Magnetic-levitation train braking control method and device, electronic equipment and storage medium

Abstract

The invention discloses a maglev train braking control method and device, electronic equipment and a computer readable storage stop, which are applied to the technical field of maglev trains and aim to solve the problems that various braking modes of an existing maglev train do not need to be matched, the braking effect is poor and the aging rate of braking equipment is high. The method comprises the steps that under the condition that train braking information is detected, traction braking is applied to a train; whether the braking force of traction braking meets a first preset condition or not is judged, and if yes, wind resistance braking is applied to the train; whether the braking force of the whole train meets the braking force requirement or not is judged, if not, eddy current braking is applied to the train, and braking is kept until the train stops; according to the invention, braking in various modes can be matched to improve the braking effect of the train, the aging rate of braking equipment is reduced, and the service life of the braking equipment is prolonged.

Description

Technical Field

[0001] The present invention relates to the technical field of maglev trains, and in particular to a maglev train braking control method, device, electronic equipment and computer-readable storage medium. Background Art

[0002] The braking methods of the high-speed maglev braking system include eddy current braking, wind resistance braking and sled braking. In the prior art, when braking a high-speed maglev train, eddy current braking and wind resistance braking are activated only in the event of a traction failure, and sled braking is started at a low speed, so that various braking means cannot cooperate to maximize the braking effect. In addition, the existing braking control method easily increases the aging rate of the braking equipment, affecting the service life of the braking equipment.

[0003] In view of this, how to coordinate various braking means to maximize the braking effect and reduce the aging rate of the braking equipment has become a problem that technical personnel in this field need to solve. Summary of the invention

[0004] The purpose of the embodiments of the present invention is to provide a maglev train braking control method, device, electronic device and computer-readable storage medium, which can coordinate multiple braking modes to improve the braking effect, reduce the aging rate of the braking equipment, and increase the service life of the braking equipment during use.

[0005] To solve the above technical problems, the embodiments of the present invention provide the following technical solutions:

[0006] In one aspect, the present invention provides a braking control method for a maglev train, comprising:

[0007] Apply traction brake to the train when train braking information is detected;

[0008] determining whether the braking force of the traction brake satisfies a first preset condition, and if so, applying wind resistance braking to the train;

[0009] It is determined whether the whole vehicle braking force of the train meets the braking force requirement. If not, eddy current braking is applied to the train and the braking is maintained until the train stops.

[0010] In an exemplary embodiment, the determining whether the braking force of the traction brake satisfies a first preset condition includes:

[0011] Obtain the braking force of traction braking;

[0012] It is determined whether the magnitude of the traction braking force is greater than a preset braking force, and if so, it is determined that the braking force of the traction braking satisfies a first preset condition.

[0013] In an exemplary embodiment, the preset braking force is determined based on the braking force corresponding to the four braking levels of eddy current braking.

[0014] In an exemplary implementation, the determining whether the entire vehicle braking force of the train meets the braking force requirement includes:

[0015] Obtaining the current required braking force of the entire vehicle and the actual braking force of the entire vehicle;

[0016] Determining whether the actual braking force of the whole vehicle reaches the braking force required by the whole vehicle;

[0017] When the actual braking force of the whole vehicle reaches the required braking force of the whole vehicle, determining that the whole vehicle braking force of the train meets the braking force requirement;

[0018] When the actual braking force of the whole vehicle is lower than the required braking force of the whole vehicle, it is determined that the whole vehicle braking force of the train does not meet the braking force requirement.

[0019] In an exemplary embodiment, the obtaining of the current required braking force of the entire train and the actual braking force of the entire train includes:

[0020] Obtaining current speed information and train load of the train;

[0021] Determining the position information of the train according to the speed information and the speed position curve of the train;

[0022] Calculating the required braking force of the entire train according to the speed information, the position information and the train load;

[0023] The actual braking force of the train is calculated according to the speed information and the train load.

