A brake control method and device for a maglev train and a computer readable medium

Abstract

The application discloses a magnetic levitation train brake control method and device and a computer readable medium, wherein the method comprises the following steps: acquiring an excitation current of an eddy current brake electromagnet and a running speed of the magnetic levitation train; determining an electromagnetic gap between the eddy current brake electromagnet and a lateral track according to the excitation current and the running speed; determining an eddy current brake force generated by the eddy current brake electromagnet and a wear plate friction force between a wear plate of the eddy current brake electromagnet and the lateral track according to the excitation current, the running speed and the electromagnetic gap; determining a skid friction force between a skid and the track according to the running speed; determining a train brake force according to the eddy current brake force, the wear plate friction force and the skid friction force, and performing brake control on the magnetic levitation train according to the train brake force. The application determines the brake force of the magnetic levitation train by combining the influence of the dynamic electromagnetic gap on the brake force, is more in line with the actual situation of train braking, effectively reduces the calculation error of the train brake force, and accordingly improves the accuracy of the train brake control.

Description

Technical Field

[0001] This application belongs to the field of train control technology, and in particular relates to a braking control method, device and computer-readable medium for a maglev train. Background Technology

[0002] A maglev train is a rail transit system without wheels / gear transmission. Because the train maintains a constant gap with the track during operation, it can reach very high speeds. When the train brakes suddenly, the control system issues a braking level, supplying a corresponding excitation current to the eddy current braking electromagnet. The electromagnet then experiences eddy current braking force and normal attraction, controlling the train's speed to decrease. When the train speed drops to 10 km / h, the eddy current braking function is deactivated, and the eddy current braking electromagnet returns to its initial state (at which point the excitation current is 0). Braking force is then provided by the skid brake until the train comes to a stop.

[0003] In known technologies, the determination of train braking force is divided into steps based on speed. Above a certain speed, the braking force consists solely of eddy current braking force, determined by the excitation current of the eddy current braking electromagnet and the train speed. Below a certain speed, the braking force consists of eddy current braking force and wear plate friction, again determined by the eddy current braking electromagnet and the train speed. When the speed drops to 10 km / h, the braking force consists solely of skid friction. However, this method results in a large error in determining the braking force, making it difficult to achieve precise braking control of maglev trains. Summary of the Invention

[0004] In view of this, this application provides a braking control method, device and computer-readable medium for maglev trains. By combining the influence of the electromagnetic gap between the electromagnet and the lateral track on the braking force, the braking force of the maglev train is determined, making the braking force determination result more accurate and thus improving the accuracy of braking control of the maglev train.

[0005] The specific plan is as follows:

[0006] A braking control method for a maglev train, comprising:

[0007] To obtain the excitation current of the eddy current braking electromagnet and the speed of the maglev train;

[0008] The electromagnetic gap between the eddy current braking electromagnet and the lateral rail is determined based on the excitation current and the travel speed.

[0009] Based on the excitation current, the travel speed, and the electromagnetic gap, the eddy current braking force generated by the eddy current braking electromagnet and the frictional force between the wear plate of the eddy current braking electromagnet and the lateral track are determined.

[0010] Determine the frictional force between the skid and the track based on the travel speed;

[0011] The train braking force is determined based on the eddy current braking force, the wear plate friction force, and the skid friction force, and the maglev train is braked based on the train braking force.

[0012] Optionally, the electromagnetic gap between the eddy current braking electromagnet and the lateral track is determined based on the excitation current and the travel speed, including:

[0013] Based on the excitation current and the travel speed, the normal attraction force on the eddy current braking electromagnet is determined, and the electromagnetic gap between the eddy current braking electromagnet and the lateral track is determined based on the normal attraction force.

