Brake Control Method for High-Speed Maglev Train with Aerodynamic Braking System

Abstract

The present invention relates to a braking control method for a high-speed maglev train equipped with a windage braking system, comprising the following steps: setting operating modes for the windage braking system and the eddy current braking system, determining the braking condition of the train based on the states of the windage and eddy current braking systems; setting multiple continuous speed intervals; determining the speed intervals to which the train's initial braking velocity and the train's running speed during the braking process belong; and adjusting the operating modes of the windage braking system and the eddy current braking system based on the train's braking condition, the train's initial braking velocity, and the speed intervals to which the train's running speed during the braking process belong, respectively, to reduce deceleration fluctuations in each speed interval during the train's braking process. The present invention enables windage braking to cooperate with the existing eddy current braking system on the high-speed maglev train, effectively reducing the fluctuations in braking deceleration across all speed intervals while ensuring that the braking deceleration requirements are met, thereby achieving a substantially constant braking deceleration across all speed intervals.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transit vehicle braking, and in particular relates to a braking control method for a high-speed magnetic levitation train with a windage braking system. Background Art

[0002] High-speed maglev trains are a new type of high-speed rail transportation vehicle. Their braking modes are mainly divided into service braking and safety braking. Safety braking is a completely independent braking system that ensures safe operation of the train and currently uses eddy current braking.

[0003] There are currently two issues with safety braking systems primarily comprised of eddy current brakes. First, due to space constraints on trains, the number of eddy current brakes installed is very limited, resulting in a long safe braking distance. Second, due to the physical characteristics of eddy current braking force, it experiences significant attenuation at high speeds, leading to significant fluctuations in braking deceleration throughout the braking process and poor passenger comfort.

[0004] For these two problems, one of the best solutions at present is to install a windage brake device on the train to increase the braking force. The windage brake has a simple structure and reliable function, and the braking force increases in a square relationship with the increase of speed. The characteristics of windage brake that the braking force is large in the high-speed section and small in the low-speed section can complement the eddy current brake, thereby achieving a basically constant braking deceleration in the entire speed range.

[0005] Although windage braking technology has been around for many years, it has yet to be applied in high-speed maglev trains, and existing research has focused on the structure of the windage braking system itself. As an auxiliary safety braking method, how windage braking can coordinate with existing eddy current braking, skid braking, and other braking methods while meeting braking deceleration requirements is a key issue that needs to be addressed. Specifically, what braking force application strategies should each braking method use across the entire speed range to achieve a nearly constant braking deceleration across the entire speed range? This is a key issue that will determine the mature application of windage braking in high-speed maglev trains. Summary of the Invention

[0006] The purpose of the present invention is to solve one of the above technical problems and provide a high-speed magnetic levitation train braking control method with a wind resistance braking system.

[0007] To achieve the above object, the technical solution adopted by the present invention is:

[0008] A braking control method for a high-speed maglev train equipped with a windage braking system is applicable to a high-speed maglev train equipped with a windage braking system and an eddy current braking system. The windage braking system includes a windage braking device installed on the train, the windage braking device includes a windage wing, and the eddy current braking system includes an eddy current braking device installed on the train. The control method includes the following steps:

[0009] The windage brake system is set to three working modes: overload, full load and light load based on the opening angle of the windage wing;

[0010] Based on the magnitude of the excitation current in the eddy current brake device, the eddy current brake system is set to have two working modes: overload and full load;

[0011] When the train is performing safety braking, the status of the windage braking system and the eddy current braking system are detected respectively. Based on the status of the windage braking system and the eddy current braking system, the braking conditions of the train are determined. The braking conditions include normal braking conditions, abnormal windage braking conditions, abnormal eddy current braking conditions, and all abnormal braking conditions.

[0012] Setting a plurality of consecutive speed intervals based on a predetermined speed threshold;

[0013] Detecting the train's initial braking speed and the train's running speed during braking, and determining the speed ranges to which the train's initial braking speed and the train's running speed during braking belong;

[0014] Based on the train's braking conditions, initial braking velocity, and the speed range to which the train's operating speed during braking belongs, the operating modes of the windage braking system and the eddy current braking system are adjusted respectively to reduce the deceleration fluctuations in each speed range during the train's braking process.

[0015] In some embodiments of the present invention, when the windage braking system operates in full load mode, the opening angle of the windage wing is α0, and the windage braking system provides the train with a windage braking force F based on the first windage braking force formula (1): D :

[0016]

[0017] Where ρ is the fluid density, v is the train speed, C D is the drag coefficient, A is the wind resistance wing area;

[0018] When the windage braking system works in overload mode, the opening angle of the windage wing is α2, and the windage braking system provides the train with windage braking force F based on the second windage braking force formula (2): D :

[0019]

[0020] Wherein, k1 is the first drag state coefficient;

[0021] When the windage braking system works in light load mode, the opening angle of the windage wing is α1, and the windage braking system provides the train with windage braking force F based on the third windage braking force formula (3): D :

[0022]

[0023] Wherein, k2 is the second drag state coefficient;

[0024] When the eddy current braking system works in full load mode, the magnitude of the excitation current in the eddy current braking device is I0, and the eddy current braking system provides the train with an eddy current braking force F based on the first eddy current braking force formula (4): B :

[0025]

[0026] Where P is the braking power, v is the train speed, δ is the skin depth, D is the diameter of the induced eddy current loop; B is the magnetic induction intensity in the track; τ is the magnetic pole pitch; μ is the track conductivity;

[0027] When the eddy current braking system works in overload mode, the magnitude of the excitation current in the eddy current braking device is I1, and the eddy current braking system provides the train with an eddy current braking force F based on the second eddy current braking force formula (5) B :

[0028]

[0029] Where i is the eddy current state coefficient.

[0030] In some embodiments of the present invention, six predetermined speed thresholds are set based on the changing relationship between the train running speed and the wind resistance braking force, as well as the changing relationship between the train running speed and the eddy current braking force, and five continuous speed intervals are set based on the six predetermined speed thresholds.

[0031] In some embodiments of the present invention, the method for adjusting the operating mode of the windage braking system and the eddy current braking system includes:

[0032] When the train is in normal braking conditions, the predetermined speed thresholds include V0, V1, V2, V3, V4 and V5, and V0>V1>V2>V3>V4>V5, and the speed intervals include the V0-V1 speed interval, the V1-V2 speed interval, the V2-V3 speed interval, the V3-V4 speed interval and the V4-V5 speed interval;

[0033] When the train's initial braking speed is in the V0-V1 speed range, the windage braking system is adjusted to full load mode, and the eddy current braking system is adjusted to full load mode;

[0034] When the train's initial braking speed is in the V1-V2 speed range or the train's running speed is reduced to the V1-V2 speed range, the windage braking system is adjusted to light load mode and the eddy current braking system is adjusted to full load mode;

[0035] When the train's initial braking speed is in the V2-V3 speed range or the train's running speed is reduced to the V2-V3 speed range, the windage braking system is adjusted to full load mode and the eddy current braking system is adjusted to full load mode;

[0036] When the train's initial braking speed is in the V3-V4 speed range or the train's operating speed is reduced to the V3-V4 speed range, the windage braking system is shut down and the eddy current braking system is adjusted to full load mode;

[0037] When the train's initial braking speed is in the V4-V5 speed range or the train's running speed is reduced to the V4-V5 speed range, the windage braking system is turned off, the eddy current braking system is turned off, and power supply to the train's suspension system is stopped. The train is stopped by skid braking.