[0024] In an exemplary embodiment, the calculating the required braking force of the entire train according to the speed information, the position information and the train load includes:

[0025] According to the speed information and the position information combined with a first calculation formula, a current required acceleration of the whole train is obtained;

[0026] The required braking force of the train is obtained according to the required acceleration of the whole vehicle and the train load in combination with a second calculation formula; wherein:

[0027] The first calculation relationship is: ;

[0028] The second calculation relationship is: ;

[0029] in, represents the required acceleration of the vehicle, represents the speed at time t1, represents the speed at time t2, represents the position at time t1, represents the position at time t2, represents the braking force required for the vehicle, and M represents the train load;

[0030] Then, calculating the actual braking force of the train according to the speed information and the train load includes:

[0031] The actual braking force of the train is obtained according to the speed information and the train load in combination with a third calculation formula; wherein:

[0032] The third relational expression is: , Indicates the actual braking force of the train.

[0033] In an exemplary embodiment, applying eddy current braking to the train includes:

[0034] Determining a braking force difference according to the braking force required by the whole vehicle and the actual braking force of the whole vehicle;

[0035] Determine the corresponding target braking level according to the braking force difference and the corresponding relationship table between the braking force and the braking level of the eddy current brake;

[0036] Eddy current braking of the target braking level is applied to the train.

[0037] Another aspect of the present invention provides a maglev train braking control device, comprising:

[0038] A traction brake module is used to apply traction brake to the train when train braking information is detected;

[0039] A first judging module, used for judging whether the braking force of the traction brake meets a first preset condition, and if so, triggering the wind resistance braking module;

[0040] The wind resistance braking module is used to apply wind resistance braking to the train;

[0041] A second judgment module is used to judge whether the whole vehicle braking force of the train meets the braking force requirement, and if not, trigger the eddy current braking module;

[0042] The eddy current braking module is used to apply eddy current braking to the train and maintain braking until the train stops.

[0043] Another aspect of the present invention provides an electronic device, comprising:

[0044] Memory for storing computer programs;

[0045] A processor is used to implement the steps of any of the above-mentioned maglev train braking control methods when executing the computer program.

[0046] Another aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the above-mentioned maglev train braking control method are implemented.

[0047] It can be seen from the above technical solutions that the embodiments of the present invention have the following advantages:

[0048] A maglev train braking control method is provided in an embodiment of the present invention, comprising: applying traction braking to the train when train braking information is detected; judging whether the braking force of the traction braking meets a first preset condition, and if so, applying wind resistance braking to the train; judging whether the whole vehicle braking force of the train meets the braking force requirement, and if not, applying eddy current braking to the train and maintaining braking until the train stops.

[0049] It can be seen that in the embodiment of the present invention, when the train braking information is detected, traction braking is first applied to the train. If the braking force of the traction braking meets the first preset condition, it means that the speed of the train is relatively high and other braking needs to be applied. Considering that wind resistance braking is green and environmentally friendly, wind resistance braking can be further applied to the train. If the braking force of the whole train still does not meet the braking force requirement after applying wind resistance braking, eddy current braking can be further applied to the train, so that various braking methods are coordinated to improve the braking effect of the train, reduce the aging rate of the braking equipment, and increase the service life of the braking equipment.

[0050] In addition, the present invention also provides a corresponding implementation device, electronic device and computer-readable storage medium for the maglev train braking control method, which further makes the method more practical, and the device, electronic device and computer-readable storage medium have corresponding advantages.

[0051] It is to be understood that the foregoing general description and the following detailed description are exemplary only and are not restrictive of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the prior art and the drawings required for use in the embodiments are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0053] Figure 1 A schematic flow chart of a braking control method for a maglev train provided by an embodiment of the present invention;

[0054] Figure 2 A schematic diagram of the architecture of a maglev train braking control system provided by an embodiment of the present invention;

[0055] Figure 3 A schematic structural diagram of a braking control device for a maglev train provided by an embodiment of the present invention;

[0056] Figure 4 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention;

[0057] Figure 5 A schematic diagram of the structure of a computer-readable storage medium provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0058] The embodiments of the present invention provide a maglev train braking control method, device, electronic device and computer-readable storage medium, which can coordinate multiple braking modes to improve the braking effect, reduce the aging rate of the braking equipment, and increase the service life of the braking equipment during use.

