Method and system for determining the safe side of a support guide wheel of a maglev transportation system

Abstract

The present invention relates to the field of train operation and control technology, and discloses a method and system for determining the safe side of the support and guide wheels of a maglev transportation system. The method comprises: obtaining the ground contact speed V of the support wheel and the guide wheel; comparing the obtained ground contact speed V with the first speed V1 and the second speed V2, and determining the safe side of the support wheel and the guide wheel in the fault state according to the comparison result, wherein the first speed is the minimum speed allowed by the train when the support wheel and the guide wheel are normally retracted during the acceleration process, and the second speed is the maximum speed allowed by the train when the support wheel and the guide wheel are normally lowered during the deceleration process. In this way, the normal retraction and extension function of the train support wheel and the guide wheel can be realized, and it is ensured that in any fault situation, the train can be ensured to be in the safest state under the current situation.

Description

Technical Field

[0001] The present invention relates to the technical field of train operation control, and in particular to a method and system for determining the safe side of a supporting guide wheel of a maglev transportation system. Background Art

[0002] The ultra-high-speed low-vacuum pipeline maglev transportation system uses the "low-vacuum pipeline + electric suspension" system to achieve ultra-high-speed operation of trains, with a maximum speed of 1,000 km / h. It is a new, safe and green mode of transportation. The "low-vacuum pipeline" can greatly reduce the air resistance of the train during operation, reduce reactive power loss, and the train running in the pipeline is not affected by the external weather, which improves the train's operating efficiency; the "electric suspension" can eliminate the friction between the train and the track, and realize the train's "near-ground flight".

[0003] However, the ultra-high-speed operation of the train and the "electric suspension" system have also put forward higher requirements and greater challenges for the operation control system responsible for "operation command and safety protection". Among them, the control of the train support wheels and guide wheels is very critical and strict. Since the "electric suspension" system uses support wheels and guide wheels to realize the suspension and guidance functions of the train, and the materials of the support wheels and guide wheels are rubber, the maximum speed they can withstand is limited. Therefore, the operation control system is required to issue the support wheel and guide wheel retraction command at the right time, so that the train speed will not reach the maximum speed that the support wheels and guide wheels can withstand during the rising process, and the retraction action will be completed to achieve stable suspension of the train; similarly, when the train speed falls into the acceptable speed range of the support wheels and guide wheels during the descending process, the lowering action will be completed to achieve a smooth landing of the train.

[0004] "Fail-safe" is a very important principle in the design concept of the operation control system. Therefore, its control over the support wheels and guide wheels is not only to achieve the normal functions mentioned above, but also to ensure that in any fault situation, the train can be in the safest state under the current situation. Therefore, it is particularly important to determine the safe side of the support wheels and guide wheels.

[0005] Compared with the ultra-high-speed low-vacuum tube maglev transportation system, the aircraft also has landing gear. When the aircraft takes off and reaches a certain speed, the landing gear will be retracted, and the landing gear will be lowered before the aircraft lands.

[0006] However, for an airplane, it is relatively simple to determine the safe side of its landing gear. The landing gear can be lowered as the safe side. During takeoff, there will be no safety problem even if the landing gear is not retracted normally. Similarly, during landing, since the apron is located in a wide space, there is no track constraint like the ultra-high-speed low-vacuum tube maglev transportation system, so there will be no safety problem. Therefore, the aircraft's landing gear retraction and extension strategy is not applicable to the ultra-high-speed low-vacuum tube maglev transportation system. Summary of the invention

[0007] The invention provides a method and system for determining the safe side of a supporting guide wheel of a maglev transportation system, which can solve the technical problems in the prior art.

[0008] The present invention provides a method for determining the safe side of a support guide wheel of a maglev transportation system, wherein the method comprises:

[0009] Obtain the ground contact speed V of the support wheel and the guide wheel;

[0010] The acquired touchdown speed V is compared with the first speed V1 and the second speed V2, and the safe side of the support wheel and the guide wheel under the fault state is determined according to the comparison result, wherein the first speed is the minimum speed allowed by the train when the support wheel and the guide wheel are normally retracted during acceleration, and the second speed is the maximum speed allowed by the train when the support wheel and the guide wheel are normally lowered during deceleration.

[0011] Preferably, determining the safe side of the support wheel and the guide wheel in the fault state according to the comparison result includes:

[0012] When the acquired ground contact speed V is less than the first speed V1, it is determined that the safety side of the support wheel and the guide wheel are lowered in the fault state.

