A maglev ATP system based on configurable braking model

Abstract

The present invention discloses a maglev ATP system based on a configurable braking model, which relates to the field of rail transit technology and includes a speed measurement and acquisition module, a positioning acquisition module, an on-board main operator and an on-board DMI. The on-board main operator includes an ATP control module and a speed measurement and positioning processing module. The ATP control module receives movement authorization and equipment status from the trackside, combines input data from the on-board DMI and safe speed and safe position data from the speed measurement and positioning processing module, monitors the speed of the maglev train, and calculates and sends vehicle control commands to the vehicle. The ATP control module and the speed measurement and positioning processing module realize data transmission through interface calls, ensuring the timeliness of data transmission; the ATP control module can select the corresponding braking model according to the traction status of the train, and can also configure the traction force change model when traction is cut off and the braking force change model when braking is established according to project needs.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, and more particularly to a magnetic levitation ATP system based on a configurable braking model. Background Art

[0002] The ATP subsystem (Automatic Train Protection) is a safety control system that ensures train speeds do not exceed target speeds. A subsystem of the Automatic Train Control (ATC) system, it is a key component of ensuring safe train operation and overspeed protection. This subsystem continuously transmits information such as "target speed" and "target distance" to trains via trackside ATP ground equipment, ensuring that following trains maintain a safe separation distance from preceding trains. It also oversees the programmatic opening and closing of train doors and platform screen doors, ensuring their safe operation.

[0003] In the prior art, Chinese patent publication number CN205971371U discloses an on-board ATP system based on satellite positioning and acceleration sensors. The system includes a security computer, a speed and distance measurement unit, and a train interface unit, all connected via a communication bus.

[0004] The Chinese patent publication number CN205906003U discloses a point-connected ATP system, which is mainly used in signal systems that can be easily upgraded to CBTC systems. The system includes subsystems such as on-board subsystems, interlocking subsystems, trackside equipment, and communication subsystems. It is a quasi-mobile block signal system that adds continuous wireless communication in key areas based on the protection of trains using point-based equipment.

[0005] Chinese patent publication number CN109367584A discloses an ATP system for trams. The system uses a "beacon + speed sensor" method to achieve speed measurement and positioning. The emergency braking operational model is divided into three stages. Based on the law of conservation of energy, the energy change formula of the train during emergency braking is derived to calculate the speed threshold that the train cannot exceed.

[0006] The ATP systems disclosed in the above patents are not suitable for automatic train protection of maglev trains. Summary of the Invention

[0007] In order to overcome the above-mentioned defects in the prior art, the present invention discloses a maglev ATP system based on a configurable braking model. The purpose of the present invention is to solve the problem that the ATP system in the prior art is not suitable for automatic train protection of maglev trains.

[0008] In order to achieve the above objectives, the present invention adopts the following technical solutions:

[0009] A maglev ATP system based on a configurable braking model includes a speed measurement and acquisition module, a positioning acquisition module, an on-board main computing unit, and an on-board DMI. The on-board main computing unit includes an ATP control module and a speed measurement and positioning processing module.

[0010] The speed measurement and acquisition module is in communication with the speed measurement and positioning processing module, collects speed information of the maglev train and sends it to the speed measurement and positioning processing module;

[0011] The positioning acquisition module is in communication with the speed measurement and positioning processing module to collect the position information of the maglev train and send it to the speed measurement and positioning processing module;

[0012] The speed measurement and positioning processing module is in communication with the ATP control module, receives information from the speed measurement acquisition module and the positioning acquisition module to generate a safe speed and a safe position, and sends the safe speed and safe position information to the ATP control module;

[0013] The ATP control module is in communication with the onboard DMI, receives movement authorization and equipment status from the trackside, combines input data from the onboard DMI and safe speed and safe position data from the speed measurement and positioning processing module, monitors the speed of the maglev train, calculates vehicle control commands and sends them to the vehicle, and sends train status information and position information to the trackside equipment.

[0014] Preferably, the ATP control module and the speed measurement and positioning processing module are integrated into the same logic operation board of the vehicle-mounted main operation unit.

[0015] In the present invention, the ATP control module and the speed measurement and positioning processing module are integrated into the onboard main arithmetic unit. The ATP control module and the speed measurement and positioning processing module are integrated into the same logic operation board, which occupies less hardware, has a smaller overall volume, and shortens data interaction time. The speed measurement and positioning processing module receives information from the speed measurement acquisition module and the positioning acquisition module to generate a safe speed and safe position, and transmits the safe speed and safe position information to the ATP control module. The ATP control module receives movement authorization and equipment status from the trackside, combines input data from the onboard DMI and speed and position data from the speed measurement and positioning processing module, calculates vehicle control commands and sends them to the vehicle, and transmits train status information and position information to the trackside equipment.

[0016] Preferably, the ATP control module carries core computing functions, including line map management, train positioning status management, train overspeed protection, door management, and sending train status to the trackside.

[0017] Preferably, the speed measurement and positioning processing module receives data from the speed measurement acquisition module and the positioning acquisition module, filters, verifies and integrates the collected speed and position information, calculates the safe position and safe speed, and provides them to the ATP control module.

[0018] Preferably, the speed measurement and acquisition module and the positioning acquisition module use a combinable and reusable train-mounted speed measurement and positioning safety platform, which connects to different sensor combinations, receives speed data from acceleration sensors, radars or satellites, and realizes information interaction among multiple sensors.

[0019] Preferably, the on-board DMI is used to receive button information from the driver, display the route map, train position, train speed, speed protection curve, and equipment status information sent from the ATP control module, and assist the driver in driving safely.

[0020] Preferably, the ATP control module stores maglev vehicle parameters, a line electronic map and a real-time operation logic module; the vehicle parameters include vehicle length, empty vehicle weight and fully loaded vehicle weight; the line electronic map includes the line length, kilometer marks, section divisions and all beacons, switches, signals, slopes, as well as turning points, protection areas and permanent speed limit area information in each section; the real-time operation logic module stores the traction and braking operational model, and calculates and outputs train control commands in real time based on the data sent by the speed measurement and positioning processing module, DMI, ZC and CBI.

[0021] In the present invention, DMI refers to driver machine interface, ZC refers to zone control center, and CBI refers to computer interlocking system.

[0022] Preferably, the ATP control module is in communication with the ZC and CBI; after the train is located, the onboard equipment first initiates a connection request and establishes a connection with the ZC through the communication protocol; then it periodically initiates a registration request until the ZC replies that the registration is successful; thereafter, the onboard equipment periodically sends a position report, train location information and the working status of the ATP control module to the ZC, and monitors the communication status between itself and the ZC; the ZC is responsible for simulating mobile authorization information, calculating path information, temporary speed limit information, monitoring platform door status, and periodically sending it to the ATP control module through wireless communication; when the train loses its location, the onboard equipment will send a registration request to the ZC, and the ZC will periodically send a registration request to the ZC, and monitor ... When the train is in the CBI communication area, the on-board equipment periodically sends a deregistration request until the ZC feeds back a deregistration success feedback signal; when the train's maximum safety front runs to the CBI communication area, the on-board equipment sends a heartbeat frame to the CBI until the CBI replies with a heartbeat frame; when the on-board equipment determines that the train's safety positioning intersects with the CBI communication area in the electronic line map, the on-board equipment sends an on-board control message to the CBI, and the CBI replies with CBI status information; when the train's safety positioning does not intersect with the CBI communication area, the on-board equipment sends a deregistration request to the CBI until it receives the deregistration reply information from the CBI until the communication times out;

[0023] The on-board control information sent by the on-board equipment to the CBI includes the train's direction of travel, the track section where the train's maximum safe front end is located, the platform door opening code, the platform screen door control status, and the query signal identification. The CBI then feeds back the platform screen door and signal status information to the on-board equipment.

[0024] Preferably, the ATP control module manages the positioning status, which includes: loss of positioning, continuous beacon positioning and repositioning; all beacons of the line are stored in the line map, and when the beacon is read, the ATP control module knows the position of the train in the actual line; when the ATP control module cannot obtain a valid and safe position from the speed measurement and positioning processing module, the train positioning status is set to a lost positioning state; when the ATP control module can obtain two consecutive beacons from the speed measurement and positioning processing module and confirm the actual position and running direction of the train, the train positioning status is set to continuous beacon positioning; repositioning is to correct the data calculated by the speed measurement and positioning processing module when the train has been positioned.

[0025] Preferably, the monitoring speed of the ATP control module is set as follows:

[0026] In the event of a train losing its position, the highest speed limit among all speed limits on the entire line in the electronic map will be used as the monitoring speed for protection, including when the train is just powered on and has not yet been positioned, or when the train is running without receiving the safe speed and position information from the speed measurement and positioning processing module;

[0027] In the case of train positioning, all restriction points stored in the electronic map, including signals, switches, permanent speed limits, and virtual restriction areas in protection zones, each have their own fixed speed limits. The ATP control module uses these speeds as monitoring speeds, and the train is not allowed to exceed the speed limits of all restriction points ahead.

