Power supply method, device, equipment, medium and system for magnetic suspension track

Abstract

The invention belongs to the technical field of maglev trains, and particularly relates to a power supply method, device, equipment, medium and system for a maglev track. The method comprises the following steps: acquiring a current position of a current train on a track; determining a safe driving interval of the current train according to the current position; a target power supply of the safe driving interval and the access length of a bus are determined according to the safe driving interval, the target power supply supplies power to a stator of the safe driving interval through the bus, and a plurality of bus switches are arranged on the bus; and the bus switch can control the access length of the bus and switch a power supply connected with the bus. The problem of low transportation efficiency caused by fixed partition length in the prior art is solved, the departure and tracking interval is greatly shortened, the problem of large electric energy loss caused by fixed bus length in the prior art is solved due to the fact that the access length of the bus is variable, and the electric energy loss can be effectively reduced.

Description

Technical Field

[0001] The invention belongs to the technical field of maglev trains, and specifically relates to a power supply method, device, equipment, medium and system for a maglev track. Background Art

[0002] The mature high-speed maglev trains currently developed are represented by Germany's conventional electromagnetic maglev train and Japan's superconducting electric maglev train. They are called "maglev" because when the vehicle is running, the electromagnetic repulsion or attraction between the track and the vehicle is formed, so that the vehicle is suspended on the track without any contact with the track, and the train is driven by electromagnetic thrust or traction. The traction force comes from the linear motor on the track. When the linear motor winding has a power supply with random voltage, current, and frequency, it forms a normal force with the rotor between the vehicle to drive the train to run.

[0003] In order to achieve high-speed train operation, optimal performance of linear motors, optimal operation organization and minimum construction cost, the linear motors on the track are arranged in sections according to a certain length rule. According to the traction force requirements, N stator segments with a length of 0.6km to 2km are combined. Once the combination of stator segments in the partition is determined, a traction zone with a fixed length L is formed. Figure 1 According to the existing equipment level and through traction calculation, the current traction area length L is generally selected between 25km and 50km according to the scope of the traction substation, the speed and the distance required for safe braking.

[0004] However, because each traction area in the prior art is powered by a set of inverter systems, namely the power supply station mentioned later in the application, at any time in the area, the current, voltage and frequency of the driving vehicle are consistent, and the vehicle will inevitably maintain a completely consistent running speed, which makes it difficult to meet transportation needs and transportation safety. Figure 2 As shown, currently, in high-speed maglev, only one train can run in each traction area at any time. Summary of the invention

[0005] In response to the above technical problems, the present invention proposes a power supply method, device, equipment, medium and system for a magnetic levitation track. The present application obtains the current position of the current train on the track; determines the safe driving range of the current train according to the current position; determines the target power supply source and the access length of the busbar in the safe driving range according to the safe driving range, wherein the target power supply source supplies power to the stator of the safe driving range through the busbar, and a plurality of busbar switches are arranged on the busbar, and the busbar switch can control the access length of the busbar and switch the power supply source connected to the busbar. It solves the technical problem that one traction area can only supply one vehicle in the prior art, solves the problem of low transportation efficiency caused by the fixed length of the traction area in the prior art, greatly shortens the departure and tracking interval, and because the access length of the busbar is variable, it solves the problem of large power loss caused by the fixed length of the busbar in the prior art, and can effectively reduce power loss.

[0006] In order to solve the above technical problems, the technical solution adopted by the present invention includes five aspects.

[0007] In a first aspect, a power supply method for a magnetic levitation track is provided, which includes: obtaining a current position of a current train on the track; determining a safe driving range of the current train according to the current position; determining a target power supply source and an access length of a busbar in the safe driving range according to the safe driving range, wherein the target power supply source supplies power to a stator in the safe driving range through the busbar, and a plurality of busbar switches are arranged on the busbar, and the busbar switch can control the access length of the busbar and switch the power supply source connected to the busbar.

[0008] In some embodiments, determining the random safe driving interval of the current train based on the current position includes: obtaining a first driving speed of the current train; obtaining a second driving speed of a following train; and determining the safe driving interval based on the first driving speed, the second driving speed and the current position.