[0013] Preferably, determining the safe side of the support wheel and the guide wheel in the fault state according to the comparison result includes:

[0014] When the acquired ground contact speed V is greater than or equal to the first speed V1 and less than or equal to the second speed V2, determining whether the time required for the train to touch the ground is greater than or equal to a predetermined time;

[0015] Determine the safe side of the support wheel and guide wheel in the fault state based on the judgment result.

[0016] Preferably, determining the safe side of the support wheel and the guide wheel in the fault state according to the judgment result includes:

[0017] In the case that the time required for the train to touch the ground is less than a predetermined time, determining that the safe side of the support wheel and the guide wheel in the fault state is retracted;

[0018] When the time required for the train to touch the ground is greater than or equal to a predetermined time, it is determined that the safe side of the support wheel and the guide wheel in the fault state is retracted or lowered.

[0019] Preferably, determining the safe side of the support wheel and the guide wheel in the fault state according to the comparison result includes:

[0020] In the case where the acquired ground contact speed V is greater than the second speed V2, it is determined that the safety side of the support wheel and the guide wheel are retracted in the fault state.

[0021] The present invention also provides a system for determining the safe side of a support guide wheel of a maglev transportation system, wherein the system comprises:

[0022] An acquisition device, used to acquire the ground contact speed V of the support wheel and the guide wheel;

[0023] The processing device is used to compare the acquired touchdown speed V with the first speed V1 and the second speed V2, and determine the safe side of the support wheel and the guide wheel in the fault state according to the comparison result, wherein the first speed is the minimum speed allowed by the train when the support wheel and the guide wheel are normally retracted during acceleration, and the second speed is the maximum speed allowed by the train when the support wheel and the guide wheel are normally lowered during deceleration.

[0024] Preferably, the processing device determines the safe side of the support wheel and the guide wheel in the fault state according to the comparison result, including:

[0025] When the acquired ground contact speed V is less than the first speed V1, it is determined that the safety side of the support wheel and the guide wheel are lowered in the fault state.

[0026] Preferably, the processing device determines the safe side of the support wheel and the guide wheel in the fault state according to the comparison result, including:

[0027] When the acquired ground contact speed V is greater than or equal to the first speed V1 and less than or equal to the second speed V2, determining whether the time required for the train to touch the ground is greater than or equal to a predetermined time;

[0028] Determine the safe side of the support wheel and guide wheel in the fault state based on the judgment result.

[0029] Preferably, determining the safe side of the support wheel and the guide wheel in the fault state according to the judgment result includes:

[0030] In the case that the time required for the train to touch the ground is less than a predetermined time, determining that the safe side of the support wheel and the guide wheel in the fault state is retracted;

[0031] When the time required for the train to touch the ground is greater than or equal to a predetermined time, it is determined that the safe side of the support wheel and the guide wheel in the fault state is retracted or lowered.

[0032] Preferably, the processing device determines the safe side of the support wheel and the guide wheel in the fault state according to the comparison result, including:

[0033] In the case where the acquired ground contact speed V is greater than the second speed V2, it is determined that the safety side of the support wheel and the guide wheel are retracted in the fault state.

[0034] Through the above technical solution, the ground contact speed of the support wheel and the guide wheel can be obtained, the obtained ground contact speed can be compared with the first speed and the second speed, and the safe side of the support wheel and the guide wheel in the fault state can be determined according to the comparison result. In this way, the normal retraction and extension function of the train support wheel and the guide wheel can be realized, and it can be ensured that in any fault situation, the train can be in the safest state under the current situation. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The included drawings are used to provide a further understanding of the embodiments of the present invention, which constitute a part of the specification, are used to illustrate the embodiments of the present invention, and together with the text description, explain the principles of the present invention. Obviously, the drawings in the following description are only some embodiments of the present invention, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0036] Figure 1 A flow chart showing a method for determining a safe side of a support guide wheel of a maglev transportation system according to an embodiment of the present invention is shown;

[0037] Figures 2A-2D A control circuit diagram of a support wheel and a guide wheel according to an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0038] It should be noted that, in the absence of conflict, the embodiments in this application and the features in the embodiments can be combined with each other. The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present invention and its application or use. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0039] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0040] Unless otherwise specifically stated, the relative arrangement of the parts and steps described in these embodiments, numerical expressions and numerical values ​​do not limit the scope of the present invention. At the same time, it should be understood that, for ease of description, the sizes of the various parts shown in the accompanying drawings are not drawn according to the actual proportional relationship. The technology, method and equipment known to ordinary technicians in the relevant field may not be discussed in detail, but in appropriate cases, the technology, method and equipment should be regarded as a part of the authorization specification. In all examples shown and discussed here, any specific value should be interpreted as being merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once a certain item is defined in an accompanying drawing, it does not need to be further discussed in subsequent drawings.