[0014] Optionally, the normal attraction force on the eddy current braking electromagnet is determined based on the excitation current and the travel speed, and the electromagnetic gap between the eddy current braking electromagnet and the lateral track is determined based on the normal attraction force, including:

[0015] The normal attraction force F acting on the eddy current braking electromagnet is determined by the following calculation method. 吸 The normal attractive force F is obtained. 吸 The expression:

[0016]

[0017] Where I0 represents the excitation current of the eddy current braking electromagnet, v represents the speed of the maglev train, l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral track, and k1, k2, k3, and k4 represent the first constant coefficient, the second constant coefficient, the third constant coefficient, and the fourth constant coefficient of the normal attraction force, respectively.

[0018] According to the normal suction force F 吸 The electromagnetic gap l between the eddy current braking electromagnet and the lateral rail is determined by the following calculation method:

[0019]

[0020] Among them, F 预紧 denoted by , k represents the initial preload of the preload spring of the eddy current braking electromagnet, t represents the braking time, F represents the resultant force on the spring, F0 represents the external force on the spring, r represents the velocity of the electromagnet, m represents the mass of the electromagnet, b represents the damping coefficient of the spring, h represents the boundary spring stiffness, and s represents the lateral displacement of the eddy current braking electromagnet.

[0021] Optionally, the eddy current braking force generated by the eddy current braking electromagnet is determined based on the excitation current, the driving speed, and the electromagnetic gap, including:

[0022] The eddy current braking force F generated by the eddy current braking electromagnet is determined by the following calculation method. e :

[0023]

[0024] Where I0 represents the excitation current of the eddy current braking electromagnet, v represents the speed of the maglev train, l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral track, and m1, m2, and m3 represent the first constant coefficient, the second constant coefficient, and the third constant coefficient of the eddy current braking force, respectively.

[0025] Optionally, the frictional force between the wear plate of the eddy current braking electromagnet and the lateral track is determined based on the excitation current, the travel speed, and the electromagnetic gap, including:

[0026] The normal attraction force on the eddy current braking electromagnet is determined based on the excitation current and the driving speed.

[0027] The frictional force between the wear plate of the eddy current braking electromagnet and the lateral track is determined based on the normal attraction force and the electromagnetic gap.

[0028] Optionally, the frictional force between the wear plate of the eddy current braking electromagnet and the lateral track is determined based on the normal attraction force and the electromagnetic gap, including:

[0029] The frictional force F between the wear plate of the eddy current braking electromagnet and the lateral rail is determined by the following calculation method. f1 :

[0030]

[0031] Where l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral rail, μ1 represents the friction coefficient between the wear plate of the eddy current braking electromagnet and the lateral rail, h represents the boundary spring stiffness, and s represents the lateral displacement of the eddy current braking electromagnet.

[0032] Optionally, determining the skid friction force between the skid and the track based on the travel speed includes:

[0033] The frictional force F between the skid and the track is determined using the following calculation method. f2 :

[0034]

[0035] Where μ2 represents the coefficient of friction between the skid and the track, m represents the mass of the maglev train, and g represents the acceleration due to gravity.

[0036] Optionally, the train braking force is determined based on the eddy current braking force, the wear plate friction force, and the skid friction force, including:

[0037] The train braking force F is determined using the following calculation method:

[0038] F = 2n * F e +2n*F f1 +F f2

[0039] Among them, F e F represents the eddy current braking force. f1 F represents the frictional force of the wear plate. f2 The value represents the frictional force of the skid, and n represents the number of train sets in the maglev train.

[0040] A braking control device for a maglev train, comprising:

[0041] The acquisition module is used to acquire the excitation current of the eddy current braking electromagnet and the speed of the maglev train.

[0042] The first determining module is used to determine the electromagnetic gap between the eddy current braking electromagnet and the lateral track based on the excitation current and the travel speed.

[0043] The second determining module is used to determine the eddy current braking force generated by the eddy current braking electromagnet and the wear plate friction force between the wear plate of the eddy current braking electromagnet and the lateral track based on the excitation current, the travel speed and the electromagnetic gap.