[0009] In some embodiments, determining the target power supply source and bus access length of the safe driving interval based on the safe driving interval includes: obtaining the rear vehicle position of the rear vehicle; and determining the target power supply source and bus access length of the safe driving interval based on the rear vehicle position and the current position.

[0010] In some embodiments, determining the target power supply source and the access length of the busbar in the safe driving interval based on the position of the following vehicle and the current position includes: determining whether the current train and the following vehicle are in the same traction area based on the position of the following vehicle and the current position; when the current train and the following vehicle are in the same traction area, determining the target power supply source to be the power supply station ahead of the current train's driving direction, wherein the track section between the two power supply stations is regarded as a traction area; and determining the access length of the busbar based on the tail end position of the safe driving interval.

[0011] In some embodiments, the determination of the target power supply source and the access length of the busbar in the safe driving interval based on the position of the following vehicle and the current position also includes: when the current train and the following vehicle are not in the same traction area, determining the first distance and the second distance between the current train and the two power supply stations in front and behind according to the current position; determining the power supply station closest to the current position as the target power supply station based on the first distance and the second distance; when the target power supply station is the power supply station behind the current train, determining the access length of the busbar according to the front end position of the safe driving interval.

[0012] In some embodiments, determining the target power supply source and bus access length of the safe driving interval based on the safe driving interval also includes: obtaining the leading vehicle position of the leading vehicle of the current train; and determining the target power supply source and bus access length of the safe driving interval based on the leading vehicle position and the current position.

[0013] In some embodiments, the method of determining the target power supply source and the access length of the busbar in the safe driving section based on the leading vehicle position and the current position also includes: determining whether the current train and the following vehicle are in the same traction area based on the leading vehicle position and the current position; when the current train and the leading vehicle are in the same traction area, determining the target power supply source to be the power supply station behind the current train; and determining the access length of the busbar based on the front end position of the safe driving section.

[0014] In the second aspect, the present application proposes a power supply device for a magnetic levitation track, comprising: a first acquisition module, used to obtain the current position of the current train on the track; a first determination module, used to determine the safe driving range of the current train based on the current position; a second determination module, used to determine the target power supply source and bus access length of the safe driving range based on the safe driving range.

[0015] In a third aspect, the present application proposes an electronic device, comprising: a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, the method described in any one of the first aspects is performed.

[0016] In a fourth aspect, the present application proposes a storage medium, which stores a computer program that can be executed by one or more processors, and the computer program can be used to implement any method described in the first aspect.

[0017] In a fifth aspect, the present application proposes a power supply system for a maglev track, comprising: a busbar, a busbar switch, a power supply station, a stator switch and the electronic device as described in the third aspect; there are multiple power supply stations, and the multiple power supply stations divide the maglev track into multiple traction areas; each power supply station supplies power to the traction area connected to the power supply station through the busbar; multiple busbar switches are arranged on the busbar, and the busbar switch can control the access length of the busbar and the power supply station connected to the busbar; one end of the stator switch is connected to the busbar, and the other end is connected to the maglev track, for conducting electricity to the stator of the maglev track; the stator switch and the busbar switch are both connected to the electronic device, and the closing or opening of the stator switch and the busbar switch are controlled by the electronic device.

[0018] In some embodiments, the bus switch and the stator switch are arranged at the same position.

[0019] In some embodiments, the protection device is used to detect the voltage and current passing through the bus switch and is connected to the electronic device.

[0020] Beneficial effects created by the present invention: The present application obtains the current position of the current train on the track; determines the safe driving section of the current train according to the current position; determines the target power supply source and the access length of the busbar in the safe driving section according to the safe driving section, wherein the target power supply source supplies power to the stator of the safe driving section through the busbar, and a plurality of busbar switches are arranged on the busbar, and the busbar switches can control the access length of the busbar and switch the power supply source connected to the busbar. The technical problem that a traction area can only supply one vehicle in the prior art is solved, and the problem of low transportation efficiency caused by the fixed partition length in the prior art is solved, and the departure and tracking interval is greatly shortened. Moreover, since the access length of the busbar is variable, the problem of large power loss caused by the fixed busbar length in the prior art is solved, and the power loss can be effectively reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The scope of the present disclosure may be better understood by reading the following detailed description of exemplary embodiments in conjunction with the accompanying drawings. The drawings included are:

[0022] Figure 1 A schematic diagram of an existing magnetic levitation track provided as background technology for this application;

[0023] Figure 2 A mode of operation of a magnetic levitation train provided as the background technology of this application;

[0024] Figure 3 A rectification flow chart of a power supply method for a magnetic levitation track provided in an embodiment of the present application;

[0025] Figure 4 A schematic diagram of power supply when the current train is used as the leading train provided in an embodiment of the present application;

[0026] Figure 5 A schematic diagram of power supply when there is only one train in a traction area provided in an embodiment of the present application;

[0027] Figure 6 A schematic diagram of power supply when a current train is used as a following train provided in an embodiment of the present application;

[0028] Figure 7 A schematic diagram of the structure of a power supply device for a magnetic levitation track provided in an embodiment of the present application;

[0029] Figure 8 A schematic diagram of the structure of a power supply system for a magnetic levitation track provided in an embodiment of the present application. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings. The described embodiments should not be regarded as limiting the present application. All other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of this application.

[0031] In the following description, reference is made to “some embodiments”, which describe a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0032] If similar descriptions of "first\second\third" appear in the application documents, the following instructions will be added. In the following description, the terms "first\second\third" involved are merely used to distinguish similar objects and do not represent a specific ordering of the objects. It can be understood that "first\second\third" can be interchanged in a specific order or sequence where permitted, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0033] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein are only for the purpose of describing the embodiments of this application and are not intended to limit this application.

[0034] Embodiment 1:

[0035] However, because each traction zone in the prior art is powered by a set of inverter systems, if the current, voltage and frequency of the vehicles driving the same vehicle are consistent at any time in the zone, the vehicles will inevitably maintain a completely consistent running speed, making it difficult to meet transportation needs and ensure transportation safety. Therefore, the current high-speed maglev only runs one vehicle in each traction zone at any time.

[0036] In view of the problems existing in the prior art, such as Figure 3 As shown, the present application provides a power supply method for a magnetic levitation track, and the method is applied to an electronic device, and the electronic device can be a server, a mobile terminal, a computer, a cloud platform, etc. The function implemented by the device data processing provided in the embodiment of the present application can be implemented by calling a program code by a processor of the electronic device, wherein the program code can be stored in a computer storage medium, and the power supply method for the magnetic levitation track includes:

[0037] Step S1: Get the current position of the current train on the track.

[0038] The power system of the existing maglev track is composed of multiple stators. A busbar is provided by the power supply station, and a stator switch is set between the stator and the busbar, and the train acts as a mover. Therefore, when the stator is energized, an electromotive force will be generated when the train passes through the stator, so the power supply station can determine the current position of the train based on the stator that generates the electromotive force. Of course, the position of the train can also be obtained by setting a positioning system or other technical means on the train. In this application, there is no limitation on how to obtain the position of the train.

[0039] The main purpose of this application is to solve the problem in the prior art that the traction area is powered by a set of inverter systems, resulting in a fixed block section in the operation of the maglev train, which greatly affects the transportation efficiency of the maglev train. Therefore, in this application, it is necessary to first obtain the current position of the current train.

[0040] Step S2: Determine the safe driving range of the current train according to the current position.

[0041] Because the operation of the existing maglev train belongs to the fixed block section, in order to improve the transportation efficiency of the train, the operation mode of the fixed block section of the maglev train needs to be changed to the mobile block movement mode in this application. However, if you want to perform mobile block, you need to first determine the safe form section of the train.

[0042] Therefore, in some embodiments, step S2 "determining the safe driving range of the current train according to the current position" includes:

[0043] Step S21: Obtain the first running speed of the current train.

[0044] Step S22: Acquire the second driving speed of the following vehicle.

[0045] Step S23: determining the safe driving range according to the first driving speed, the second driving speed and the current position.

