first real-time current value, the second real-time gap value, and the second real-time current value.

[0118] The replacement module is used to replace the acquired abnormal acceleration values ​​with the adjusted acceleration values.

[0119] In this embodiment, the third acquisition module, the second processing module, and the replacement module mentioned above can all be located in the levitation controller of the levitation train.

[0120] This application also provides a maglev train, including any of the above-mentioned anomaly detection systems.

[0121] It should be understood that the use of terms such as "system," "device," "unit," and / or "module" in this application is merely one method of distinguishing different components, elements, parts, sections, or assemblies at different levels. However, if other terms can achieve the same purpose, they may be replaced by other expressions.

[0122] The embodiments in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other.

[0123] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for detecting abnormalities in brake calipers of a maglev train, characterized in that, The method includes: Acquire zero-speed signals and the levitation status of the maglev train; Determine whether the zero-speed signal is zero and whether the buoyancy state is buoyancy; If the zero-speed signal is non-zero and the buoyancy state is buoyancy, then the acceleration signal and the gap signal are acquired. Based on the acceleration signal, the acceleration value and acceleration change are obtained; based on the gap signal, the gap value and gap change are obtained. Determine whether the absolute value of the acceleration value is greater than a preset acceleration threshold and whether the absolute value of the acceleration change is greater than a preset acceleration change threshold. If so, determine whether the gap value is greater than a preset gap threshold and whether the absolute value of the gap change is greater than a preset gap change threshold. If the gap value is less than or equal to a preset gap threshold and the absolute value of the gap change is less than or equal to a preset gap change threshold, then the brake caliper is determined to be in an abnormal state of not being relieved.

2. The anomaly detection method according to claim 1, characterized in that, The method further includes: When the brake caliper is first determined to be in an unrelieved abnormal state, the control timer starts timing and the counter starts accumulating; When the timer reaches the preset duration, it is determined whether the counter value is greater than or equal to the preset value. If so, the abnormal state of the brake caliper not being released is reported.

3. The anomaly detection method according to claim 2, characterized in that, After determining whether the zero-speed signal is zero and whether the levitation controller is in a levitation state, the process further includes: If the zero-speed signal is zero and the buoyancy state is buoyancy, then the first real-time gap value and the first real-time current value are saved.

4. The anomaly detection method according to claim 3, characterized in that, After determining that the brake caliper has an unrelieved abnormal state, or after reporting the unrelieved abnormal state of the brake caliper, the method further includes: Obtain the second real-time gap value and the second real-time current value; The adjusted acceleration value is obtained based on the first real-time gap value, the first real-time current value, the second real-time gap value, and the second real-time current value. Replace the obtained abnormal acceleration value with the adjusted acceleration value.

5. The anomaly detection method according to claim 4, characterized in that, The step of obtaining the adjusted acceleration value based on the first real-time gap value, the first real-time current value, the second real-time gap value, and the second real-time current value includes: The first static levitation force is obtained based on the first real-time gap value and the first real-time current value; The second static levitation force is obtained based on the second real-time gap value and the second real-time current value; The adjusted acceleration value is obtained based on the first static levitation force and the second static levitation force.

6. An abnormality detection system for brake calipers in a maglev train, characterized in that, include: The first acquisition module is used to acquire the zero-speed signal and the levitation status of the maglev train; The first judgment module is used to determine whether the zero speed signal is zero and whether the buoyancy state is buoyancy. The second acquisition module is used to acquire the acceleration signal and the gap signal when the zero speed signal is non-zero and the buoyancy state is buoyancy. The first processing module is used to obtain the acceleration value and acceleration change based on the acceleration signal, and to obtain the gap value and gap change based on the gap signal. The second judgment module is used to determine whether the absolute value of the acceleration value is greater than a preset acceleration threshold and whether the absolute value of the acceleration change is greater than a preset acceleration change threshold. The third judgment module is used to determine whether the gap value is greater than the preset gap threshold and whether the absolute value of the gap change is greater than the preset gap change threshold when the absolute value of the acceleration value is greater than the preset acceleration threshold and the absolute value of the acceleration change is greater than the preset acceleration change threshold. The determination module is used to determine that the brake caliper has an unrelieved abnormal state when the gap value is less than or equal to a preset gap threshold and the absolute value of the gap change is less than or equal to a preset gap change threshold.

7. The anomaly detection system according to claim 6, characterized in that, Also includes: The control module is used to control the timer to start timing and the counter to start accumulating when the brake caliper is first determined to have an unrelieved abnormal state. The fourth judgment module is used to determine whether the counter value is greater than or equal to the preset value when the timer's count value reaches the preset duration. The reporting module is used to report the abnormal state of the brake caliper not being released when the counter value is greater than or equal to the pre-designed value.

8. The anomaly detection system according to claim 7, characterized in that, Also includes: The storage module is used to store the first real-time gap value and the first real-time current value when the zero-speed signal is zero and the buoyancy state is buoyancy.

9. The anomaly detection system according to claim 8, characterized in that, Also includes: The third acquisition module is used to acquire the second real-time gap value and the second real-time current value; The second processing module is used to obtain the adjusted acceleration value based on the first real-time gap value, the first real-time current value, the second real-time gap value, and the second real-time current value. The replacement module is used to replace the acquired abnormal acceleration value with the adjusted acceleration value.

10. A maglev train, characterized in that, Includes the anomaly detection system according to any one of claims 6-9.

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