A magnetic levitation train rescue system and rescue method

Abstract

The application discloses a magnetic suspension train rescue system and method, which comprises a whole vehicle instruction switch, a hydraulic rescue control device, a hydraulic cylinder and a rescue wheel. One hydraulic rescue control device, N hydraulic cylinders and rescue wheels are arranged on each vehicle. The hydraulic cylinder is provided with first and second limit switches. When the output rod of the hydraulic cylinder is located at a first position, the rescue wheel is lifted to a position to trigger the first limit switch. When the output rod is located at a second position, the rescue wheel is lowered to a position to trigger the second limit switch. The first limit switches are connected in series with each other, and the second limit switches are divided into X groups, each of which is connected in series with each other. When the hydraulic rescue control device receives a whole vehicle rescue instruction, the hydraulic cylinder is controlled to act. When the hydraulic rescue control device receives a triggering signal of at least X-1 groups of second limit switches, the hydraulic cylinder is controlled to stop acting. When the hydraulic rescue control device receives a whole vehicle cancellation rescue instruction, the hydraulic cylinder is controlled to act. When the hydraulic rescue control device receives a triggering signal of the first limit switch, the hydraulic cylinder is controlled to stop acting. The application ensures that the faulty vehicle is rescued in time and ensures driving safety.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of magnetic levitation train, in particular to a magnetic levitation train rescue system and a rescue method. BACKGROUND

[0002] If the suspension function of the existing high-speed magnetic levitation train fails due to electrical equipment failure, suspension control and other problems during operation, the train only contacts with the steel rail through the supporting skid and relies on friction braking to finally stop on the track. At present, there is no mature and feasible rescue system for emergency rescue of high-speed magnetic levitation train. SUMMARY

[0003] The purpose of the present application is to provide a magnetic levitation train rescue system to realize emergency rescue of the train and ensure safe operation of the train.

[0004] To solve the above technical problems, the present application provides a magnetic levitation train rescue system, which comprises a whole vehicle command switch, the whole vehicle command switch is arranged in the power distribution cabinet of the head vehicle, and is used for inputting whole vehicle rescue command and whole vehicle cancellation rescue command.

[0005] It also comprises a hydraulic rescue control device, a hydraulic cylinder and a rescue wheel, each single vehicle is provided with one hydraulic rescue control device, the number of the hydraulic cylinder and the rescue wheel of each single vehicle is N, the hydraulic rescue control device comprises a hydraulic electronic control unit and a hydraulic module connected by electricity, the hydraulic electronic control unit is connected with the whole vehicle command switch by electricity, the hydraulic module is communicated with each hydraulic cylinder, the output rod of the hydraulic cylinder is connected with the rescue wheel one by one, the first limit switch and the second limit switch are arranged in the hydraulic cylinder, the output rod can be switched between the first position and the second position, when the output rod is located at the first position, the rescue wheel is lifted to the position and triggers the first limit switch, when the output rod is located at the second position, the rescue wheel is lowered to the position and triggers the second limit switch, N first limit switches are connected in series, N second limit switches are divided into X groups, the second limit switches in each group are connected in series, and the hydraulic electronic control unit is connected with the first limit switch and the second limit switch by electricity.

[0006] The hydraulic electronic control unit can control the action of each hydraulic cylinder in the vehicle when receiving the whole vehicle rescue command, and can control the stop of the action of each hydraulic cylinder in the vehicle when receiving the trigger signal of at least X-1 second limit switches, the hydraulic electronic control unit can also control the action of each hydraulic cylinder in the vehicle when receiving the whole vehicle cancellation rescue command, and can control the stop of the action of each hydraulic cylinder in the vehicle when receiving the trigger signal of the first limit switch.

[0007] The magnetic levitation train rescue system adopts a hydraulic transmission mode to drive the lifting and falling of the rescue wheels, specifically: when the train needs to be rescued, an authorized mechanic on the train operates a whole train instruction switch to input a whole train rescue instruction, the hydraulic rescue control device receives the whole train rescue instruction to control the rescue wheels in the vehicle to fall; when the rescue needs to be cancelled, the authorized mechanic on the train also operates the whole train instruction switch to input a whole train rescue cancellation instruction, the hydraulic rescue control device receives the whole train rescue cancellation instruction to control the rescue wheels in the vehicle to rise; at the same time, limit switches are used to monitor the lifting / falling state of the rescue wheels, and each lifting-in-position limit switch, i.e. the first limit switch, in a single vehicle is connected in series with each other, and only when each first limit switch is triggered can a signal that the rescue wheels in the vehicle are lifted in position be obtained, preventing the rescue wheels that are not lifted in position from affecting the normal operation of the train and ensuring the safety of the train in operation; each falling-in-position limit switch, i.e. the second limit switch, in a single vehicle is divided into X groups, and the second limit switches in each group are connected in series with each other, and only when the triggering signals of at least X-1 second limit switches 3 are received can a signal that the rescue wheels in the vehicle are fallen in position be obtained, at which time the rescue vehicle can be quickly towed away from the occupied track by the rolling mode of the rescue wheels to complete the rescue.

[0008] Therefore, the magnetic levitation train rescue system can ensure that the train is rescued in time when a fault occurs and ensure the safety of the train in normal operation.

[0009] Optionally, a vehicle-mounted diagnostic network is further included, which is electrically connected with each hydraulic electronic control unit, the hydraulic electronic control unit can transmit the triggering signal of the second limit switch received to the vehicle-mounted diagnostic network, and the vehicle-mounted diagnostic network is used to monitor the triggering state of the second limit switch in the whole vehicle.