[0044] The third determining module is used to determine the skid friction force between the skid and the track based on the travel speed;

[0045] The braking control module is used to determine the train braking force based on the eddy current braking force, the wear plate friction force, and the skid friction force, and to perform braking control on the maglev train based on the train braking force.

[0046] A computer-readable medium is characterized in that it stores a computer program thereon, the computer program comprising program code for performing a braking control method for a maglev train as described in any of the preceding claims.

[0047] In summary, this application provides a braking control method, device, and computer-readable medium for a maglev train. The method includes: acquiring the excitation current of an eddy current braking electromagnet and the travel speed of the maglev train; determining the electromagnetic gap between the eddy current braking electromagnet and the lateral track based on the excitation current and the travel speed; determining the eddy current braking force generated by the eddy current braking electromagnet and the wear plate friction force between the wear plate of the eddy current braking electromagnet and the lateral track based on the excitation current, the travel speed, and the electromagnetic gap; determining the skid friction force between the skid and the track based on the travel speed; determining the train braking force based on the eddy current braking force, the wear plate friction force, and the skid friction force; and performing braking control on the maglev train based on the train braking force.

[0048] As can be seen, this application starts with the mechanism of eddy current braking electromagnets and introduces a dynamic electromagnetic gap between the electromagnet and the lateral track during braking (related to the dynamic speed of the train during braking). By combining the influence of the dynamic electromagnetic gap on the eddy current braking force, the braking force of the maglev train is determined. Determining the braking force of the maglev train by incorporating the influence of the electromagnetic gap on the braking force is more consistent with the actual situation of train braking, effectively reducing the calculation error of the train braking force and correspondingly improving the accuracy of braking control of the maglev train. Attached Figure Description

[0049] The above and other features, advantages, and aspects of the embodiments of this application will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0050] Figure 1 This is a flowchart of the braking control method for the maglev train provided in this application;

[0051] Figure 2 This is a structural diagram of the braking control device for the maglev train provided in this application. Detailed Implementation

[0052] Embodiments of this application will now be described in more detail with reference to the accompanying drawings. While some embodiments of this application are shown in the drawings, it should be understood that this application can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this application. It should be understood that the drawings and embodiments of this application are for illustrative purposes only and are not intended to limit the scope of protection of this application.

[0053] The term "comprising" and its variations as used herein are open-ended inclusions, meaning "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Definitions of other terms will be given in the description below.

[0054] It should be noted that the concepts of "first" and "second" mentioned in this application are only used to distinguish different devices, modules or units, and are not used to limit the order of functions performed by these devices, modules or units or their interdependencies.

[0055] It should be noted that the terms "a" and "a plurality of" used in this application are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0056] This application discloses a braking control method, device, and computer-readable medium for maglev trains, which reduces the error in the determination of braking force of maglev trains and improves the accuracy of braking control of maglev trains.

[0057] The applicant's research has revealed that the dynamic electromagnetic gap between the eddy current braking electromagnet and the side rail has a potential impact on the braking force of maglev trains. In known technologies, this potential impact has not been identified when calculating the braking force of maglev trains, leading to significant errors in the calculated braking force results. Based on the aforementioned research findings, this application's embodiments introduce the influence of the dynamic electromagnetic gap between the eddy current braking electromagnet and the side rail on the braking force when determining the braking force of maglev trains, thereby reducing the error in the determination results and correspondingly improving the technical accuracy of maglev train braking control.

[0058] See Figure 1 The flowchart shown illustrates the braking control method for a maglev train disclosed in this application, which includes the following processing steps:

[0059] Step 101: Obtain the excitation current of the eddy current braking electromagnet and the speed of the maglev train.

[0060] Train braking refers to the act of artificially stopping the movement of a train, including slowing down, not accelerating, or stopping the train.

[0061] This application's embodiments primarily target braking control for maglev trains, such as conventional high-speed maglev trains. Eddy current braking electromagnets are used to provide eddy current braking functionality for maglev trains.