[0038] In some embodiments of the present invention, the method for adjusting the operating mode of the windage braking system and the eddy current braking system further includes:

[0039] When the train is in an abnormal wind resistance braking condition, the predetermined speed thresholds include V0, V1, V2, V3, V4 and V5, and V0>V1>V2>V3>V4>V5, and the speed intervals include the V0-V1 speed interval, the V1-V2 speed interval, the V2-V3 speed interval, the V3-V4 speed interval and the V4-V5 speed interval;

[0040] When the train's initial braking speed is in the V0-V1 speed range, the windage braking system is adjusted to overload mode, and the eddy current braking system is adjusted to full load mode;

[0041] When the train's initial braking speed is in the V1-V2 speed range or the train's running speed is reduced to the V1-V2 speed range, the windage braking system is adjusted to full load mode or light load mode, and the eddy current braking system is adjusted to full load mode;

[0042] When the train's initial braking speed is in the V2-V3 speed range or the train's running speed is reduced to the V2-V3 speed range, the windage braking system is adjusted to the overload mode and the eddy current braking system is adjusted to the full load mode;

[0043] When the train's initial braking speed is in the V3-V4 speed range or the train's operating speed is reduced to the V3-V4 speed range, the windage braking system is shut down and the eddy current braking system is adjusted to full load mode;

[0044] When the train's initial braking speed is in the V4-V5 speed range or the train's running speed is reduced to the V4-V5 speed range, the windage braking system is turned off, the eddy current braking system is turned off, and power supply to the train's suspension system is stopped. The train is stopped by skid braking.

[0045] In some embodiments of the present invention, the method for adjusting the operating mode of the windage braking system and the eddy current braking system further includes:

[0046] When the train is in an abnormal eddy current braking condition, the predetermined speed thresholds include V0, V1, V2, V3, V4 and V5, and V0>V1>V2>V3>V4>V5, and the speed intervals include the V0-V1 speed interval, the V1-V2 speed interval, the V2-V3 speed interval, the V3-V4 speed interval and the V4-V5 speed interval;

[0047] When the train's initial braking speed is in the V0-V1 speed range, the windage braking system is adjusted to full-load mode, and the eddy current braking system is adjusted to overload mode;

[0048] When the train's initial braking speed is in the V1-V2 speed range or the train's running speed is reduced to the V1-V2 speed range, the windage braking system is adjusted to the light-load mode and the eddy-current braking system is adjusted to the overload mode;

[0049] When the train's initial braking speed is in the V2-V3 speed range or the train's running speed is reduced to the V2-V3 speed range, the windage braking system is adjusted to full-load mode and the eddy current braking system is adjusted to overload mode;

[0050] When the train's initial braking speed is in the V3-V4 speed range or the train's operating speed is reduced to the V3-V4 speed range, the windage braking system is shut down and the eddy current braking system is adjusted to overload mode;

[0051] When the train's initial braking speed is in the V4-V5 speed range or the train's running speed is reduced to the V4-V5 speed range, the windage braking system is turned off, the eddy current braking system is turned off, and power supply to the train's suspension system is stopped. The train is stopped by skid braking.

[0052] In some embodiments of the present invention, the method for adjusting the operating mode of the windage braking system and the eddy current braking system further includes:

[0053] When the train is in a fully abnormal braking condition, the predetermined speed thresholds include V0, V1, V2, V3, V4 and V5, and V0>V1>V2>V3>V4>V5, and the speed intervals include the V0-V1 speed interval, the V1-V2 speed interval, the V2-V3 speed interval, the V3-V4 speed interval and the V4-V5 speed interval;

[0054] When the train's initial braking speed is in the V0-V1 speed range, the windage braking system is adjusted to overload mode, and the eddy current braking system is adjusted to overload mode;

[0055] When the train's initial braking speed is in the V1-V2 speed range or the train's running speed is reduced to the V1-V2 speed range, the windage braking system is adjusted to full load mode or light load mode, and the eddy current braking system is adjusted to overload mode;

[0056] When the train's initial braking speed is in the V2-V3 speed range or the train's running speed is reduced to the V2-V3 speed range, the windage braking system is adjusted to the overload mode and the eddy current braking system is adjusted to the overload mode;

[0057] When the train's initial braking speed is in the V3-V4 speed range or the train's operating speed is reduced to the V3-V4 speed range, the windage braking system is shut down and the eddy current braking system is adjusted to overload mode;

[0058] When the train's initial braking speed is in the V4-V5 speed range or the train's running speed is reduced to the V4-V5 speed range, the windage braking system is turned off, the eddy current braking system is turned off, and power supply to the train's suspension system is stopped. The train is stopped by skid braking.

[0059] In some embodiments of the present invention, a method for detecting the status of a windage braking system and an eddy current braking system of a train includes:

[0060] detecting whether a wind resistance brake device in the wind resistance brake system is failed; if no failed wind resistance brake device exists in the wind resistance brake system, determining that the wind resistance brake system is in a normal state; if a failed wind resistance brake device exists but the failure rate of the wind resistance brake device does not exceed a predetermined ratio, determining that the wind resistance brake system is in an abnormal state; the failure rate of the wind resistance brake device is the ratio of failed wind resistance brake devices to all wind resistance brake devices;

[0061] Detect whether the eddy current braking device in the eddy current braking system has failed; if there is no failed eddy current braking device in the eddy current braking system, determine that the eddy current braking system is in a normal state; if there is a failed eddy current braking device but the failure rate of the eddy current braking device does not exceed a predetermined proportion, determine that the eddy current braking system is in an abnormal state; the failure rate of the eddy current braking device is the proportion of the failed eddy current braking devices in all eddy current braking devices.

[0062] In some embodiments of the present invention, the following steps are further included:

[0063] If the failure rate of the wind resistance braking devices in the wind resistance braking system exceeds a predetermined ratio, all wind resistance braking devices that have not failed are controlled to provide wind resistance braking force to the train at their maximum output capacity in each speed range;

[0064] If the failure rate of the eddy current braking devices in the eddy current braking system exceeds a predetermined ratio, all the eddy current braking devices that have not failed are controlled to provide eddy current braking force to the train at their maximum output capacity in each speed range.

