Method and device for determining speed protection curve of superconducting electric aerotrain

Abstract

The invention relates to the technical field of train control, in particular to a method and device for determining a speed protection curve of a superconducting electric aerotrain. The method comprises the following steps: acquiring train data of the superconducting electric aerotrain, wherein the train data is used for indicating the speed and the corresponding displacement of the superconducting electric aerotrain; and according to the train data and a preset dynamic model, a speed protection curve of the superconducting electric aerotrain is determined, and the speed protection curve is used for indicating the corresponding relation between the displacement of the superconducting electric aerotrain and an allowed speed limit value. According to the method for defining and solving the speed protection curve of the superconducting electric aerotrain, the speed protection curve of the superconducting electric aerotrain can be obtained through analysis and calculation on the basis of the kinetic model, and the reasonability and accuracy of the determined speed protection curve of the superconducting electric aerotrain are guaranteed.

Description

Technical Field

[0001] The present application relates to the technical field of train control, and particularly to a method and device for determining a speed protection curve of a superconducting maglev train. Background Art

[0002] At present, maglev rail transit has gradually come into people's view and become a research hotspot in the field of rail transit. Superconducting maglev trains have good application prospects in the fields of high-speed and ultra-high-speed maglev rail transit due to their advantages such as self-stabilization of suspension and guidance, large suspension gap, and high floating resistance ratio. The unique technical principle and ultra-high operating speed of superconducting maglev trains pose higher requirements for their safety protection functions, and the analysis and solution of the speed protection curve of superconducting maglev trains are an important basis for realizing their safety protection functions.

[0003] Regarding the analysis and solution of the speed protection curve of superconducting maglev trains, a reasonable and effective method has not been provided in the related art. Summary of the Invention

[0004] In view of this, the present application proposes a method and device for determining a speed protection curve of a superconducting maglev train. The technical solutions include:

[0005] According to one aspect of the present application, there is provided a method for determining a speed protection curve of a superconducting maglev train, the method including:

[0006] Obtain train data of the superconducting maglev train, where the train data is used to indicate the speed and corresponding displacement of the superconducting maglev train;

[0007] According to the train data and a preset dynamic model, determine the speed protection curve of the superconducting maglev train, where the speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the allowed speed limit.

[0008] In a possible implementation manner, the speed protection curve includes an upper speed protection curve and / or a lower speed protection curve, and the determining the speed protection curve of the superconducting maglev train according to the train data and the preset dynamic model includes:

[0009] According to the train data and the preset dynamic model, determine the upper speed protection curve and / or the lower speed protection curve of the superconducting maglev train;

[0010] Wherein, the upper speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the maximum allowed speed, and the lower speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the minimum allowed speed.

[0011] In another possible implementation manner, determining the upper speed protection curve of the superconducting maglev train according to the train data and the preset dynamic model includes:

[0012] According to the train data and the preset dynamic model, determine a safety braking curve, where the safety braking curve is used to indicate the corresponding relationship between the displacement and the maximum allowable speed in a first braking mode, and the first braking mode is a mode of braking with the maximum braking force during the operation of the superconducting maglev train;

[0013] Determine the upper speed protection curve according to the safety braking curve and the action delay information of the superconducting maglev train.

[0014] In another possible implementation manner, the safety braking curve includes a normal braking curve and / or an emergency braking curve;

[0015] Among them, the normal braking curve is used to indicate the corresponding relationship between the displacement and the maximum allowable speed in a first sub-braking mode, and the first sub-braking mode is a mode of braking with the maximum normal braking force under normal operating conditions; the emergency braking curve is used to indicate the corresponding relationship between the displacement and the maximum allowable speed in a second sub-braking mode, and the second sub-braking mode is a mode of braking with the maximum emergency braking force in a preset emergency situation.

[0016] In another possible implementation manner, the maximum normal braking force includes the regenerative braking force during the levitation stage of the superconducting maglev train and / or the disc braking force during the landing stage.

[0017] In another possible implementation manner, the maximum emergency braking force includes the eddy current braking force during the levitation stage of the superconducting maglev train and / or the skid braking force during the landing stage.

[0018] In another possible implementation manner, the dynamic model includes a first model, and determining the safety braking curve according to the train data and the preset dynamic model includes:

[0019] For any maximum allowable speed within a preset speed range, use the first model to determine the displacement corresponding to the maximum allowable speed;

[0020] According to the multiple maximum allowable speeds within the preset speed range and their respective corresponding displacements, obtain the safety braking curve.

[0021] In another possible implementation, for any one of the maximum allowable speeds within the preset speed range, determining the displacement corresponding to the maximum allowable speed by using the first model includes:

[0022] For any one of the maximum allowable speeds within the preset speed range, determining a first distance according to the maximum allowable speed and the maximum braking acceleration, where the first distance is the distance traveled by the superconducting maglev train when decelerating from the maximum allowable speed to zero at the maximum braking acceleration;

[0023] Determining the displacement corresponding to the maximum allowable speed by using the first model according to the first distance.

[0024] In another possible implementation, the method further includes:

[0025] Obtaining the first mass and the first force of the superconducting maglev train, where the first mass is the total mass of the superconducting maglev train, and the first force is determined according to the maximum braking force and the running resistance of the superconducting maglev train;

[0026] Determining the maximum braking acceleration of the superconducting maglev train according to the first mass and the first force.

[0027] In another possible implementation, the method further includes:

[0028] Obtaining the safety braking curves corresponding to multiple landing speeds, where the landing speed is the speed when the superconducting maglev train lowers the landing gear to land during the braking process;

[0029] Selecting the most conservative safety braking curve from multiple safety braking curves, where the most conservative safety braking curve is the safety braking curve with the smallest range or upper limit value or average value of the corresponding maximum allowable speed.

[0030] In another possible implementation, the action delay information includes a response duration, and determining the upper speed protection curve according to the safety braking curve and the action delay information of the superconducting maglev train includes:

[0031] Determining a maximum speed curve according to the safety braking curve and the response duration;

[0032] Determining the upper speed protection curve according to the safety braking curve and / or the maximum speed curve.

[0033] In another possible implementation manner, determining the lower limit speed protection curve of the superconducting maglev train according to the train data and the preset dynamic model includes:

[0034] According to the train data and the preset dynamic model, determining the safe suspension curve of the superconducting maglev train, where the safe suspension curve is used to indicate the corresponding relationship between the displacement and the minimum allowable speed in the second braking mode, and the second braking mode is a braking mode in which no braking force is applied and only the running resistance is used for braking when the traction of the superconducting maglev train is cut off or fails;

[0035] Determining the lower limit speed protection curve according to the safe suspension curve and the action delay information of the superconducting maglev train.

[0036] In another possible implementation manner, the dynamic model includes a second model. Determining the safe suspension curve of the superconducting maglev train according to the train data and the preset dynamic model includes:

[0037] For any minimum allowable speed within the preset speed range, using the second model to determine the displacement corresponding to the minimum allowable speed;

[0038] Obtaining the safe suspension curve according to the multiple minimum allowable speeds within the preset speed range and their respective corresponding displacements.

[0039] In another possible implementation manner, for any minimum allowable speed within the preset speed range, using the second model to determine the displacement corresponding to the minimum allowable speed includes:

[0040] For any minimum allowable speed within the preset speed range, determining a second distance according to the minimum allowable speed and the minimum braking acceleration, where the second distance is the distance traveled by the superconducting maglev train from the minimum allowable speed to zero speed when decelerating at the minimum braking acceleration;

[0041] According to the second distance, using the second model to determine the displacement corresponding to the minimum allowable speed.

[0042] In another possible implementation manner, the method further includes:

[0043] Obtaining the first mass and the second force of the superconducting maglev train, where the first mass is the total mass of the superconducting maglev train, and the second force is determined according to the running resistance;

[0044] Determine the minimum braking acceleration of the superconducting maglev train according to the first mass and the second force.