[0028] When communication with ZC is normal, the temporary speed limit and the speed information of the train ahead sent by ZC will be included in the monitoring speed range.

[0029] In the present invention, the speed monitoring principle of the ATP control module is as follows:

[0030] 1. Speed monitoring process

[0031] Preferably, the speed monitoring of the ATP control module comprises the following steps:

[0032] S11. Determine whether the train is currently in a traction state, a coasting state, or a braking state, and read the corresponding braking model; if the train is in a traction state, use the traction state braking model; if the train is in a coasting state, use the coasting state braking model; if the train is in a braking state, use the braking state braking model;

[0033] S12. Perform force analysis on the train based on the current braking model and calculate the current cycle acceleration of the train in combination with the train mass;

[0034] S13, using the acceleration in step S12, calculate the train position and train speed at the end of this cycle;

[0035] S14: Determine whether the train speed obtained in step S13 is less than or equal to 0 km / h. If so, proceed to step S19; otherwise, proceed to step S15.

[0036] S15: Check whether the train position obtained in step S13 exceeds the movement authorization. If so, proceed to step S18; if not, proceed to step S16;

[0037] S16: Determine whether there is a speed limit point or speed limit area at the location. If not, continue with the next cycle calculation and go to step S12. If there is a speed limit point or speed limit area, obtain the current speed limit value and go to step S17.

[0038] S17: Determine whether the train speed obtained in step S13 exceeds the current speed limit obtained in step S16. If so, jump to step S18; if not, continue with the next cycle calculation and jump to step S12.

[0039] S18, overspeed alarm;

[0040] S19. End the operation.

[0041] In this invention, it is important to note that the ATP control system requires the speed monitoring algorithm to be run for every ATP calculation cycle. This speed monitoring algorithm calculates the train's motion state from the current moment until the train brakes to 0 km / h. Each braking model is divided into multiple motion phases. To balance computational efficiency and accuracy, the train's motion state is calculated for each Inter*ATP calculation cycle (the Inter value requires static configuration) from the moment braking is complete until the train speed reaches 0 km / h. The motion state for each ATP calculation cycle in all other motion phases must also be calculated.

[0042] Preferably, the ATP control module's speed monitoring utilizes stored maglev vehicle parameters, a route electronic map, static configuration parameters, and real-time input information. In the present invention, the static configuration parameters are primarily used for train force analysis, brake model phase analysis, and the train speed monitoring algorithm. Real-time input information is the safe speed and safe position information received from the speed measurement and positioning processing module.

[0043] 2. Stress analysis during train operation

[0044] Preferably, the ATP control module performs a force analysis on the train operation process, and the train forces are as follows:

[0045] F=a trac f trac F trac +a break f break F break +O air F air +F g +O elec F elec

[0046] Among them, a tracftrac F trac is the total traction force, a break f break F break is the total braking force, O air F air is the total air resistance, F g is gravity, O elec F elec is the total electromagnetic resistance;

[0047] In the present invention, the train operation process is mainly affected by the train traction, air resistance, train gravity, electromagnetic resistance, etc. During each ATP calculation cycle, the force on the train is as shown in the above formula.

[0048] Preferably, in the train force formula:

[0049] F trac For traction, the ATP control module has a built-in correspondence table between train speed ranges and train traction. According to the received current speed, the train speed range in which the current speed is located is determined, and the train traction corresponding to the train speed range is used as F. trac ;

[0050] a trac is the traction coefficient, which is an overestimation of the traction, a trac >1;

[0051] f trac The traction force removal model is used to describe the change of traction force. It can be configured according to the actual situation. When the traction force changes at a constant rate, f trac Configured as Where N is the number of ATP calculation cycles occupied by the traction force removal phase, and n represents the nth cycle of traction force removal in the current cycle;

[0052] In the present invention, the traction removal model f trac , describing the change in traction. For example, f tracIf it is configured as 1, it means that the traction force at a certain stage is constant, such as the traction removal process in the classic braking model. In actual applications, the change of traction force during the traction removal process may be at a constant rate, or it may first decay rapidly and then decay slowly, or first decay slowly and then decay rapidly. The project can configure it according to the actual situation. trac When the traction force changes at a constant rate, f trac Configurable to Where N is the number of ATP calculation cycles occupied by the traction removal phase, and n represents the nth cycle of the traction removal in the current cycle. trac It is not limited to functions, and may also be in the form of a table, etc., as long as the traction value after the current cycle change can be found.

[0053] F break For braking force, the ATP control module has a built-in correspondence table between train speed range and train braking force. According to the received current speed, the train speed range in which the current speed is located is determined, and the train braking force corresponding to the train speed range is used as F. break ;

[0054] a break is the braking force coefficient, and a reserved estimate of the braking force is made, 0<a break <1;

[0055] f break A model is established for the braking force to describe the change of the braking force. It can be configured according to the actual situation. When the braking force changes at a constant rate, f break Configured as Where N is the number of ATP calculation cycles occupied by the braking force establishment phase, and n represents the nth cycle in the braking force establishment phase of the current cycle;

[0056] In the present invention, the braking force model f break , describes the change in braking force. For example, f break If it is configured as 1, it means that the braking force at a certain stage is constant, such as the braking force building process in the classic braking model. However, in actual applications, the change of the braking force during the braking force building process may be at a constant rate, or it may first decay rapidly and then decay slowly, or first decay slowly and then decay rapidly. The project can configure it according to the actual situation. break For example, when the braking force changes at a constant rate, f break Configurable to Where N is the number of ATP calculation cycles that the braking force establishment phase takes, and n represents the current cycle in the nth cycle of braking force establishment. break It is not limited to functions, and may also be in the form of a table, etc., as long as the braking force value after the current cycle change can be found.

[0057] Whether to calculate air resistance O air , O air =0, air resistance is not calculated, the default is 0 air =1;

[0058] Whether to calculate electromagnetic resistance O elec , O elec =0, electromagnetic resistance is not calculated, the default is 0 elec =1;

[0059] Preferably, (1) for traction calculation: obtain a from the configuration trac , according to the current operation stage and the current ATP calculation cycle, f is obtained from the configuration trac , obtain F according to the speed-traction table trac , the traction force is calculated to be a trac f trac F trac ;

[0060] (2) For braking force calculation: Get a from the configuration break , according to the current operation stage and the current ATP calculation cycle, f is obtained from the configuration break , obtain F according to the speed-braking force table break , the braking force is calculated to be a break f break F break ;

[0061] (3) For gravity calculation: it is the component force F parallel to the ramp g =Mgi, where M is the mass of the train, i represents the thousandth of the gradient, and the gradient is the maximum gradient within the safe position of the train;

[0062] In the present invention, when a train is on a slope, its own gravity can be decomposed into a force perpendicular to the slope and a force parallel to the slope. It can be seen that the train's operating conditions are mainly affected by the force component parallel to the slope. When the train is on a downhill slope, the force parallel to the slope is equivalent to traction; when the train is on an uphill slope, the force component parallel to the slope is resistance. The calculation formula for the force component parallel to the slope is:

[0063] F g =Mgi

[0064] i=1000H / S

[0065] Where M is the mass of the train, and i represents the thousandth of the slope, that is, the height difference H between the end point of the slope and the starting point of the slope divided by the distance S between the end point of the slope and the starting point of the slope multiplied by 1000. The influence of the train's gravity on the train speed mainly depends on the slope, and is closely related to the slope and direction of the slope. The slope is the maximum slope within the safe position range of the train. For example, the slope identification information in the uphill direction can be a negative sign, and the slope identification information in the downhill direction can be a positive sign. If there are four slope information of -20°, -10°, 10° and 20°, this article takes -20°<-10°<10°<20°.

[0066] Preferably, the method for obtaining the maximum gradient value of a train within time T includes the following steps:

[0067] S21, obtaining the current slope value i of the train;

[0068] S22, calculate the train travel distance S within time T;

[0069] S23, determine whether the train travels a distance S beyond the current slope; if the train travels a distance S does not exceed the current slope, proceed to step S29; if the train travels a distance S beyond the current slope, proceed to step S24;

[0070] S24, calculating the time t1 taken to reach the end of the current ramp;

[0071] S25, update T value using T-t1;

[0072] S26, the train enters the next ramp;

[0073] S27, determine whether the next slope value i1 is greater than i, if i1 is greater than i, go to step S28, otherwise go to step S22;

[0074] S28, i=i1;

[0075] S29. Output the slope value i as the maximum slope value.

[0076] (4) For air resistance calculation: Among them C d is the drag coefficient, ρ is the air density, V is the relative velocity of the airflow parallel to the direction of train movement, and S is the maximum windward cross-sectional area perpendicular to the train;

[0077] In the present invention, the magnitude of air resistance is related to the drag coefficient, air density, running speed, and the maximum cross-sectional area of the train, and is determined by the following formula:

[0078]

[0079] Among them C dis the drag coefficient, which is generally 0.26; ρ is the air density, which is 1.293 kg / m under standard conditions. 3 For safety reasons, the local minimum air density must be used for each project. V is the relative velocity of the airflow parallel to the train's direction of motion. This patent uses the current train speed V. S is the maximum windward cross-sectional area perpendicular to the train and must be configured based on the project. Clearly, air resistance varies with speed.