[0041] Figure 1 A flow chart of a method for determining a safe side of a supporting guide wheel of a maglev transportation system according to an embodiment of the present invention is shown.

[0042] Among them, the maglev transportation system can be an ultra-high-speed low-vacuum maglev transportation system, which can include a maglev train that can run at ultra-high speed in a low-vacuum pipe.

[0043] like Figure 1 As shown, an embodiment of the present invention provides a method for determining the safe side of a support guide wheel of a maglev transportation system, wherein the method comprises:

[0044] S100, obtaining the ground contact speed V of the support wheel and the guide wheel;

[0045] S102, compare the acquired touchdown speed V with the first speed V1 and the second speed V2, and determine the safe side of the support wheel and the guide wheel in the fault state according to the comparison result, wherein the first speed is the minimum speed allowed by the train when the support wheel and the guide wheel are normally retracted during acceleration, and the second speed is the maximum speed allowed by the train when the support wheel and the guide wheel are normally lowered during deceleration (the first speed is less than the second speed).

[0046] Among them, the safety side of the support wheels and guide wheels refers to the state of the support wheels and guide wheels when the train is in a safe state.

[0047] Through the above technical solution, the ground contact speed of the support wheel and the guide wheel can be obtained, the obtained ground contact speed can be compared with the first speed and the second speed, and the safe side of the support wheel and the guide wheel in the fault state can be determined according to the comparison result. In this way, the normal retraction and extension function of the train support wheel and the guide wheel can be realized, and it can be ensured that in any fault situation, the train can be in the safest state under the current situation.

[0048] By way of example, the fault condition may include a superconducting magnet quench and a suspension coil failure, but the present invention is not limited thereto.

[0049] According to an embodiment of the present invention, determining the safe side of the support wheel and the guide wheel in the fault state according to the comparison result includes:

[0050] When the acquired ground contact speed V is less than the first speed V1, it is determined that the safety side of the support wheel and the guide wheel are lowered in the fault state.

[0051] That is, when the touchdown speed is less than the minimum speed allowed by the train when the support wheels and guide wheels are normally retracted, the train is in a landing state. At this time, the support wheels and guide wheels themselves are in the state of being lowered. Therefore, when the superconducting magnet loses superpower or the suspension coil fails, the safe side of the support wheels and guide wheels is determined to be lowered (that is, maintaining the previous state unchanged).

[0052] According to an embodiment of the present invention, determining the safe side of the support wheel and the guide wheel in the fault state according to the comparison result includes:

[0053] When the acquired ground contact speed V is greater than or equal to the first speed V1 and less than or equal to the second speed V2, determining whether the time required for the train to touch the ground is greater than or equal to a predetermined time;

[0054] Determine the safe side of the support wheel and guide wheel in the fault state based on the judgment result.

[0055] That is, when V1≤V≤V2, it is determined whether the time requirement for lowering the support wheels and the guide wheels is met, and the safe side is determined based on the result of the time judgment.

[0056] For example, the time required for the train to touch the ground can be calculated based on the current speed of the train and the predetermined deceleration.

[0057] According to an embodiment of the present invention, determining the safe side of the support wheel and the guide wheel in the fault state according to the judgment result includes:

[0058] In the case that the time required for the train to touch the ground is less than a predetermined time, determining that the safe side of the support wheel and the guide wheel in the fault state is retracted;

[0059] When the time required for the train to touch the ground is greater than or equal to a predetermined time, it is determined that the safe side of the support wheel and the guide wheel in the fault state is retracted or lowered.

[0060] That is, the touchdown speed is greater than or equal to the minimum speed allowed by the train when the support wheels and guide wheels are normally retracted and less than or equal to the maximum speed allowed by the train when the support wheels and guide wheels are normally lowered, that is, the train is in a suspended state, and the state of the support wheels and guide wheels themselves is retracted. Since the conditions for lowering the support wheels and guide wheels are not met (it takes a certain amount of time to lower the support wheels and guide wheels, and the train will touch the ground if the lowering action is not completed within this time, therefore, if the time requirement for lowering the support wheels and guide wheels is not met, the conditions for lowering the support wheels and guide wheels are not met), when the superconducting magnet loses superpower or the suspension coil fails, the safe side is selected as retracted (maintaining the previous state unchanged), and in the event of a fault, braking can be achieved by the friction of the emergency support shoe touching the ground.