[0046] Since it is inevitable that multiple vehicles will chase each other during the operation of the train, the operation of the following vehicle needs to be considered when determining the safe driving range of the current train. Since the acceleration, deceleration and operation of the maglev train require the intervention of the stator, the safe driving range required by the train is different when the train is in different operating states, that is, the train is at different speeds, and the safe driving range is mainly determined by the speed. Therefore, it is necessary to obtain the first driving speed of the current train and the second driving speed of the following vehicle in this application. We can determine the size of the safe driving range based on the first driving speed, the second driving speed and the length of the current train, and then determine the position of the safe driving range based on the current position of the current train, so we can determine the safe driving range of the current train based on the first driving speed, the second driving speed and the current position. Since the current train is in motion, the position and size of the safe driving range will also change with the movement of the train, that is, the moving block interval of the current train is formed.

[0047] Of course, in some embodiments, in addition to considering the speed of the front and rear vehicles and the position of the front vehicle to determine the safe driving range, we also need to consider other issues, such as the number of trains in a traction area and the distance between trains.

[0048] Step S3: determining a target power supply source and a bus access length of the safe driving section according to the safe driving section.

[0049] Since the access length of the busbar in a traction area and the target power supply source for the busbar are fixed in the prior art, the current received by all stators in a traction area is of the same waveform, resulting in the same magnetic field generated by the stator. Therefore, when there are two trains in a traction area, it is difficult to control the two trains to move synchronously at a uniform speed due to the consistent magnetic field generated by the stator. In order to ensure the safe operation of the train, the two trains in the prior art need to operate in at least different traction areas. In order to improve the operating efficiency of the train, multiple bus switches are set on the busbar in this application. We can control the opening and closing of the busbar switch to change the access length of the busbar and the target power supply source for the busbar, so that in the same traction area, because the target power supply sources connected to the busbar are different, two types of current waveforms will appear in one traction area, thereby better controlling the speed of the two trains in the same traction area, so that the operating efficiency is improved under the premise of safe operation.

[0050] Therefore, in some embodiments, step S3 of "determining the target power supply source and the access length of the busbar in the safe driving interval according to the safe driving interval" includes:

[0051] Step S31: Acquire the rear vehicle position of the rear vehicle.

[0052] Step S32: determining the target power supply source and the access length of the busbar in the safe driving section according to the position of the rear vehicle and the current position.

[0053] In some embodiments, step S32 of "determining the target power supply source and the access length of the busbar in the safe driving section according to the position of the following vehicle and the current position" includes:

[0054] Step S321: Determine whether the current train and the following train are in the same traction zone according to the following train position and the current position.

[0055] Step S322: When the current train and the following train are in the same traction zone, the target power supply source is determined to be the power supply station ahead of the current train in the direction of travel, wherein the track section between the two power supply stations is regarded as a traction zone.

[0056] Step S323: determining the access length of the busbar according to the tail end position of the safe driving section.

[0057] Since the purpose of this application is to realize the mobile block section operation of the maglev train, in order to ensure safety and efficiency, the problem of the current train and the preceding and following trains needs to be considered. Therefore, steps S31 to S325 are first explained based on the situation of the current train and the following train.

[0058] like Figure 4As shown, since the access length of the busbar and the target power supply of the access busbar are variable in this application, it is necessary to first obtain the position of the rear vehicle in this application, and then determine whether the two vehicles are in the same traction area based on the rear vehicle position and current position of the rear vehicle. If the two vehicles are in the same traction area, in order to ensure the safety of the rear vehicle, the current waveform received by the track where the rear vehicle is located needs to be different from the current waveform received by the track where the current vehicle is located, so the busbar in the traction area is divided into two sections, and the two sections of the busbar serve the corresponding trains respectively, and the target power supply of the two sections of the busbar is different, so the two sections of the busbar can output currents of different waveforms, so that the two trains in the same traction area can be better controlled and safety can be well guaranteed.

[0059] Therefore, in the present application, when two trains are in the same traction area, the bus switch between the current train and the rear train is disconnected, so that the bus is divided into two sections. Then the bus section used by the current train is powered by the power supply station in front of the current train in the direction of travel. Similarly, for the rear train, the target power supply source of its corresponding bus section is the power supply station in the direction of travel, that is, the power supply station behind the rear train serves as the target power supply source for the bus section of the rear train.