[0059] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0060] Please refer to Figure 1 , Figure 1 A schematic flow chart of a braking control method for a maglev train provided by an embodiment of the present invention. The braking control method for a maglev train comprises:

[0061] S110: applying traction braking to the train when train braking information is detected;

[0062] It should be noted that, in the embodiment of the present invention, when train braking information is detected (specifically, the braking information can be obtained through a preset braking curve), it indicates that the train needs to be braked. At this time, the braking force requirement can be determined according to the deceleration closed-loop control, and a traction braking instruction can be generated and sent to the traction braking unit (such as Figure 2 As shown), the traction brake system controls the electric brake through the long stator linear motor according to the traction brake command, thereby applying traction brake to the train.

[0063] S120: Determine whether the braking force of the traction brake meets the first preset condition, if so, proceed to S130;

[0064] Specifically, after applying traction braking to the train, in order to determine whether wind resistance braking needs to be added, it can be further determined whether the braking force of the traction braking satisfies a first preset condition.

[0065] Furthermore, the process of determining whether the braking force of the traction brake satisfies the first preset condition in the above S120 may specifically include:

[0066] Obtain the braking force of traction braking;

[0067] It is determined whether the traction braking force is greater than the preset braking force. If so, it is determined that the traction braking force meets the first preset condition.

[0068] It should be noted that, in actual applications, the magnitude of the braking force of the traction brake applied to the train can be obtained to determine whether the magnitude of the traction brake force is greater than a preset brake force, wherein the preset brake force can be determined based on the braking force corresponding to the 4-level braking level of eddy current braking, that is, it can be determined whether the magnitude of the braking force of the traction brake is greater than the braking force corresponding to the 4-level eddy current brake. If the magnitude of the braking force of the traction brake is greater than the braking force corresponding to the 4-level eddy current brake, it is determined that the braking force of the traction brake meets the first preset condition; otherwise, it is determined that the braking force of the traction brake does not meet the first preset condition.

[0069] S130: Apply wind resistance braking to the train;

[0070] Specifically, when the braking force of the traction brake meets the first preset condition, it means that the speed of the train is relatively fast, and wind resistance braking can be added at this time. Since wind resistance braking is green and environmentally friendly, and relies on wind power to achieve braking of the train, it is necessary to apply wind resistance braking to the train when the speed of the train is greater than a certain speed in order to maximize the use of wind resistance to achieve braking of the train. In this application, by determining that the braking force of the traction brake meets the first preset condition, it can be indirectly reflected that the speed of the train is relatively fast, and is greater than a certain speed. At this time, applying wind resistance braking to the train can better utilize the green and environmentally friendly braking method to achieve braking of the train.

[0071] In practical applications, a wind resistance braking command may be generated and sent to the wind resistance braking unit. The wind resistance braking unit controls the wind resistance wing device to apply wind resistance braking force according to the received wind resistance braking command.

[0072] S140: judging whether the braking force of the train meets the braking force requirement, if not, proceeding to S150;

[0073] It should be noted that after applying wind resistance braking to the train, it can be further determined whether the braking force of the train meets the braking force requirements. If the braking force of the train meets the braking force requirements, the current braking can be maintained until the train stops. If the braking force of the train does not meet the braking force requirements, the next step can be entered. If the traction brake failure causes insufficient braking force of the train, there are other situations that can also cause insufficient braking force of the train.

[0074] Specifically, before determining whether the whole vehicle braking force of the train meets the braking force requirement in the above S140, the following steps may also be included:

[0075] Determine whether the windage braking is applied successfully. If so, execute the step of determining whether the whole vehicle braking force of the train meets the braking force requirement.

[0076] It can be understood that when the wind resistance braking is successfully applied, the whole vehicle braking force of the train is obtained, and it is further determined whether the whole vehicle braking force of the train meets the braking force requirement.

[0077] Among them, the wind resistance brake can be successfully applied by detecting the change of the train's deceleration. When the difference of the train's deceleration at adjacent moments is greater than the preset difference, it can be determined that the wind resistance brake has been successfully applied; that is, when the train's deceleration changes suddenly, it means that the wind resistance brake has been successfully applied. Alternatively, a preset time length can be predetermined, and the timing starts when the wind resistance brake begins to be applied. After the timing time length reaches the preset time length (empirical value), it can be determined that the wind resistance brake has been successfully applied.

[0078] S150: Apply eddy current braking to the train and maintain braking until the train stops.

[0079] It should be noted that, in the embodiment of the present invention, after wind resistance braking is applied to the train, if the braking force of the entire train does not meet the braking force requirement, eddy current braking can be further applied to the train and the braking can be maintained until the train stops.