[0080] Preferably, the air resistance calculation includes the following steps:

[0081] S31, determining whether there is currently traction;

[0082] S32. If the train is subjected to traction, the force it is currently subjected to is F = a trac f trac F trac +F g +O elec F elec , execute step S35; otherwise, execute step S33;

[0083] The force analysis in the above steps does not include air resistance and is actually oriented towards the safety side.

[0084] S33, determining whether the brake is currently applied;

[0085] S34. If the brakes are applied, the force on the train is F = a breakf b reak f break +F g +O elec F elec , execute step S35; if no brake is applied, the force currently applied to the train is F=F g +O elec F elec , execute step S35;

[0086] The force analysis in the above steps does not include air resistance and is actually oriented towards the safety side.

[0087] S35. Calculate the acceleration a of this cycle based on the force analysis of this cycle, and calculate the end velocity of this cycle as V by combining the current velocity V0 received in this cycle and the ATP calculation period Δt;

[0088] The Δt in the above steps is just an example. In the stage of establishing the braking model from braking completion to deceleration to 0 km / h, the Δt here is actually Inter*Δt.

[0089] S36, compare V and V0, if V>V0, then V=V0;

[0090] The above steps require comparing the sizes of V and V0 because there are errors in the estimated sizes of the various forces acting on the train. At this time, the speed is increasing, that is, V>V0. To guide the safety side, a smaller speed should be used to calculate the smaller air resistance.

[0091] S37, calculate F air .

[0092] (5) For electromagnetic resistance calculation: F ele =0.005Mg;

[0093] In the present invention, based on empirical conclusions from literature, the electromagnetic resistance is taken as approximately 5‰ of the vehicle weight.

[0094] 3. Calculate the train acceleration, train displacement within T time, and train speed after T time

[0095] Preferably, the ATP control module calculates the acceleration of the train, the displacement of the train within T time and the speed of the train after T time.

[0096] The formula for calculating acceleration per cycle is:

[0097] The speed calculation formula per cycle is: V = V0 + aΔt;

[0098] The displacement calculation formula per cycle is:

[0099] In the above formula, V0 represents the safe speed received from the speed measurement and positioning processing module in this cycle; Δt represents the duration of a single ATP calculation cycle. Δt is only an example. During the period from the establishment of the braking model to the deceleration to 0 km / h, Δt is actually Inter*Δt.

[0100] 4. Train braking model analysis

[0101] Preferably, the ATP control module is provided with a train braking model. If the current train is in a traction acceleration state, the train braking model includes the following stages:

[0102] Phase T1: The process from receiving the current speed to starting to cut off traction; based on the current speed V0 and the force conditions of each cycle in phase T1, the distance S1 traveled by the train during time T1 and the speed V1 of the train after time T1 are calculated;

[0103] The T1 time includes the delay from receiving the current speed to calculating the train energy and issuing the traction cut-off command, the delay from the vehicle receiving the traction cut-off command, and the delay from the vehicle receiving the traction cut-off command to the action.

[0104] The total force on the train during the T1 phase is: F = a trac Ftrac +O air F air +F g +O elec F elec ;

[0105] In the present invention, the train is mainly affected by the train traction, air resistance, train gravity, and electromagnetic resistance in the T1 stage. The traction in this stage is a constant value, and the train performs uniform acceleration. The f in the train force formula is trac =1,f break =0, the total force analysis of the train is as shown in the above formula.

[0106] Phase T2: From the start of traction removal to the completion of traction removal; the distance S2 traveled by the train during time T2 and the speed V2 of the train after time T2 are calculated based on V1;

[0107] The total force on the train during the T2 phase is: F = a trac f trac F trac +O air F air +F g +O elec F elec ;

[0108] In the present invention, T2 is the delay from traction acceleration 100% to 0%. In the T2 stage, the train is mainly affected by the train traction, air resistance, train gravity, and electromagnetic resistance. The traction in this stage is a variable value, and the train performs variable acceleration. In order to make the speed curve closer to the actual operation scene, the traction is F trac And the configured traction removal model f trac Jointly determine, f in the train force formula trac According to the configuration value, f break =0, the total force on the train is as shown in the above formula.

[0109] T3 stage: the process from the completion of traction removal to the conversion to braking; if the static parameter configuration table is O trans If the configuration is 1, the T3 stage needs to be calculated. Otherwise, this stage is skipped and the calculation proceeds to the T4 stage.

[0110] The total force on the train during the T3 phase is: F = O air F air +F g +O elec F elec ;

[0111] In the present invention, the T3 stage is the process from the completion of traction removal to the conversion to braking. transIf the configuration is 1, the T3 stage needs to be calculated, otherwise it will be skipped and the calculation will proceed to the T4 stage. The distance S3 traveled by the train during the T3 time from the completion of traction removal to the transition to braking and the speed V3 of the train after T3 are calculated based on V2. The speed of the train during T3 is mainly affected by air resistance, train gravity, electromagnetic resistance, etc. Due to the special nature of maglev trains, the T3 stage may not exist or may take a long time. Therefore, it is necessary to configure whether to calculate the stage from the completion of traction removal to the transition to braking. The train force formula f trac =0,f break =0, so the total force on the train is as shown in the above formula.

[0112] Phase T4: The process from loading brake to completion of brake loading; the distance S4 traveled by the train during T4 and the speed V4 of the train after T4 are calculated based on V3;

[0113] The total force on the train during the T4 phase is: F = a break f break F break +O air F air +F g +O elec F elec ;

[0114] In the present invention, T4 is the delay from 0% to 100% of the braking force. The train speed during T4 is mainly affected by the train braking force, air resistance, train gravity, electromagnetic resistance, etc. The f in the train force formula is trac =0,f break According to the configuration values, the total force of the train is shown in the above formula.

[0115] Phase T5: The process from the completion of loading and braking to the train deceleration to 0 km / h; the distance S5 traveled during T5 is calculated based on V4;

[0116] The total force on the train during the T5 phase is: F = a break F break +O air F air +F g +O elec F elec ;

[0117] In the present invention, the train speed during T5 is mainly affected by the train braking force, air resistance, train gravity, electromagnetic resistance, etc. The f in the train force formula is trac =0,f break =1, the total force on the train is shown in the above formula.

[0118] Preferably, the ATP control module is provided with a train braking model. If the current train is in an inert state, the train braking model includes the following stages:

[0119] Phase T1: The process from receiving the current speed to starting loading and braking; based on the current speed V0 and the force conditions of each cycle in phase T1, the distance S1 traveled by the train during time T1 and the speed V1 of the train after time T1 are calculated;

[0120] The T1 time includes the delay from receiving the current speed to calculating the train energy and issuing the load brake command, the delay from the vehicle receiving the load brake command, and the delay from the vehicle receiving the establish brake command to starting the action;

[0121] The forces in the T1 stage are the same as those in the T3 stage of the braking model in the traction state;

[0122] T2 stage: the process from loading braking to completion of braking loading; the same as T4 stage of the traction state braking model;

[0123] Stage T3: The process from the completion of loading braking to the train deceleration to 0 km / h, which is the same as the T5 stage of the traction state braking model;

[0124] Preferably, the ATP control module is provided with a train braking model. If the train is currently in a braking state, the train braking model includes the following stages:

[0125] Phase T1: The process from receiving the current speed to starting loading and braking, which is the same as the T3 phase of the traction state braking model;

[0126] Phase T2: The process of increasing the braking force from low to emergency braking force. The distance S1 traveled within T1 and the speed V1 of the train after T1 are calculated based on the safety speed V0 received in this cycle.

[0127] The total force on the train during the T2 phase is: F = a break f break F break +O air F air +F g +O elec F elec ;

[0128] In the present invention, the train speed during T2 is mainly affected by the train braking force, air resistance, train gravity, electromagnetic resistance, etc. The f in the train force formula is trac =0,f break According to the configuration values, the total force of the train is shown in the above formula.

[0129] Although the force analysis of the braking state braking model T2 stage is the same as that of the traction state braking model T4 stage, the actual difference is that the braking state braking model T2 stage duration is less than or equal to the traction state braking model T4 stage duration. For example: If The duration of the T2 phase of the braking model in the braking state is

[0130] Stage T3: The process from the completion of loading braking to the train deceleration to 0 km / h, which is the same as the T5 stage of the traction state braking model.

[0131] Preferably, the door management function of the ATP control module includes: authorizing the train to open the doors on the designated side of the platform only when and only when it is determined that the train body is completely within the platform range and safe parking is guaranteed; if the train stops at the station, when the door is opened, ATP maintains the output parking brake.