[0010] Optionally, the train is provided with a whole vehicle driving control device, the magnetic levitation train rescue system further includes a vehicle-mounted control device and a vehicle-mounted safety device, one vehicle-mounted control device is arranged in each single vehicle, the vehicle-mounted control devices of adjacent two single vehicles are electrically connected, the vehicle-mounted safety device is arranged in the head vehicle, the vehicle-mounted safety device is electrically connected with the vehicle-mounted control device arranged in the head vehicle, and the vehicle-mounted safety device is electrically connected with the whole vehicle driving control device,

[0011] The vehicle-mounted control device is provided with two first signal receiving channels and two second signal receiving channels, the first signal receiving channel is used for receiving the trigger signal of the first limit switch of the vehicle, and the second signal receiving channel is used for receiving the trigger signal of the first limit switch of the adjacent rear vehicle, and the vehicle-mounted control device can obtain a rescue wheel lifting in-place signal when at least one effective signal of the first signal receiving channel and at least one effective signal of the second signal receiving channel are received, and the rescue wheel lifting in-place signal is transmitted to the vehicle-mounted control device of the adjacent front vehicle;

[0012] The vehicle-mounted safety device is provided with two third signal receiving channels, which are used for receiving the rescue wheel lifting in-place signal of the vehicle-mounted control device of the same vehicle, and when at least one effective signal of the third signal receiving channel is received, it is judged that all the rescue wheels of the whole vehicle are lifted in place, the whole vehicle driving control device controls the train to run normally, and when no effective signal of the third signal receiving channel is received, it is judged that all the rescue wheels of the whole vehicle are not lifted in place, and the whole vehicle driving control device controls the train to run at a limited speed.

[0013] Optionally, it also includes a rescue wheel state indicating device arranged in the power distribution cabinet of each single vehicle, the rescue wheel state indicating device includes a rescue wheel lifting in-place indicating lamp, a rescue wheel landing in-place indicating lamp and a wheel out-of-place indicating lamp, the rescue wheel lifting in-place indicating lamp, the rescue wheel landing in-place indicating lamp and the wheel out-of-place indicating lamp are all electrically connected with the hydraulic rescue control device of the same vehicle,

[0014] The hydraulic rescue control device can control the wheel out-of-place indicating lamp to be on when receiving a whole vehicle rescue instruction but not receiving the trigger signal of at least X-1 groups of the second limit switch, and control the wheel out-of-place indicating lamp to be off and the rescue wheel landing in-place indicating lamp to be on when receiving the trigger signal of at least X-1 groups of the second limit switch;

[0015] The hydraulic rescue control device can also control the wheel out-of-place indicating lamp to be on when receiving a whole vehicle rescue cancellation instruction but not receiving the trigger signal of the first limit switch, and control the wheel out-of-place indicating lamp to be off and the rescue wheel lifting in-place indicating lamp to be on when receiving the trigger signal of the first limit switch.

[0016] Optionally, a whole vehicle rescue wheel landing in-place indicating lamp is arranged in the driver's room of the head vehicle and the tail vehicle, the whole vehicle rescue wheel landing in-place indicating lamp is electrically connected with each hydraulic rescue control device, and the whole vehicle rescue wheel landing in-place indicating lamp is on when each hydraulic rescue control device of each single vehicle receives the trigger signal of at least X-1 groups of the second limit switch.

[0017] Optionally, the first limit switch comprises a normally open contact, and the second limit switch comprises two normally open contacts connected in series.

[0018] Optionally, the whole vehicle power supply unit and the power supply switching module are further included, the whole vehicle power supply unit is electrically connected with the power supply switching module, the power supply switching module is electrically connected with each electronic device, and the power supply switching module is electrically connected with the power supply switching module.

[0019] Optionally, the power distribution cabinet of each vehicle is provided with a vehicle instruction switch, the vehicle instruction switch is electrically connected with the hydraulic rescue control device of the same vehicle, and is used for inputting a vehicle rescue instruction and a vehicle cancellation rescue instruction.

[0020] The hydraulic electronic control unit can control the action of each hydraulic cylinder in the vehicle when receiving the vehicle rescue instruction, and can control the stop of the action of each hydraulic cylinder in the vehicle when receiving the trigger signal of the X group of second limit switches; the hydraulic electronic control unit can also control the action of each hydraulic cylinder in the vehicle when receiving the vehicle cancellation rescue instruction, and can control the stop of the action of each hydraulic cylinder in the vehicle when receiving the trigger signal of the first limit switch.

[0021] Optionally, the train is provided with a suspension instruction switch, and the hydraulic rescue control device is further provided with an invalid protection unit, the invalid protection unit is electrically connected with the suspension instruction switch, and the hydraulic rescue control device invalidates the received whole vehicle rescue instruction when the invalid protection unit receives a train suspension instruction.

[0022] The application also provides a magnetic levitation train rescue method based on the above-mentioned magnetic levitation train rescue system, and the method comprises the following steps:

[0023] When rescue is needed, the whole vehicle instruction switch is triggered to issue a whole vehicle rescue instruction, the hydraulic rescue control device controls the action of the corresponding hydraulic cylinder when receiving the whole vehicle rescue instruction, the output rod of the hydraulic cylinder drives the rescue wheel to descend, the hydraulic rescue control device controls the stop of the action of each hydraulic cylinder in the vehicle when receiving the trigger signal of the X group of second limit switches, at this time, the rescue wheel is lowered in place, and rescue can be implemented.

[0024] When rescue is needed, the whole vehicle instruction switch is triggered to issue a whole vehicle rescue instruction, the hydraulic rescue control device controls the action of the corresponding hydraulic cylinder when receiving the whole vehicle rescue instruction, the output rod of the hydraulic cylinder drives the rescue wheel to descend, the hydraulic rescue control device controls the stop of the action of each hydraulic cylinder in the vehicle when receiving the trigger signal of the X group of second limit switches, at this time, the rescue wheel is lowered in place, and rescue can be implemented.

[0025] The magnetic levitation train rescue method of the present application is based on the aforementioned magnetic levitation train rescue system, and thus has the same technical effects as the aforementioned magnetic levitation train rescue system, which will not be described here again.

[0026] Optionally, the method further comprises the following step: the vehicle-mounted diagnosis network receives the triggering signal from the second limit switch of each hydraulic electronic control unit, and monitors the triggering state of the second limit switch in the whole vehicle.