[0060] At the same time, because the busbar itself has resistance, the loss will increase with the increase of the length of the busbar, so step S323 can also determine the access length of the busbar section corresponding to the current train. As the current train gradually passes by, it will get closer and closer to the target power supply source, so the safe driving section is getting closer and closer to the target power supply source, and the stator in the area outside the tail end of the safe driving section will not have any effect on the current train, so the busbar switch at the corresponding position can be disconnected at this time, so that the length of the busbar section corresponding to the current train becomes shorter, thereby reducing the loss caused by the busbar length.

[0061] Steps S321 to S323 are about how to determine the target power supply source and access length of the busbar section corresponding to the current train when there are the current train and the following train, and when the current train and the following train are in the same traction area. In some cases, there may be only one train in a traction area.

[0062] Therefore, in some embodiments, step S32 of "determining the target power supply source and the access length of the busbar in the safe driving section according to the position of the rear vehicle and the current position" further includes:

[0063] Step S323: When the current train and the following train are not in the same traction zone, the first distance and the second distance between the current train and the two power supply stations in the front and rear are determined according to the current position.

[0064] Step S324: Determine the power supply station closest to the current position as the target power supply station based on the first distance and the second distance.

[0065] Step S325: When the target power supply station is the power supply station behind the current train, the access length of the bus is determined according to the front end position of the safe driving section.

[0066] When there is only one train in a traction area, the issue of train chasing safety does not need to be considered, but the purpose of reducing bus loss can still be achieved. Therefore, at this time, it is necessary to determine the distance between the current train and the power supply station in front and the power supply station in the rear according to the current position of the current train, that is, the first distance and the second distance. Then, the power supply station closest to the current train is determined by the first distance and the second distance, and the power supply station is used as the target power supply source. At this time, since there is a section of distance that will not affect the current train, the bus that does not affect the section can be cut off, so that the access length of the bus becomes shorter. As the train travels in a traction area, as the train moves, the target power supply source will change from the power supply station in the rear to the power supply station in the front, and the change of the power supply station will change the way the bus length changes. Among them, when the target power supply source is the power supply station in the front, the determination of the bus length is the same as step S323, so the process of shortening the bus length. When the target power supply source is the power supply station behind the train, it is necessary to determine the access length of the bus according to the front end of the safe driving section, which belongs to the process of gradually extending the bus. As Figure 5 As shown, during the whole process, the access length of the busbar will be extended from when it is just powered by the rear power supply station to when it is powered by the front power supply station. This makes the access length of the busbar throughout the whole process much shorter than the fixed length of the busbar in the prior art, thereby achieving a significant reduction in energy consumption.

[0067] Next, this application will use steps S33-S343 to take the current train as the following train to further introduce how the following train should achieve the target power supply source and determine the bus access length in this application.

[0068] In some embodiments, step S3 of "determining the target power supply source and bus access length of the safe driving interval according to the safe driving interval" further includes:

[0069] Step S33: Obtain the position of the preceding vehicle of the current train.

[0070] Step S34: determining the target power supply source and the access length of the busbar in the safe driving section according to the position of the preceding vehicle and the current position.

[0071] In some embodiments, step S34 "determining the target power supply source and the access length of the busbar in the safe driving section according to the position of the preceding vehicle and the current position" includes:

[0072] Step S341: Determine whether the current train and the following train are in the same traction area according to the leading train position and the current position.

[0073] Step S342: When the current train and the preceding train are in the same traction zone, the target power supply source is determined to be the power supply station behind the current train.

[0074] Step S343: determining the access length of the busbar according to the front end position of the safe driving section.

[0075] like Figure 6 As shown, since the current train needs to be the rear train to chase the front train, it is necessary to obtain the position of the front train, and then determine whether the two trains are in the same traction area based on the position of the front train and the current position. If they are not in the same traction area, the method is the same as step S323-step S325. If the two trains are in the same traction area, the front train is closer to the power supply station in the front direction of travel than the waiting train, so the target power supply source of the current train is the power supply station behind the current train. Similarly, the access length of the busbar at this time belongs to the extension process.