[0062] Step 102: Determine the electromagnetic gap between the eddy current braking electromagnet and the lateral track based on the excitation current and the travel speed.

[0063] The electromagnetic gap between the eddy current braking electromagnet and the lateral guide rail specifically refers to the distance between the magnetic pole surface of the eddy current braking electromagnet and the lateral guide rail.

[0064] After obtaining the excitation current of the eddy current braking electromagnet and the speed of the maglev train, optionally, the normal attraction force on the eddy current braking electromagnet can be determined first based on the excitation current of the eddy current braking electromagnet and the speed of the maglev train, and then the electromagnetic gap between the eddy current braking electromagnet and the lateral track can be determined based on the normal attraction force on the eddy current braking electromagnet.

[0065] Optionally, when determining the normal attraction force on the eddy current braking electromagnet based on the excitation current of the eddy current braking electromagnet and the speed of the maglev train, the normal attraction force F can be obtained using the following calculation method. 吸 The expression:

[0066]

[0067] Where I0 represents the excitation current of the eddy current braking electromagnet, v represents the speed of the maglev train, l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral track, and k1, k2, k3, and k4 represent the first constant coefficient, the second constant coefficient, the third constant coefficient, and the fourth constant coefficient of the normal attraction force, respectively.

[0068] The value of l is usually in the range of 8mm-19mm. k1, k2, k3, and k4 can be determined according to the design parameters of the eddy current braking electromagnet. For example, k1 is 105840, k2 is 410, k3 is 1818182, and k4 is 50.

[0069] When the normal attractive force F is obtained 吸 After obtaining the expression, the electromagnetic gap l between the eddy current braking electromagnet and the lateral rail can be determined by, but is not limited to, the following calculation methods:

[0070]

[0071] Among them, F 预紧 The initial preload of the preload spring of the eddy current braking electromagnet can be determined based on the design parameters of the eddy current braking electromagnet. For example, F 预紧 The value is 20 kN; k represents the elastic stiffness of the preload spring of the eddy current braking electromagnet, which can be determined according to the design parameters of the eddy current braking electromagnet. For example, k is taken as 2727272 N / m. t represents the braking time, F represents the net force on the spring, F0 represents the external force on the spring, r represents the velocity of the electromagnet, m represents the mass of the electromagnet, b represents the damping coefficient of the spring, h represents the boundary spring stiffness, and s represents the lateral displacement of the eddy current braking electromagnet.

[0072] Step 103: Determine the eddy current braking force generated by the eddy current braking electromagnet and the frictional force between the wear plate of the eddy current braking electromagnet and the lateral track based on the excitation current, the travel speed and the electromagnetic gap.

[0073] This step includes the process of determining the eddy current braking force generated by the eddy current braking electromagnet, and the process of determining the frictional force between the wear plate of the eddy current braking electromagnet and the lateral track, as follows:

[0074] I. Eddy current braking force generated by eddy current braking electromagnet

[0075] Optionally, the eddy current braking force F generated by the eddy current braking electromagnet can be determined by the following calculation method. e :

[0076]

[0077] Where m1, m2, and m3 represent the first, second, and third constant coefficients of the eddy current braking force, respectively, which can be determined according to the design parameters of the eddy current braking electromagnet. For example, m1 takes the value 642831, m2 takes the value 1818182, and m3 takes the value 50. The meanings of I0, v, and l are explained in the previous text.

[0078] II. Friction between the wear plate of the eddy current braking electromagnet and the lateral rail

[0079] Specifically, the normal attraction force on the eddy current braking electromagnet can be determined based on the excitation current of the eddy current braking electromagnet and the speed of the maglev train. The frictional force between the wear plate of the eddy current braking electromagnet and the lateral track can be determined based on the normal attraction force and the electromagnetic gap between the eddy current braking electromagnet and the lateral track.