[0027] Optionally, the rescue wheel is lifted to the position, and the train can start running, and the method specifically comprises the following steps:

[0028] The hydraulic electronic control unit in the M vehicle transmits the triggering signal of the first limit switch in the vehicle to the vehicle-mounted control device in the M vehicle through two first signal receiving channels, and when the vehicle-mounted control device receives valid signals of at least one of the first signal receiving channels, a rescue wheel lifting to position signal is obtained, and the rescue wheel lifting to position signal is transmitted to the vehicle-mounted control device of M-1 through two second signal receiving channels;

[0029] The hydraulic electronic control unit of the M-1 vehicle transmits the triggering signal of the first limit switch in the vehicle to the vehicle-mounted control device of the M-1 vehicle through two first signal receiving channels, and when the vehicle-mounted control device receives valid signals of at least one of the first signal receiving channels and at least one of the second signal receiving channels, a rescue wheel lifting to position signal is obtained, and the rescue wheel lifting to position signal is transmitted to the vehicle-mounted control device of M-2 through two second signal receiving channels;

[0030] Finally, the vehicle-mounted control device of the MC1 vehicle transmits the rescue wheel lifting to position signal to the vehicle-mounted safety device through two third signal receiving channels, and when the vehicle-mounted safety device receives valid signals of at least one of the third signal receiving channels, it is judged that all the rescue wheels of the whole vehicle have been lifted to the position, and the train runs normally; when the vehicle-mounted safety device does not receive valid signals of the third signal receiving channels, it is judged that all the rescue wheels of the whole vehicle have not been lifted to the position, and the train runs at a limited speed;

[0031] The M vehicle is a tail vehicle, the MC1 is a head vehicle, and the intermediate vehicles are M-n vehicles, where n = 1, 2, 3,...

[0032] Optionally, when the train is in a rescue standby state and loses power, the rescue vehicle and the vehicle to be rescued are connected through a power connection cable, and the rescue vehicle supplies power to the vehicle to be rescued.

[0033] Optionally, when the hydraulic rescue control device receives a train levitation instruction, it invalidates the received whole vehicle rescue instruction.

[0034] Optionally, rescue of the bicycle on the test line may include the following steps:

[0035] When rescue is needed, the single-vehicle command switch is triggered to issue a single-vehicle rescue command. When the hydraulic rescue control device receives the single-vehicle rescue command, it controls the operation of each hydraulic cylinder in the vehicle. The output rod of the hydraulic cylinder drives the rescue wheel to descend. When the hydraulic rescue control device receives the trigger signal of the second limit switch of group X, it controls each hydraulic cylinder in the vehicle to stop operating. At this time, the rescue wheel descends to the position and rescue can be carried out.

[0036] When a rescue operation is cancelled, a single-vehicle command switch is triggered, issuing a single-vehicle cancellation command. When the hydraulic rescue control device receives the single-vehicle cancellation command, it controls the operation of each hydraulic cylinder in the vehicle. The output rod of the hydraulic cylinder drives the rescue wheel to rise. When the hydraulic rescue control device receives the trigger signal of the first limit switch, it controls each hydraulic cylinder in the vehicle to stop operating. At this time, the rescue wheel is raised to the correct position, and the train can start running. Attached Figure Description

[0037] Figure 1 A schematic diagram of a specific embodiment of the magnetic levitation train rescue system provided by the present invention;

[0038] Figure 2 for Figure 1 A partial schematic diagram of the lead car section of a maglev train rescue system;

[0039] Figure 3 for Figure 1 A partial schematic diagram of the intermediate car section of the maglev train rescue system;

[0040] Figure 4 for Figure 1 A partial schematic diagram of the tail section of a maglev train rescue system;

[0041] in, Figures 1-4 The annotations in the accompanying drawings are explained as follows:

[0042] 1-Hydraulic rescue control device; 11-Hydraulic electronic control unit; 12-Hydraulic module;

[0043] 2-First limit switch;

[0044] 3-Second limit switch;

[0045] 4-On-board diagnostic network;

[0046] 5-Vehicle control device; 51-First signal receiving channel; 52-Second signal receiving channel;

[0047] 6 - Vehicle-mounted safety device; 61 - Third signal receiving channel;

[0048] 7 - Rescue wheel state indicating device;

[0049] 8 - Whole vehicle rescue wheel landing in place indicating light. DETAILED DESCRIPTION

[0050] In order to make the technical personnel in the art better understand the technical solutions of the present application, the present application will be further described in detail below in combination with the drawings and specific embodiments.

[0051] The "first", "second" and the like described herein are only for the convenience of describing the same or similar structures and / or functions of two or more structures or components, and do not represent a certain special limitation on the order and / or importance.

[0052] The "several" described herein refers to an indefinite number of multiple, usually two or more; and when "several" is used to represent the number of several components, it does not represent the mutual relationship of the components in the number.

[0053] Please refer to Figures 1-4 , Figure 1 The structure diagram of a specific embodiment of the magnetic levitation train rescue system provided by the present application; Figure 2 The structure diagram of a specific embodiment of the magnetic levitation train rescue system provided by the present application; Figure 1 The local diagram of the head car part of the magnetic levitation train rescue system; Figure 3 The local diagram of the head car part of the magnetic levitation train rescue system; Figure 1 The local diagram of the middle car part of the magnetic levitation train rescue system; Figure 4 The local diagram of the middle car part of the magnetic levitation train rescue system; Figure 1 The local diagram of the tail car part of the magnetic levitation train rescue system.

[0054] The present application provides a magnetic levitation train rescue system, comprising a whole vehicle command switch, the whole vehicle command switch is arranged in the power distribution cabinet of the head car, and is used for inputting a whole vehicle rescue command and a whole vehicle cancel rescue command;

[0055] Also include hydraulic rescue control device 1, hydraulic cylinder and rescue wheel, each single vehicle is provided with one hydraulic rescue control device 1, the number of hydraulic cylinder, rescue wheel provided in each single vehicle is N, the hydraulic rescue control device 1 includes electrically connected hydraulic electronic control unit 11 and hydraulic module 12, the hydraulic electronic control unit 11 is electrically connected with the whole vehicle instruction switch, the hydraulic module 12 is communicated with each hydraulic cylinder, the output rod of the hydraulic cylinder is connected with the rescue wheel one by one, the first limit switch 2 and the second limit switch 3 are arranged in the hydraulic cylinder, the hydraulic electronic control unit 11 controls the hydraulic cylinder to work, the output rod can switch between the first position and the second position, when the output rod is located at the first position, the rescue wheel is lifted to the position, and the first limit switch 2 is triggered, when the output rod is located at the second position, the rescue wheel falls to the position, and the second limit switch 3 is triggered, N first limit switches 2 are connected in series, N second limit switches 3 are divided into X groups, the second limit switches 3 in each group are connected in series, the hydraulic electronic control unit 11 is electrically connected with the first limit switch 2 and the second limit switch 3;

[0056] The hydraulic electronic control unit 11 can control the action of each hydraulic cylinder in the vehicle when receiving the whole vehicle rescue instruction, and stop the action of each hydraulic cylinder in the vehicle when receiving the trigger signal of at least X-1 groups of second limit switches 3; the hydraulic electronic control unit 11 can also control the action of each hydraulic cylinder in the vehicle when receiving the whole vehicle rescue cancellation instruction, and stop the action of each hydraulic cylinder in the vehicle when receiving the trigger signal of the first limit switch 2.