[0132] Preferably, the speed measurement and positioning processing module generates the safe speed and safe position:

[0133] Speed measurement methods include satellite positioning systems, Hasler, Doppler radar, and accelerometers, with at least two speed measurement methods selected to form a speed measurement combination. Positioning methods include absolute positioning and relative positioning, with at least one positioning method each selected to form a positioning combination. Absolute positioning includes beacon positioning and satellite positioning system positioning, with beacon positioning being mandatory and the others optional. At least one of the optional methods must be selected. Relative positioning is generated by cumulative calculation of the initial position and the speed measurement combination. The speed measurement method combination and the positioning method combination must be verified to meet safety requirements.

[0134] If a satellite positioning system is configured for speed measurement and positioning, the satellite electronic map should be collected first, including the latitude and longitude information of the key points of the section start and end points, beacon points, signals, switches and additional points for positioning in curved sections;

[0135] The speed information collected by the speed acquisition module is transmitted to the speed measurement and positioning processing module. The speed measurement and positioning processing module verifies the validity of each collected speed and calculates the minimum speed, maximum speed and running speed through fusion and sends them to the ATP control module;

[0136] The speed measurement and positioning processing module calculates the relative displacement based on the calculated safe speed, according to the initial position of the train and the accumulated relative displacement;

[0137] The absolute positioning information is collected by the positioning acquisition module and transmitted to the speed measurement and positioning processing module; when the absolute positioning information is not collected, the speed measurement and positioning processing module calculates the safe position based on the relative displacement and sends it to the ATP control module; when the absolute positioning information is collected, the speed measurement and positioning processing module uses the absolute positioning information to verify the relative displacement, and calculates the safe position and sends it to the ATP control module.

[0138] Beneficial effects of the present invention:

[0139] The maglev ATP system provided by this invention selects a braking model based on the train's traction and braking state. If the train is in traction, the traction-state braking model is used. The calculations for the period from the completion of traction to the start of braking can be configured based on the project's specific needs. If the train is in coasting mode, the coasting braking model is used. If the train is in braking mode, the braking braking model is used, improving the accuracy of the overspeed protection model.

[0140] The maglev ATP system proposed in this invention does not use constant traction or braking force during the traction removal and brake establishment phases. Instead, it configures a traction removal model or brake establishment model based on project requirements. This ensures safety while closely matching the actual train operating conditions. This improves the accuracy of the overspeed protection algorithm and ensures safe high-speed train operation.

[0141] The maglev ATP system provided by this invention can be configured to determine whether to calculate air resistance and electromagnetic resistance. When calculating air resistance, the train speed is first calculated when there is no air resistance. The minimum value between this train speed and the current speed is then used to calculate the air resistance, providing a conservative estimate of the air resistance, thereby guiding the train towards safety.

[0142] The maglev ATP system provided by the present invention obtains speed limit information through position when calculating the overspeed protection curve, and promptly determines whether there is speeding, thereby reducing the process of reversely inferring the current speed through the speed limit, reducing the amount of calculation, and improving the system operation efficiency.

[0143] The magnetic levitation ATP system provided by the present invention integrates the ATP control module and the speed measurement and positioning processing module into the vehicle-mounted main computing unit, and realizes data transmission directly through interface calls instead of through a communication bus, thereby ensuring the timeliness of data transmission, reducing the risk of data loss, and improving data reliability.

[0144] In the maglev ATP system provided by the present invention, the ATP control module and the speed measurement and positioning processing module realize data transmission through interface calls, thereby ensuring the timeliness of data transmission; the ATP control module can select the corresponding braking model according to the traction status of the train, and can also configure the traction force change model when traction is cut off and the braking force change model when braking is established according to project requirements, and can configure whether to calculate air resistance and electromagnetic resistance. BRIEF DESCRIPTION OF THE DRAWINGS

[0145] Figure 1 This is a structural diagram of the ATP system of the present invention;

[0146] Figure 2 This is the overspeed protection flow chart of the present invention;

[0147] Figure 3 This is a schematic diagram of the gravity decomposition of the train of the present invention;

[0148] Figure 4 This is a flow chart of the maximum slope calculation of the present invention;

[0149] Figure 5 Calculate the air resistance flow chart for the present invention;

[0150] Figure 6 This is the calculation process of the train displacement S within time T and the train speed V after time T of the present invention;

[0151] Figure 7 This is the braking model of the train in the traction acceleration state of the present invention;

[0152] Figure 8 This is the braking model of the coasting state of the present invention;

[0153] Figure 9 This is the braking state braking model of the present invention. DETAILED DESCRIPTION

[0154] The following will provide a clear and complete description of the concept, specific structure and technical effects of the present invention in conjunction with the embodiments and drawings, so as to fully understand the purpose, features and effects of the present invention.

[0155] Example 1

[0156] A maglev ATP system based on a configurable braking model, such as Figure 1 As shown, it includes a speed measurement and acquisition module, a positioning acquisition module, an on-board main computing unit and an on-board DMI. The on-board main computing unit includes an ATP control module and a speed measurement and positioning processing module;

[0157] The speed measurement and acquisition module is in communication with the speed measurement and positioning processing module, collects the speed information of the maglev train and sends it to the speed measurement and positioning processing module;

[0158] The positioning acquisition module is in communication with the speed measurement and positioning processing module to collect the position information of the maglev train and send it to the speed measurement and positioning processing module;

[0159] The speed measurement and positioning processing module is in communication with the ATP control module, receives information from the speed measurement acquisition module and the positioning acquisition module to generate a safe speed and a safe position, and sends the safe speed and safe position information to the ATP control module;

[0160] The ATP control module is in communication with the onboard DMI, receives movement authorization and equipment status from the trackside, combines input data from the onboard DMI and safe speed and safe position data from the speed measurement and positioning processing module, monitors the speed of the maglev train, calculates vehicle control commands and sends them to the vehicle, and sends train status information and position information to the trackside equipment.

[0161] In this embodiment, the ATP control module and the speed measurement and positioning processing module are integrated into the onboard main computing unit. The ATP control module and the speed measurement and positioning processing module are integrated into the same logic operation board, which occupies less hardware, has a smaller overall volume, and shortens data interaction time. The speed measurement and positioning processing module receives information from the speed measurement acquisition module and the positioning acquisition module to generate a safe speed and safe position, and transmits the safe speed and safe position information to the ATP control module. The ATP control module receives movement authorization and equipment status from the trackside, combines input data from the onboard DMI and speed and position data from the speed measurement and positioning processing module, calculates vehicle control commands and sends them to the vehicle, and transmits train status information and position information to the trackside equipment.

[0162] In this embodiment, the ATP control module carries the core computing functions, which are mainly used for line map management, train positioning status management, train overspeed protection, door management, and sending train status to the trackside.

[0163] The speed measurement and positioning processing module receives data from the speed measurement acquisition module and the positioning acquisition module, filters, verifies and integrates the collected speed and position information, calculates the safe position and safe speed, and provides them to the ATP control module.

[0164] The speed measurement and acquisition module and the positioning acquisition module use a combinable and reusable train-mounted speed measurement and positioning safety platform that can connect to different sensor combinations, receive speed data from acceleration sensors, radars or satellites, and realize information interaction among multiple sensors.

[0165] The on-board DMI is mainly used to receive button information from the driver and display information such as the route map, train position, train speed, speed protection curve, equipment status, etc. sent by the ATP control module to assist the driver in driving safely.

[0166] The ATP control module stores maglev vehicle parameters, an electronic route map, and a real-time computational logic module. Vehicle parameters include vehicle length, empty vehicle weight, and fully loaded vehicle weight. The electronic route map includes information on the route's length, kilometer markers, section divisions, and all beacons, switches, signals, slopes, turning points, protection zones, and permanent speed limit zones within each section. The real-time computational logic module stores operational models for traction and braking, among others. Based on data from the speed measurement and positioning processing module, the DMI, the ZC (Zone Control Center), and the CBI (Computerized Interlocking System), it calculates and outputs train control commands in real time.

[0167] The ATP control module is responsible for communicating with the ZC and CBI. After the train is located, the onboard device first initiates a connection request, establishing a connection with the ZC via a communication protocol. It then periodically initiates registration requests until the ZC responds with a successful registration. Thereafter, the onboard device periodically sends location reports, train location information, and ATP control module operating status to the ZC, while also monitoring its communication status with the ZC. The ZC is responsible for simulating movement authorization information, calculating route information, temporary speed limits, and monitoring platform door status, and periodically transmits these information to the ATP control module via wireless communication. If the train loses its location, the onboard device periodically sends deregistration requests until the ZC receives a successful deregistration response. When the train's maximum safety front reaches the CBI communication area, the onboard device sends heartbeat frames to the CBI until the CBI responds. When the onboard device determines that the train's safe location intersects the CBI communication area on the electronic route map, it sends an onboard control message to the CBI, which responds with CBI status information. When the train's safe location does not intersect with the CBI's communication area, the onboard equipment sends a deregistration request to the CBI. This process continues until the CBI receives a deregistration response or communication times out. The onboard control information sent to the CBI includes the train's direction of travel, the track section where the train's maximum safe front end is located, platform door opening codes, platform screen door control status, and query signal indicators. The CBI then provides feedback to the onboard equipment regarding platform screen door and signal status.