[0045] In another possible implementation, the method further includes:

[0046] Obtain the safety suspension curves corresponding to multiple landing speeds, where the landing speed is the speed when the superconducting maglev train lowers the landing gear for landing during braking;

[0047] Select the most conservative safety suspension curve among multiple safety suspension curves, where the most conservative safety suspension curve is the safety suspension curve with the largest range or upper limit value or average value of the corresponding minimum allowable speed.

[0048] In another possible implementation, the action delay information includes a response duration, and determining the lower limit speed protection curve of the superconducting maglev train according to the train data and the preset dynamic model includes:

[0049] Determine the minimum speed curve according to the safety suspension curve and the response duration;

[0050] Determine the lower limit speed protection curve according to the safety suspension curve and / or the minimum speed curve.

[0051] According to another aspect of the present application, there is provided a device for determining the speed protection curve of a superconducting maglev train, the device includes:

[0052] An acquisition module, configured to acquire the train data of the superconducting maglev train, where the train data is used to indicate the speed and the corresponding displacement of the superconducting maglev train;

[0053] A determination module, configured to determine the speed protection curve of the superconducting maglev train according to the train data and a preset dynamic model, where the speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the allowable speed limit.

[0054] In a possible implementation, the speed protection curve includes an upper limit speed protection curve and / or a lower limit speed protection curve, and the determination module is further configured to:

[0055] Determine the upper limit speed protection curve and / or the lower limit speed protection curve of the superconducting maglev train according to the train data and the preset dynamic model;

[0056] Among them, the upper limit speed protection curve is used to indicate the correspondence between the displacement of the superconducting maglev train and the maximum allowable speed, and the lower limit speed protection curve is used to indicate the correspondence between the displacement of the superconducting maglev train and the minimum allowable speed.

[0057] In another possible implementation manner, the determining module is further configured to:

[0058] According to the train data and the preset dynamic model, determine a safety braking curve, where the safety braking curve is used to indicate the correspondence between the displacement and the maximum allowable speed in a first braking mode, and the first braking mode is a braking mode with the maximum braking force during the operation of the superconducting maglev train;

[0059] According to the safety braking curve and the action delay information of the superconducting maglev train, determine the upper limit speed protection curve.

[0060] In another possible implementation manner, the safety braking curve includes a normal braking curve and / or an emergency braking curve;

[0061] Among them, the normal braking curve is used to indicate the correspondence between the displacement and the maximum allowable speed in a first sub-braking mode, and the first sub-braking mode is a braking mode with the maximum normal braking force under normal operating conditions; the emergency braking curve is used to indicate the correspondence between the displacement and the maximum allowable speed in a second sub-braking mode, and the second sub-braking mode is a braking mode with the maximum emergency braking force in a preset emergency situation.

[0062] In another possible implementation manner, the maximum normal braking force includes the regenerative braking force during the suspension stage of the superconducting maglev train and / or the disc braking force during the landing stage.

[0063] In another possible implementation manner, the maximum emergency braking force includes the eddy current braking force during the suspension stage of the superconducting maglev train and / or the skid braking force during the landing stage.

[0064] In another possible implementation manner, the dynamic model includes a first model, and the determining module is further configured to:

[0065] For any maximum allowable speed within a preset speed range, use the first model to determine the displacement corresponding to the maximum allowable speed;

[0066] According to the multiple maximum allowable speeds within the preset speed range and their respective corresponding displacements, obtain the safety braking curve.

[0067] In another possible implementation, the determining module is further configured to:

[0068] For any one of the maximum allowable speeds within a preset speed range, determine a first distance according to the maximum allowable speed and the maximum braking acceleration, where the first distance is the distance traveled by the superconducting maglev train when decelerating from the maximum allowable speed to zero at the maximum braking acceleration;

[0069] According to the first distance, use the first model to determine the displacement corresponding to the maximum allowable speed.

[0070] In another possible implementation, the determining module is further configured to:

[0071] Obtain the first mass and the first force of the superconducting maglev train, where the first mass is the total mass of the superconducting maglev train, and the first force is determined according to the maximum braking force and the running resistance of the superconducting maglev train;

[0072] According to the first mass and the first force, determine the maximum braking acceleration of the superconducting maglev train.

[0073] In another possible implementation, the device further includes a selection module, configured to:

[0074] Obtain the safety braking curves corresponding to multiple landing speeds, where the landing speed is the speed when the superconducting maglev train lowers the landing gear for landing during braking;

[0075] Select the most conservative safety braking curve from multiple safety braking curves, where the most conservative safety braking curve is the safety braking curve with the smallest range or upper limit value or average value of the corresponding maximum allowable speed.

[0076] In another possible implementation, the action delay information includes a response duration, and the determining module is further configured to:

[0077] Determine a maximum speed curve according to the safety braking curve and the response duration;

[0078] Determine the upper limit speed protection curve according to the safety braking curve and / or the maximum speed curve.

[0079] In another possible implementation, the determining module is further configured to:

[0080] Based on the train data and the preset dynamic model, determine the safe levitation curve of the superconducting maglev train. The safe levitation curve is used to indicate the corresponding relationship between the displacement and the minimum allowable speed in the second braking mode. The second braking mode is a braking mode in which, when the traction of the superconducting maglev train is cut off or fails, no braking force is applied and only the running resistance is used for braking;

[0081] Based on the safe levitation curve and the action delay information of the superconducting maglev train, determine the lower speed protection curve.

[0082] In another possible implementation, the dynamic model includes a second model, and the determining module is further configured to:

[0083] For any one of the minimum allowable speeds within the preset speed range, use the second model to determine the displacement corresponding to the minimum allowable speed;

[0084] Based on the multiple minimum allowable speeds within the preset speed range and their respective corresponding displacements, obtain the safe levitation curve.

[0085] In another possible implementation, the determining module is further configured to:

[0086] For any one of the minimum allowable speeds within the preset speed range, determine a second distance according to the minimum allowable speed and the minimum braking acceleration. The second distance is the distance traveled by the superconducting maglev train when it decelerates from the minimum allowable speed to zero at the minimum braking acceleration;

[0087] Based on the second distance, use the second model to determine the displacement corresponding to the minimum allowable speed.

[0088] In another possible implementation, the determining module is further configured to:

[0089] Obtain the first mass and the second force of the superconducting maglev train. The first mass is the total mass of the superconducting maglev train, and the second force is determined according to the running resistance;

[0090] Based on the first mass and the second force, determine the minimum braking acceleration of the superconducting maglev train.

[0091] In another possible implementation, the device further includes a selection module, configured to:

[0092] Obtain the safe levitation curves corresponding to multiple landing speeds. The landing speed is the speed when the superconducting maglev train lowers the landing gear to land during braking;

[0093] Select the most conservative one among the multiple safety suspension curves, and the most conservative safety suspension curve is the one with the largest range or upper limit or average value of the corresponding minimum allowable speed.

[0094] In another possible implementation, the action delay information includes a response duration, and the determination module is further configured to:

[0095] Determine a minimum speed curve according to the safety suspension curve and the response duration;

[0096] Determine the lower limit speed protection curve according to the safety suspension curve and / or the minimum speed curve.

[0097] According to another aspect of the present application, there is provided a computing device, including: a processor; a memory for storing processor-executable instructions;

[0098] Wherein, the processor is configured to:

[0099] Obtain train data of the superconducting maglev train, where the train data is used to indicate the speed and corresponding displacement of the superconducting maglev train;

[0100] Determine a speed protection curve of the superconducting maglev train according to the train data and a preset dynamic model, where the speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the allowable speed limit.

[0101] According to another aspect of the present application, there is provided a non-volatile computer-readable storage medium, on which computer program instructions are stored, and when the computer program instructions are executed by a processor, the method provided in the first aspect or any possible implementation manner of the first aspect is implemented.