[0080] Here, the normal attraction force can reuse the expression for normal attraction force from the previous text. After solving for the current electromagnetic gap between the eddy current braking electromagnet and the lateral track, the normal attraction force F... 吸 This corresponds to a precise numerical value. Based on this, optionally, the frictional force F between the wear plate of the eddy current braking electromagnet and the lateral track can be determined using the following calculation method. f1 :

[0081]

[0082] Where μ1 represents the friction coefficient between the wear plate of the eddy current braking electromagnet and the lateral track, and the meanings of l, h, and s are explained in the previous text.

[0083] Step 104: Determine the friction force between the skid and the track based on the travel speed.

[0084] When determining the frictional force between the skid and the track based on the speed of the maglev train, one possible calculation method is as follows:

[0085]

[0086] Where μ2 represents the coefficient of friction between the skid and the track, m represents the mass of the maglev train, and g represents the acceleration due to gravity.

[0087] Step 105: Determine the train braking force based on the eddy current braking force, the wear plate friction force, and the skid friction force, and perform braking control on the maglev train based on the train braking force.

[0088] After going through the aforementioned steps, the eddy current braking force F generated by the eddy current braking electromagnet is obtained. e The frictional force F between the wear plate of the eddy current braking electromagnet and the lateral rail. f1 And the frictional force F between the skid and the track f2 Based on this, optionally, the train braking force F can be further determined through the following calculation method:

[0089] F = 2n * F e +2n*F f1 +F f2

[0090] Where n represents the number of train formations, which refers to the number of carriages in the train.

[0091] Then, the maglev train can be braked based on the determined braking force.

[0092] In summary, the braking control method for a maglev train provided in this application includes: acquiring the excitation current of an eddy current braking electromagnet and the travel speed of the maglev train; determining the electromagnetic gap between the eddy current braking electromagnet and the lateral track based on the excitation current and the travel speed; determining the eddy current braking force generated by the eddy current braking electromagnet and the wear plate friction force between the wear plate of the eddy current braking electromagnet and the lateral track based on the excitation current, the travel speed, and the electromagnetic gap; determining the skid friction force between the skid and the track based on the travel speed; determining the train braking force based on the eddy current braking force, the wear plate friction force, and the skid friction force; and performing braking control on the maglev train based on the train braking force.

[0093] This application starts with the mechanism of eddy current braking electromagnets and introduces a dynamic electromagnetic gap between the electromagnet and the lateral track during braking (related to the dynamic speed of the train during braking). By combining the influence of this dynamic electromagnetic gap on the eddy current braking force, the braking force of the maglev train can be determined. Determining the braking force of the maglev train by incorporating the influence of the electromagnetic gap on the braking force more closely reflects the actual situation of train braking, effectively reducing the calculation error of the train braking force and consequently improving the accuracy of braking control of the maglev train.

[0094] Unlike known technologies that divide the train braking force determination steps into segments based on train speed, this application essentially uses the electromagnetic gap as a node to calculate the train braking force in segments. It introduces the influence of dynamic electromagnetic gap / electromagnetic gap changes on the train braking force. In addition, this application proposes an analytical method for solving the electromagnetic gap by considering the design parameters of the eddy current braking electromagnet and the stiffness of the preload spring. This enables the inclusion of the influence of dynamic electromagnetic gap on the train braking force in the calculation of the train braking force, ultimately reducing the error in the train braking force determination results and correspondingly improving the braking control accuracy of maglev trains. It also helps to improve the accuracy of the simulation calculation results in the early stage of the eddy current braking system design.

[0095] Corresponding to the above-described braking control method for maglev trains, this application also discloses a braking control device for maglev trains, the structure of which is as follows: Figure 2 As shown, it includes:

[0096] The acquisition module 10 is used to acquire the excitation current of the eddy current braking electromagnet and the speed of the maglev train.

[0097] The first determining module 20 is used to determine the electromagnetic gap between the eddy current braking electromagnet and the lateral track based on the excitation current and the travel speed.

[0098] The second determining module 30 is used to determine the eddy current braking force generated by the eddy current braking electromagnet and the wear plate friction force between the wear plate of the eddy current braking electromagnet and the lateral track based on the excitation current, the travel speed and the electromagnetic gap.