[0057] The magnetic levitation train rescue system of the application drives the lifting and falling of the rescue wheel by hydraulic transmission, specifically: when the train needs rescue, the authorized mechanic on the train operates the whole vehicle instruction switch to input the whole vehicle rescue instruction, the hydraulic rescue control device 1 receives the whole vehicle rescue instruction and controls the rescue wheel in the vehicle to fall; when the rescue needs to be cancelled, the authorized mechanic on the train also operates the whole vehicle instruction switch to input the whole vehicle rescue cancellation instruction, the hydraulic rescue control device 1 receives the whole vehicle rescue cancellation instruction and controls the rescue wheel in the vehicle to lift; at the same time, the limit switch is used to monitor the lifting / falling state of the rescue wheel, and each lifting-in-position limit switch, i.e. the first limit switch 2 in the single vehicle, is connected in series, only when each first limit switch 2 is triggered, the signal that the rescue wheel in the vehicle is lifted to the position can be obtained, which prevents the rescue wheel that is not lifted to the position from affecting the normal operation of the train and ensures the safety of the train running; each falling-in-position limit switch, i.e. the second limit switch 3 in the single vehicle, is divided into X groups, and the second limit switches 3 in each group are connected in series, only when the trigger signal of at least X-1 groups of second limit switches 3 is received, the signal that the rescue wheel in the vehicle falls to the position can be obtained, at this time, the rescue wheel can be quickly dragged away from the occupied track by the rescue vehicle through the rescue wheel rolling mode, and the rescue is completed.

[0058] Therefore, the application provides a novel magnetic levitation train rescue system, which can ensure timely rescue when the train fails and ensure safety when the train normally operates.

[0059] In the embodiment, each single vehicle is provided with 32 rescue wheels, 32 first limit switches 2 and 32 second limit switches 3, the 32 first limit switches 2 are connected in series with each other, and the 32 second limit switches 3 are divided into four groups, and the second limit switches 3 in each group are connected in series with each other. Of course, in actual application, the number of rescue wheels provided in each single vehicle can be adaptively adjusted due to the influence of factors such as the carrying capacity of the train and the traction of the rescue vehicle.

[0060] During non-rescue, i.e. during normal operation of the vehicle, the rescue wheels are lifted by a hydraulic transmission mode; during rescue, the rescue wheels are lowered by the hydraulic transmission mode, the vehicle is lifted, and the vehicle is quickly towed away from the occupied track by the rolling mode of the rescue wheels.

[0061] Further, the application further comprises a vehicle-mounted diagnosis network 4, the vehicle-mounted diagnosis network 4 is electrically connected with each hydraulic electronic control unit 11, the hydraulic electronic control unit 11 can transmit the trigger signal of the received second limit switch 3 to the vehicle-mounted diagnosis network 4, and the vehicle-mounted diagnosis network 4 is used for monitoring the trigger state of the second limit switch 3 in the whole vehicle, i.e. monitoring the lowering state of the rescue wheels in the whole vehicle, so as to ensure the satisfaction of the rescue condition.

[0062] Please continue to refer to Figures 1-4 , the train is provided with a whole vehicle driving control device, the magnetic levitation train rescue system further comprises a vehicle-mounted control device 5 and a vehicle-mounted safety device 6, one vehicle-mounted control device 5 is arranged in each single vehicle, the vehicle-mounted control devices 5 of two adjacent single vehicles are electrically connected, the vehicle-mounted safety device 6 is arranged in the head vehicle, the vehicle-mounted safety device 6 is electrically connected with the vehicle-mounted control device 5 arranged in the head vehicle, and the vehicle-mounted safety device 6 is electrically connected with the whole vehicle driving control device,

[0063] The vehicle-mounted control device 5 is provided with two first signal receiving channels 51 and two second signal receiving channels 52, the first signal receiving channel 51 is used for receiving the trigger signal of the first limit switch 2 of the vehicle, and the second signal receiving channel 52 is used for receiving the trigger signal of the first limit switch 2 of the adjacent rear vehicle, the vehicle-mounted control device 5 can obtain a rescue wheel lifting in-place signal when at least one first signal receiving channel 51 and at least one second signal receiving channel 52 receive effective signals, and the rescue wheel lifting in-place signal is transmitted to the vehicle-mounted control device 5 of the adjacent front vehicle;

[0064] The vehicle-mounted safety device 6 is provided with two third signal receiving channels 61 for receiving the rescue wheel lifting-in-place signal of the vehicle-mounted control device 5 of the same vehicle, and when the vehicle-mounted safety device 6 receives the valid signal of at least one third signal receiving channel 61, it is judged that all the rescue wheels of the whole vehicle are lifted in place, the whole vehicle driving control device controls the train to run normally, and when the vehicle-mounted safety device 6 does not receive the valid signal of the third signal receiving channel 61, it is judged that all the rescue wheels of the whole vehicle are not lifted in place, and the whole vehicle driving control device controls the train to run at a limited speed.

[0065] The vehicle-mounted control device 5 and the vehicle-mounted safety device 6 are arranged to further monitor the lifting state of the rescue wheel, and the signal transmission adopts the mode of step-by-step transmission from the tail car to the head car, the tail car is defined as the M car, the head car is defined as the MC1 car, and from the tail to the head, the intermediate cars are M-1 car, M-2 car in turn, and specifically:

[0066] The hydraulic electronic control unit 11 in the M car transmits the triggering signal of the first limiting switch 2 of the car to the vehicle-mounted control device 5 in the tail car through two first signal receiving channels 51, and when the vehicle-mounted control device 5 receives the valid signal of at least one first signal receiving channel 51, it obtains the rescue wheel lifting-in-place signal, and transmits the rescue wheel lifting-in-place signal to the vehicle-mounted control device 5 of the M-1 car through two second signal receiving channels 52;

[0067] The hydraulic electronic control unit 11 of the M-1 car transmits the triggering signal of the first limiting switch 2 of the car to the vehicle-mounted control device 5 of the car through two first signal receiving channels 51, and when the vehicle-mounted control device 5 receives the valid signal of at least one first signal receiving channel 51 and the valid signal of at least one second signal receiving channel 52 at the same time, it can obtain the rescue wheel lifting-in-place signal, and transmit the rescue wheel lifting-in-place signal to the vehicle-mounted control device 5 of the M-2 car through two second signal receiving channels 52, and then transmit forward in turn until the head car.