[0102] In the embodiment of the present application, by obtaining the train data of the superconducting maglev train, where the train data is used to indicate the speed and corresponding displacement of the superconducting maglev train, and determining the speed protection curve of the superconducting maglev train according to the train data and a preset dynamic model, where the speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the allowable speed limit; that is, a definition and solution method for the speed protection curve of the superconducting maglev train is provided, and the speed protection curve of the superconducting maglev train can be analyzed and calculated based on the dynamic model, ensuring the rationality and accuracy of the determined speed protection curve of the superconducting maglev train. BRIEF DESCRIPTION OF THE DRAWINGS

[0103] The drawings included in and forming a part of the specification illustrate exemplary embodiments, features, and aspects of the present application together with the specification, and are used to explain the principles of the present application.

[0104] Figure 1 The schematic structural diagram of a computing device provided by an exemplary embodiment of the present application is shown.

[0105] Figure 2 The flowchart of a method for determining the speed protection curve of a superconducting maglev train provided by an exemplary embodiment of the present application is shown.

[0106] Figure 3 The flowchart of a method for determining the speed protection curve of a superconducting maglev train provided by another exemplary embodiment of the present application is shown.

[0107] Figure 4 The schematic diagram of a conventional braking curve provided by an exemplary embodiment of the present application is shown;

[0108] Figure 5 The schematic diagrams of a conventional safety braking curve, an emergency safety braking curve, and a safety levitation curve provided by an exemplary embodiment of the present application are shown.

[0109] Figure 6 The schematic diagram of the principle of a method for determining the speed protection curve of a superconducting maglev train provided by an exemplary embodiment of the present application is shown.

[0110] Figure 7 The schematic diagram of the speed protection curve of a superconducting maglev train provided by an exemplary embodiment of the present application is shown.

[0111] Figure 8 The schematic structural diagram of a device for determining the speed protection curve of a superconducting maglev train provided by an exemplary embodiment of the present application is shown. Detailed Description of Specific Embodiments

[0112] Hereinafter, various exemplary embodiments, features, and aspects of the present application will be described in detail with reference to the drawings. The same reference numerals in the drawings denote elements having the same or similar functions. Although various aspects of the embodiments are shown in the drawings, the drawings do not have to be drawn to scale unless otherwise specified.

[0113] The special term "exemplary" herein means "serving as an example, embodiment, or illustrative". Any embodiment described as "exemplary" herein does not have to be construed as superior to or better than other embodiments.

[0114] In addition, for a better illustration of the present application, numerous specific details are given in the following detailed implementation manners. Those skilled in the art should understand that the present application can still be implemented without some of these specific details. In some instances, methods, means, elements, and circuits well-known to those skilled in the art are not described in detail so as to highlight the gist of the present application.

[0115] The execution subject of the method provided by the embodiment of the present application can be a computing device. Please refer to Figure 1 , which shows a schematic structural diagram of a computing device provided by an exemplary embodiment of the present application.

[0116] The computing device can be a terminal or a server. The terminal includes a mobile terminal or a fixed terminal. For example, the terminal can be a smart phone, a tablet computer, a laptop computer, a touch screen, a game console, a personal computer (PC), a smart robot, an in-vehicle computer, and other terminal devices. The server can be a single server, or a server cluster composed of several servers, or a cloud computing service center.

[0117] As Figure 1 shown, the computing device includes a processor 10, a memory 20, and a communication interface 30. Those skilled in the art can understand that Figure 1 the structure shown in

[0118] does not constitute a limitation on the computing device, and it may include more or fewer components than shown in the figure, or combine some components, or have different component arrangements. Among them:

[0119] The processor 10 is the control center of the computing device, connecting various parts of the entire computing device through various interfaces and lines. By running or executing software programs and / or modules stored in the memory 20, and calling data stored in the memory 20, it executes various functions of the computing device and processes data, thereby controlling the computing device as a whole. The processor 10 can be implemented by a central processing unit (CPU) or a graphics processing unit (GPU).The memory 20 can be used to store software programs and modules. The processor 10 executes various functional applications and data processing by running the software programs and modules stored in the memory 20. The memory 20 mainly includes a program storage area and a data storage area. Among them, the program storage area can store the operating system 21, the acquisition module 22, the determination module 23, and application programs 24 required for at least one function, etc.; the data storage area can store data created according to the use of the computing device, etc. The memory 20 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read Only Memory (ROM), magnetic memory, flash memory, magnetic disk or optical disc. Correspondingly, the memory 20 can also include a memory controller to provide the processor 10 with access to the memory 20.

[0120] Among them, the processor 10 executes the following functions by running the acquisition module 22: acquiring train data of the superconducting maglev train, where the train data is used to indicate the speed and corresponding displacement of the superconducting maglev train; the processor 10 executes the following functions by running the determination module 23: determining a speed protection curve of the superconducting maglev train according to the train data and a preset dynamic model, where the speed protection curve is used to indicate the correspondence between the displacement of the superconducting maglev train and the allowed speed limit.

[0121] Next, several exemplary embodiments are used to introduce the method for determining the speed protection curve of the superconducting maglev train provided by the embodiments of the present application.

[0122] Please refer to Figure 2 , which shows a flowchart of the method for determining the speed protection curve of the superconducting maglev train provided by an exemplary embodiment of the present application. In this embodiment, it is used for the Figure 1 shown computing device as an example. The method includes the following steps.

[0123] Step 201, acquire train data of the superconducting maglev train, where the train data is used to indicate the speed and corresponding displacement of the superconducting maglev train.

[0124] Optionally, the train data is used to indicate multiple speeds of the superconducting maglev train and the displacements corresponding to the multiple speeds respectively.

[0125] Optionally, the displacement is the displacement of the superconducting maglev train from the target point; illustratively, the target point is the previous stop point of the superconducting maglev train.

[0126] Step 202, according to the train data and a preset dynamic model, determine the speed protection curve of the superconducting maglev train, where the speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the allowable speed limit.

[0127] In the embodiments of the present application, the speed is the longitudinal speed, the dynamic model is also called the longitudinal dynamic model, and the speed protection curve is also called the longitudinal speed protection curve, where the longitudinal direction is the running direction of the superconducting maglev train.

[0128] Optionally, the dynamic model is a preset model for determining the speed protection curve of the superconducting maglev train according to the train data. The dynamic model is used to indicate the corresponding relationship between the train data and the speed protection curve of the superconducting maglev train.

[0129] Optionally, the speed protection curve includes an upper limit speed protection curve and / or a lower limit speed protection curve. The upper limit speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the maximum allowable speed, and the lower limit speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the minimum allowable speed. Among them, the maximum allowable speed is the upper limit value of the allowable speed, and the minimum allowable speed is the lower limit value of the allowable speed.

[0130] Optionally, the upper limit speed protection curve is used to indicate the one-to-one correspondence between multiple displacements of the superconducting maglev train and multiple maximum allowable speeds, and the lower limit speed protection curve is used to indicate the one-to-one correspondence between multiple displacements of the superconducting maglev train and multiple minimum allowable speeds.

[0131] Optionally, the computing device determines the speed protection curve of the superconducting maglev train according to the train data and a preset dynamic model, including: the computing device determines the upper limit speed protection curve of the superconducting maglev train according to the train data and the preset dynamic model; and / or determines the lower limit speed protection curve of the superconducting maglev train according to the train data and the preset dynamic model.

[0132] Optionally, a safety braking command is generated according to the relationship between the current speed at which the superconducting maglev train is traveling and the speed protection curve.

[0133] At present, since the superconducting maglev train needs to supply power to the on-board battery in the parking area and can only evacuate passengers safely in the parking area when combined with vacuum pipeline technology, the superconducting maglev train needs to protect the limit value of its speed, that is, it is necessary to calculate the speed protection curve of the superconducting maglev train. In the process of curve analysis and calculation, it is also necessary to consider the response time such as data transmission processing and equipment operation, as well as various adverse conditions during the train operation. For the convenience of explanation, the following only takes the speed protection curve including the upper limit speed protection curve and the lower limit speed protection curve as an example for explanation. That is, the speed protection curve of the superconducting maglev train: a curve that protects the upper and lower bounds of the longitudinal speed of the superconducting maglev train at the same time, that is, the speed protection curve is also called the longitudinal upper and lower double limit speed protection curve.