[0061] Alternatively, the touchdown speed is greater than or equal to the minimum speed allowed by the train when the support wheels and guide wheels are normally retracted and less than or equal to the maximum speed allowed by the train when the support wheels and guide wheels are normally lowered, that is, the train is in a suspended state. At this time, the support wheels and guide wheels themselves are in the state of retracting. Because the conditions for lowering the support wheels and guide wheels are met (the train speed meets the requirements for lowering the support wheels and guide wheels), when the superconducting magnet quenches or the suspension coil fails, the safety side is determined to be either retracted (maintaining the previous state unchanged) or lowered.

[0062] According to an embodiment of the present invention, determining the safe side of the support wheel and the guide wheel in the fault state according to the comparison result includes:

[0063] In the case where the acquired ground contact speed V is greater than the second speed V2, it is determined that the safety side of the support wheel and the guide wheel are retracted in the fault state.

[0064] That is, the touchdown speed is greater than the maximum speed allowed by the train when the support wheels and guide wheels are normally lowered, that is, the train is in a suspended state. At this time, the support wheels and guide wheels themselves are in the retracted state. Because the train touchdown speed is too high, it exceeds the maximum touchdown speed that the wheels can withstand. Therefore, when the superconducting magnet quenches or the suspension coil fails, its safe side is determined to be retracted (maintaining the previous state unchanged). In the event of a fault, braking is achieved by the friction of the emergency support shoe touching the ground.

[0065] Table 1 below shows the results of determining the safe side of the support wheel and the guide wheel corresponding to different ground contact speeds.

[0066] Table 1 Analysis table of safety side selection of support wheels and guide wheels

[0067]

[0068] In general, combined with Table 1, it can be seen that, for several situations of comprehensive touchdown speed, except for the safe side when V1≤V≤V2 (having the lowering condition), which can be determined as maintaining the previous state unchanged or the opposite state, the safe side in the other situations is determined to maintain the previous state.

[0069] An embodiment of the present invention further provides a system for determining the safe side of a support guide wheel of a maglev transportation system, wherein the system comprises:

[0070] An acquisition device, used to acquire the ground contact speed V of the support wheel and the guide wheel;

[0071] The processing device is used to compare the acquired touchdown speed V with the first speed V1 and the second speed V2, and determine the safe side of the support wheel and the guide wheel in the fault state according to the comparison result, wherein the first speed is the minimum speed allowed by the train when the support wheel and the guide wheel are normally retracted during acceleration, and the second speed is the maximum speed allowed by the train when the support wheel and the guide wheel are normally lowered during deceleration.

[0072] Through the above technical solution, the ground contact speed of the support wheel and the guide wheel can be obtained, the obtained ground contact speed can be compared with the first speed and the second speed, and the safe side of the support wheel and the guide wheel in the fault state can be determined according to the comparison result. In this way, the normal retraction and extension function of the train support wheel and the guide wheel can be realized, and it can be ensured that in any fault situation, the train can be in the safest state under the current situation.

[0073] According to an embodiment of the present invention, the processing device determines the safe side of the support wheel and the guide wheel in the fault state according to the comparison result, including:

[0074] When the acquired ground contact speed V is less than the first speed V1, it is determined that the safety side of the support wheel and the guide wheel are lowered in the fault state.

[0075] According to an embodiment of the present invention, the processing device determines the safe side of the support wheel and the guide wheel in the fault state according to the comparison result, including:

[0076] When the acquired ground contact speed V is greater than or equal to the first speed V1 and less than or equal to the second speed V2, determining whether the time required for the train to touch the ground is greater than or equal to a predetermined time;

[0077] Determine the safe side of the support wheel and guide wheel in the fault state based on the judgment result.

[0078] According to an embodiment of the present invention, determining the safe side of the support wheel and the guide wheel in the fault state according to the judgment result includes:

[0079] In the case that the time required for the train to touch the ground is less than a predetermined time, determining that the safe side of the support wheel and the guide wheel in the fault state is retracted;

[0080] When the time required for the train to touch the ground is greater than or equal to a predetermined time, it is determined that the safe side of the support wheel and the guide wheel in the fault state is retracted or lowered.