[0168] The positioning states managed by the ATP control module include: lost positioning, continuous beacon positioning, and repositioning. All beacons on the line are stored in the line map, so when a beacon is read, ATP knows the train's actual position on the line. When the ATP control module cannot obtain a valid and safe position from the measurement and positioning module, the train's positioning state is set to lost positioning. When the ATP control module can obtain two consecutive beacons from the speed measurement and positioning processing module and confirm the train's actual position and direction of travel, the train's positioning state is set to continuous beacon positioning. Repositioning is the correction of the data calculated by the speed measurement and positioning processing module when the train has already been positioned.

[0169] Monitoring speed setting of ATP control module:

[0170] 1) In the event of a train losing its position, the highest speed limit among all speed limits on the entire line shown on the electronic map will be used as the monitoring speed for protection. This includes, but is not limited to, when the train has just been powered on and has not yet been positioned, or when the train is running but has not received the safe speed and position information from the speed measurement and positioning processing module.

[0171] 2) In the case of train positioning, all restriction points stored in the electronic map, including but not limited to signals, switches, and virtual restriction areas such as permanent speed limits and protection zones, each have their own fixed speed limit. The ATP control module should use these speeds as monitoring speeds, and the train is not allowed to exceed the speed limit of all restriction points ahead.

[0172] 3) When communication with ZC is normal, the information such as temporary speed limit and speed of the train ahead sent by ZC will be included in the monitoring speed range.

[0173] In this embodiment, the speed monitoring principle of the ATP control module includes:

[0174] 1. Speed monitoring process;

[0175] 2. Stress analysis during train operation;

[0176] 3. Calculate the train acceleration, the train displacement within time T, and the train speed after time T;

[0177] 4. Analysis of train braking model.

[0178] The above principles are described in detail in the subsequent Examples 2-5.

[0179] Example 2

[0180] Based on Example 1, this embodiment further explains the speed monitoring principle of the ATP control module. The speed monitoring process is as follows: Figure 2 As shown, the following steps are included:

[0181] Step 1: First determine whether the train is currently in traction, coasting or braking state, and select the corresponding braking model; if it is in traction state, use the traction state braking model; if it is in coasting state, use the coasting state braking model; if it is in braking state, use the braking state braking model.

[0182] Step 2: Perform force analysis on the train based on the current braking model and calculate the train's acceleration during the current calculation cycle based on the train's mass.

[0183] Step 3: Based on the acceleration in step 2, calculate the train position and train speed at the end of this cycle.

[0184] Step 4: Determine whether the train speed obtained in step 3 is less than or equal to 0 km / h. If yes, go to step 9; otherwise, go to step 5.

[0185] Step 5: Determine whether the train position obtained in step 3 exceeds the movement authorization. If it exceeds the movement authorization, go to step 8; if it does not exceed the movement authorization, go to step 6.

[0186] Step 6: Determine whether there is a speed limit point or speed limit area at the location. If not, continue the next cycle calculation and go to step 2. If there is a speed limit point or speed limit area, obtain the current speed limit value and go to step 7.

[0187] Step 7: Determine whether the train speed obtained in step 3 exceeds the current speed limit obtained in step 6. If so, jump to step 8; if not, continue with the next cycle calculation and go to step 2.

[0188] Step 8: Overspeed alarm.

[0189] Step 9: End the calculation.

[0190] It should be noted that the ATP control system requires the speed monitoring algorithm to run during each ATP cycle. This algorithm calculates the train's motion state from the current moment until the train brakes to 0 km / h. Each braking model is divided into multiple motion phases. To balance computational efficiency and accuracy, the train's motion state is calculated for each Inter*ATP cycle (the Inter value requires static configuration) from the moment braking is complete until the train speed reaches 0 km / h. The motion state is calculated for each ATP cycle for all other phases.

[0191] The ATP control module's speed monitoring requires storage of maglev vehicle parameters, electronic route maps, static configuration parameters, and real-time input information. Static configuration parameters are primarily used for train force analysis, brake model phase analysis, and the train speed monitoring algorithm, as described in Table 1. Real-time input information includes safe speed and safe position information received from the speed measurement and positioning processing module.

[0192]

[0193] Table 1 Static parameter configuration table

[0194] Example 3

[0195] Based on Example 1, this example further elaborates on the force analysis of the train running process in the speed monitoring principle of the ATP control module.

[0196] The train operation process is mainly affected by train traction, air resistance, train gravity, electromagnetic resistance, etc. During each ATP calculation cycle, the force on the train is shown as follows:

[0197] F=a trac f trac F trac +a break f break F break +O air F air +F g +O elec F elec

[0198] Among them, a trac f trac F trac is the total traction force, a break f break F break is the total braking force, O air F air is the total air resistance, F g is gravity, O elec F elec is the total electromagnetic resistance.

[0199] The following parameters can be configured according to the project:

[0200] Traction force F trac The ATP control module has a built-in correspondence table between train speed intervals and train traction. According to the received current speed, the train speed interval in which the current speed is located is determined, and the train traction corresponding to the train speed interval is used as F trac ;

[0201] Traction coefficient a trac , an overestimation of the traction force, a trac >1;

[0202] Traction resection model f trac , describing the change in traction. For example, f trac If it is configured as 1, it means that the traction force at a certain stage is constant, such as the traction removal process in the classic braking model. In actual applications, the change of traction force during the traction removal process may be at a constant rate, or it may first decay rapidly and then decay slowly, or first decay slowly and then decay rapidly. The project can configure it according to the actual situation. trac When the traction force changes at a constant rate, f trac Configurable to Where N is the number of ATP calculation cycles occupied by the traction removal phase, and n represents the nth cycle of the traction removal in the current cycle. tracIt is not limited to functions, and may also be in the form of a table, etc., as long as the traction value after the current cycle change can be found.

[0203] Braking force F break The ATP control module has a built-in correspondence table between train speed intervals and train braking force. According to the received current speed, the train speed interval in which the current speed is located is determined, and the train braking force corresponding to the train speed interval is used as F break ;

[0204] Braking force coefficient a break , make a reserved estimate of the braking force, 0<a break <1;

[0205] Braking force model f break , describes the change in braking force. For example, f break If it is configured as 1, it means that the braking force at a certain stage is constant, such as the braking force building process in the classic braking model. However, in actual applications, the change of the braking force during the braking force building process may be at a constant rate, or it may first decay rapidly and then decay slowly, or first decay slowly and then decay rapidly. The project can configure it according to the actual situation. break For example, when the braking force changes at a constant rate, f break Configurable to Where N is the number of ATP calculation cycles that the braking force establishment phase takes, and n represents the current cycle in the nth cycle of braking force establishment. break It is not limited to functions, and may also be in the form of a table, etc., as long as the braking force value after the current cycle change can be found.

[0206] Whether to calculate air resistance O air , O air =0, air resistance is not calculated, the default is 0 air =1;

[0207] Whether to calculate electromagnetic resistance O elec , O elec =0, electromagnetic resistance is not calculated, the default is 0 elec =1;

[0208] In this embodiment:

[0209] (1) Calculate traction: Get a from the configuration trac , according to the current operation stage and the current ATP calculation cycle, f is obtained from the configuration trac , obtain F according to the speed-traction table trac , the traction force is calculated to be a trac f trac F trac ;

[0210] (2) Calculate the braking force: Get a from the configuration break , according to the current operation stage and the current ATP calculation cycle, f is obtained from the configuration break , obtain F according to the speed-braking force table break , the braking force is calculated to be a break f break F break ;

[0211] (3) Calculate gravity: Figure 3 As shown in the figure, when a train is on a slope, its own weight can be decomposed into a force perpendicular to the slope and a force parallel to the slope. It can be seen that the train's running condition is mainly affected by the force component parallel to the slope. When the train is on a downhill slope, the force parallel to the slope is equivalent to traction; when the train is on an uphill slope, the force component parallel to the slope is resistance. The formula for calculating the force component parallel to the slope is:

[0212] F g =Mgi

[0213] i=1000H / S

[0214] Where M is the mass of the train, and i represents the thousandth of the slope, that is, the height difference H between the end point of the slope and the starting point of the slope divided by the distance S between the end point of the slope and the starting point of the slope multiplied by 1000. The influence of the train's gravity on the train speed mainly depends on the slope, and is closely related to the slope and direction of the slope. The slope is the maximum slope within the safe position range of the train. For example, the slope identification information in the uphill direction can be a negative sign, and the slope identification information in the downhill direction can be a positive sign. If there are four slope information of -20°, -10°, 10° and 20°, this article takes -20°<-10°<10°<20°.