[0068] The signal transmission mode as described above can ensure that all the rescue wheels are in the lifting-in-place state when the train runs normally, and as long as there is a rescue wheel that is not lifted in place, the train is limited to run at a speed, thereby ensuring the safety of train running.

[0069] The valid signal of at least one first signal receiving channel 51 refers to the feedback of the triggering signal of the first limiting switch 2 of the car through at least one first signal receiving channel 51, that is, all the first limiting switches 2 are triggered, and all the rescue wheels are lifted in place; and the valid signal of at least one second signal receiving channel 52 refers to the feedback of the triggering signal of the first limiting switch 2 of the adjacent rear car through at least one second signal receiving channel 52, that is, all the first limiting switches 2 of the rear cars are triggered, and all the rescue wheels are lifted in place.

[0070] Please continue to refer toFigures 1-4 In the present application, the rescue wheel state indicating device 7 is further arranged in the power distribution cabinet of each vehicle, and the rescue wheel state indicating device 7 includes a rescue wheel lifting into position indicating lamp, a rescue wheel falling into position indicating lamp and a wheel not in position indicating lamp, all of which are electrically connected with the hydraulic rescue control device 1 of the same vehicle,

[0071] The hydraulic rescue control device 1 can control the wheel not in position indicating lamp to be on when receiving the whole vehicle rescue instruction but not receiving the triggering signal of at least X-1 sets of the second limit switch 3, and control the wheel not in position indicating lamp to be off and the rescue wheel falling into position indicating lamp to be on when receiving the triggering signal of at least X-1 sets of the second limit switch 3.

[0072] The hydraulic rescue control device can also control the wheel not in position indicating lamp to be on when receiving the whole vehicle rescue cancellation instruction but not receiving the triggering signal of the first limit switch 2, and control the wheel not in position indicating lamp to be off and the rescue wheel lifting into position indicating lamp to be on when receiving the triggering signal of the first limit switch 2.

[0073] By arranging the rescue wheel state indicating device 7, the state of the rescue wheel lifting and falling in the vehicle can be directly judged through the three state indicating lamps during the normal operation of the vehicle and in the rescue working condition, so as to ensure the driving safety and the satisfaction of the rescue implementation condition.

[0074] Further, the whole vehicle rescue wheel falling into position indicating lamp 8 is further arranged in the driver's room of the head vehicle and the tail vehicle, and the whole vehicle rescue wheel falling into position indicating lamp 8 is electrically connected with each hydraulic rescue control device 1, and the whole vehicle rescue wheel falling into position indicating lamp 8 is on when each hydraulic rescue control device 1 receives the triggering signal of at least X-1 sets of the second limit switch 3.

[0075] Since the aforementioned rescue wheel state indicating device 7 can only display the state of the rescue wheel lifting and falling in the vehicle, and cannot directly judge the lifting / falling state of each rescue wheel in the whole vehicle, the whole vehicle rescue wheel falling into position indicating lamp 8 is further arranged in the driver's room of the head vehicle and the tail vehicle, so as to directly judge the lifting / falling state of the rescue wheel in the whole vehicle, and ensure the driving safety and the satisfaction of the rescue implementation condition.

[0076] In the present embodiment, the first limit switch 2 includes one normally open contact, and the second limit switch 3 includes two normally open contacts connected in series.

[0077] In this way, the two contact series signals can avoid the single contact sticking and cause the hydraulic rescue control device 1 to fail to correctly detect the state of the corresponding rescue wheel not lifting into position, and improve the train operation safety.

[0078] Further, the magnetic levitation train rescue system also comprises a whole vehicle power supply unit and a power switching module, the whole vehicle power supply unit is electrically connected with the power switching module, the power switching module is electrically connected with each electronic device, and the magnetic levitation train rescue system also comprises an electricity connection port and an electricity connection cable, the electricity connection port is electrically connected with the power switching module, and the electricity connection cable is used for connecting the electricity connection port and a power supply port of the rescue vehicle.

[0079] As arranged above, in the normal operation condition, the whole vehicle power supply unit can normally supply power to each electronic device, when the train is in the rescue standby condition and in the extreme power failure condition, the electricity connection cable can realize the electrical connection between the rescue vehicle and the rescued vehicle, and each electronic device is powered by the rescue vehicle, so that the rescue system can normally play a role and ensure timely rescue.

[0080] Further, the power distribution cabinet of each vehicle is provided with a vehicle command switch, the vehicle command switch is electrically connected with the hydraulic rescue control device 1 of the same vehicle, and is used for inputting a vehicle rescue command and a vehicle cancellation rescue command.

[0081] The hydraulic electronic control unit 11 can control the action of each hydraulic cylinder in the vehicle when receiving the vehicle rescue command, and can control the stop of the action of each hydraulic cylinder in the vehicle when receiving the trigger signal of the X group second limit switch 3; the hydraulic electronic control unit 11 can also control the action of each hydraulic cylinder in the vehicle when receiving the vehicle cancellation rescue command, and can control the stop of the action of each hydraulic cylinder in the vehicle when receiving the trigger signal of the first limit switch 2.

[0082] The foregoing magnetic levitation train rescue system is suitable for whole vehicle rescue in commercial operation, but single vehicle test is usually required on the test line, therefore, the vehicle command switch is arranged in the power distribution cabinet of each vehicle to meet the test demand of single vehicle rescue on the test line. As can be seen from the foregoing, in the test, the hydraulic electronic control unit 11 only controls the stop of the action of each hydraulic cylinder in the vehicle when receiving the trigger signal of the X group second limit switch 3, which is a more stringent standard than that in the whole vehicle rescue, so as to ensure that the rescue system can normally play a role in the whole vehicle operation.

[0083] In addition, it can be understood that the vehicle command switch arranged in each vehicle loses the function in the whole vehicle operation, the vehicle command switch arranged in each vehicle can be detached, or the input vehicle command can be invalid.