[0080] Specifically, an eddy current braking application instruction may be generated and then sent to an eddy current braking control unit. After receiving the eddy current braking application instruction, the eddy current braking control unit controls the braking magnet to apply eddy current braking force to the train according to the eddy current braking application instruction.

[0081] In an exemplary embodiment, the process of determining whether the whole vehicle braking force of the train meets the braking force requirement in S140 may include:

[0082] Obtain the current braking force required by the train and the actual braking force of the train;

[0083] Determine whether the actual braking force of the vehicle reaches the braking force required by the vehicle;

[0084] When the actual braking force of the whole vehicle reaches the braking force required by the whole vehicle, it is determined that the braking force of the whole vehicle of the train meets the braking force requirement;

[0085] When the actual braking force of the whole vehicle is lower than the braking force required by the whole vehicle, it is determined that the whole vehicle braking force of the train does not meet the braking force requirement.

[0086] It should be noted that, in the embodiment of the present invention, the current actual braking force of the whole vehicle and the current required braking force of the whole vehicle of the train can be obtained, and it is further judged whether the actual braking force of the whole vehicle reaches the required braking force of the whole vehicle. Specifically, the actual braking force of the whole vehicle can be compared with the required braking force of the whole vehicle to determine whether the actual braking force of the whole vehicle reaches (that is, is greater than or equal to) the required braking force of the whole vehicle. If the actual braking force of the whole vehicle is greater than or equal to the required braking force of the whole vehicle, it means that the actual braking force of the whole vehicle meets the braking force requirement. If the actual braking force of the whole vehicle is lower than (that is, less than) the required braking force of the whole vehicle, it means that the actual braking force of the whole vehicle of the train does not meet the braking force requirement.

[0087] Furthermore, the above-mentioned obtaining of the current required braking force of the whole vehicle and the actual braking force of the whole vehicle includes:

[0088] Get the current train speed information and train load;

[0089] Determine the train's position information based on the speed information and the train's speed-position curve;

[0090] Calculate the required braking force of the train according to the speed information, position information and train load;

[0091] The actual braking force of the train is calculated based on the speed information and train load.

[0092] It can be understood that by obtaining the current speed information of the train and combining it with the speed-position curve pre-established for the train, the position corresponding to the speed can be further determined, thereby obtaining the position information of the train, and then according to the speed information and the position information combined with the first calculation relationship, the current required acceleration of the whole train can be obtained; further according to the required acceleration of the whole train and the train load combined with the second calculation relationship, the required braking force of the whole train can be obtained; wherein:

[0093] The first calculation relationship is ;

[0094] The second calculation relationship is: ;

[0095] in, represents the required acceleration of the vehicle, represents the speed at time t1, represents the speed at time t2, represents the position at time t1, represents the position at time t2, It represents the braking force required for the whole vehicle, and M represents the train load.

[0096] In addition, in the embodiment of the present invention, the actual braking force of the whole vehicle of the train can be calculated according to the speed information and the train load in combination with the third calculation relationship; wherein:

[0097] The third relation is: , Indicates the actual braking force of the train.

[0098] It should be noted that the above method can accurately obtain the actual braking force of the whole train and the braking force required by the whole train, thereby improving the accuracy of judging whether the whole train braking force meets the braking force requirements.

[0099] In an exemplary embodiment, the process of applying eddy current braking to the train in S150 may specifically include:

[0100] Determine the braking force difference according to the braking force required by the vehicle and the actual braking force of the vehicle;

[0101] According to the braking force difference and the corresponding relationship table between the braking force and the braking level of the eddy current brake, the corresponding target braking level is determined;

[0102] Apply eddy current braking of the target braking level to the train.

[0103] It should be noted that when the current actual braking force of the train does not meet the required braking force of the vehicle, it is determined that eddy current braking needs to be applied to the train. At this time, the braking force difference can be determined based on the required braking force of the train and the actual braking force of the vehicle, that is, how much braking force is needed to be supplemented. After determining the braking force difference, the braking level corresponding to the braking force difference can be further determined based on the corresponding relationship table of eddy current braking braking force and braking level. The braking level is used as the target braking level, and then the eddy current braking is controlled according to the target braking level to apply eddy current braking of the target braking level to the train, thereby improving the braking control effect.