[0065] In some embodiments of the present invention, a method for determining a braking condition of a train based on the states of a windage braking system and an eddy current braking system includes:

[0066] When the windage braking system and the eddy current braking system are both in normal condition, it is determined that the train is in normal braking condition;

[0067] When the windage braking system is in an abnormal state and the eddy current braking system is in a normal state, it is determined that the train is in an abnormal windage braking condition;

[0068] When the windage braking system is in a normal state and the eddy current braking system is in an abnormal state, it is determined that the train is in an abnormal eddy current braking condition;

[0069] When both the windage braking system and the eddy current braking system are in abnormal states, it is determined that the train is in a fully abnormal braking condition.

[0070] The beneficial effects of the present invention are:

[0071] 1. The present invention adjusts the operating modes of the windage braking system and the eddy current braking system in different speed ranges, enabling the windage braking system to cooperate with the existing eddy current braking system on high-speed maglev trains. This effectively reduces the fluctuation of the braking deceleration in all speed ranges while ensuring that the braking deceleration requirements are met, achieving a substantially constant braking deceleration in all speed ranges.

[0072] 2. The present invention sets multiple working modes for the windage braking system and the eddy current braking system based on their own characteristics, thereby simplifying the adjustment method of the windage braking force and the eddy current braking force during braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0073] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0074] Figure 1 Flowchart of a high-speed maglev train braking control method;

[0075] Figure 2 Schematic diagram of the curve of each braking force changing with speed during the train safety braking process in the prior art;

[0076] Figure 3This is a schematic diagram of the curve of the braking force of the wind resistance brake device for high-speed maglev as a function of speed;

[0077] Figure 4 This is a flow chart of the method for selecting the windage wing angle and excitation current under normal braking conditions;

[0078] Figure 5 This is a flow chart of the method for selecting the windage wing angle and excitation current size under abnormal windage conditions;

[0079] Figure 6 This is a flow chart of the method for selecting the windage wing angle and excitation current size under abnormal eddy current conditions;

[0080] Figure 7 The figure is a flow chart of the method for selecting the windage wing angle and excitation current under all abnormal working conditions. DETAILED DESCRIPTION

[0081] In order to make the purpose, technical solutions and advantages of this application more clearly understood, the present application is described and illustrated below in conjunction with the accompanying drawings and examples. It should be understood that the specific embodiments described herein are merely used to explain this application and are not intended to limit this application. Based on the embodiments provided in this application, all other embodiments obtained by those of ordinary skill in the art without making any creative efforts are within the scope of protection of this application.

[0082] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0083] In the absence of conflict, the embodiments of the present invention and the features thereof may be combined with each other.

[0084] In order to better illustrate the solution of the present invention, the braking force application principle of the windage braking device and the eddy current braking device in the prior art is first described.

[0085] Wind resistance braking force F D The wind resistance braking force F D The relationship with the train speed v conforms to the following relationship:

[0086]

[0087] Where ρ is the fluid density, v is the train speed, C D is the drag coefficient, A is the area of the wind resistance wing, the opening angle of the wind resistance wing is 0° to 90°, and the larger the opening angle of the wind resistance wing, the larger its windward area. D The curve of speed change is shown in the attached figure. Figure 2 shown.

[0088] When there are multiple sets of wind resistance fenders and the front and rear spacing is close, due to the interference effect, the braking force generated by the rear wind resistance fenders is severely attenuated, and the above formula needs to be multiplied by the interference coefficient, that is, the attenuation coefficient; because the number, spacing, and structural form of wind resistance fenders installed on different models are different, in order to simplify the problem, the present invention does not consider the mutual interference between wind resistance fenders, that is, the interference coefficient is temporarily set to 1.

[0089] Braking force F due to wind resistance D The relationship between the flap opening angle and the train speed v shows that the frontal area of the flap can be adjusted by adjusting the flap opening angle. Generally speaking, the larger the flap opening angle, the larger the frontal area and the greater the wind resistance generated. However, due to the influence of the vortex structure of the flow field, the maximum wind resistance does not occur when the flap opening angle is 90°. According to existing research results, the maximum force generally occurs between the flap opening angle of 75° and 85°.

[0090] Eddy current braking force F B The eddy current braking force F B The relationship with the train speed v conforms to the following relationship:

[0091]

[0092] Where P is the braking power, v is the train speed, δ is the skin depth, D is the diameter of the induced eddy current loop; B is the magnetic induction intensity in the track; τ is the magnetic pole pitch; and μ is the track conductivity.

[0093] Due to the influence of the skin effect, the skin depth δ decreases with the increase of the train speed v, resulting in the eddy current braking force F B After the train speed v reaches a certain value, the problem of a decrease will occur. In the prior art, the eddy current braking force F during the safe braking process of high-speed maglev trains B The curves of each braking force changing with speed are shown in the attached figure. Figure 3 shown.

[0094] It should be noted that both the numerical expressions for windage and eddy current braking forces are theoretically derived. While they can illustrate the force trends and influencing factors, the calculated results can be subject to significant errors. In practical applications, relatively accurate calculations are often performed using finite element software, supplemented by experimental corrections.

[0095] The technical solution of the present invention is described in detail below in conjunction with specific embodiments and the accompanying drawings.

[0096] As attached Figure 1-7 As shown, in an illustrative embodiment of a braking control method for a high-speed maglev train with a windage braking system according to the present invention, the control method is applicable to a high-speed maglev train equipped with a windage braking system and an eddy current braking system, wherein the windage braking system includes a plurality of windage braking devices installed on the train, each windage braking device includes a windage wing plate, and the eddy current braking system includes a plurality of eddy current braking devices installed on the train. The control method includes the following steps.

[0097] Based on the opening angle of the wind resistance wing, three working modes of overload, full load and light load are set for the wind resistance braking system.

[0098] Based on the magnitude of the excitation current in the eddy current braking device, two working modes, overload and full load, are set for the eddy current braking system.

[0099] When the train performs safety braking, the status of the wind resistance braking system and the eddy current braking system are detected respectively, and the braking conditions of the train are determined based on the status of the wind resistance braking system and the eddy current braking system. The braking conditions include normal braking conditions, abnormal wind resistance braking conditions, abnormal eddy current braking conditions and full abnormal braking conditions.

[0100] Multiple continuous speed intervals are set based on predetermined speed thresholds. In this embodiment, six predetermined speed thresholds are set based on the changing relationship between the train's running speed and the windage braking force, as well as the changing relationship between the train's running speed and the eddy current braking force. The predetermined speed thresholds include V0, V1, V2, V3, V4, and V5, with V0>V1>V2>V3>V4>V5. Five continuous speed intervals are set based on the six predetermined speed thresholds. The speed intervals include the V0-V1 speed interval, the V1-V2 speed interval, the V2-V3 speed interval, the V3-V4 speed interval, and the V4-V5 speed interval.