[0084] In addition, the train is also provided with a suspension command switch, and the hydraulic rescue control device 1 is also provided with an invalid protection unit, the invalid protection unit is electrically connected with the suspension command switch, when the invalid protection unit receives the train suspension command, the hydraulic rescue control device 1 invalidates the received whole vehicle rescue command, that is, the rescue command is invalid in the normal suspension condition of the train, so as to avoid the interference of the misoperation on the normal operation of the train and ensure the operation safety of the train.

[0085] The application also provides a magnetic levitation train rescue method based on the aforementioned magnetic levitation train rescue system, characterized in that it comprises the following steps:

[0086] When rescue is needed, the whole-vehicle instruction switch is triggered to issue a whole-vehicle rescue instruction, and the hydraulic rescue control device 1 receives the whole-vehicle rescue instruction to control the corresponding hydraulic cylinders to act, and the output rod of the hydraulic cylinder drives the rescue wheel to descend; when the hydraulic rescue control device 1 receives the triggering signal of at least X-1 sets of second limit switches 3, the hydraulic cylinders in the vehicle are controlled to stop acting, at this time, the rescue wheel is lowered into position, and rescue can be implemented;

[0087] When rescue is cancelled, the whole-vehicle instruction switch is triggered to issue a whole-vehicle rescue cancellation instruction, and the hydraulic rescue control device 1 receives the whole-vehicle rescue instruction to control the corresponding hydraulic cylinders to act, and the output rod of the hydraulic cylinder drives the rescue wheel to rise; when the hydraulic rescue control device 1 receives the triggering signal of the first limit switch 2, the hydraulic cylinders in the vehicle are controlled to stop acting, at this time, the rescue wheel is raised into position, and the train can start running.

[0088] The magnetic levitation train rescue method based on the aforementioned magnetic levitation train rescue system has the same technical effects as the aforementioned magnetic levitation train rescue system, and will not be described here.

[0089] Further, it further comprises the following steps:

[0090] The vehicle-mounted diagnostic network 4 receives the triggering signal of the second limit switch 3 from each hydraulic electronic control unit 11, and monitors the triggering state of the second limit switch 3 in the whole vehicle, that is, monitors the descent state of the rescue wheel in the whole vehicle, to ensure the satisfaction of the rescue condition.

[0091] The rescue wheel is raised into position, and the train can start running, and specifically comprises the following steps:

[0092] The hydraulic electronic control unit 11 in the M vehicle transmits the triggering signal of the first limit switch 2 in the vehicle to the vehicle-mounted control device 5 in the M vehicle through two first signal receiving channels 51, and when the vehicle-mounted control device 5 receives at least one valid signal of the first signal receiving channel 51, a rescue wheel raising into position signal is obtained, and the rescue wheel raising into position signal is transmitted to the vehicle-mounted control device 5 of M-1 through two second signal receiving channels 52;

[0093] The hydraulic electronic control unit 11 of the M-1 vehicle transmits the triggering signal of the first limit switch 2 of the vehicle to the vehicle-mounted control device 5 of the M-1 vehicle through two first signal receiving channels 51; when the vehicle-mounted control device 5 receives the effective signal of at least one first signal receiving channel 51 and the effective signal of at least one second signal receiving channel 52, the vehicle-mounted control device 5 obtains a rescue wheel lifting to position signal and transmits the rescue wheel lifting to position signal to the vehicle-mounted control device 5 of the M-2 vehicle through two second signal receiving channels 52;

[0094] Finally, the vehicle-mounted control device 5 of the MC1 vehicle transmits the rescue wheel lifting to position signal to the vehicle-mounted safety device 6 through two third signal receiving channels 61; when the vehicle-mounted safety device 6 receives the effective signal of at least one third signal receiving channel 61, the vehicle-mounted safety device 6 judges that all the rescue wheels of the whole vehicle are lifted to position and the train is in normal operation; when the vehicle-mounted safety device 6 does not receive the effective signal of the third signal receiving channel 61, the vehicle-mounted safety device 6 judges that all the rescue wheels of the whole vehicle are not lifted to position and the train is in speed-limit operation;

[0095] Wherein, M is the tail vehicle, MC1 is the head vehicle, and M-n vehicle, n = 1, 2, 3...

[0096] The vehicle-mounted control device 5 and the vehicle-mounted safety device 6 are arranged in the application, the rescue wheel lifting state is further monitored, and the signal transmission adopts a step-by-step transmission mode from the tail vehicle to the head vehicle, so that when the train is in normal operation, all the rescue wheels are in the lifting to position state, and as long as there is a rescue wheel that is not lifted to position, the train is speed-limited, thereby ensuring the safety of train running.

[0097] Further, when the train is in a rescue state and loses power, the rescue vehicle and the vehicle to be rescued are connected through the power connection cable, and the vehicle to be rescued is powered by the rescue vehicle, so as to cope with the extreme power loss condition, ensure the normal work of the rescue system, and ensure the smooth progress of the rescue work.

[0098] Further, when the hydraulic rescue control device 1 receives the train suspension instruction, the received whole vehicle rescue instruction is invalid. That is, when the train is in a normal suspension condition, the rescue instruction is invalid, so as to avoid the interference of the rescue instruction on the normal operation of the train, and ensure the safety of the train operation.

[0099] In addition, the single vehicle is rescued on the test line, including the following steps:

[0100] When rescue is needed, the single vehicle instruction switch is triggered to issue a single vehicle rescue instruction; when the hydraulic rescue control device 1 receives the single vehicle rescue instruction, the hydraulic rescue control device 1 controls the action of each hydraulic cylinder in the vehicle, and the output rod of the hydraulic cylinder drives the rescue wheel to descend; when the hydraulic rescue control device 1 receives the triggering signal of the X group of second limit switches 3, the hydraulic rescue control device 1 controls the stop of the action of each hydraulic cylinder in the vehicle; at this time, the rescue wheel is lowered to position, and the rescue can be implemented.

[0101] When the rescue is cancelled, the single-car instruction switch is triggered to send a single-car rescue cancellation instruction. When the hydraulic rescue control device 1 receives the single-car rescue cancellation instruction, the operation of the hydraulic cylinders in the car is controlled, and the output rod of the hydraulic cylinder drives the rescue wheel to rise. When the hydraulic rescue control device 1 receives the trigger signal of the first limit switch, the operation of the hydraulic cylinders in the car is stopped. At this time, the rescue wheel is raised to the position, and the train can start running.