[0104] It can be seen that in the embodiment of the present invention, when the train braking information is detected, traction braking is first applied to the train. If the braking force of the traction braking meets the first preset condition, it means that the speed of the train is relatively high and other braking needs to be applied. Considering that wind resistance braking is green and environmentally friendly, wind resistance braking can be further applied to the train. If the braking force of the whole train still does not meet the braking force requirement after applying wind resistance braking, eddy current braking can be further applied to the train, so that various braking methods are coordinated to improve the braking effect of the train, reduce the aging rate of the braking equipment, and increase the service life of the braking equipment.

[0105] The present invention also provides a corresponding device for the maglev train braking control method, which further makes the method more practical. Among them, the device can be described from the perspective of functional modules and hardware. The maglev train braking control device provided by the present invention is introduced below. The device is used to implement the maglev train braking control method provided by the present invention. In this embodiment, the maglev train braking control device may include or be divided into one or more program modules, and the one or more program modules are stored in a storage medium and executed by one or more processors to complete the maglev train braking control method disclosed in the above embodiment. The program module referred to in the present invention refers to a series of computer program instruction segments that can complete specific functions, which is more suitable for describing the execution process of the maglev train braking control device in the storage medium than the program itself. The following description will specifically introduce the functions of each program module of this embodiment. The maglev train braking control device described below and the maglev train braking control method described above can be referenced to each other.

[0106] From the perspective of functional modules, see Figure 3 , Figure 3 The structure diagram of the maglev train braking control device provided by the present invention in a specific embodiment, the device may include:

[0107] A traction brake module 11 is used to apply traction brake to the train when train braking information is detected;

[0108] A first judging module 12, used to judge whether the braking force of the traction brake meets a first preset condition, and if so, trigger the wind resistance braking module 13;

[0109] A wind resistance braking module 131 is used to apply wind resistance braking to the train;

[0110] The second judging module 14 is used to judge whether the braking force of the train meets the braking force requirement, and if not, the eddy current braking module 15 is triggered;

[0111] The eddy current brake module 15 is used to apply eddy current brakes to the train and maintain the brakes until the train stops.

[0112] In an exemplary embodiment, the first determination module 12 includes:

[0113] A first acquisition unit, used to acquire the braking force of traction braking;

[0114] A first judging unit, used to judge whether the traction braking force is greater than a preset braking force, and if so, trigger a first determining unit;

[0115] The first determining unit is used to determine whether the braking force of the traction brake satisfies a first preset condition.

[0116] In an exemplary implementation, the preset braking force is determined based on the braking force corresponding to the four braking levels of eddy current braking.

[0117] In an exemplary implementation, the second determination module 14 includes:

[0118] The second acquisition unit is used to acquire the current braking force required by the whole vehicle and the actual braking force of the whole vehicle;

[0119] The second judging unit is used to judge whether the actual braking force of the whole vehicle reaches the braking force required by the whole vehicle;

[0120] The second determination unit is used to determine that the whole vehicle braking force of the train meets the braking force requirement when the actual braking force of the whole vehicle reaches the braking force required by the whole vehicle;

[0121] The third determination unit is used to determine that the whole vehicle braking force of the train does not meet the braking force requirement when the actual whole vehicle braking force is lower than the whole vehicle required braking force.

[0122] In an exemplary embodiment, the second acquisition unit includes:

[0123] A first acquisition subunit is used to acquire current train speed information and train load;

[0124] A first determination subunit is used to determine the position information of the train according to the speed information and the speed position curve of the train;

[0125] A first calculation subunit, used for calculating the braking force required for the entire train according to the speed information, the position information and the train load;

[0126] The second calculation subunit is used to calculate the actual braking force of the train according to the speed information and the train load.

[0127] In an exemplary embodiment, the first computing subunit includes:

[0128] The third calculation subunit is used to obtain the current required acceleration of the train according to the speed information and the position information combined with the first calculation relationship;

[0129] The fourth calculation subunit is used to obtain the required braking force of the whole train according to the required acceleration of the whole train and the train load in combination with the second calculation relationship; wherein:

[0130] The first calculation relationship is ;

[0131] The second calculation relationship is: ;

[0132] in, represents the required acceleration of the vehicle, represents the speed at time t1, represents the speed at time t2, represents the position at time t1, represents the position at time t2, represents the braking force required for the vehicle, and M represents the train load;

[0133] Then, the second computing subunit is used to:

[0134] According to the speed information and the train load combined with the third calculation formula, the actual braking force of the train is obtained; wherein:

[0135] The third relation is: , Indicates the actual braking force of the train.