[0081] According to an embodiment of the present invention, the processing device determines the safe side of the support wheel and the guide wheel in the fault state according to the comparison result, including:

[0082] In the case where the acquired ground contact speed V is greater than the second speed V2, it is determined that the safety side of the support wheels and the guide wheels are retracted in the fault state.

[0083] The above system and Figure 1 The method described above corresponds to the method described above. For specific examples, please refer to the above description of the method, which will not be repeated here.

[0084] Figures 2A-2D A control circuit diagram of a support wheel and a guide wheel according to an embodiment of the present invention is shown.

[0085] Among them, the folding and lowering of the support wheels are controlled by different relays respectively, and the extension (lowering) and retraction (folding) of the guide wheels are also controlled by different relays respectively. Figure 2A stowing control circuit for the support wheels; Figure 2B Put down the control circuit for the support wheel; Figure 2C A guide wheel retraction control circuit; Figure 2D Provides a control circuit for the guide wheel to extend.

[0086] For the support wheels:

[0087] When the safety side of the support wheel maintains the previous state, that is, no action, the normally open contact K1 of the relay M1 can be used to control the retracting action of the support wheel. When the relay M1 is de-energized, it is normal, the normally open contact K1 is disconnected, and the command output corresponding to the retracting of the support wheel is no action. On the contrary, when the relay M1 is energized, the normally open contact K1 is closed, and the command output corresponding to the retracting of the support wheel is retracting. Similarly, the normally open contact K2 of the relay M2 is used to control the lowering action of the support wheel. When the relay M2 is de-energized, it is normal, the normally open contact K2 is disconnected, and the command output corresponding to the lowering of the support wheel is no action. On the contrary, when the relay M2 is energized, the normally open contact K2 is closed, and the command output corresponding to the lowering of the support wheel is lowering. Figure 2A and 2B shown.

[0088] Under normal circumstances, at each moment, relay M1 or relay M2 (only one) will be driven by the driving signal and energized to make the corresponding normally open contact actuate, corresponding to the state of the support wheel being retracted or lowered. When the operation control system fails and crashes, and the superconducting magnet loses its superconductivity or the suspension coil fails, the support wheel maintains the previous state unchanged and does not move arbitrarily, ensuring that the train is in the safest state under the current situation.

[0089] In addition, in order to prevent the multi-channel erroneous output of the driving signal, an interlocking protection circuit is added to the control circuit of the support wheel folding and lowering, and the normally closed contact K2' corresponding to the relay M2 is connected in series with the normally open contact K1 corresponding to the relay M1, and the normally closed contact K1' corresponding to the relay M1 is connected in series with the normally open contact K2 corresponding to the relay M2. When the driving signals for folding and lowering the support wheel are output at the same time, that is, when the relays M1 and M2 are energized at the same time, although the normally open contacts K1 and K2 will be closed, the normally closed contacts K1' and K2' will be disconnected, and the two control circuits will be disconnected, and the corresponding support wheel state will be inactive, preventing its erroneous operation from occurring.

[0090] For guide wheels:

[0091] When the safety side of the guide wheel maintains the previous state, that is, no action, the normally open contact K3 of relay M3 can be used to control the retraction action of the guide wheel. When relay M3 is de-energized, it is normal state, the normally open contact K3 is disconnected, and the command output corresponding to the retraction of the guide wheel is no action. On the contrary, when relay M3 is energized, the normally open contact K3 is closed, and the command output corresponding to the retraction of the guide wheel is retraction. Similarly, when relay M4 is used to control the extension action of the guide wheel, when relay M4 is de-energized, it is normal state, the normally open contact K4 is disconnected, and the command output corresponding to the extension of the guide wheel is no action. On the contrary, when relay M4 is energized, the normally open contact K4 is closed, and the command output corresponding to the extension of the guide wheel is extension.

[0092] Under normal circumstances, at each moment, relay M3 or relay M4 will be driven by the drive signal and energized to cause the corresponding normally open contact to operate, corresponding to the state of the guide wheel retracting or extending. When the operation control system fails and crashes, and the superconducting magnet loses superconductivity or the suspension coil fails, the guide wheel maintains the previous state unchanged and does not move arbitrarily, ensuring that the train is in the safest state under the current situation.