[0102] In this way, the test requirements of single-car rescue on the test line are met, the safety during the operation of the whole vehicle is ensured, and the smooth rescue of the whole vehicle is ensured.

[0103] The above describes in detail the magnetic levitation train rescue system and rescue method provided by the present application. The principles and implementation modes of the present application are described by applying specific examples. The above description of the examples is only used to help understand the method of the present application and its core idea. It should be pointed out that, for those skilled in the art, without departing from the principles of the present application, the present application can be improved and modified in many ways, and these improvements and modifications also fall within the protection scope of the claims of the present application.

Claims

1. A magnetic levitation train rescue system, characterized in that, Includes a vehicle command switch, which is installed in the electrical distribution cabinet of the lead vehicle and is used to input vehicle rescue commands and vehicle rescue cancellation commands; It also includes a hydraulic rescue control device (1), hydraulic cylinders, and rescue wheels. Each vehicle is equipped with one hydraulic rescue control device (1), and each vehicle is equipped with N hydraulic cylinders and rescue wheels. The hydraulic rescue control device (1) includes an electrically connected hydraulic electronic control unit (11) and a hydraulic module (12). The hydraulic electronic control unit (11) is electrically connected to the vehicle command switch, and the hydraulic module (12) is connected to each hydraulic cylinder. The output rod of the hydraulic cylinder is connected to each rescue wheel in a one-to-one correspondence. The hydraulic cylinder is equipped with a first limit switch (2) and a second limit switch. The output rod can switch between a first position and a second position. When the output rod is in the first position, the rescue wheel is raised to the position and triggers the first limit switch (2). When the output rod is in the second position, the rescue wheel is lowered to the position and triggers the second limit switch (3). N first limit switches (2) are connected in series with each other, and N second limit switches (3) are divided into X groups. The second limit switches (3) in each group are connected in series with each other. The hydraulic electronic control unit (11) is electrically connected to the first limit switch (2) and the second limit switch (3). The hydraulic electronic control unit (11) can control the operation of each hydraulic cylinder in the vehicle when it receives a vehicle rescue command, and control the operation of each hydraulic cylinder in the vehicle to stop when it receives a trigger signal from at least X-1 sets of the second limit switches (3); the hydraulic electronic control unit (11) can also control the operation of each hydraulic cylinder in the vehicle when it receives a vehicle cancel rescue command, and control the operation of each hydraulic cylinder in the vehicle to stop when it receives a trigger signal from the first limit switch (2).

2. The maglev train rescue system according to claim 1, characterized in that, It also includes an on-board diagnostic network (4), which is electrically connected to each of the hydraulic electronic control units (11). The hydraulic electronic control units (11) can transmit the received trigger signal of the second limit switch (3) to the on-board diagnostic network (4). The on-board diagnostic network (4) is used to monitor the trigger status of the second limit switch (3) in the whole vehicle.

3. The maglev train rescue system according to claim 1, characterized in that, The train is equipped with a vehicle drive control device. The maglev train rescue system also includes an on-board control device (5) and an on-board safety device (6). Each vehicle is equipped with one on-board control device (5). The on-board control devices (5) of two adjacent vehicles are electrically connected. The on-board safety device (6) is located on the lead vehicle. The on-board safety device (6) and the on-board control device (5) located on the lead vehicle are electrically connected. The on-board safety device (6) and the vehicle drive control device are electrically connected. The vehicle control device (5) is provided with two first signal receiving channels (51) and two second signal receiving channels (52). The first signal receiving channel (51) is used to receive the trigger signal of the first limit switch (2) of the vehicle itself. The second signal receiving channel (52) is used to receive the trigger signal of the first limit switch (2) of the adjacent vehicle. When the vehicle control device (5) receives a valid signal from at least one first signal receiving channel (51) and at least one second signal receiving channel (52), it can obtain a rescue wheel raised into position signal and transmit the rescue wheel raised into position signal to the vehicle control device (5) of the adjacent vehicle. The vehicle-mounted safety device (6) is equipped with two third signal receiving channels (61) for receiving the rescue wheel raised into position signal from the vehicle-mounted control device (5) in the same vehicle. When the vehicle-mounted safety device (6) receives a valid signal from at least one of the third signal receiving channels (61), it determines that all rescue wheels of the vehicle are raised into position, and the vehicle drive control device controls the train to run normally. When the vehicle-mounted safety device (6) does not receive a valid signal from the third signal receiving channel (61), it determines that not all rescue wheels of the vehicle are raised into position, and the vehicle drive control device controls the train to run at a limited speed.

4. The maglev train rescue system according to claim 1, characterized in that, It also includes a rescue wheel status indicator (7) installed in the electrical distribution cabinet of each of the vehicles. The rescue wheel status indicator (7) includes a rescue wheel raised to position indicator, a rescue wheel lowered to position indicator, and a wheel not in position indicator. The rescue wheel raised to position indicator, the rescue wheel lowered to position indicator, and the wheel not in position indicator are all electrically connected to the hydraulic rescue control device (1) in the same vehicle. The hydraulic rescue control device (1) can control the wheel not in position indicator light to illuminate when it receives a vehicle rescue command but does not receive a trigger signal from at least X-1 sets of the second limit switches (3), and control the wheel not in position indicator light to turn off and the rescue wheel landing in position indicator light to illuminate when it receives a trigger signal from at least X-1 sets of the second limit switches (3); The hydraulic rescue control device (1) can also control the wheel not in position indicator to light up when it receives the vehicle cancel rescue command but does not receive the trigger signal of the first limit switch (2), and control the wheel not in position indicator to turn off and the rescue wheel raised to position indicator to light up when it receives the trigger signal of the first limit switch (2).

5. The maglev train rescue system according to claim 1, characterized in that, The driver's cab of the lead vehicle and the tail vehicle is equipped with a vehicle rescue wheel landing indicator (8). The vehicle rescue wheel landing indicator (8) is electrically connected to each of the hydraulic rescue control devices (1). When each of the hydraulic rescue control devices (1) of the single vehicle receives the trigger signal of the second limit switch (3) of the X group, the vehicle rescue wheel landing indicator (8) lights up.

6. The maglev train rescue system according to claim 1, characterized in that, The first limit switch (2) includes a normally open contact, and the second limit switch (3) includes two normally open contacts connected in series.