[0134] Different from the electromagnetic suspension train, the braking process of the superconducting maglev train has two stages, that is, its braking process is divided into two stages: suspension and landing, and there are certain restrictions on the speed of the superconducting maglev train when the landing gear is lowered during the braking process. Therefore, in the process of analyzing and calculating the speed protection curve of the superconducting maglev train, it is necessary to consider the influence of different landing speeds during the braking process on the speed upper and lower limits, that is, the speed protection curve.

[0135] Optionally, the speed protection curve of the superconducting maglev train includes an upper limit speed protection curve and a lower limit speed protection curve. The upper limit speed protection curve is determined according to the safety braking curve. Optionally, the upper limit speed protection curve is the safety braking curve or the maximum speed curve, and the maximum speed curve further considers the action delay of the braking mechanism on the basis of the safety braking curve. The lower limit speed protection curve is determined according to the safety suspension curve. The lower limit speed protection curve is the safety suspension curve or the minimum speed curve, and the minimum speed curve further considers the action delay of the braking mechanism on the basis of the safety suspension curve.

[0136] Optionally, the safety braking curve is determined according to the emergency braking curve and / or the conventional braking curve. The emergency braking curve refers to the curve of speed and displacement calculated when the superconducting maglev train brakes with the maximum emergency braking force that can be provided under the premise of ensuring safety when a preset emergency occurs during the operation process, so as to ensure that the superconducting maglev train can complete braking before the farthest point in the parking area. Optionally, the maximum emergency braking force includes the eddy current braking force in the suspension stage and / or the skid braking force in the landing stage of the superconducting maglev train. The eddy current braking force is the braking force of the eddy current braking device, and the skid braking force is the braking force of the skid braking device.

[0137] Optionally, the preset emergency includes at least one of severe overspeed, conventional braking mode failure, superconducting coil quench, and pipeline breakage.

[0138] The conventional braking curve refers to the curve of speed versus displacement calculated when the superconducting maglev train brakes with the maximum conventional braking force it can provide under the premise of ensuring safety during normal operation, so as to ensure that the superconducting maglev train can complete braking before the farthest point in the parking area. Optionally, the maximum conventional braking force includes the regenerative braking force during the levitation stage and / or the disc braking force during the landing stage of the superconducting maglev train. The regenerative braking force is the braking force of the regenerative braking device, and the disc braking force is the braking force of the disc braking device.

[0139] During the actual operation of the superconducting maglev train, various speed limit situations need to be considered comprehensively together with the emergency braking curve and the conventional braking curve to finally obtain the safety braking curve. Optionally, the speed limit situations include at least one of sectional speed limit, track speed limit, and urban area speed limit.

[0140] Optionally, the safety levitation curve refers to the curve of speed versus displacement calculated when the superconducting maglev train brakes without applying braking force and only using the running resistance as the braking force under the premise of ensuring safety in the case of traction cut-off or failure, so as to ensure that the superconducting maglev train can reach the nearest point in the parking area. Its solution method can be analogously referred to the solution method of the safety braking curve.

[0141] It should be noted that the relevant details of the solution methods of each curve in this embodiment can be referred to the relevant descriptions in the following embodiments and will not be introduced here first.

[0142] In summary, in the embodiment of the present application, by obtaining the train data of the superconducting maglev train, the train data is used to indicate the speed and the corresponding displacement of the superconducting maglev train, and according to the train data and the preset dynamic model, the speed protection curve of the superconducting maglev train is determined. The speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the allowed speed limit; that is, a definition and solution method of the speed protection curve of the superconducting maglev train are provided, and the speed protection curve of the superconducting maglev train can be analyzed and calculated based on the dynamic model, ensuring the rationality and accuracy of the determined speed protection curve of the superconducting maglev train.

[0143] Please refer to Figure 3 , which shows a flowchart of a method for determining the speed protection curve of a superconducting maglev train provided by another exemplary embodiment of the present application. In this embodiment, it is used as an example for the Figure 1 shown computing device. The method includes the following steps.

[0144] Step 301, obtain the train data of the superconducting maglev train, where the train data is used to indicate the speed and the corresponding displacement of the superconducting maglev train.

[0145] Optionally, the train data includes a plurality of speeds within a preset speed range of the superconducting maglev train and the braking accelerations corresponding to the respective speeds, where the braking acceleration is the acceleration of the superconducting maglev train when braking the superconducting maglev train.

[0146] Optionally, the braking acceleration includes a maximum braking acceleration and / or a minimum braking acceleration. The maximum braking acceleration is the maximum acceleration when braking the superconducting maglev train, and the minimum braking acceleration is the minimum acceleration when braking the superconducting maglev train.

[0147] Step 302: Determine a safety braking curve according to the train data and a preset dynamic model. The safety braking curve is used to indicate the corresponding relationship between the displacement and the maximum allowable speed in the first braking mode. The first braking mode is the mode of braking with the maximum braking force during the operation of the superconducting maglev train.

[0148] Optionally, the safety braking curve is used to indicate the one-to-one corresponding relationship between a plurality of displacements and a plurality of maximum allowable speeds in the first braking mode. The first braking mode is the mode of braking with an additionally applied maximum braking force during the operation of the superconducting maglev train.

[0149] Optionally, the safety braking curve includes a normal braking curve and / or an emergency braking curve. Among them, the normal braking curve is used to indicate the corresponding relationship between the displacement and the maximum allowable speed in the first braking sub-mode. The first braking sub-mode is the mode of braking with the maximum normal braking force under normal operating conditions. Optionally, the normal braking curve is used to indicate the one-to-one corresponding relationship between a plurality of displacements and a plurality of maximum allowable speeds in the first braking sub-mode.

[0150] The emergency braking curve is used to indicate the corresponding relationship between the displacement and the maximum allowable speed in the second braking sub-mode. The second braking sub-mode is the mode of braking with the maximum emergency braking force in a preset emergency situation. Optionally, the emergency braking curve is used to indicate the one-to-one corresponding relationship between a plurality of displacements and a plurality of maximum allowable speeds in the second braking sub-mode.

[0151] Optionally, the dynamic model includes a first model. Determining the safety braking curve according to the train data and the preset dynamic model includes: for any maximum allowable speed within the preset speed range, using the first model to determine the displacement corresponding to the maximum allowable speed; obtaining the safety braking curve according to the plurality of maximum allowable speeds within the preset speed range and their respective corresponding displacements.

[0152] Optionally, the preset speed range here can be a speed range set as needed, and any speed within the range can be used as the maximum allowable speed. Optionally, for any maximum allowable speed within the preset speed range, the first model is used to determine the displacement corresponding to the maximum allowable speed, including: for any maximum allowable speed within the preset speed range, the first distance is determined according to the maximum allowable speed and the maximum braking acceleration, where the first distance is the distance traveled by the superconducting maglev train when decelerating from the maximum allowable speed to zero at the maximum braking acceleration; according to the first distance, the first model is used to determine the displacement corresponding to the maximum allowable speed.

[0153] Optionally, the method for determining the maximum braking acceleration of the superconducting maglev train includes: obtaining the first mass and the first force of the superconducting maglev train, where the first mass is the total mass of the superconducting maglev train, and the first force is determined according to the maximum braking force and the running resistance of the superconducting maglev train; according to the first mass and the first force, the maximum braking acceleration of the superconducting maglev train is determined.

[0154] Below, taking the safety braking curve as the normal braking curve or the emergency braking curve as an example, an example of the determination process of the safety braking curve is introduced.

[0155] In a possible implementation, the safety braking curve includes a normal braking curve, and the solution process of the normal braking curve includes: for any maximum allowable speed within the preset speed range, the first model is used to determine the displacement corresponding to the maximum allowable speed, including: for any maximum allowable speed within the preset speed range, the first distance is determined according to the maximum allowable speed and the maximum braking acceleration; according to the first distance, the first model is used to determine the displacement corresponding to the maximum allowable speed. According to multiple maximum allowable speeds within the preset speed range and their corresponding displacements, the normal braking curve is obtained.