[0101] Detect the train's initial braking speed and the train's running speed during braking, and determine the speed range to which the train's initial braking speed and the train's running speed during braking belong.

[0102] Based on the braking condition of the train, the initial braking speed of the train, and the speed range to which the train running speed belongs during the braking process, the working modes of the air resistance braking system and the eddy current braking system are adjusted respectively to reduce the deceleration fluctuation in each speed range during the train braking process.

[0103] It should be noted that for the air resistance braking system, the definitions of full load, overload, and light load are based on the required air resistance braking force. For a certain air resistance braking force requirement, the force allocated to each air resistance braking device is the rated value, corresponding to an opening angle α0; when the opening angle of the air resistance wing plate is less than α0, the air resistance braking force output by each air resistance wing plate is less than the rated value, which is defined as the light load mode, and the opening angle of the air resistance wing plate in this mode is α1, that is, α1 < α0; when the opening angle of the air resistance wing plate is greater than α0, the air resistance force output by each air resistance wing plate is greater than the rated value, which is defined as the overload mode, and the opening angle of the air resistance wing plate in this mode is α2, that is, α0 < α2. For the specific values of α0, α1, and α2, they need to be determined based on the specific structure of different air resistance wing plates through a method combining simulation calculation and experimental verification. At the same time, in order to achieve smooth deceleration, special attention should be paid to the regulation rate of the opening angle of the air resistance wing plate, and the specific value still needs to be determined according to the method combining specific projects and experiments.

[0104] For the eddy current braking system, the definitions of full load and overload are based on the required eddy current braking force. For a certain eddy current braking force requirement, the force allocated to each eddy current braking device is the rated value, corresponding to an excitation current I0; when the excitation current is greater than I0, the eddy current braking force output by each eddy current braking device is greater than the rated value, which is defined as the overload mode, and the magnitude of the excitation current in this mode is I1, that is, I0 < I1. For the specific values of I0 and I1, they need to be determined based on the specific structure of different eddy current braking devices through a method combining simulation calculation and experimental verification.

[0105] In some embodiments of the present invention, when the air resistance braking system operates in the full load mode, the opening angle of the air resistance wing plate is α0, and the air resistance braking system provides the air resistance braking force F for the train based on the first air resistance braking force formula (1) D :

[0106]

[0107] where ρ is the fluid density, v is the train running speed, C D is the resistance coefficient, and A is the area of the air resistance wing plate.

[0108] When the air resistance braking system operates in the overload mode, the opening angle of the air resistance wing plate is α2, and the air resistance braking system provides the air resistance braking force F for the train based on the second air resistance braking force formula (2) D :

[0109]

[0110] Wherein, k1 is the first wind resistance state coefficient.

[0111] When the windage braking system works in light load mode, the opening angle of the windage wing is α1, and the windage braking system provides the train with windage braking force F based on the third windage braking force formula (3): D :

[0112]

[0113] Wherein, k2 is the second drag state coefficient.

[0114] When the eddy current braking system works in full load mode, the magnitude of the excitation current in the eddy current braking device is I0, and the eddy current braking system provides the train with an eddy current braking force F based on the first eddy current braking force formula (4): B :

[0115]

[0116] Where P is the braking power, v is the train speed, δ is the skin depth, D is the diameter of the induced eddy current loop; B is the magnetic induction intensity in the track; τ is the magnetic pole pitch; and μ is the track conductivity.

[0117] When the eddy current braking system works in overload mode, the magnitude of the excitation current in the eddy current braking device is I1, and the eddy current braking system provides the train with an eddy current braking force F based on the second eddy current braking force formula (5) B :

[0118]

[0119] Where i is the eddy current state coefficient.

[0120] In some embodiments of the present invention, a method for detecting the status of a windage braking system and an eddy current braking system of a train includes the following steps.

[0121] Check whether the windage brake device in the windage brake system is faulty. If no faulty windage brake device exists in the windage brake system, the windage brake system is determined to be in a normal state. If a faulty windage brake device exists but the windage brake device failure rate does not exceed 25%, the windage brake system is determined to be in an abnormal state. The windage brake device failure rate is the proportion of faulty windage brake devices among all windage brake devices.

[0122] It should be noted that under normal circumstances, the windage braking system is designed to reserve a 25% windage braking force margin. That is, when 25% of the windage braking devices fail, the opening angle of the windage wing can still be adjusted to make it work in an overload state, thereby providing the windage braking force required for safe braking of the train.

[0123] Check whether the eddy current brake devices in the eddy current brake system have failed. If there are no failed eddy current brake devices in the eddy current brake system, the eddy current brake system is determined to be in a normal state. If there are failed eddy current brake devices but the eddy current brake device failure rate does not exceed 25%, the eddy current brake system is determined to be in an abnormal state. The eddy current brake device failure rate is the proportion of failed eddy current brake devices among all eddy current brake devices.

[0124] It should be noted that under normal circumstances, the eddy current braking system is designed to reserve a 25% eddy current braking force margin. That is, when 25% of the eddy current braking devices fail, the excitation current of the remaining normal eddy current braking devices can still be increased to make them operate in an overload state, thereby providing the eddy current braking force required for safe braking of the train.

[0125] In some embodiments of the present invention, the braking control method further includes the following steps.

[0126] If the failure rate of the windage braking devices in the windage braking system exceeds 25%, all the windage braking devices that have not failed are controlled to provide windage braking force to the train at their maximum output capacity in each speed range.

[0127] If the failure rate of the eddy current braking devices in the eddy current braking system exceeds 25%, all the eddy current braking devices that have not failed are controlled to provide eddy current braking force to the train at their maximum output capacity in each speed range.

[0128] In some embodiments of the present invention, a method for determining a braking condition of a train based on states of a windage braking system and an eddy current braking system includes the following steps.

[0129] When the windage braking system and the eddy current braking system are both in normal condition, it is determined that the train is in normal braking condition.

[0130] When the windage braking system is in an abnormal state and the eddy current braking system is in a normal state, it is determined that the train is in an abnormal windage braking condition.

[0131] When the windage braking system is in a normal state and the eddy current braking system is in an abnormal state, it is determined that the train is in an abnormal eddy current braking condition.

[0132] When both the windage braking system and the eddy current braking system are in abnormal states, it is determined that the train is in a fully abnormal braking condition.

[0133] The following describes a specific embodiment and specific speed thresholds to illustrate the braking control method for a high-speed maglev train under various braking conditions and in various speed ranges. In this embodiment, it is assumed that the predetermined speed threshold V0 is 600 km / h; the predetermined speed threshold V1 is 300 km / h; the predetermined speed threshold V2 is 200 km / h; the predetermined speed threshold V3 is 100 km / h; the predetermined speed threshold V4 is 10 km / h; and the predetermined speed threshold V5 is 0 km / h. The initial braking velocity of the train is assumed to be 600 km / h.