[0099] The third determining module 40 is used to determine the skid friction force between the skid and the track based on the travel speed;

[0100] The braking control module 50 is used to determine the train braking force based on the eddy current braking force, the wear plate friction force, and the skid friction force, and to perform braking control on the maglev train based on the train braking force.

[0101] In an optional implementation, the first determining module 20 is specifically used for:

[0102] Based on the excitation current and the travel speed, the normal attraction force on the eddy current braking electromagnet is determined, and the electromagnetic gap between the eddy current braking electromagnet and the lateral track is determined based on the normal attraction force.

[0103] In an optional embodiment, the first determining module 20, when determining the normal attraction force on the eddy current braking electromagnet based on the excitation current and the travel speed, and determining the electromagnetic gap between the eddy current braking electromagnet and the lateral track based on the normal attraction force, is specifically used for:

[0104] The normal attraction force F acting on the eddy current braking electromagnet is determined by the following calculation method. 吸 The normal attractive force F is obtained. 吸 The expression for absorption:

[0105]

[0106] Where I0 represents the excitation current of the eddy current braking electromagnet, v represents the speed of the maglev train, l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral track, and k1, k2, k3, and k4 represent the first constant coefficient, the second constant coefficient, the third constant coefficient, and the fourth constant coefficient of the normal attraction force, respectively.

[0107] According to the normal suction force F 吸 The electromagnetic gap l between the eddy current braking electromagnet and the lateral rail is determined by the following calculation method:

[0108]

[0109] Among them, F 预紧 denoted by , k represents the initial preload of the preload spring of the eddy current braking electromagnet, t represents the braking time, F represents the resultant force on the spring, F0 represents the external force on the spring, r represents the velocity of the electromagnet, m represents the mass of the electromagnet, b represents the damping coefficient of the spring, h represents the boundary spring stiffness, and s represents the lateral displacement of the eddy current braking electromagnet.

[0110] In an optional embodiment, the second determining module 30, when determining the eddy current braking force generated by the eddy current braking electromagnet based on the excitation current, the driving speed, and the electromagnetic gap, is specifically used for:

[0111] The eddy current braking force F generated by the eddy current braking electromagnet is determined by the following calculation method. e :

[0112]

[0113] Where I0 represents the excitation current of the eddy current braking electromagnet, v represents the speed of the maglev train, l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral track, and m1, m2, and m3 represent the first constant coefficient, the second constant coefficient, and the third constant coefficient of the eddy current braking force, respectively.

[0114] In an optional embodiment, the second determining module 30, when determining the frictional force between the wear plate of the eddy current braking electromagnet and the lateral track based on the excitation current, the travel speed, and the electromagnetic gap, is specifically used for:

[0115] The normal attraction force on the eddy current braking electromagnet is determined based on the excitation current and the driving speed.

[0116] The frictional force between the wear plate of the eddy current braking electromagnet and the lateral track is determined based on the normal attraction force and the electromagnetic gap.

[0117] In an optional embodiment, the second determining module 30, when determining the frictional force of the wear plate between the eddy current braking electromagnet wear plate and the lateral track based on the normal attraction force and the electromagnetic gap, is specifically used for:

[0118] The frictional force F between the wear plate of the eddy current braking electromagnet and the lateral rail is determined by the following calculation method. f1 :

[0119]

[0120] Where l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral rail, μ1 represents the friction coefficient between the wear plate of the eddy current braking electromagnet and the lateral rail, h represents the boundary spring stiffness, and s represents the lateral displacement of the eddy current braking electromagnet.

[0121] In an optional implementation, the third determining module 40 is specifically used for:

[0122] The frictional force F between the skid and the track is determined using the following calculation method. f2 :

[0123]

[0124] Where μ2 represents the coefficient of friction between the skid and the track, m represents the mass of the maglev train, and g represents the acceleration due to gravity.