[0156] Optionally, according to the first distance, using the first model to determine the displacement corresponding to the maximum allowable speed includes: according to the first distance, the distance between the center points of two adjacent parking areas preset, and the distance from the stopping point to the farthest point of the preset parking area, using the first model to determine the displacement corresponding to the maximum allowable speed.

[0157] In a schematic example, the current speed of the superconducting maglev train is V D , and the superconducting maglev train decelerates at the maximum braking acceleration. By recursive calculation, the distance traveled by the superconducting maglev train from the current moment until the speed reduces to zero is S. This speed V D is the maximum allowable speed of the superconducting maglev train when the distance from the farthest point of the parking area is S, that is, (V D , S D= ΔS + dS - S) is a point on the conventional braking curve, where ΔS is the distance between two adjacent stopping points (such as the center point of the parking area), dS is half of the length of the parking area, that is, the distance from the center point of the parking area to the farthest point of the parking area, and S D is the displacement of the superconducting maglev train from the previous stopping point. For V D By traversing within the preset speed range, a complete conventional braking curve can be obtained. The schematic diagram of the conventional braking curve is as shown in Figure 4 shown, which also shows the corresponding relationships of the above various distances, where the unit of distance is m and the unit of speed is m / s.

[0158] Optionally, in the process of solving the conventional braking curve, the determination method of the maximum braking acceleration of the superconducting maglev train includes: in the levitation stage, according to the first target force and the first mass, determine the maximum braking acceleration of the superconducting maglev train in the levitation stage. The first mass is the total mass of the train body and bogies of the superconducting maglev train, and the first target force is determined according to the maximum regenerative braking force, air resistance, resistance caused by the linear generator, and electromagnetic resistance between the superconducting coil and the guideway coil; in the landing stage, according to the second target force and the first mass, determine the maximum braking acceleration of the superconducting maglev train in the landing stage. The second target force is determined according to the maximum wheel disc braking force, air resistance, resistance caused by the linear generator, and wheel-rail running resistance in the landing stage.

[0159] In a schematic example, the maximum braking acceleration a of the superconducting maglev train at each moment max can be calculated according to the following formula:

[0160]

[0161] where B Rmax is the maximum regenerative braking force, B Wmax is the maximum wheel disc braking force, W A is the air resistance, W B is the resistance caused by the linear generator, W x is the electromagnetic resistance between the superconducting coil and the guideway coil, W T is the wheel-rail running resistance in the landing stage, and M is the total mass of the train body and bogies.

[0162] The solution method for the emergency braking curve is similar to that of the conventional braking curve. Only the conventional braking force in the calculation of the maximum braking acceleration needs to be replaced with the emergency braking force, that is, the maximum regenerative braking force is replaced with the maximum eddy current braking force, and the maximum wheel disc braking force is replaced with the maximum skid braking force. Optionally, in the process of solving the emergency braking curve, the method for determining the maximum braking acceleration of the superconducting maglev train includes: in the levitation stage, according to the third target force and the first mass, determine the third braking acceleration of the superconducting maglev train at each moment. The first mass is the total mass of the train car body and the bogie, and the third target force is determined according to the maximum eddy current braking force, air resistance, the resistance caused by the linear generator, and the electromagnetic resistance between the superconducting coil and the guide rail coil; in the landing stage, according to the fourth target force and the first mass, determine the fourth braking acceleration of the superconducting maglev train at each moment. The fourth target force is determined according to the maximum skid braking force, air resistance, the resistance caused by the linear generator, and the wheel-rail running resistance in the landing stage.

[0163] Optionally, in the process of solving the safety braking curve, the most unfavorable braking conditions also need to be considered, that is, the most unfavorable effects of uncontrollable factors during the train operation need to be considered. For the safety braking curve, the unfavorable effects of uncontrollable factors are the factors that reduce the absolute value of the maximum braking acceleration. According to the dynamic model of the superconducting maglev train and the analysis of the actual operation situation, and referring to the relevant conclusions of the electromagnetic levitation train, the most unfavorable braking conditions of the superconducting maglev train usually include the following points: the actual current of the regenerative braking device is less than the set value, partial failure of the eddy current braking device, wear of the wheel disc braking device (reduction of the friction coefficient), wear of the skid braking device (reduction of the friction coefficient), the maximum vehicle mass under the operating conditions, the train is affected by the headwind or the air pressure in the pipeline is lower than the set standard, etc. The most unfavorable braking conditions can be introduced into the calculation of the safety braking curve by adjusting the first parameter in the dynamic model. Optionally, the first parameter includes at least one of the thrust coefficient of the regenerative braking device, the coefficient of the eddy current braking device, the friction coefficient of the wheel disc braking device, the friction coefficient of the skid braking device, the total mass of the superconducting maglev train, the additional thrust of the superconducting maglev train affected by the headwind, and the air pressure in the pipeline. Adjusting the first parameter in the dynamic model includes: reducing at least one of the thrust coefficient of the regenerative braking device, the coefficient of the eddy current braking device, the friction coefficient of the wheel disc braking device, the friction coefficient of the skid braking device, increasing the total mass of the superconducting maglev train, reducing the additional thrust of the superconducting maglev train affected by the headwind, and lowering the air pressure in the pipeline. The embodiments of the present application do not limit this.

[0164] It should be noted that the above-listed conditions may not be comprehensive, and more comprehensive analysis and calculation can be carried out according to the train system structure and operating conditions in actual situations.

[0165] Step 303: Determine the upper speed protection curve according to the safety braking curve and the action delay information of the superconducting maglev train.

[0166] Optionally, the action delay information includes the response duration. Determining the upper speed protection curve according to the safety braking curve and the action delay information of the superconducting maglev train includes: determining the maximum speed curve according to the safety braking curve and the response duration; determining the upper speed protection curve according to the safety braking curve and / or the maximum speed curve.

[0167] Optionally, determining the maximum speed curve according to the safety braking curve and the response duration includes: translating the safety braking curve by the response duration to obtain the maximum speed curve.

[0168] During the operation of the superconducting maglev train, information transmission, data processing, equipment actions, etc. take a certain amount of time. Therefore, the actual speed protection curve of the superconducting maglev train needs to consider the traction cut-off response duration and the braking request response duration, etc. The response duration corresponding to the safety braking curve can be the braking request response duration (i.e., the delay from the issuance of the braking command to the start of braking), and the response duration corresponding to the safety suspension curve can be the traction cut-off response duration (i.e., the delay from the issuance of the traction cut-off command to the start of cut-off). Optionally, determining the maximum speed curve according to the safety braking curve and the response duration includes: translating the safety braking curve by the response duration to obtain the maximum speed curve.

[0169] In a schematic example, according to the points on the safety braking curve and the response duration, the corresponding points on the maximum speed curve are calculated by the following formula:

[0170]

[0171] where, (V D ,S D ) are the points on the safety braking curve, (V B ,S B ) are the points on the maximum speed curve, T is the response duration, a1 is the possible maximum acceleration of the superconducting maglev train within the response duration, which can be the same as the maximum braking acceleration a max . Optionally, a1 is a preset value.

[0172] Optionally, an upper speed protection curve is determined according to a safety braking curve and / or a maximum speed curve, including: determining the safety braking curve or the maximum speed curve as the upper speed protection curve. Schematically, under normal train operation, the maximum speed curve calculated from the normal braking curve (considering the response time) or the normal braking curve (not considering the response time) is used as the upper speed protection curve, and under emergency braking, the maximum speed curve calculated from the emergency braking curve (considering the response time) or the emergency braking curve (not considering the response time) is used as the upper speed protection curve.

[0173] Step 304: Determine the safety suspension curve of the superconducting maglev train according to the train data and a preset dynamic model. The safety suspension curve is used to indicate the correspondence between the displacement and the minimum allowable speed in the second braking mode. The second braking mode is the braking mode using the running resistance when the traction of the superconducting maglev train is cut off or fails.