[0134] (1) The specific braking process of the train in normal braking condition is as follows:

[0135] The initial braking speed of the train is in the speed range of V0-V1, that is, in the speed range of 600km / h-300km / h. The windage braking system is adjusted to the full load mode. At this time, the windage braking system provides the train with windage braking force F based on the first windage braking force formula (1) above. D , the opening angle of the wind resistance wing is α0. The eddy current braking system is adjusted to the full load mode. At this time, the eddy current braking system provides the train with an eddy current braking force F based on the above-mentioned first eddy current braking force formula (4): B , the magnitude of the excitation current is I0.

[0136] During braking, when the train's operating speed is between 600km / h and 300km / h, the operating modes of the windage brake and eddy current brake systems remain unchanged. This means the eddy current brake's brake air gap remains constant, and the windage flap opening angle remains unchanged. The combined force of the two remains nearly constant, achieving a nearly constant or smoothly varying braking deceleration within this speed range.

[0137] When the train speed is reduced to the V1-V2 speed range, that is, when the train speed is in the 300km / h-200km / h speed range, as the speed decreases, the normal suction force inherent in the eddy current brake device begins to increase significantly, gradually exceeding the preload force set by its own structure, thereby causing the brake air gap of the eddy current brake device to begin to shrink continuously, and the eddy current braking force to increase rapidly; in order to maintain the deceleration rate in this speed range basically constant, it is necessary to degrade the windage brake device and adjust the windage brake system from the full load mode to the light load mode by reducing the opening angle of the windage wing. At this time, the windage brake system provides the train with a windage braking force F based on the above-mentioned windage braking force third formula (3) D The opening angle of the wind resistance wing is α1. The eddy current braking system remains in full load mode.

[0138] When the train's operating speed drops to the V2-V3 range, meaning it's between 200km / h and 100km / h, the eddy current brake's air gap is minimized, effectively adhering to the track. The eddy current braking force no longer accelerates, but instead increases slowly according to existing physical characteristics. To maintain a roughly constant deceleration rate in this speed range, the windage braking system is adjusted from light-load mode to full-load mode. The eddy current brake system remains in full-load mode in this speed range.

[0139] When the train's operating speed drops to the V3-V4 range, meaning between 100km / h and 10km / h, the eddy current braking force reaches near maximum based on the physical characteristics of the system. Simultaneously, the windage braking force is reduced to near zero based on the physical characteristics of the system, so the windage braking system is deactivated. With windage braking removed, the train relies solely on the eddy current braking system for deceleration, which remains in full load mode. During this process, the train's total system power begins to slowly and steadily decrease, and the train's deceleration also decreases steadily and simultaneously.

[0140] When the train speed drops to the V4-V5 range, that is, between 10km / h and 0km / h, the eddy current braking force is already very small. Furthermore, as the train speed decreases, the normal suction increases, and the load on the track increases. To reduce the impact on the track, the eddy current braking system is shut down, power to the train's suspension system is stopped, the maglev train disembarks, and the train is brought to a stop using skid braking. The windage braking system remains disabled during this process.

[0141] The opening angle α of the windage flap in the windage brake device at each speed range under normal braking conditions and the magnitude of the excitation current I in the eddy current brake device are shown in the attached figure. Figure 4 shown.

[0142] (2) The specific braking process of the train in the abnormal wind resistance braking condition is as follows:

[0143] This operating condition is an abnormal braking condition. Assuming that a certain proportion of windage braking devices fail, the failure ratio is designed to be 25%. That is, when 25% of the windage braking devices fail, the opening angle of the windage wing can still be adjusted to make it work in overload mode, thereby providing the windage braking force required for the train braking process.

[0144] The train's initial braking speed is in the V0-V1 speed range, that is, in the 600km / h-300km / h speed range, and the wind resistance braking system is adjusted to the overload mode. At this time, the wind resistance braking system provides the train with a wind resistance braking force F based on the above-mentioned wind resistance braking force second formula (2): D, the opening angle of the wind resistance wing is α2. At the same time, in order to ensure that the working characteristics of the eddy current braking system remain unchanged, the eddy current braking system is adjusted to the full load mode, that is, the braking force lost by the wind resistance braking needs to be supplemented by the remaining normal wind resistance braking device, rather than by the eddy current braking system. At this time, the eddy current braking system provides the train with an eddy current braking force F based on the above-mentioned first eddy current braking force formula (4) B , the magnitude of the excitation current is I0.

[0145] During braking, when the train's operating speed is between 600km / h and 300km / h, the operating modes of the windage brake and eddy current brake systems remain unchanged. This means the eddy current brake's brake air gap remains constant, and the windage flap opening angle remains unchanged. The combined force of the two remains nearly constant, achieving a nearly constant or smoothly varying braking deceleration within this speed range.

[0146] When the train speed is reduced to the V1-V2 speed range, that is, when the train speed is in the 300km / h-200km / h speed range, as the speed decreases, the normal suction force inherent in the eddy current brake device begins to increase significantly, gradually exceeding the preload force set by its own structure, thereby causing the brake air gap of the eddy current brake device to begin to shrink continuously, and the eddy current braking force to increase rapidly; in order to maintain the deceleration rate in this speed range basically constant, it is necessary to degrade the wind resistance brake device, that is, by reducing the opening angle of the wind resistance wing, the wind resistance brake system is adjusted from the overload mode to the full load mode or the light load mode. At this time, the wind resistance brake system provides the train with a wind resistance braking force F based on the above-mentioned wind resistance braking force first formula (1) or wind resistance braking force third formula (3) D , the opening angle of the wind resistance wing is α0 or α1. In this speed range, the eddy current braking system remains in full load mode.

[0147] When the train's operating speed drops to the V2-V3 range, meaning it's between 200km / h and 100km / h, the eddy current brake's air gap is minimized, effectively adhering to the track. The eddy current braking force no longer accelerates, but instead increases slowly according to existing physical characteristics. To maintain a roughly constant deceleration rate in this speed range, the windage braking system is adjusted from full-load or light-load mode to overload mode. The eddy current brake system remains in full-load mode in this speed range.

[0148] When the train's operating speed drops to the V3-V4 range, meaning between 100km / h and 10km / h, the eddy current braking force reaches near maximum based on the physical characteristics of the system. Simultaneously, the windage braking force is reduced to near zero based on the physical characteristics of the system, so the windage braking system is deactivated. With windage braking removed, the train relies solely on the eddy current braking system for deceleration, which remains in full load mode. During this process, the train's total system power begins to slowly and steadily decrease, and the train's deceleration also decreases steadily and simultaneously.

[0149] When the train speed drops to the V4-V5 range, that is, between 10km / h and 0km / h, the eddy current braking force is already very small. Furthermore, as the train speed decreases, the normal suction increases, and the load on the track increases. To reduce the impact on the track, the eddy current braking system is shut down, power to the train's suspension system is stopped, the maglev train disembarks, and the train is brought to a stop using skid braking. The windage braking system remains disabled during this process.