[0215] like Figure 4 As shown, the method for obtaining the maximum gradient value of a train within time T includes the following steps:

[0216] Step 1: Get the current slope value i of the train;

[0217] Step 2: Calculate the train travel distance S within time T;

[0218] Step 3: Determine whether the train has exceeded the current slope after traveling distance S. If the train has not exceeded the current slope, proceed to step 9; if the train has exceeded the current slope, proceed to step 4;

[0219] Step 4: Calculate the time t1 required to reach the end of the current ramp.

[0220] Step 5: Update T value using T-t1;

[0221] Step 6: The train enters the next ramp;

[0222] Step 7: Determine whether the next slope value i1 is greater than i. If i1 is greater than i, proceed to step 8, otherwise proceed to step 2. Take the upslope as a negative value and the downslope as a positive value. For example, -20°<-10°<10°<20°.

[0223] Step 8: i = i1;

[0224] Step 9: Output the slope value i as the maximum slope value.

[0225] (4) Calculation of air resistance: The air resistance is related to the drag coefficient, air density, running speed, and the maximum cross-sectional area of the train, and is determined by the following formula:

[0226]

[0227] Among them C d is the drag coefficient, generally set at 0.26; ρ is the air density, which is typically 1.293 kg / m³. For safety reasons, the local minimum air density may be used depending on the project; V is the relative velocity of the airflow parallel to the train's direction of motion. This patent uses the current train speed V; and S is the maximum windward cross-sectional area perpendicular to the train, which must be configured based on the project. Clearly, air resistance varies with speed.

[0228] like Figure 5 As shown, the air resistance calculation includes the following steps:

[0229] Step 1: Determine whether there is traction at present;

[0230] Step 2: If the train is subjected to traction, the force it is currently subjected to is F = a trac f trac F trac +F g +O elec F elec , proceed to step 5; otherwise, proceed to step 3; the force analysis in this step does not include air resistance, and is actually directed towards the safe side.

[0231] Step 3: Determine whether the brake is currently applied;

[0232] Step 4: If the brakes are applied, the force on the train is F = a break f break F break +F g +O elec F elec , execute step 5; if no brake is applied, the force on the train is F = F g +Oelec F elec , proceed to step 5; the force analysis in this step does not include air resistance, and is actually directed towards the safe side.

[0233] Step 5: Calculate the acceleration a of this cycle based on the force analysis of this cycle. Combined with the current speed V0 received in this cycle and the ATP calculation period Δt, calculate the end speed of this cycle as V. The Δt here is just an example. In the stage of establishing the braking model, from braking completion to deceleration to 0 km / h, the Δt here is actually Inter*Δt.

[0234] Step 6: Compare V and V0. If V>V0, then V=V0. This step requires comparing V and V0 because there are errors in the estimated magnitudes of the various forces acting on the train. At this time, the speed is increasing, that is, V>V0. To guide the safety side, a smaller speed should be used to calculate the smaller air resistance.

[0235] Step 7: Calculate F air .

[0236] (5) Calculation of electromagnetic resistance: According to empirical conclusions in the literature, the value of electromagnetic resistance is approximately 5‰ of the vehicle weight.

[0237] F ele =0.005Mg

[0238] Example 4

[0239] This embodiment further illustrates the speed monitoring principle of the ATP control module based on the third embodiment, and calculates the train acceleration, the train displacement within T time, and the train speed after T time:

[0240] The formula for calculating acceleration per cycle is:

[0241] The speed calculation formula per cycle is: V = V0 + aΔt;

[0242] The displacement calculation formula per cycle is:

[0243] The calculation process of the train displacement within T time and the train speed after T time is as follows Figure 6 As shown, V0 represents the safe speed received from the speed measurement and positioning processing module in this cycle; Δt represents the duration of a single ATP calculation cycle. Here, Δt is just an example. In the stage from the establishment of the braking model to the completion of braking to the deceleration to 0 km / h, Δt here is actually Inter*Δt; S EOA Indicates the distance from the current location to the mobile authorization.

[0244] Example 5

[0245] Based on Example 4, this example further elaborates on the train braking model analysis of the speed monitoring principle of the ATP control module.

[0246] (1) If the train is currently in the traction acceleration state, the train braking model is as follows Figure 7 As shown, it is divided into the following five stages:

[0247] Phase T1: The process from receiving the current speed to starting to cut off traction. Based on the current speed V0 and the force conditions in each cycle of phase T1, the distance S1 traveled by the train during T1 and the speed V1 of the train after T1 should be calculated.

[0248] The T1 time includes the delay from receiving the current speed to calculating the train energy and issuing the traction cut-off command, the delay from the vehicle receiving the traction cut-off command, and the delay from the vehicle receiving the traction cut-off command to taking action.

[0249] In the T1 stage, the train is mainly affected by the train traction, air resistance, train gravity, and electromagnetic resistance. In this stage, the traction is constant and the train is in uniform acceleration. The f in the train force formula is trac =1,f break =0, the total force analysis of the train is as follows:

[0250] F=a trac F trac +O air F air +F g +O elec F elec

[0251] Phase T2: From the start of traction removal to the completion of traction removal, the distance S2 traveled by the train during T2 and the speed V2 of the train after T2 should be calculated based on V1.

[0252] T2 is the delay from traction acceleration from 100% to 0%.

[0253] In the T2 stage, the train is mainly affected by the train traction, air resistance, train gravity, and electromagnetic resistance. In this stage, the traction is a variable value, and the train performs variable acceleration. In order to make the speed curve closer to the actual operation scene, the traction is F trac And the configured traction removal model f trac Jointly determine, f in the train force formula trac According to the configuration value, f break =0, the total force on the train is as follows:

[0254] F=a trac f trac F trac +O air Fair +F g +O elec F elec ;

[0255] T3 stage: the process from the completion of traction removal to the conversion to braking. trans If the configuration is 1, the T3 stage needs to be calculated, otherwise it will be skipped and the calculation will proceed to the T4 stage. The distance S3 traveled by the train during the T3 time from the completion of traction removal to the transition to braking and the speed V3 of the train after T3 are calculated based on V2. The speed of the train during T3 is mainly affected by air resistance, train gravity, electromagnetic resistance, etc. Due to the special nature of maglev trains, the T3 stage may not exist or may take a long time. Therefore, it is necessary to configure whether to calculate the stage from the completion of traction removal to the transition to braking. The train force formula f trac =0,f break =0, the total force on the train is as follows:

[0256] F=O air F air +F g +O elec F elec ;

[0257] Phase T4: From the start of brake loading to the completion of brake loading. The distance S4 traveled by the train during T4 and the speed V4 of the train after T4 are calculated based on V3.

[0258] T4 is the time delay from 0% to 100% of the braking force. The train speed during T4 is mainly affected by the train braking force, air resistance, train gravity, electromagnetic resistance, etc. trac =0,f break According to the configuration values, the total force of the train is shown as follows:

[0259] F=a break f break F break +O air F air +F g +O elec F elec ;

[0260] Phase T5: The process from loading and braking to train deceleration to 0 km / h. The distance S5 covered during T5 is calculated based on V4. The train speed during T5 is mainly affected by the train braking force, air resistance, train gravity, electromagnetic resistance, etc. The f in the train force formula is trac =0,f break =1, the total force on the train is as follows:

[0261] F=abreak F break +O air F air +F g +O elec F elec ;

[0262] (2) If the train is currently in an inert state, the train braking model is as follows: Figure 8 As shown, it is divided into the following three stages:

[0263] Phase T1: The process from receiving the current speed to starting loading and braking. Based on the current speed V0 and the force applied during each cycle of phase T1, the distance S1 traveled by the train during T1 and the speed V1 of the train after T1 are calculated.

[0264] The T1 time includes the delay from receiving the current speed to calculating the train energy and issuing the loading brake command, the delay from the vehicle receiving the loading brake command, and the delay from the vehicle receiving the establishment brake command to starting the action.

[0265] The forces in stage T1 are the same as those in stage T3 of the traction braking model and will not be described in detail.

[0266] Phase T2: The process from loading brake to brake loading completion. This is the same as Phase T4 of the traction state braking model and will not be described in detail.

[0267] Phase T3: The process from the completion of loading braking to the train deceleration to 0 km / h. This is the same as Phase T5 of the traction braking model and will not be described in detail.

[0268] (3) If the train is currently in a braking state, the train braking model is as follows: Figure 9 As shown, it is divided into the following three stages.

[0269] Phase T1: The process from receiving the current speed to starting loading and braking. This is the same as the T1 phase of the coasting state braking model and will not be repeated here.