[0174] Optionally, the dynamic model includes a second model. Determining the safety suspension curve of the superconducting maglev train according to the train data and the preset dynamic model includes: for any minimum allowable speed within the preset speed range, using the second model to determine the displacement corresponding to the minimum allowable speed; obtaining the safety suspension curve according to multiple minimum allowable speeds within the preset speed range and their corresponding displacements.

[0175] Optionally, the preset speed range here can be a speed range set as needed, and the speeds within the range can all be used as the minimum allowable speeds. The preset speed range corresponding to the maximum allowable speed above and the preset speed range corresponding to the minimum allowable speed here can be different. Optionally, for any minimum allowable speed within the preset speed range, using the second model to determine the displacement corresponding to the minimum allowable speed includes: for any minimum allowable speed within the preset speed range, determining a second distance according to the minimum allowable speed and the minimum braking acceleration. The second distance is the distance traveled by the superconducting maglev train when decelerating from the minimum allowable speed to zero at the minimum braking acceleration; determining the displacement corresponding to the minimum allowable speed according to the second distance. The displacement is the displacement of the superconducting maglev train from the previous stop point.

[0176] Optionally, the method for determining the minimum braking acceleration of the superconducting maglev train includes: obtaining the first mass and the second force of the superconducting maglev train. The first mass is the total mass of the superconducting maglev train, and the second force is determined according to the running resistance; determining the minimum braking acceleration of the superconducting maglev train according to the first mass and the second force.

[0177] Optionally, in the process of solving the safe levitation curve, the method for determining the minimum braking acceleration of the superconducting maglev train includes: during the levitation stage, according to the fifth target force and the first mass, determine the fifth braking acceleration of the superconducting maglev train at each moment. The first mass is the total mass of the train body and the bogie, and the fifth target force is determined by the air resistance, the resistance caused by the linear generator, and the electromagnetic resistance between the superconducting coil and the guide rail coil; during the landing stage, according to the sixth target force and the first mass, determine the sixth braking acceleration of the superconducting maglev train at each moment. The sixth target force is determined according to the air resistance, the resistance caused by the linear generator, and the wheel-rail running resistance during the landing stage.

[0178] The method for solving the safe levitation curve can be analogously referred to the method for solving the safe braking curve. In a schematic example, the minimum braking acceleration a min can be calculated according to the following formula:

[0179]

[0180] where, W A is the air resistance, W B is the resistance caused by the linear generator, W x is the electromagnetic resistance between the superconducting coil and the guide rail coil, W T is the wheel-rail running resistance during the landing stage, and M is the total mass of the train body and the bogie of the superconducting maglev train.

[0181] After obtaining the minimum braking acceleration a min , the method for determining the conventional braking curve above can be referred to, and using the formula (V d ′ , S ′ d =ΔS + dS - S ′ ) to calculate a point (V d ′ , S ′ d ) on the safe levitation curve, where S ′ is the distance traveled by the superconducting maglev train from the current moment to when the speed is reduced to zero by recursively calculating with the minimum braking acceleration.

[0182] In the process of solving the safety suspension curve, the most unfavorable sliding conditions also need to be considered. For the safety suspension curve, the most unfavorable sliding conditions are uncontrollable influencing factors that increase the absolute value of the minimum braking acceleration, usually including the following points: the actual current of the regenerative braking device is greater than the set value, the surface condition of the disc braking device is not ideal (the friction coefficient increases), the surface condition of the skid braking device is not ideal (the friction coefficient increases), the minimum vehicle mass under operating conditions, the train is affected by headwind or the air pressure in the pipeline is higher than the set standard, etc. The most unfavorable sliding conditions can be introduced into the solution calculation of the safety suspension curve by adjusting the second parameter in the dynamic model. Optionally, the second parameter includes at least one of the thrust coefficient of the regenerative braking device, the friction coefficient of the disc braking device, the friction coefficient of the skid braking device, the total mass of the superconducting maglev train, the additional resistance of the superconducting maglev train affected by headwind, and the air pressure in the pipeline. Adjusting the second parameter in the dynamic model includes at least one of increasing the thrust coefficient of the regenerative braking device, increasing the friction coefficient of the disc braking device, increasing the friction coefficient of the skid braking device, reducing the total mass of the superconducting maglev train, increasing the additional resistance of the superconducting maglev train affected by headwind, and increasing the air pressure in the pipeline. The embodiments of the present application do not limit this.

[0183] Optionally, when solving the safety braking curve and the safety suspension curve of the superconducting maglev train, the influence of different landing speeds on the curves needs to be considered. According to the dynamic model of the superconducting maglev train and the braking methods and operating resistances adopted during the suspension and landing stages of the superconducting maglev train during braking, it can be analyzed that since the superconducting maglev train can only provide braking force through regenerative braking (eddy current braking in case of emergency braking) during the suspension stage, while it can provide braking force through regenerative braking and disc braking (skid braking in case of emergency braking) during the landing stage, and an additional friction force between the support wheels and the track will be received during the landing stage. Therefore, within the given landing speed limit range, the smaller the landing speed during the train braking process, that is, the later the landing, the smaller the upper limit of the safety braking speed, and the more conservative the safety braking curve. And the larger the landing speed, that is, the earlier the landing, the larger the lower limit of the safety suspension speed, and the more conservative the safety suspension curve. Finally, the most conservative curves under different landing speed conditions should be selected as the safety braking curve and the safety suspension curve.

[0184] The landing speed is the speed when the superconducting maglev train lowers its landing gear during the braking process. That is, the landing speed is the speed of the superconducting maglev train when it ends the levitation stage and starts the landing stage. Optionally, multiple landing speeds are obtained corresponding to multiple safety braking curves, and the most conservative safety braking curve is selected from the multiple safety braking curves. The most conservative safety braking curve is the safety braking curve with the smallest range or upper limit value or average value of the corresponding maximum allowable speed. It should be understood that other methods can also be used to select the most conservative safety braking curve, and the embodiments of the present application do not limit this.

[0185] Optionally, multiple safety levitation curves corresponding to the respective landing speeds are obtained, and the most conservative safety levitation curve is selected from the multiple safety levitation curves. The most conservative safety levitation curve is the safety levitation curve with the largest range or upper limit value or average value of the corresponding minimum allowable speed. It should be understood that other methods can also be used to select the most conservative safety levitation curve, and the embodiments of the present application do not limit this.

[0186] In a schematic example, the schematic diagrams of the conventional safety braking curve 51, the emergency safety braking curve 52, and the safety levitation curve 53 of the superconducting maglev train are as Figure 5 shown. Among them, the parameter settings are as follows: ΔS = 30000m, dS = 1000m, V max = 300m / s.

[0187] Step 305, determine the lower limit speed protection curve according to the safety levitation curve and the action delay information of the superconducting maglev train.

[0188] Optionally, the action delay information includes the response duration. According to the train data and the preset dynamic model, to determine the lower limit speed protection curve of the superconducting maglev train, it includes: determining the minimum speed curve according to the safety levitation curve and the response duration; determining the lower limit speed protection curve according to the safety levitation curve and / or the minimum speed curve.

[0189] Optionally, to determine the minimum speed curve according to the safety levitation curve and the response duration, it includes: translating the safety levitation curve by the response duration to obtain the minimum speed curve. It should be noted that the determination method of the minimum speed curve can be analogously referred to the determination method of the maximum speed curve. For example, replace the points on the safety braking curve in the above formula for determining the maximum speed curve with the points on the safety levitation curve, and replace the points on the maximum speed curve with the points on the minimum speed curve, which will not be elaborated here.

[0190] Optionally, to determine the lower limit speed protection curve according to the safety levitation curve and / or the minimum speed curve, it includes: determining the safety levitation curve (without considering the response duration) or the minimum speed curve (considering the response duration) as the lower limit speed protection curve.

[0191] It should be noted that steps 302 to 303 and steps 304 to 305 can be executed in parallel, or steps 304 to 305 can be executed first and then steps 302 to 303. The embodiments of the present application do not limit the execution order.