[0150] The opening angle α of the windage flap in the windage brake device in each speed range under windage abnormal braking conditions, as well as the magnitude of the excitation current I in the eddy current brake device are shown in the attached figure. Figure 5 shown.

[0151] (3) The specific braking process of the train in the eddy current abnormal braking condition is as follows:

[0152] This operating condition is an abnormal braking condition. Assuming that a certain proportion of eddy current brake devices fail, the failure ratio is designed to be 25%. That is, when 25% of the eddy current brake devices fail, the excitation current of the remaining normal eddy current brakes can still be increased to make them operate in overload mode, thereby providing the eddy current braking force required for the train braking process.

[0153] The initial braking speed of the train is in the speed range of V0-V1, that is, in the speed range of 600km / h-300km / h. The windage braking system is adjusted to the full load mode. At this time, the windage braking system provides the train with windage braking force F based on the first windage braking force formula (1) above. D , the opening angle of the wind resistance wing is α0. The eddy current braking system is adjusted to the overload mode, that is, the braking force lost by the eddy current braking needs to be supplemented by the remaining normal eddy current braking device, rather than by the wind resistance braking system. At this time, the eddy current braking system provides the train with an eddy current braking force F based on the above-mentioned second eddy current braking force formula (5) B , the magnitude of the excitation current is I1.

[0154] During braking, when the train's operating speed is between 600km / h and 300km / h, the operating modes of the windage brake and eddy current brake systems remain unchanged. This means the eddy current brake's brake air gap remains constant, and the windage flap opening angle remains unchanged. The combined force of the two remains nearly constant, achieving a nearly constant or smoothly varying braking deceleration within this speed range.

[0155] When the train speed is reduced to the V1-V2 speed range, that is, when the train speed is in the 300km / h-200km / h speed range, as the speed decreases, the normal suction force inherent in the eddy current brake device begins to increase significantly, gradually exceeding the preload force set by its own structure, thereby causing the brake air gap of the eddy current brake device to begin to shrink continuously, and the eddy current braking force to increase rapidly; in order to maintain the deceleration rate in this speed range basically constant, it is necessary to degrade the windage brake device and adjust the windage brake system from the full load mode to the light load mode by reducing the opening angle of the windage wing. At this time, the windage brake system provides the train with a windage braking force F based on the above-mentioned windage braking force third formula (3) D , the opening angle of the wind resistance wing is α1. The eddy current braking system maintains the overload mode unchanged, and this process is accompanied by the gradual reduction of the eddy current braking air gap.

[0156] When the train's operating speed drops to the V2-V3 range, meaning it's between 200km / h and 100km / h, the eddy current brake's air gap is minimized, effectively adhering to the track. The eddy current braking force no longer accelerates, but instead increases slowly according to existing physical characteristics. To maintain a roughly constant deceleration rate in this speed range, the windage braking system is adjusted from light-load mode to full-load mode. The eddy current brake system remains in overload mode in this speed range.

[0157] When the train's operating speed drops to the V3-V4 range, meaning between 100km / h and 10km / h, the eddy current braking force reaches near maximum based on the physical characteristics of the system. Simultaneously, the windage braking force is reduced to near zero based on the physical characteristics of the system, so the windage braking system is deactivated. With windage braking removed, the train relies solely on the eddy current braking system for deceleration, which remains in overload mode. During this process, the train's total system dynamics begins to slowly and steadily decrease, and the train's deceleration also decreases steadily and simultaneously.

[0158] When the train speed drops to the V4-V5 range, that is, between 10km / h and 0km / h, the eddy current braking force is already very small. Furthermore, as the train speed decreases, the normal suction increases, and the load on the track increases. To reduce the impact on the track, the eddy current braking system is shut down, power to the train's suspension system is stopped, the maglev train disembarks, and the train is brought to a stop using skid braking. The windage braking system remains disabled during this process.

[0159] The opening angle α of the windage flap in the windage brake device in each speed range under the eddy current abnormal braking condition and the magnitude of the excitation current I in the eddy current brake device are shown in the attached figure. Figure 6 shown.

[0160] (4) The specific braking process of the train in full abnormal braking condition is as follows:

[0161] This operating condition is a combination of abnormal windage braking conditions and abnormal eddy current braking conditions. That is, in this process, the windage braking system compensates for the lost windage braking force by adjusting the opening angle of the windage wing, and the eddy current braking compensates for the lost eddy current braking force by adjusting the magnitude of the excitation current.

[0162] The train's initial braking speed is in the V0-V1 speed range, that is, in the 600km / h-300km / h speed range, and the wind resistance braking system is adjusted to the overload mode. At this time, the wind resistance braking system provides the train with a wind resistance braking force F based on the above-mentioned wind resistance braking force second formula (2): D , the opening angle of the wind resistance wing is α2. At the same time, the eddy current braking system is adjusted to the overload mode. At this time, the eddy current braking system provides the train with an eddy current braking force F based on the second eddy current braking force formula (4) above. B , the magnitude of the excitation current is I1. That is, the braking force lost by the windage braking system needs to be supplemented by the remaining normal windage braking devices, and the braking force lost by the eddy current braking system needs to be supplemented by the remaining normal eddy current braking devices.

[0163] During braking, when the train's operating speed is between 600km / h and 300km / h, the operating modes of the windage brake and eddy current brake systems remain unchanged. This means the eddy current brake's brake air gap remains constant, and the windage flap opening angle remains unchanged. The combined force of the two remains nearly constant, achieving a nearly constant or smoothly varying braking deceleration within this speed range.

[0164] When the train speed is reduced to the V1-V2 speed range, that is, when the train speed is in the 300km / h-200km / h speed range, as the speed decreases, the normal suction force inherent in the eddy current brake device begins to increase significantly, gradually exceeding the preload force set by its own structure, thereby causing the brake air gap of the eddy current brake device to begin to shrink continuously, and the eddy current braking force to increase rapidly; in order to maintain the deceleration rate in this speed range basically constant, it is necessary to degrade the wind resistance brake device, that is, by reducing the opening angle of the wind resistance wing, the wind resistance brake system is adjusted from the overload mode to the full load mode or the light load mode. At this time, the wind resistance brake system provides the train with a wind resistance braking force F based on the above-mentioned wind resistance braking force first formula (1) or wind resistance braking force third formula (3) D , the opening angle of the wind resistance wing is α0 or α1. In this speed range, the eddy current braking system maintains the overload mode unchanged.

[0165] When the train's operating speed drops to the V2-V3 range, meaning it's between 200km / h and 100km / h, the eddy current brake's air gap is minimized, effectively adhering to the track. The eddy current braking force no longer accelerates, but instead increases slowly according to existing physical characteristics. To maintain a roughly constant deceleration rate in this speed range, the windage braking system is adjusted from full-load or light-load mode to overload mode. The eddy current brake system remains in overload mode in this speed range.