7. The maglev train rescue system according to claim 1, characterized in that, It also includes a vehicle power supply unit and a power switching module. The vehicle power supply unit is electrically connected to the power switching module. The power switching module is electrically connected to each electronic device. It also includes a power interface and a power cable. The power interface is electrically connected to the power switching module. The power cable is used to connect the power interface to the power supply port of the rescue vehicle.

8. The maglev train rescue system according to claim 1, characterized in that, Each of the bicycles is equipped with a bicycle command switch in its electrical distribution cabinet. The bicycle command switch is electrically connected to the hydraulic rescue control device (1) of the same bicycle and is used to input bicycle rescue commands and bicycle cancellation commands. The hydraulic electronic control unit (11) can control the operation of each hydraulic cylinder in the vehicle when it receives a single vehicle rescue command, and control the operation of each hydraulic cylinder in the vehicle to stop when it receives the trigger signal of the second limit switch (3) of group X; the hydraulic electronic control unit (11) can also control the operation of each hydraulic cylinder in the vehicle when it receives a single vehicle cancel rescue command, and control the operation of each hydraulic cylinder in the vehicle to stop when it receives the trigger signal of the first limit switch (2).

9. The maglev train rescue system according to claim 1, characterized in that, The train is equipped with a levitation command switch, and the hydraulic rescue control device (1) is also equipped with an invalidation protection unit. The invalidation protection unit is electrically connected to the levitation command switch. When the invalidation protection unit receives the train levitation command, the hydraulic rescue control device (1) invalidates the received whole-vehicle rescue command.

10. A method for rescuing a maglev train, based on the maglev train rescue system according to any one of claims 1-9, characterized in that, Includes the following steps: When rescue is needed, the vehicle command switch is triggered to issue a vehicle rescue command. When the hydraulic rescue control device (1) receives the vehicle rescue command, it controls the hydraulic cylinders in the vehicle to move. The output rod of the hydraulic cylinder drives the rescue wheel to descend. When the hydraulic rescue control device (1) receives the trigger signal of at least X-1 sets of second limit switches (3), it controls each of the hydraulic cylinders in the vehicle to stop moving. At this time, the rescue wheel descends to the position and rescue can be carried out. When the rescue is cancelled, the whole vehicle command switch is triggered, and the whole vehicle rescue cancellation command is issued. When the hydraulic rescue control device (1) receives the whole vehicle rescue cancellation command, it controls the hydraulic cylinders in the vehicle to move. The output rod of the hydraulic cylinder drives the rescue wheel to rise. When the hydraulic rescue control device (1) receives the trigger signal of the first limit switch (2), it controls the hydraulic cylinders in the vehicle to stop moving. At this time, the rescue wheel is raised to the position, and the train can start running.

11. The maglev train rescue method according to claim 10, characterized in that, It also includes the following steps: The on-board diagnostic network (4) receives the trigger signal from the second limit switch (3) of each of the hydraulic electronic control units (11) and monitors the trigger status of the second limit switch (3) in the whole vehicle.

12. The maglev train rescue method according to claim 10, characterized in that, Once the rescue wheels are in place, the train can begin operation, which includes the following steps: The hydraulic electronic control unit (11) in vehicle M transmits the trigger signal of the first limit switch (2) of the vehicle to the vehicle control device (5) in vehicle M through two first signal receiving channels (51). When the vehicle control device (5) receives a valid signal from at least one of the first signal receiving channels (51), it generates a rescue wheel raised into position signal and transmits the rescue wheel raised into position signal to the vehicle control device (5) of vehicle M-1 through two second signal receiving channels (52). The hydraulic electronic control unit (11) of the M-1 vehicle transmits the trigger signal of the first limit switch (2) of the vehicle to the vehicle control device (5) of the M-1 vehicle through two first signal receiving channels (51). When the vehicle control device (5) receives at least one valid signal from the first signal receiving channel (51) and at least one valid signal from the second signal receiving channel (52), it generates a rescue wheel raised into position signal and transmits the rescue wheel raised into position signal to the vehicle control device (5) of the M-2 vehicle through two second signal receiving channels (52). Finally, the on-board control device (5) of the MC1 car transmits the signal of the rescue wheels being raised to the on-board safety device (6) through two third signal receiving channels (61). When the on-board safety device (6) receives a valid signal from at least one of the third signal receiving channels (61), it determines that all the rescue wheels of the car are raised to the correct position and the train runs normally. When the on-board safety device (6) does not receive a valid signal from the third signal receiving channel (61), it determines that not all the rescue wheels of the car are raised to the correct position and the train runs at a limited speed. The M car is the tail car, the MC1 car is the head car, and the middle cars from the tail to the head are Mn cars, where n = 1, 2, 3...

13. The maglev train rescue method according to claim 10, characterized in that, When a train is in a state of waiting for rescue and has lost power, a rescue vehicle and a vehicle waiting for rescue are connected by a power cable, and the rescue vehicle supplies power to the vehicle waiting for rescue.

14. The maglev train rescue method according to claim 10, characterized in that, When the hydraulic rescue control device (1) receives the train levitation command, it invalidates the received whole-vehicle rescue command.

15. The maglev train rescue method according to claim 10, characterized in that, Rescuing a single bicycle on the test line includes the following steps: When rescue is needed, the single vehicle command switch is triggered to issue a single vehicle rescue command. When the hydraulic rescue control device (1) receives the single vehicle rescue command, it controls the operation of each hydraulic cylinder in the vehicle. The output rod of the hydraulic cylinder drives the rescue wheel to descend. When the hydraulic rescue control device (1) receives the trigger signal of the second limit switch (3) of group X, it controls each hydraulic cylinder in the vehicle to stop operating. At this time, the rescue wheel descends to the position and rescue can be carried out. When the rescue is cancelled, the single-vehicle command switch is triggered, and a single-vehicle rescue cancellation command is issued. When the hydraulic rescue control device (1) receives the single-vehicle rescue cancellation command, it controls the operation of each hydraulic cylinder in the vehicle. The output rod of the hydraulic cylinder drives the rescue wheel to rise. When the hydraulic rescue control device (1) receives the trigger signal of the first limit switch (2), it controls each hydraulic cylinder in the vehicle to stop operating. At this time, the rescue wheel is raised to the position, and the train can start running.

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