[0192] In a schematic example, a schematic diagram of the principle of the method for determining the speed protection curve of a superconducting maglev train is as Figure 6 shown. Among them, the speed protection curve 61 of the superconducting maglev train includes an upper limit speed protection curve 62 and a lower limit speed protection curve 63.

[0193] Among them, the upper limit speed protection curve 62 is determined according to the safety braking curve 64. Optionally, a dynamic model is used to determine the safety braking curve 64. The safety braking curve 64 includes a normal braking curve and / or an emergency braking curve. The normal braking curve refers to the curve of speed and displacement calculated when the superconducting maglev train brakes with the maximum normal braking force that can be provided under the premise of ensuring safety during normal operation, so as to ensure that the superconducting maglev train can complete braking before the farthest point in the parking area. The emergency braking curve refers to the curve of speed and displacement calculated when the superconducting maglev train brakes with the maximum emergency braking force that can be provided under the premise of ensuring safety when a preset emergency occurs during operation, so as to ensure that the superconducting maglev train can complete braking before the farthest point in the parking area. Based on the safety braking curve 64, the action delay of the braking mechanism is further considered, that is, the safety braking curve 64 is translated by the response time to obtain the maximum speed curve 65, and the maximum speed curve 65 is defined as the upper limit speed protection curve 62. Optionally, the most unfavorable braking conditions are considered in the solution process of the safety braking curve 64, and the most unfavorable braking conditions can be introduced into the solution calculation of the safety braking curve 64 by adjusting the corresponding parameters in the dynamic model.

[0194] Among them, the lower limit speed protection curve 63 is determined according to the safety suspension curve 66. Optionally, a dynamic model is used to determine the safety suspension curve 66. The safety suspension curve 66 refers to the curve of speed versus displacement calculated when the superconducting maglev train, in the case of traction cut-off or failure, brakes only with the running resistance as the braking force without applying braking force while ensuring safety, so as to ensure that the superconducting maglev train can reach the nearest point of the parking area. Based on the safety suspension curve 66, the action delay of the braking mechanism is further considered, that is, the safety suspension curve 66 is translated by the response duration to obtain the minimum speed curve 67, and the minimum speed curve 67 is defined as the lower limit speed protection curve 63. Optionally, the most unfavorable sliding condition is considered in the solution process of the safety suspension curve 66, and the most unfavorable braking condition can be introduced into the solution calculation of the safety suspension curve 66 by adjusting the corresponding parameters in the dynamic model.

[0195] In a schematic example, the schematic diagram of the speed protection curve of the superconducting maglev train is as Figure 7 shown, where the speed protection curve includes an upper limit speed protection curve 62 and a lower limit speed protection curve 63.

[0196] In summary, the embodiment of the present application also determines the upper limit speed protection curve and / or the lower limit speed protection curve of the superconducting maglev train according to the train data and the preset dynamic model, that is, protects the upper and lower bounds of the longitudinal speed of the superconducting maglev train at the same time, further improving the comprehensiveness and accuracy of the determined speed protection curve of the superconducting maglev train.

[0197] The embodiment of the present application also considers the influence of different landing speeds during the braking process on the speed protection curve during the analysis and calculation of the speed protection curve of the superconducting maglev train, and selects the most conservative curve under different landing speed conditions as the safety braking curve and the safety suspension curve, further ensuring the accuracy of the speed protection curve determined based on the safety braking curve and the safety suspension curve.

[0198] The embodiment of the present application also further considers the action delay of the braking mechanism based on the safety braking curve, that is, the safety braking curve is translated by the response duration to obtain the maximum speed curve, making the upper limit speed protection curve determined based on the maximum speed curve more accurate. The embodiment of the present application also further considers the action delay of the braking mechanism based on the safety suspension curve, that is, the safety suspension curve is translated by the response duration to obtain the minimum speed curve, making the lower limit speed protection curve determined based on the minimum speed curve more accurate.

[0199] The following is the device embodiment of the embodiment of the present application. For the parts not elaborated in detail in the device embodiment, reference can be made to the technical details disclosed in the above method embodiment.

[0200] Please refer to Figure 8 , which shows a schematic structural diagram of a device for determining the speed protection curve of a superconducting maglev train provided by an exemplary embodiment of the present application. The device for determining the speed protection curve of the superconducting maglev train can be implemented as all or part of a computing device through software, hardware, and a combination of both. The device includes: an acquisition module 810 and a determination module 820.

[0201] The acquisition module 810 is configured to acquire train data of the superconducting maglev train, where the train data is used to indicate the speed and corresponding displacement of the superconducting maglev train;

[0202] The determination module 820 is configured to determine the speed protection curve of the superconducting maglev train according to the train data and a preset dynamic model, where the speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the allowed speed limit.

[0203] In a possible implementation manner, the speed protection curve includes an upper speed protection curve and / or a lower speed protection curve, and the determination module 820 is further configured to:

[0204] Determine the upper speed protection curve and / or the lower speed protection curve of the superconducting maglev train according to the train data and a preset dynamic model;

[0205] Among them, the upper speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the maximum allowed speed, and the lower speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the minimum allowed speed.

[0206] In another possible implementation manner, the determination module 820 is further configured to:

[0207] Determine a safety braking curve according to the train data and a preset dynamic model, where the safety braking curve is used to indicate the corresponding relationship between the displacement and the maximum allowed speed in the first braking mode, and the first braking mode is a braking mode with the maximum braking force during the operation of the superconducting maglev train;

[0208] Determine the upper speed protection curve according to the safety braking curve and the action delay information of the superconducting maglev train.

[0209] In another possible implementation manner, the safety braking curve includes a regular braking curve and / or an emergency braking curve;

[0210] Among them, the normal braking curve is used to indicate the corresponding relationship between the displacement and the maximum allowable speed in the first braking sub-mode, and the first braking sub-mode is the mode of braking with the maximum normal braking force under normal operation; the emergency braking curve is used to indicate the corresponding relationship between the displacement and the maximum allowable speed in the second braking sub-mode, and the second braking sub-mode is the mode of braking with the maximum emergency braking force in a preset emergency situation.

[0211] In another possible implementation, the maximum normal braking force includes the regenerative braking force in the suspension stage of the superconducting maglev train and / or the disc braking force in the landing stage.

[0212] In another possible implementation, the maximum emergency braking force includes the eddy current braking force in the suspension stage of the superconducting maglev train and / or the skid braking force in the landing stage.

[0213] In another possible implementation, the dynamic model includes a first model, and the determination module 820 is further configured to:

[0214] For any maximum allowable speed within a preset speed range, use the first model to determine the displacement corresponding to the maximum allowable speed;

[0215] According to multiple maximum allowable speeds within the preset speed range and their corresponding displacements, obtain the safety braking curve.

[0216] In another possible implementation, the determination module 820 is further configured to:

[0217] For any maximum allowable speed within a preset speed range, determine a first distance according to the maximum allowable speed and the maximum braking acceleration, where the first distance is the distance traveled by the superconducting maglev train when decelerating from the maximum allowable speed to zero at the maximum braking acceleration;

[0218] According to the first distance, use the first model to determine the displacement corresponding to the maximum allowable speed, and the displacement is the displacement of the superconducting maglev train from the previous stop point.

[0219] In another possible implementation, the determination module 820 is further configured to:

[0220] Obtain the first mass and the first force of the superconducting maglev train, where the first mass is the total mass of the superconducting maglev train, and the first force is determined according to the maximum braking force and the running resistance of the superconducting maglev train;

[0221] Determine the maximum braking acceleration of the superconducting maglev train according to the first mass and the first force.

[0222] In another possible implementation, the device further includes a selection module, configured to:

[0223] Obtain safety braking curves corresponding to respective landing speeds, where the landing speed is the speed when the superconducting maglev train lowers the landing gear to land during braking;

[0224] Select the most conservative safety braking curve among the multiple safety braking curves, where the most conservative safety braking curve is the safety braking curve with the smallest range or upper limit value or average value of the corresponding maximum allowable speed.