[0076] Therefore, the present application solves the problem of low train operation efficiency caused by the use of fixed-length busbars in the traction area in the prior art by setting a busbar switch on the busbar, thereby achieving more efficient operation of the train. Moreover, due to the existence of the busbar switch, the access length of the busbar can be adjusted according to actual conditions, without the need for full-section access all day and night, thus reducing the loss on the busbar.

[0077] Embodiment 2:

[0078] Based on the foregoing embodiments, an embodiment of the present application provides a power supply device for a magnetic levitation track. The modules included in the device and the units included in each module can be implemented by a processor in a computer device; of course, they can also be implemented by a specific logic circuit; in the implementation process, the processor can be a central processing unit (CPU, Central Processing Unit), a microprocessor (MPU, Microprocessor Unit), a digital signal processor (DSP, Digital Signal Processing) or a field programmable gate array (FPGA, Field Programmable Gate Array), etc.

[0079] like Figure 7 As shown, a power supply device for a magnetic levitation track includes: a first acquisition module 1, a first determination module 2 and a second determination module 3.

[0080] The first acquisition module 1 is used to acquire the current position of the current train on the track. The first determination module 2 is used to determine the safe driving range of the current train according to the current position; the second determination module 3 is used to determine the target power supply source and the access length of the busbar in the safe driving range according to the safe driving range.

[0081] In some embodiments, the first determination module 2 includes: a second acquisition module, a third acquisition module and a third determination module.

[0082] The second acquisition module is used to acquire the first travel speed of the current train. The third acquisition module is used to acquire the second travel speed of the following train. The third determination module is used to determine the safe travel interval according to the first travel speed, the second travel speed and the current position.

[0083] In some embodiments, the second determination module 3 includes: a fourth acquisition module and a fourth determination module.

[0084] The fourth acquisition module is used to acquire the rear vehicle position of the rear vehicle. The fourth determination module is used to determine the target power supply source and the access length of the busbar in the safe driving section according to the rear vehicle position and the current position.

[0085] In some embodiments, the fourth determination module includes: a fifth determination module, a sixth determination module and a seventh determination module.

[0086] The fifth determination module is used to determine whether the current train and the following vehicle are in the same traction zone according to the position of the following vehicle and the current position. The sixth determination module is used to determine that the target power supply source is the power supply station in front of the current train's travel direction when the current train and the following vehicle are in the same traction zone, wherein the track section between the two power supply stations is regarded as a traction zone. The seventh determination module is used to determine the access length of the busbar according to the tail end position of the safe driving section.

[0087] In some embodiments, the fourth determination module further includes: an eighth determination module, a ninth determination module and a tenth determination module.

[0088] The eighth determination module is used to determine the first distance and the second distance between the current train and the two power supply stations in front and behind according to the current position when the current train and the following train are not in the same traction area. The ninth determination module is used to determine the power supply station closest to the current position as the target power supply station according to the first distance and the second distance. The tenth determination module is used to determine the access length of the busbar according to the front end position of the safe driving section when the target power supply station is the power supply station behind the current train.

[0089] In some embodiments, the second determination module 3 further includes: a fifth acquisition module and an eleventh determination module.

[0090] The fifth acquisition module is used to acquire the position of the preceding vehicle of the current train. The eleventh determination module is used to determine the target power supply source and the access length of the busbar in the safe driving section according to the preceding vehicle position and the current position.

[0091] In some embodiments, the eleventh determination module includes: a twelfth determination module, a thirteenth determination module and a fourteenth determination module.

[0092] The twelfth determination module is used to determine whether the current train and the following train are in the same traction zone according to the position of the preceding train and the current position. The thirteenth determination module is used to determine that the target power supply source is the power supply station behind the current train when the current train and the preceding train are in the same traction zone. The fourteenth determination module is used to determine the access length of the busbar according to the front end position of the safe driving section.

[0093] Each module in the power supply device of the above-mentioned magnetic levitation track can be fully or partially implemented by software, hardware and their combination. The above-mentioned modules can be embedded in or independent of the processor in the device in the form of hardware, or can be stored in the memory in the processing device in the form of software, so that the processor can call and execute the operations corresponding to the above modules. It should be noted that the division of modules in the embodiment of the present application is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0094] Embodiment 3:

[0095] The third aspect provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of a power supply method for a magnetic levitation track when executing the computer program.