[0270] Phase T2: The process of increasing from low braking force to emergency braking force. The distance S1 traveled during T1 and the speed V1 of the train after T1 are calculated based on the safety speed V0 received in this cycle. The speed of the train during T1 is mainly affected by the braking force of the train, air resistance, train gravity, electromagnetic resistance, etc. The f in the train force formula is trac =0,f break According to the configuration values, the total force of the train is shown as follows:

[0271] F=a break f break F break +O air F air +F g+O elec F elec ;

[0272] Although the force analysis of the braking state braking model T2 stage is the same as that of the traction state braking model T4 stage, the actual difference is that the braking state braking model T2 stage duration is less than or equal to the traction state braking model T4 stage duration. For example: If The duration of the T2 phase of the braking model in the braking state is

[0273] Phase T3: The process from the completion of loading braking to the train deceleration to 0 km / h. This is the same as Phase T5 of the traction braking model and will not be described in detail.

[0274] Example 6

[0275] This embodiment further elaborates on Example 5. The ATP control module's door management functions include, but are not limited to, authorizing the train to open doors on a designated platform side only when the train body is completely within the platform area and a safe stop is ensured. If the train is stopped at a station, the ATP maintains the parking brake when the doors are open.

[0276] The steps for the speed measurement and positioning processing module to generate safe speed and safe position are as follows:

[0277] 1) Speed measurement methods include satellite positioning systems, Hasler, Doppler radar, accelerometers, and others. At least two speed measurement methods must be selected to form a speed measurement combination. Positioning methods include absolute positioning and relative positioning. At least one positioning method from each of these must be selected to form a positioning combination. Absolute positioning includes beacon positioning and satellite positioning system positioning. Beacon positioning is mandatory, while the others are optional. At least one of these options must be selected. Relative positioning is generated by cumulative calculation of the initial position and the speed measurement combination. The selected speed measurement and positioning method combinations must be verified to meet safety requirements.

[0278] 2) If a satellite positioning system is configured for speed measurement and positioning, the satellite electronic map should be collected first, including the latitude and longitude information of key points such as the section start and end points, beacon points, signals, switches and curved section positioning additional points.

[0279] 3) The speed information collected by the speed acquisition module is transmitted to the speed measurement and positioning processing module. The speed measurement and positioning processing module verifies the validity of each collected speed, and calculates the minimum speed, maximum speed and running speed through fusion and sends them to the ATP control module.

[0280] 4) The speed measurement and positioning processing module calculates the relative displacement based on the calculated safe speed, according to the initial position of the train and the accumulated relative displacement.

[0281] 5) The Positioning Acquisition Module collects absolute positioning information and transmits it to the Speed Measurement and Positioning Processing Module. If absolute positioning information is not collected, the Speed Measurement and Positioning Processing Module calculates a safe position based on the relative displacement generated in step 4 and sends it to the ATP Control Module. If absolute positioning information is collected, the Speed Measurement and Positioning Processing Module verifies the relative displacement generated in step 4 using the absolute positioning information and calculates a safe position, which it sends to the ATP Module.

[0282] The above is a detailed description of the embodiments of the present invention, but the present invention is not limited to the embodiments. Those skilled in the art may make various equivalent modifications or substitutions without departing from the spirit of the present invention. These equivalents or substitutions are all included in the scope defined by the claims of the present invention.

Claims

1. A maglev ATP system based on a configurable braking model, characterized in that: It includes a speed measurement and acquisition module, a positioning acquisition module, an on-board main computing unit and an on-board DMI. The on-board main computing unit includes an ATP control module and a speed measurement and positioning processing module; The speed measurement and acquisition module is in communication with the speed measurement and positioning processing module, collects speed information of the maglev train and sends it to the speed measurement and positioning processing module; The positioning acquisition module is in communication with the speed measurement and positioning processing module to collect the position information of the maglev train and send it to the speed measurement and positioning processing module; The speed measurement and positioning processing module is in communication with the ATP control module, receives information from the speed measurement acquisition module and the positioning acquisition module to generate a safe speed and a safe position, and sends the safe speed and safe position information to the ATP control module; The ATP control module is in communication with the onboard DMI, receives movement authorization and equipment status from the trackside, combines input data from the onboard DMI and safe speed and safe position data from the speed measurement and positioning processing module, monitors the speed of the maglev train, calculates vehicle control commands and sends them to the vehicle, and sends train status information and position information to the trackside equipment; The speed monitoring of the ATP control module includes the following steps: S11. Determine whether the train is currently in a traction state, a coasting state, or a braking state, and read the corresponding braking model; if the train is in a traction state, use the traction state braking model; if the train is in a coasting state, use the coasting state braking model; if the train is in a braking state, use the braking state braking model; S12. Perform force analysis on the train based on the current braking model and calculate the current cycle acceleration of the train in combination with the train mass; S13, using the acceleration in step S12, calculate the train position and train speed at the end of this cycle; S14: Determine whether the train speed obtained in step S13 is less than or equal to 0 km / h. If so, proceed to step S19; otherwise, proceed to step S15. S15: Determine whether the train position obtained in step S13 exceeds the movement authorization. If it exceeds the movement authorization, proceed to step S18; If the mobile authorization is not exceeded, proceed to step S16; S16: Determine whether there is a speed limit point or speed limit area at the location. If not, continue with the next cycle calculation and go to step S12. If there is a speed limit point or speed limit area, obtain the current speed limit value and go to step S17. S17: Determine whether the train speed obtained in step S13 exceeds the current speed limit obtained in step S16. If so, jump to step S18; if not, continue with the next cycle calculation and jump to step S12. S18, overspeed alarm; S19. End the operation.

2. The magnetic levitation ATP system according to claim 1, characterized in that: The ATP control module carries the core computing functions, including line map management, train positioning status management, train overspeed protection, door management, and sending train status to the trackside; The door management function of the ATP control module includes: authorizing the train to open the door on the designated side of the platform only when it is determined that the train body is completely within the platform range and safe parking is guaranteed; if the train stops at the station, when the door is open, the ATP maintains the output parking brake; The ATP control module stores maglev vehicle parameters, an electronic route map, and a real-time computing logic module. The vehicle parameters include vehicle length, empty vehicle weight, and fully loaded vehicle weight. The electronic route map includes the route length, kilometer markers, section divisions, and all beacons, switches, signals, and slopes in each section, as well as information on turning points, protection zones, and permanent speed limit zones. The real-time computing logic module stores a traction and braking operational model and calculates and outputs train control commands in real time based on data sent by the speed measurement and positioning processing module, DMI, ZC, and CBI. The ATP control module is in communication with the ZC and CBI; after the train is located, the onboard equipment first initiates a connection request and establishes a connection with the ZC through the communication protocol; then it periodically initiates a registration request until the ZC responds with a successful registration; thereafter, the onboard equipment periodically sends a position report, train location information and ATP control module working status to the ZC, while monitoring its own communication status with the ZC; the ZC is responsible for simulating mobile authorization information, calculating path information, temporary speed limit information, monitoring platform door status, and periodically sending these to the ATP control module through wireless communication; when the train loses its location , the on-board equipment continues to send deregistration requests periodically until the ZC feeds back a deregistration success feedback signal; when the train's maximum safety front runs to the CBI communication area, the on-board equipment sends a heartbeat frame to the CBI until the CBI replies with a heartbeat frame; when the on-board equipment determines that the train's safety positioning intersects with the CBI communication area in the electronic line map, the on-board equipment sends an on-board control message to the CBI, and the CBI replies with CBI status information; when the train's safety positioning does not intersect with the CBI communication area, the on-board equipment sends a deregistration request to the CBI until it receives the deregistration reply information from the CBI until the communication times out; The onboard control information sent by the onboard equipment to the CBI includes the train's direction of travel, the track section where the train's maximum safe front end is located, the platform door opening code, the platform screen door control status, and the query signal indicator. The CBI then feeds back the platform screen door and signal status information to the onboard equipment. The ATP control module manages the positioning status, which includes: lost positioning, continuous beacon positioning and repositioning. All beacons on the line are stored in the line map. When a beacon is read, the ATP control module knows the position of the train on the actual line. When the ATP control module cannot obtain a valid and safe position from the speed measurement and positioning processing module, the train positioning status is set to lost positioning. When the ATP control module can obtain two consecutive beacons from the speed measurement and positioning processing module and confirm the actual position and direction of the train, the train positioning status is set to continuous beacon positioning. Repositioning is to correct the data calculated by the speed measurement and positioning processing module when the train has been positioned. The monitoring speed of the ATP control module is set as follows: In the event of a train losing its position, the highest speed limit among all speed limits on the entire line in the electronic map will be used as the monitoring speed for protection, including when the train is just powered on and has not yet been positioned, or when the train is running without receiving the safe speed and position information from the speed measurement and positioning processing module; In the case of train positioning, all restriction points stored in the electronic map, including signals, switches, permanent speed limits, and virtual restriction areas in protection zones, each have their own fixed speed limits. The ATP control module uses these speeds as monitoring speeds, and the train is not allowed to exceed the speed limits of all restriction points ahead. When communication with ZC is normal, the temporary speed limit and the speed of the train ahead sent by ZC will be included in the monitoring speed range; The speed monitoring of the ATP control module requires the use of stored maglev vehicle parameters, route electronic maps, static configuration parameters and real-time input information; The ATP control module calculates the acceleration of the train, the displacement of the train within T time, and the speed of the train after T time.