[0136] In an exemplary embodiment, the eddy current braking module 15 includes:

[0137] A fourth determining unit, used to determine a braking force difference according to the braking force required by the vehicle and the actual braking force of the vehicle;

[0138] a fifth determining unit, configured to determine a corresponding target braking level according to the braking force difference and a corresponding relationship table between the braking force of eddy current braking and the braking level;

[0139] The application unit is used to apply eddy current braking of a target braking level to the train.

[0140] It should be noted that the maglev train braking control device provided in the embodiment of the present invention has the same beneficial effects as the maglev train braking control method provided in the above embodiment, and for the specific introduction of the maglev train braking control method involved in the embodiment of the present invention, please refer to the above embodiment and this application will not repeat it here.

[0141] The maglev train braking control device mentioned above is described from the perspective of functional modules. Furthermore, the present invention also provides an electronic device, which is described from the perspective of hardware. Figure 4 A structural diagram of an electronic device provided in an embodiment of the present application, such as Figure 4 As shown, the electronic equipment includes:

[0142] A memory 20, for storing computer programs;

[0143] The processor 21 is used to implement the steps of the maglev train braking control method in the above embodiment when executing the computer program.

[0144] The electronic device provided in this embodiment may include but is not limited to a smart phone, a tablet computer, a laptop computer or a desktop computer.

[0145] Among them, the processor 21 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 21 can be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 21 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 21 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 21 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0146] The memory 20 may include one or more computer-readable storage media, which may be non-transitory. The memory 20 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In some embodiments, the memory 20 may be an internal storage unit of an electronic device, such as a hard disk of a server. In other embodiments, the memory 20 may also be an external storage device of an electronic device, such as a plug-in hard disk equipped on a server, a smart memory card (Smart Media Card, SMC), a secure digital (SecureDigital, SD) card, a flash card (Flash Card), etc. Further, the memory 20 may also include both an internal storage unit of an electronic device and an external storage device. The memory 20 may not only be used to store application software and various types of data installed in the electronic device, such as: the code of the program in the process of executing the maglev train braking control method, but also be used to temporarily store data that has been output or is to be output. In this embodiment, the memory 20 is at least used to store the following computer program 201, wherein, after the computer program is loaded and executed by the processor 21, the relevant steps of the maglev train braking control method disclosed in any of the aforementioned embodiments can be implemented. In addition, the resources stored in the memory 20 may also include an operating system 202 and data 203, etc., and the storage method may be temporary storage or permanent storage. The operating system 202 may include Windows, Unix, Linux, etc. The data 203 may include but is not limited to (data corresponding to the braking control result of the maglev train) and the like.

[0147] In some embodiments, the electronic device may further include a display screen 22, an input / output interface 23, a communication interface 24, a power supply 25, and a communication bus 26. Among them, the display screen 22 and the input / output interface 23, such as a keyboard, belong to the user interface, and the optional user interface may also include a standard wired interface, a wireless interface, and the like. Optionally, in some embodiments, the display may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, and an OLED (Organic Light-Emitting Diode) touch device, and the like. The display may also be appropriately referred to as a display screen or a display unit, which is used to display information processed in the electronic device and to display a visual user interface. The communication interface 24 may optionally include a wired interface and / or a wireless interface, such as a WI-FI interface, a Bluetooth interface, and the like, which are generally used to establish a communication connection between the electronic device and other electronic devices. The communication bus 26 may be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, and the like. The bus may be divided into an address bus, a data bus, a control bus, and the like. For ease of representation, Figure 4 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0148] Those skilled in the art will understand that Figure 4 The structure shown in the figure does not constitute a limitation on the electronic device, and may include more or fewer components than shown in the figure.

[0149] It is understandable that if the maglev train braking control method in the above embodiment is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium to execute all or part of the steps of each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), electrically erasable programmable ROM, register, hard disk, removable disk, CD-ROM, magnetic disk or optical disk and other media that can store program codes.