[0166] When the train's operating speed drops to the V3-V4 range, meaning between 100km / h and 10km / h, the eddy current braking force reaches near maximum based on the physical characteristics of the system. Simultaneously, the windage braking force is reduced to near zero based on the physical characteristics of the system, so the windage braking system is deactivated. With windage braking removed, the train relies solely on the eddy current braking system for deceleration, which remains in overload mode. During this process, the train's total system dynamics begins to slowly and steadily decrease, and the train's deceleration also decreases steadily and simultaneously.

[0167] When the train speed drops to the V4-V5 range, that is, between 10km / h and 0km / h, the eddy current braking force is already very small. Furthermore, as the train speed decreases, the normal suction increases, and the load on the track increases. To reduce the impact on the track, the eddy current braking system is shut down, power to the train's suspension system is stopped, the maglev train disembarks, and the train is brought to a stop using skid braking. The windage braking system remains disabled during this process.

[0168] The opening angle α of the windage flap in the windage brake device in each speed range under the full abnormal braking condition and the magnitude of the excitation current I in the eddy current brake device are shown in the attached figure. Figure 6 shown.

[0169] It should be noted that in actual application, the entire braking process should be divided into speed intervals based on the specific structure, force characteristic curve, installation quantity of the windage braking device and eddy current braking device, as well as the deceleration requirements of the whole vehicle. Based on simulation and experimental means, the opening angle α of the windage flap in the windage braking device in each speed interval and the value of the excitation current I in the eddy current braking device should be determined.

[0170] It should also be noted that when the initial braking speed of the train changes, the corresponding operating modes of the windage braking system and the eddy current braking system are determined based on the speed range to which the initial braking speed belongs.

[0171] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0172] The above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit the same. Although the present invention has been described in detail with reference to preferred embodiments, persons skilled in the art should understand that the specific implementation methods of the present invention may still be modified or some technical features may be replaced by equivalents without departing from the spirit of the technical solutions of the present invention, and all of these should fall within the scope of the technical solutions claimed for protection by the present invention.

Claims

1. A braking control method for a high-speed magnetic levitation train with a windage braking system, characterized in that: The invention is applicable to a high-speed magnetic levitation train equipped with a windage braking system and an eddy current braking system, wherein the windage braking system includes a windage braking device installed on the train, the windage braking device includes a windage wing, and the eddy current braking system includes an eddy current braking device installed on the train. The control method includes the following steps: Setting three working modes of overload, full load and light load for the wind resistance braking system based on the opening angle of the wind resistance wing; Setting two working modes, overload and full load, for the eddy current braking system based on the magnitude of the excitation current in the eddy current braking device; When the train performs safety braking, the status of the windage braking system and the eddy current braking system are detected respectively, and the braking conditions of the train are determined based on the status of the windage braking system and the eddy current braking system. The braking conditions include normal braking conditions, abnormal windage braking conditions, abnormal eddy current braking conditions, and all abnormal braking conditions; Setting a plurality of consecutive speed intervals based on a predetermined speed threshold; Detecting the train's initial braking speed and the train's running speed during braking, and determining the speed ranges to which the train's initial braking speed and the train's running speed during braking belong; Based on the train's braking conditions, initial braking velocity, and the speed range to which the train's operating speed during braking belongs, the operating modes of the windage braking system and the eddy current braking system are adjusted respectively to reduce the deceleration fluctuations in each speed range during the train's braking process.

2. The high-speed magnetic levitation train braking control method with a windage braking system according to claim 1, characterized in that: When the wind resistance braking system works in full load mode, the opening angle of the wind resistance wing is α0, and the wind resistance braking system provides the train with a wind resistance braking force F based on the first wind resistance braking force formula (1): D : Where ρ is the fluid density, v is the train speed, C D is the drag coefficient, A is the wind resistance wing area; When the wind resistance braking system works in the overload mode, the opening angle of the wind resistance wing is α1, and the wind resistance braking system provides the train with a wind resistance braking force F based on the second wind resistance braking force formula (2): D : Wherein, k1 is the first drag state coefficient; When the wind resistance braking system works in the light load mode, the opening angle of the wind resistance wing is α2, and the wind resistance braking system provides the train with a wind resistance braking force F based on the third wind resistance braking force formula (3): D : Wherein, k2 is the second drag state coefficient; When the eddy current braking system operates in full load mode, the magnitude of the excitation current in the eddy current braking device is I0, and the eddy current braking system provides the train with an eddy current braking force F based on the first eddy current braking force formula (4): B : Where P is the braking power, v is the train speed, δ is the skin depth, D is the diameter of the induced eddy current loop; B is the magnetic induction intensity in the track; τ is the magnetic pole pitch; μ is the track conductivity; When the eddy current braking system operates in the overload mode, the magnitude of the excitation current in the eddy current braking device is I1, and the eddy current braking system provides the train with an eddy current braking force D based on the second eddy current braking force formula (5): B : Where i is the eddy current state coefficient.

3. The high-speed magnetic levitation train braking control method with a windage braking system according to claim 2, characterized in that: Based on the changing relationship between the train running speed and the wind resistance braking force, and the changing relationship between the train running speed and the eddy current braking force, six predetermined speed thresholds are set, and five continuous speed intervals are set based on the six predetermined speed thresholds.

4. The high-speed magnetic levitation train braking control method with a windage braking system according to any one of claims 1 to 3, characterized in that: Methods for adjusting the operating modes of the windage braking system and the eddy current braking system include: When the train is in a normal braking condition, the predetermined speed thresholds include V0, V1, V2, V3, V4 and V5, and V0>V1>V2>V3>V4>V5, and the speed intervals include the V0-V1 speed interval, the V1-V2 speed interval, the V2-V3 speed interval, the V3-V4 speed interval and the V4-V5 speed interval; When the train's initial braking speed is in the V0-V1 speed range, the windage braking system is adjusted to full load mode, and the eddy current braking system is adjusted to full load mode; When the train's initial braking speed is in the V1-V2 speed range or the train's running speed is reduced to the V1-V2 speed range, the windage braking system is adjusted to light load mode and the eddy current braking system is adjusted to full load mode; When the train's initial braking speed is in the V2-V3 speed range or the train's running speed is reduced to the V2-V3 speed range, the windage braking system is adjusted to full load mode and the eddy current braking system is adjusted to full load mode; When the train's initial braking speed is in the V3-V4 speed range or the train's operating speed is reduced to the V3-V4 speed range, the windage braking system is shut down and the eddy current braking system is adjusted to full load mode; When the train's initial braking speed is in the V4-V5 speed range or the train's running speed is reduced to the V4-V5 speed range, the windage braking system is turned off, the eddy current braking system is turned off, and power supply to the train's suspension system is stopped. The train is stopped by skid braking.