[0096] Embodiment 4:

[0097] The fourth aspect provides a storage medium, which stores a computer program that can be executed by one or more processors, and the computer program can be used to implement the steps of a power supply method for a magnetic levitation track in the first aspect.

[0098] Embodiment 5:

[0099] A fifth aspect provides a power supply system for a magnetic levitation track, comprising: a busbar, a busbar switch, a power supply station, a stator switch and the electronic equipment as described in the third aspect.

[0100] like Figure 8As shown, there are multiple power supply stations, and the multiple power supply stations divide the magnetic levitation track into multiple traction areas. Each power supply station supplies power to the traction area connected to the power supply station through the busbar. A plurality of busbar switches are arranged on the busbar, and the busbar switch can control the access length of the busbar and the power supply station connected to the busbar. One end of the stator switch is connected to the busbar, and the other end is connected to the magnetic levitation track, and is used to conduct electricity to the stator of the magnetic levitation track. The stator switch and the busbar switch are both connected to the electronic device, and the closing or opening of the stator switch and the busbar switch are controlled by the electronic device.

[0101] Since a plurality of bus switches are arranged on the bus, the bus lines are complicated and the control is relatively complicated. Therefore, in some embodiments, the bus switch and the stator switch are arranged at the same position.

[0102] That is, the bus switch and the stator switch are arranged in the same position. The same here does not mean that the two switches overlap, but the bus switch corresponds to the stator segment. The stator switch of each stator segment corresponds to a bus switch. The two can be controlled by the same control system, which can reduce the control difficulty of the bus switch and the layout difficulty of the bus control line. Of course, according to the situation, it is also possible to use multiple stator segments to share one bus switch to reduce the number of bus switches, thereby reducing the control difficulty and wiring difficulty of the bus switch.

[0103] In addition, in some embodiments, the bus switch further includes: a protection device.

[0104] The protection device is used to detect the voltage and current passing through the bus switch and is connected to the electronic equipment.

[0105] Because the existence of the bus switch makes the entire line more complex and makes maintenance more difficult, in the present application, a protection device can be installed on each bus switch, which can realize current, voltage and grounding protection for the bus switch, so that when there is a fault on the line, the diagnostic device in the stator switch can be used to quickly find and locate the fault.

[0106] Those of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory or optical memory, etc. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM).

[0107] It should be understood that "one embodiment" or "an embodiment" mentioned throughout the specification means that specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. In addition, these specific features, structures or characteristics can be combined in one or more embodiments in any suitable manner. It should be understood that in various embodiments of the present application, the size of the sequence number of the above-mentioned processes does not mean the order of execution, and the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application. The above-mentioned sequence numbers of the embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments.

[0108] It should be noted that, in this article, the terms "include", "comprises" or any other variations 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 sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0109] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as: multiple units or components can be combined, or can be integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the components shown or discussed can be through some interfaces, and the indirect coupling or communication connection of the devices or units can be electrical, mechanical or other forms.

[0110] The units described above as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units; they may be located in one place or distributed on multiple network units; some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0111] In addition, all functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may be a separate unit, or two or more units may be integrated into one unit; the above-mentioned integrated units may be implemented in the form of hardware or in the form of hardware plus software functional units.

[0112] A person of ordinary skill in the art can understand that: all or part of the steps of implementing the above-mentioned method embodiment can be completed by hardware related to program instructions, and the aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps of the above-mentioned method embodiment; and the aforementioned storage medium includes: mobile storage devices, read-only memories (ROM, Read Only Memory), disks or optical disks, etc. Various media that can store program codes.

[0113] Alternatively, if the above-mentioned integrated unit of the present application is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application can essentially or in other words, the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium and includes a number of instructions for a controller to execute all or part of the methods described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0114] The above is only an implementation method of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for powering a magnetic levitation track, characterized in that: include: Get the current position of the current train on the track; Determining a safe driving range of the current train according to the current position; A target power supply source and a bus access length of the safe driving interval are determined according to the safe driving interval, wherein the target power supply source supplies power to the stator of the safe driving interval through the bus, and a plurality of bus switches are arranged on the bus, and the bus switches can control the access length of the bus and switch the power supply source connected to the bus.