[0150] Based on this, Figure 5As shown, an embodiment of the present invention further provides a computer-readable storage medium, on which a computer program 31 is stored. When the computer program 31 is executed by a processor, the steps of the above-mentioned maglev train braking control method are implemented.

[0151] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0152] It should also be noted that, in this specification, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

[0153] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0154] The steps of the method or algorithm described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, a software module executed by a processor, or a combination of the two. The software module may be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0155] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A braking control method for a maglev train, characterized in that: include: Apply traction brake to the train when train braking information is detected; determining whether the braking force of the traction brake satisfies a first preset condition, and if so, applying wind resistance braking to the train; It is determined whether the whole vehicle braking force of the train meets the braking force requirement. If not, eddy current braking is applied to the train and the braking is maintained until the train stops.

2. The maglev train braking control method according to claim 1, characterized in that: The step of judging whether the braking force of the traction brake satisfies the first preset condition comprises: Obtain the braking force of traction braking; It is determined whether the magnitude of the traction braking force is greater than a preset braking force, and if so, it is determined that the braking force of the traction braking satisfies a first preset condition.

3. The maglev train braking control method according to claim 2, characterized in that: The preset braking force is determined based on the braking force corresponding to the four braking levels of eddy current braking.

4. The maglev train braking control method according to claim 1, characterized in that: The determining whether the whole vehicle braking force of the train meets the braking force requirement includes: Obtaining the current required braking force of the entire vehicle and the actual braking force of the entire vehicle; Determining whether the actual braking force of the whole vehicle reaches the braking force required by the whole vehicle; When the actual braking force of the whole vehicle reaches the required braking force of the whole vehicle, determining that the whole vehicle braking force of the train meets the braking force requirement; When the actual braking force of the whole vehicle is lower than the required braking force of the whole vehicle, it is determined that the whole vehicle braking force of the train does not meet the braking force requirement.

5. The maglev train braking control method according to claim 4, characterized in that: The obtaining of the current required braking force of the whole vehicle and the actual braking force of the whole vehicle comprises: Obtaining current speed information and train load of the train; Determining the position information of the train according to the speed information and the speed position curve of the train; Calculating the required braking force of the entire train according to the speed information, the position information and the train load; The actual braking force of the train is calculated according to the speed information and the train load.

6. The maglev train braking control method according to claim 4, characterized in that: The calculating the required braking force of the entire train according to the speed information, the position information and the train load includes: According to the speed information and the position information combined with a first calculation formula, a current required acceleration of the whole train is obtained; The required braking force of the train is obtained according to the required acceleration of the whole vehicle and the train load in combination with a second calculation formula; wherein: The first calculation relationship is: ; The second calculation relationship is: ; in, represents the required acceleration of the vehicle, represents the speed at time t1, represents the speed at time t2, represents the position at time t1, represents the position at time t2, represents the braking force required for the vehicle, and M represents the train load; Then, calculating the actual braking force of the train according to the speed information and the train load includes: The actual braking force of the train is obtained according to the speed information and the train load in combination with a third calculation formula; wherein: The third relational expression is: , Indicates the actual braking force of the train.

7. The maglev train braking control method according to any one of claims 4 to 6, characterized in that: The applying eddy current braking to the train comprises: Determining a braking force difference according to the braking force required by the whole vehicle and the actual braking force of the whole vehicle; Determine the corresponding target braking level according to the braking force difference and the corresponding relationship table between the braking force and the braking level of the eddy current brake; Eddy current braking of the target braking level is applied to the train.

8. A braking control device for a maglev train, characterized in that: include: A traction brake module is used to apply traction brake to the train when train braking information is detected; A first judging module, used for judging whether the braking force of the traction brake meets a first preset condition, and if so, triggering the wind resistance braking module; The wind resistance braking module is used to apply wind resistance braking to the train; A second judgment module is used to judge whether the whole vehicle braking force of the train meets the braking force requirement, and if not, trigger the eddy current braking module; The eddy current braking module is used to apply eddy current braking to the train and maintain braking until the train stops.

9. An electronic device, characterized in that: include: Memory for storing computer programs; A processor is used to implement the steps of the maglev train braking control method as claimed in any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the maglev train braking control method according to any one of claims 1 to 7 are implemented.

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