[0125] In an optional embodiment, the braking control module 50, when determining the train braking force based on the eddy current braking force, the wear plate friction force, and the skid friction force, is specifically used for:

[0126] The train braking force F is determined using the following calculation method:

[0127] F = 2n * F e +2n*F f1 +F f2

[0128] Among them, F e F represents the eddy current braking force. f1 F represents the frictional force of the wear plate. f2 denoted by , where n represents the friction force of the skid, and n represents the number of train sets in the maglev train.

[0129] The braking control device for the maglev train provided in this application is relatively simple to describe because it corresponds to the braking control method for the maglev train provided in the above method embodiment. For related similarities, please refer to the description of the above method embodiment, which will not be described in detail here.

[0130] This application also provides a computer-readable medium having a computer program stored thereon, the computer program including program code for performing the braking control method for a maglev train as provided in any of the above method embodiments.

[0131] In the context of this application, a computer-readable medium (machine-readable medium) can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0132] It should be noted that the computer-readable medium described above in this application can be a computer-readable signal medium, a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wires, optical fibers, RF (radio frequency), etc., or any suitable combination thereof.

[0133] The aforementioned computer-readable medium may be contained within an electronic device or may exist independently without being assembled into an electronic device.

[0134] It should be noted that although the subject matter has been described using language specific to structural features and / or methodological logic, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or actions described above. Rather, the specific features and actions described above are merely illustrative examples of implementing the claims.

[0135] While several specific implementation details are included in the foregoing discussion, these should not be construed as limiting the scope of this application. Certain features described in the context of individual embodiments may also be implemented in combination in a single embodiment. Conversely, various features described in the context of a single embodiment may also be implemented individually or in any suitable sub-combination in multiple embodiments.

[0136] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the above-described application concept. For example, technical solutions formed by substituting the above-described features with (but not limited to) technical features with similar functions claimed in this application.

Claims

1. A braking control method for a maglev train, characterized in that, include: To obtain the excitation current of the eddy current braking electromagnet and the speed of the maglev train; The electromagnetic gap between the eddy current braking electromagnet and the lateral rail is determined based on the excitation current and the travel speed. Based on the excitation current, the travel speed, and the electromagnetic gap, the eddy current braking force generated by the eddy current braking electromagnet and the frictional force between the wear plate of the eddy current braking electromagnet and the lateral track are determined. Determine the frictional force between the skid and the track based on the travel speed; The train braking force is determined based on the eddy current braking force, the wear plate friction force, and the skid friction force, and the maglev train is braked based on the train braking force. The electromagnetic gap between the eddy current braking electromagnet and the lateral track is determined based on the excitation current and the travel speed, including: The normal attraction force F acting on the eddy current braking electromagnet is determined by the following calculation method. 吸 The normal attractive force F is obtained. 吸 The expression: Where I0 represents the excitation current of the eddy current braking electromagnet, v represents the speed of the maglev train, l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral track, and k1, k2, k3, and k4 represent the first constant coefficient, the second constant coefficient, the third constant coefficient, and the fourth constant coefficient of the normal attraction force, respectively. According to the normal suction force F 吸 The electromagnetic gap l between the eddy current braking electromagnet and the lateral rail is determined by the following calculation method: Among them, F 预紧 denoted by , k represents the initial preload of the preload spring of the eddy current braking electromagnet, t represents the braking time, F represents the resultant force on the spring, F0 represents the external force on the spring, r represents the velocity of the electromagnet, m represents the mass of the electromagnet, b represents the damping coefficient of the spring, h represents the boundary spring stiffness, and s represents the lateral displacement of the eddy current braking electromagnet.

2. The braking control method for a maglev train according to claim 1, characterized in that, The eddy current braking force generated by the eddy current braking electromagnet is determined based on the excitation current, the driving speed, and the electromagnetic gap, including: The eddy current braking force F generated by the eddy current braking electromagnet is determined by the following calculation method. e : Where I0 represents the excitation current of the eddy current braking electromagnet, v represents the speed of the maglev train, l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral track, and m1, m2, and m3 represent the first constant coefficient, the second constant coefficient, and the third constant coefficient of the eddy current braking force, respectively.