3. The magnetic levitation ATP system according to claim 1, characterized in that: The speed measurement and positioning processing module receives data from the speed measurement acquisition module and the positioning acquisition module, filters, verifies and integrates the collected speed and position information, calculates the safe position and safe speed, and provides them to the ATP control module; The speed measurement and positioning processing module generates a safe speed and a safe position: Speed measurement methods include satellite positioning systems, Hasler, Doppler radar, and accelerometers, with at least two speed measurement methods selected to form a speed measurement combination. Positioning methods include absolute positioning and relative positioning, with at least one positioning method each selected to form a positioning combination. Absolute positioning includes beacon positioning and satellite positioning system positioning, with beacon positioning being mandatory and the others optional. At least one of the optional methods must be selected. Relative positioning is generated by cumulative calculation of the initial position and the speed measurement combination. The speed measurement method combination and the positioning method combination must be verified to meet safety requirements. If a satellite positioning system is configured for speed measurement and positioning, the satellite electronic map should be collected first, including the latitude and longitude information of the key points of the section start and end points, beacon points, signals, switches and additional points for positioning in curved sections; The speed information collected by the speed acquisition module is transmitted to the speed measurement and positioning processing module. The speed measurement and positioning processing module verifies the validity of each collected speed and calculates the minimum speed, maximum speed and running speed through fusion and sends them to the ATP control module; The speed measurement and positioning processing module calculates the relative displacement based on the calculated safe speed and accumulates the relative displacement based on the initial position of the train; The absolute positioning information is collected by the positioning acquisition module and transmitted to the speed measurement and positioning processing module; when the absolute positioning information is not collected, the speed measurement and positioning processing module calculates the safe position based on the relative displacement and sends it to the ATP control module; when the absolute positioning information is collected, the speed measurement and positioning processing module uses the absolute positioning information to verify the relative displacement, and calculates the safe position and sends it to the ATP control module.

4. The magnetic levitation ATP system according to claim 1, characterized in that: The speed measurement and acquisition module and the positioning acquisition module use a combinable and reusable train-mounted speed measurement and positioning safety platform, which connects to different sensor combinations, receives speed data from acceleration sensors, radars or satellites, and realizes information interaction among multiple sensors.

5. The magnetic levitation ATP system according to claim 1, characterized in that: The on-board DMI is used to receive button information from the driver, display the route map, train position, train speed, speed protection curve, and equipment status information sent from the ATP control module, and assist the driver in driving safely.

6. The magnetic levitation ATP system according to claim 1, characterized in that: The ATP control module performs stress analysis on the train during operation. The stress on the train is as follows: in, is the total traction force, is the total braking force, is the total air resistance, is gravity, is the total electromagnetic resistance; The train force formula is: For traction, the ATP control module has a built-in correspondence table between train speed range and train traction. According to the current speed received, the train speed range in which the current speed is located is determined, and the train traction corresponding to the train speed range is used as the train traction. ; is the traction coefficient, which overestimates the traction. ; It is a traction removal model used to describe the change of traction force. It can be configured according to the actual situation. When the traction force changes at a constant rate, Configured as , where N is the number of ATP calculation cycles occupied by the traction removal phase, and n represents the nth cycle of traction removal in the current cycle; For braking force, the ATP control module has a built-in correspondence table between train speed range and train braking force. According to the received current speed, the train speed range in which the current speed is located is determined, and the train braking force corresponding to the train speed range is used as the braking force. ; is the braking force coefficient, and a reserved estimate of the braking force is made. ; A model is established for the braking force to describe the change of the braking force. It can be configured according to the actual situation. When the braking force changes at a constant rate, Configured as , where N is the number of ATP calculation cycles occupied by the braking force establishment phase, and n represents the nth cycle in the braking force establishment phase of the current cycle; Whether to calculate air resistance , When , air resistance is not calculated, the default is ; Whether to calculate electromagnetic resistance , When , electromagnetic resistance is not calculated, the default is ; For traction calculation: Get from configuration table , obtained from the configuration table based on the current operation stage and current ATP calculation cycle , obtained from the speed-traction table The traction force is calculated as ; For braking force calculation: Get from configuration table , obtained from the configuration table based on the current operation stage and current ATP calculation cycle , obtained according to the speed-braking force table , the braking force is calculated as ; For gravity calculations: This is the component parallel to the ramp , where M is the mass of the train, i represents the thousandth of the slope, and the slope is the maximum slope within the safe position range of the train; For air resistance calculations: ,in is the drag coefficient, is the air density, V is the relative velocity of the airflow parallel to the direction of train movement, and S is the maximum windward cross-sectional area perpendicular to the train; For electromagnetic drag calculations: .

7. The magnetic levitation ATP system according to claim 6, characterized in that: The method for obtaining the maximum gradient value of a train within time T includes the following steps: S21, obtaining the current slope value i of the train; S22, calculate the train travel distance S within time T; S23, determine whether the train travels a distance S beyond the current slope; if the train travels a distance S does not exceed the current slope, proceed to step S29; if the train travels a distance S beyond the current slope, proceed to step S24; S24, calculating the time t1 taken to reach the end of the current ramp; S25, update T value using T-t1; S26, the train enters the next ramp; S27, determine whether the next slope value i1 is greater than i, if i1 is greater than i, go to step S28, otherwise go to step S22; S28, i=i1; S29. Output the slope value i as the maximum slope value.

8. The magnetic levitation ATP system according to claim 6, characterized in that: Air drag calculations involve the following steps: S31, determining whether there is currently traction; S32. If the train is subjected to traction, the force it is currently subjected to is , execute step S35; otherwise, execute step S33; S33, determining whether the brake is currently applied; S34. If the brakes are applied, the force on the train is , execute step S35; if no brake is applied, the force currently applied to the train is , execute step S35; S35, calculate the acceleration a of this cycle based on the force analysis of this cycle, combined with the current speed received in this cycle and ATP calculation cycle Calculate the speed at the end of this cycle as ; S36, Comparison and Between the size, if ,but ; S37, calculation .

9. The magnetic levitation ATP system according to claim 6, characterized in that: The ATP control module has a train braking model. If the train is currently in the traction acceleration state, the train braking model includes the following stages: Phase T1: The process from receiving the current speed to starting to cut off traction; based on the current speed V0 and the force conditions of each cycle in phase T1, the distance S1 traveled by the train during time T1 and the speed V1 of the train after time T1 are calculated; The T1 time includes the delay from receiving the current speed to calculating the train energy and issuing the traction cut-off command, the delay from the vehicle receiving the traction cut-off command, and the delay from the vehicle receiving the traction cut-off command to the action. The total force on the train during the T1 phase is: ; T2 stage: from the beginning of resection and traction to the completion of traction and resection; Calculate the distance S2 traveled by the train within T2 and the speed V2 of the train after T2 based on V1; The total force on the train during the T2 phase is: ; T3 stage: the process from the completion of traction and resection to the conversion to braking; If the static parameter configuration table If the configuration is 1, the T3 stage needs to be calculated. Otherwise, this stage is skipped and the calculation proceeds to the T4 stage. The total force on the train during the T3 phase is: ; T4 stage: the process from loading brake to brake loading completion; Calculate the distance S4 traveled by the train within T4 and the speed V4 of the train after T4 based on V3; The total force on the train during the T4 phase is: ; T5 stage: the process from the completion of loading braking to the train deceleration to 0 km / h; Calculate the distance S5 traveled within T5 based on V4; The total force on the train during the T5 phase is: ; The ATP control module has a train braking model. If the train is currently in an inert state, the train braking model includes the following stages: Phase T1: The process from receiving the current speed to starting loading and braking; based on the current speed V0 and the force conditions of each cycle in phase T1, the distance S1 traveled by the train during time T1 and the speed V1 of the train after time T1 are calculated; The T1 time includes the delay from receiving the current speed to calculating the train energy and issuing the load brake command, the delay from the vehicle receiving the load brake command, and the delay from the vehicle receiving the establish brake command to starting the action; The train forces in the T1 stage are the same as those in the T3 stage of the braking model under traction; T2 stage: the process from loading braking to completion of braking loading; the same as T4 stage of the traction state braking model; Stage T3: The process from the completion of loading braking to the train deceleration to 0 km / h, which is the same as the T5 stage of the traction state braking model; The ATP control module has a train braking model. If the train is currently in a braking state, the train braking model includes the following stages: Phase T1: The process from receiving the current speed to starting loading and braking, which is the same as the T3 phase of the traction state braking model; Phase T2: The process of increasing the braking force from low to emergency braking force. The distance S1 traveled within T1 and the speed V1 of the train after T1 are calculated based on the safety speed V0 received in this cycle. The total force on the train during the T2 phase is: ; Stage T3: The process from the completion of loading braking to the train deceleration to 0 km / h, which is the same as the T5 stage of the traction state braking model.

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