5. The high-speed magnetic levitation train braking control method with a windage braking system according to any one of claims 1 to 3, characterized in that: The method for adjusting the working mode of the windage braking system and the eddy current braking system also includes: When the train is in an abnormal wind resistance braking condition, the predetermined speed thresholds include V0, V1, V2, V3, V4 and V5, and V0>V1>V2>V3>V4>V5, and the speed intervals include V0-V1 speed interval, V1-V2 speed interval, V2-V3 speed interval, V3-V4 speed interval and V4-V5 speed interval; When the train's initial braking speed is in the V0-V1 speed range, the windage braking system is adjusted to overload mode, and the eddy current braking system is adjusted to full load mode; When the train's initial braking speed is in the V1-V2 speed range or the train's running speed is reduced to the V1-V2 speed range, the windage braking system is adjusted to full load mode or light load mode, and the eddy current braking system is adjusted to full load mode; When the train's initial braking speed is in the V2-V3 speed range or the train's running speed is reduced to the V2-V3 speed range, the windage braking system is adjusted to the overload mode and the eddy current braking system is adjusted to the full load mode; When the train's initial braking speed is in the V3-V4 speed range or the train's operating speed is reduced to the V3-V4 speed range, the windage braking system is shut down and the eddy current braking system is adjusted to full load mode; When the train's initial braking speed is in the V4-V5 speed range or the train's running speed is reduced to the V4-V5 speed range, the windage braking system is turned off, the eddy current braking system is turned off, and power supply to the train's suspension system is stopped. The train is stopped by skid braking.

6. The high-speed magnetic levitation train braking control method with a windage braking system according to any one of claims 1 to 3, characterized in that: The method for adjusting the working mode of the windage braking system and the eddy current braking system also includes: When the train is in an abnormal eddy current braking condition, the predetermined speed thresholds include V0, V1, V2, V3, V4 and V5, and V0>V1>V2>V3>V4>V5, and the speed intervals include the V0-V1 speed interval, the V1-V2 speed interval, the V2-V3 speed interval, the V3-V4 speed interval and the V4-V5 speed interval; When the train's initial braking speed is in the V0-V1 speed range, the windage braking system is adjusted to full-load mode, and the eddy current braking system is adjusted to overload mode; When the train's initial braking speed is in the V1-V2 speed range or the train's running speed is reduced to the V1-V2 speed range, the windage braking system is adjusted to the light-load mode and the eddy-current braking system is adjusted to the overload mode; When the train's initial braking speed is in the V2-V3 speed range or the train's running speed is reduced to the V2-V3 speed range, the windage braking system is adjusted to full-load mode and the eddy current braking system is adjusted to overload mode; When the train's initial braking speed is in the V3-V4 speed range or the train's operating speed is reduced to the V3-V4 speed range, the windage braking system is shut down and the eddy current braking system is adjusted to overload mode; When the train's initial braking speed is in the V4-V5 speed range or the train's running speed is reduced to the V4-V5 speed range, the windage braking system is turned off, the eddy current braking system is turned off, and power supply to the train's suspension system is stopped. The train is stopped by skid braking.

7. The high-speed magnetic levitation train braking control method with a windage braking system according to any one of claims 1 to 3, characterized in that: The method for adjusting the working mode of the windage braking system and the eddy current braking system also includes: When the train is in a fully abnormal braking condition, the predetermined speed thresholds include V0, V1, V2, V3, V4 and V5, and V0>V1>V2>V3>V4>V5, and the speed intervals include the V0-V1 speed interval, the V1-V2 speed interval, the V2-V3 speed interval, the V3-V4 speed interval and the V4-V5 speed interval; When the train's initial braking speed is in the V0-V1 speed range, the windage braking system is adjusted to overload mode, and the eddy current braking system is adjusted to overload mode; When the train's initial braking speed is in the V1-V2 speed range or the train's running speed is reduced to the V1-V2 speed range, the windage braking system is adjusted to full load mode or light load mode, and the eddy current braking system is adjusted to overload mode; When the train's initial braking speed is in the V2-V3 speed range or the train's running speed is reduced to the V2-V3 speed range, the windage braking system is adjusted to the overload mode and the eddy current braking system is adjusted to the overload mode; When the train's initial braking speed is in the V3-V4 speed range or the train's operating speed is reduced to the V3-V4 speed range, the windage braking system is shut down and the eddy current braking system is adjusted to overload mode; When the train's initial braking speed is in the V4-V5 speed range or the train's running speed is reduced to the V4-V5 speed range, the windage braking system is turned off, the eddy current braking system is turned off, and power supply to the train's suspension system is stopped. The train is stopped by skid braking.

8. The braking control method for a high-speed magnetic levitation train with a windage braking system according to claim 1, characterized in that: The method for detecting the status of a windage braking system and an eddy current braking system of a train includes: Detecting whether a wind resistance brake device in the wind resistance brake system is invalid; if there is no invalid wind resistance brake device in the wind resistance brake system, determining that the wind resistance brake system is in a normal state; If there is a failed windage brake device but the failure rate of the windage brake device does not exceed a predetermined ratio, it is determined that the windage brake system is in an abnormal state; the failure rate of the windage brake device is the ratio of the failed windage brake devices to all windage brake devices; Detect whether the eddy current braking device in the eddy current braking system has failed; if there is no failed eddy current braking device in the eddy current braking system, determine that the eddy current braking system is in a normal state; if there is a failed eddy current braking device but the failure rate of the eddy current braking device does not exceed a predetermined ratio, determine that the eddy current braking system is in an abnormal state; the failure rate of the eddy current braking device is the ratio of the failed eddy current braking devices to all eddy current braking devices.

9. The braking control method for a high-speed magnetic levitation train with a windage braking system according to claim 8, characterized in that: The following steps are also included: If the failure rate of the wind resistance braking devices in the wind resistance braking system exceeds a predetermined ratio, all wind resistance braking devices that have not failed are controlled to provide wind resistance braking force to the train at their maximum output capacity in each speed range; If the failure rate of the eddy current braking devices in the eddy current braking system exceeds a predetermined ratio, all the eddy current braking devices that have not failed are controlled to provide eddy current braking force to the train at their maximum output capacity in each speed range.

10. The high-speed magnetic levitation train braking control method with a windage braking system according to claim 1, characterized in that: The method for determining the braking condition of a train based on the states of a windage braking system and an eddy current braking system includes: When the windage braking system and the eddy current braking system are both in normal condition, it is determined that the train is in normal braking condition; When the windage braking system is in an abnormal state and the eddy current braking system is in a normal state, it is determined that the train is in an abnormal windage braking condition; When the windage braking system is in a normal state and the eddy current braking system is in an abnormal state, it is determined that the train is in an abnormal eddy current braking condition; When both the windage braking system and the eddy current braking system are in abnormal states, it is determined that the train is in a fully abnormal braking condition.

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