[0093] In addition, in order to prevent the multi-channel erroneous output of the driving signal, an interlocking protection circuit is added to the extension and retraction control circuit of the guide wheel, and the normally closed contact K4' corresponding to the relay M4 is connected in series with the normally open contact K3 corresponding to the relay M3, and the normally closed contact K3' corresponding to the relay M3 is connected in series with the normally open contact K4 corresponding to the relay M4. When the driving signals for the extension and retraction of the guide wheel are output at the same time, that is, when the relays M3 and M4 are energized at the same time, although the normally open contacts K3 and K4 will be closed, the normally closed contacts K3' and K4' will be disconnected, and the two control circuits will be disconnected, and the corresponding guide wheel state will be inactive, preventing its erroneous operation from occurring.

[0094] Those skilled in the art should understand that the above Figures 2A-2D The description is merely exemplary and is not intended to limit the present invention.

[0095] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the devices or elements referred to must have a specific direction or be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of the present invention. The directional words "inside and outside" refer to the inside and outside relative to the contours of each component itself.

[0096] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0097] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of the present invention.

[0098] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A method for determining the safe side of a support guide wheel of a maglev transportation system, characterized in that: The method includes: Obtain the ground contact speed V of the support wheel and the guide wheel; Compare the acquired ground contact speed V with the first speed V1 and the second speed V2, and determine the safe side of the support wheel and the guide wheel in the fault state according to the comparison result, wherein the first speed is the minimum speed allowed by the train when the support wheel and the guide wheel are normally retracted during acceleration, and the second speed is the maximum speed allowed by the train when the support wheel and the guide wheel are normally lowered during deceleration; Determining the safe side of the support wheel and the guide wheel in the fault state according to the comparison results includes: When the acquired ground contact speed V is less than the first speed V1, it is determined that the safety side of the support wheel and the guide wheel are lowered in the fault state; When the acquired touchdown speed V is greater than or equal to the first speed V1 and less than or equal to the second speed V2, it is determined whether the time required for the train to touch the ground is greater than or equal to the predetermined time, and the safe side of the support wheel and the guide wheel under the fault state is determined according to the determination result.

2. The method according to claim 1, characterized in that Determine the safe side of the support wheel and guide wheel in the fault state according to the judgment result, including: In the case that the time required for the train to touch the ground is less than a predetermined time, determining that the safe side of the support wheel and the guide wheel in the fault state is retracted; When the time required for the train to touch the ground is greater than or equal to a predetermined time, it is determined that the safe side of the support wheel and the guide wheel in the fault state is retracted or lowered.

3. The method according to claim 1, characterized in that Determining the safe side of the support wheel and the guide wheel in the fault state according to the comparison results includes: In the case where the acquired ground contact speed V is greater than the second speed V2, it is determined that the safety side of the support wheel and the guide wheel are retracted in the fault state.

4. A system for determining the safe side of a support guide wheel of a maglev transportation system, characterized in that: The system includes: An acquisition device, used to acquire the ground contact speed V of the support wheel and the guide wheel; a processing device, used for comparing the acquired ground contact speed V with a first speed V1 and a second speed V2, and determining the safe side of the support wheel and the guide wheel in the fault state according to the comparison result, wherein the first speed is the minimum speed allowed by the train when the support wheel and the guide wheel are normally retracted during acceleration, and the second speed is the maximum speed allowed by the train when the support wheel and the guide wheel are normally lowered during deceleration; The processing device determines the safe side of the support wheel and the guide wheel in the fault state according to the comparison result, including: When the acquired ground contact speed V is less than the first speed V1, it is determined that the safety side of the support wheel and the guide wheel are lowered in the fault state; When the acquired touchdown speed V is greater than or equal to the first speed V1 and less than or equal to the second speed V2, it is determined whether the time required for the train to touch the ground is greater than or equal to the predetermined time, and the safe side of the support wheel and the guide wheel under the fault state is determined according to the determination result.

5. The system according to claim 4, characterized in that Determine the safe side of the support wheel and guide wheel in the fault state according to the judgment result, including: In the case that the time required for the train to touch the ground is less than a predetermined time, determining that the safe side of the support wheel and the guide wheel in the fault state is retracted; When the time required for the train to touch the ground is greater than or equal to a predetermined time, it is determined that the safe side of the support wheel and the guide wheel in the fault state is retracted or lowered.

6. The system according to claim 4, characterized in that The processing device determines the safe side of the support wheel and the guide wheel in the fault state according to the comparison result, including: In the case where the acquired ground contact speed V is greater than the second speed V2, it is determined that the safety side of the support wheels and the guide wheels are retracted in the fault state.

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