3. The braking control method for a maglev train according to claim 1, characterized in that, The frictional force between the wear plate of the eddy current braking electromagnet and the lateral track is determined based on the excitation current, the travel speed, and the electromagnetic gap, including: The normal attraction force on the eddy current braking electromagnet is determined based on the excitation current and the driving speed. The frictional force between the wear plate of the eddy current braking electromagnet and the lateral track is determined based on the normal attraction force and the electromagnetic gap.

4. The braking control method for a maglev train according to claim 3, characterized in that, Based on the normal attraction force and the electromagnetic gap, the frictional force between the wear plate of the eddy current braking electromagnet and the lateral track is determined, including: The frictional force F between the wear plate of the eddy current braking electromagnet and the lateral rail is determined by the following calculation method. f1 : Where l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral rail, μ1 represents the friction coefficient between the wear plate of the eddy current braking electromagnet and the lateral rail, h represents the boundary spring stiffness, and s represents the lateral displacement of the eddy current braking electromagnet.

5. The braking control method for a maglev train according to claim 1, characterized in that, Based on the travel speed, determine the frictional force between the skid and the track, including: The frictional force F between the skid and the track is determined using the following calculation method. f2 : Where μ2 represents the coefficient of friction between the skid and the track, m represents the mass of the maglev train, and g represents the acceleration due to gravity.

6. The braking control method for a maglev train according to claim 1, characterized in that, The train braking force is determined based on the eddy current braking force, the wear plate friction force, and the skid friction force, including: The train braking force F is determined using the following calculation method: F=2n*F e +2n*F f1 +F f2 Among them, F e F represents the eddy current braking force. f1 F represents the frictional force of the wear plate. f2 The value represents the frictional force of the skid, and n represents the number of train sets in the maglev train.

7. A braking control device for a maglev train, characterized in that, include: The acquisition module is used to acquire the excitation current of the eddy current braking electromagnet and the speed of the maglev train. The first determining module is used to determine the electromagnetic gap between the eddy current braking electromagnet and the lateral track based on the excitation current and the travel speed. The second determining module is used to determine the eddy current braking force generated by the eddy current braking electromagnet and the wear plate friction force between the wear plate of the eddy current braking electromagnet and the lateral track based on the excitation current, the travel speed and the electromagnetic gap. The third determining module is used to determine the skid friction force between the skid and the track based on the travel speed; The braking control module is used to determine the train braking force based on the eddy current braking force, the wear plate friction force, and the skid friction force, and to perform braking control on the maglev train based on the train braking force. The first determining module is specifically used for: The normal attraction force F acting on the eddy current braking electromagnet is determined by the following calculation method. 吸 The normal attractive force F is obtained. 吸 The expression: Where I0 represents the excitation current of the eddy current braking electromagnet, v represents the speed of the maglev train, l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral track, and k1, k2, k3, and k4 represent the first constant coefficient, the second constant coefficient, the third constant coefficient, and the fourth constant coefficient of the normal attraction force, respectively. According to the normal suction force F 吸 The electromagnetic gap l between the eddy current braking electromagnet and the lateral rail is determined by the following calculation method: Among them, F 预紧 denoted by , k represents the initial preload of the preload spring of the eddy current braking electromagnet, t represents the braking time, F represents the resultant force on the spring, F0 represents the external force on the spring, r represents the velocity of the electromagnet, m represents the mass of the electromagnet, b represents the damping coefficient of the spring, h represents the boundary spring stiffness, and s represents the lateral displacement of the eddy current braking electromagnet.

8. A computer-readable medium, characterized in that, It stores a computer program containing program code for performing the braking control method of the maglev train as described in any one of claims 1-6.

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