2. The method according to claim 1, characterized in that: The step of determining the random safe driving section of the current train according to the current position includes: Acquire a first running speed of the current train; Acquire a second running speed of a following vehicle, wherein the following vehicle is a train running behind the current train; The safe driving section is determined according to the first driving speed, the second driving speed, and the current position.

3. The method according to claim 2, characterized in that The step of determining the target power supply source and the access length of the busbar in the safe driving section according to the safe driving section includes: Obtaining the rear vehicle position of the rear vehicle; The target power supply source and the access length of the busbar in the safe driving section are determined according to the position of the rear vehicle and the current position.

4. The method according to claim 3, characterized in that The step of determining the target power supply source and the access length of the busbar in the safe driving section according to the position of the rear vehicle and the current position includes: Determining whether the current train and the following train are in the same traction zone according to the following train position and the current position; When the current train and the following train are in the same traction zone, the target power supply source is determined to be a power supply station ahead of the current train in its travel direction, wherein the track section between the two power supply stations is regarded as a traction zone; The access length of the busbar is determined according to the tail end position of the safe driving section.

5. The method according to claim 4, characterized in that The step of determining the target power supply source and the access length of the busbar in the safe driving section according to the position of the rear vehicle and the current position also includes: When the current train and the following train are not in the same traction zone, determining a first distance and a second distance between the current train and two power supply stations in front and behind according to the current position; Determine, according to the first distance and the second distance, that the power supply station closest to the current position is the target power supply station; When the target power supply station is the power supply station behind the current train, the access length of the busbar is determined according to the front end position of the safe driving section.

6. The method according to claim 3, characterized in that The step of determining the target power supply source and the access length of the busbar in the safe driving section according to the safe driving section also includes: Acquire the position of the preceding vehicle of the preceding vehicle, wherein the preceding vehicle is a train running in front of the current vehicle; The target power supply source and the access length of the busbar in the safe driving section are determined according to the position of the preceding vehicle and the current position.

7. The method according to claim 6, characterized in that The step of determining the target power supply source and the access length of the busbar in the safe driving section according to the position of the preceding vehicle and the current position also includes: Determining whether the current train and the following train are in the same traction zone according to the leading train position and the current position; When the current train and the preceding train are in the same traction zone, determining the target power supply source to be a power supply station behind the current train; The access length of the busbar is determined according to the front end position of the safe driving section.

8. A power supply device for a magnetic levitation track, characterized in that: include: A first acquisition module is used to acquire the current position of the current train on the track; A first determination module, used to determine the safe driving range of the current train according to the current position; The second determining module is used to determine the target power supply source and the access length of the bus in the safe driving section according to the safe driving section.

9. An electronic device, characterized in that: include: A memory and a processor, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the method according to any one of claims 1 to 7 is executed.

10. A storage medium, characterized in that: The computer program stored in the storage medium can be executed by one or more processors, and the computer program can be used to implement the method according to any one of claims 1 to 7.

11. A power supply system for a magnetic levitation track, characterized in that: include: A busbar, a busbar switch, a power supply station, a stator switch and an electronic device as claimed in claim 9; There are multiple power supply stations, and the multiple power supply stations divide the magnetic levitation track into multiple traction areas; Each of the power supply stations supplies power to the traction area connected to the power supply station through the busbar; The busbar is provided with a plurality of busbar switches, and the busbar switches can control the access length of the busbar and the power supply station connected to the busbar; One end of the stator switch is connected to the busbar, and the other end is connected to the magnetic suspension track, so as to provide electrical conduction to the stator of the magnetic suspension track; The stator switch and the bus switch are both connected to the electronic device, and the closing or opening of the stator switch and the bus switch is controlled by the electronic device.

12. The system according to claim 11, characterized in that The bus switch and the stator switch are arranged at the same position.

13. The system according to claim 12, characterized in that The bus switch also includes: a protection device; The protection device is used to detect the voltage and current passing through the bus switch and is connected to the electronic equipment.

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