[0225] In another possible implementation, the action delay information includes a response duration, and the determination module 820 is further configured to:

[0226] Determine a maximum speed curve according to the safety braking curve and the response duration;

[0227] Determine an upper limit speed protection curve according to the safety braking curve and / or the maximum speed curve.

[0228] In another possible implementation, the determination module 820 is further configured to:

[0229] Determine a safety suspension curve of the superconducting maglev train according to the train data and a preset dynamic model, where the safety suspension curve is used to indicate the corresponding relationship between the displacement and the minimum allowable speed in the second braking mode, and the second braking mode is a braking mode in which no braking force is applied and only the running resistance is used for braking when the traction of the superconducting maglev train is cut off or fails;

[0230] Determine a lower limit speed protection curve according to the safety suspension curve and the action delay information of the superconducting maglev train.

[0231] In another possible implementation, the dynamic model includes a second model, and the determination module 820 is further configured to:

[0232] For any minimum allowable speed within a preset speed range, use the second model to determine the displacement corresponding to the minimum allowable speed;

[0233] Obtain a safety suspension curve according to multiple minimum allowable speeds within the preset speed range and their respective corresponding displacements.

[0234] In another possible implementation, the determination module 820 is further configured to:

[0235] For any minimum allowable speed within a preset speed range, determine a second distance according to the minimum allowable speed and the minimum braking acceleration, where the second distance is the distance traveled by the superconducting maglev train when decelerating from the minimum allowable speed to zero at the minimum braking acceleration;

[0236] According to the second distance, use the second model to determine the displacement corresponding to the minimum allowable speed, where the displacement is the displacement of the superconducting maglev train from the previous stopping point.

[0237] In another possible implementation, the determination module 820 is further configured to:

[0238] Obtain the first mass and the second force of the superconducting maglev train, where the first mass is the total mass of the superconducting maglev train, and the second force is determined according to the running resistance;

[0239] Determine the minimum braking acceleration of the superconducting maglev train according to the first mass and the second force.

[0240] In another possible implementation, the device further includes: a selection module, configured to:

[0241] Obtain the safety suspension curves corresponding to multiple landing speeds, where the landing speed is the speed when the superconducting maglev train lowers the landing gear for landing during braking;

[0242] Select the most conservative safety suspension curve from the multiple safety suspension curves, where the most conservative safety suspension curve is the safety suspension curve with the largest range or upper limit value or average value of the corresponding minimum allowable speed.

[0243] In another possible implementation, the action delay information includes the response duration, and the determination module 820 is further configured to:

[0244] Determine the minimum speed curve according to the safety suspension curve and the response duration;

[0245] Determine the lower limit speed protection curve according to the safety suspension curve and / or the minimum speed curve.

[0246] It should be noted that when the device provided in the above embodiments implements its functions, only the above-mentioned division of each functional module is used for illustration. In actual applications, the above functions can be allocated to different functional modules according to actual needs, that is, the content structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0247] Regarding the device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0248] The embodiments of the present application further provide a computing device, including: a processor; a memory for storing processor-executable instructions; wherein, the processor is configured to: implement the steps executed by the computing device in each of the above method embodiments.

[0249] The embodiments of the present application also provide a non-volatile computer-readable storage medium, on which computer program instructions are stored. When the computer program instructions are executed by a processor, the methods in the above-mentioned method embodiments are implemented.

[0250] The present application may be a system, a method, and / or a computer program product. The computer program product may include a computer-readable storage medium, on which computer-readable program instructions for causing a processor to implement various aspects of the present application are loaded.

[0251] The computer-readable storage medium may be a tangible device that can hold and store instructions used by an instruction execution device. The computer-readable storage medium may be, for example, but not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. More specific examples (non-exhaustive list) of the computer-readable storage medium include: a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a static random access memory (SRAM), a portable compact disk read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanical encoding device, such as a punched card or raised structures in grooves storing instructions thereon, and any suitable combination of the foregoing. The computer-readable storage medium used herein is not construed as an instantaneous signal itself, such as a radio wave or other freely propagating electromagnetic wave, an electromagnetic wave propagated through a waveguide or other transmission medium (e.g., an optical pulse through an optical fiber cable), or an electrical signal transmitted through a wire.

[0252] The computer-readable program instructions described herein may be downloaded from a computer-readable storage medium to various computing / processing devices, or downloaded to an external computer or external storage device through a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network may include a copper transmission cable, an optical fiber transmission, a wireless transmission, a router, a firewall, a switch, a gateway computer, and / or an edge server. A network adapter or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions for storage in the computer-readable storage medium in each computing / processing device.

[0253] The computer program instructions for performing the operations of the present application may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine - related instructions, microcode, firmware instructions, state - setting data, or source code or object code written in any combination of one or more programming languages, including object - oriented programming languages such as Smalltalk, C++, etc., and conventional procedural programming languages such as the "C" language or similar programming languages. The computer - readable program instructions may be executed entirely on the user's computer, partially on the user's computer, executed as a stand - alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider). In some embodiments, by using the state information of the computer - readable program instructions to customize an electronic circuit, such as a programmable logic circuit, a field - programmable gate array (FPGA), or a programmable logic array (PLA), the electronic circuit can execute the computer - readable program instructions to implement various aspects of the present application.

[0254] Aspects of the present application are described herein with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to embodiments of the present application. It should be understood that each block of the flowcharts and / or block diagrams, and combinations of blocks in the flowcharts and / or block diagrams, can be implemented by computer - readable program instructions.

[0255] These computer - readable program instructions can be provided to a processor of a general - purpose computer, a special - purpose computer, or other programmable data - processing apparatus to produce a machine such that, when the instructions are executed by the processor of the computer or other programmable data - processing apparatus, a device is produced that implements the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer - readable program instructions can also be stored in a computer - readable storage medium, and these instructions cause a computer, a programmable data - processing apparatus, and / or other devices to work in a specific manner. Thus, the computer - readable medium storing the instructions includes a manufacture, which includes instructions for implementing various aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0256] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device, causing a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process such that the instructions executed on the computer, other programmable data processing apparatus, or other device implement the functions / acts specified in one or more boxes of the flowchart and / or block diagram.

[0257] The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present application. In this regard, each block in the flowchart or block diagram may represent a module, a segment of a program, or a portion of an instruction, which contains one or more executable instructions for implementing the specified logical function. In some alternative implementations, the functions noted in the blocks may occur out of the order noted in the figures. For example, two consecutive blocks may in fact be executed substantially in parallel, or they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block of the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented by a dedicated hardware-based system that performs the specified functions or acts, or by a combination of dedicated hardware and computer instructions.

[0258] The embodiments of the present application have been described above. The above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The selection of terms used in the embodiments of the present application is intended to best explain the principles of the embodiments, the practical application, or the technical improvement of the technology in the market, or to enable other ordinary skill in the art to understand the embodiments disclosed in the embodiments of the present application.

Claims

1. A method for determining the speed protection curve of a superconducting maglev train, characterized in that, The method includes: Obtaining train data of the superconducting maglev train, where the train data is used to indicate the speed and corresponding displacement of the superconducting maglev train; Determining a speed protection curve of the superconducting maglev train according to the train data and a preset dynamic model, where the speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the allowed speed limit.

2. The method according to claim 1, characterized in that, The speed protection curve includes an upper speed protection curve and / or a lower speed protection curve. Determining the speed protection curve of the superconducting maglev train according to the train data and the preset dynamic model includes: Determining the upper speed protection curve and / or the lower speed protection curve of the superconducting maglev train according to the train data and the preset dynamic model; Wherein, the upper speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the maximum allowed speed, and the lower speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the minimum allowed speed.

3. The method according to claim 2, characterized in that, Determining the upper speed protection curve of the superconducting maglev train according to the train data and the preset dynamic model includes: Determining a safety braking curve according to the train data and the preset dynamic model, where the safety braking curve is used to indicate the corresponding relationship between the displacement and the maximum allowed speed in the first braking mode, and the first braking mode is the mode of braking with the maximum braking force during the operation of the superconducting maglev train; Determining the upper speed protection curve according to the safety braking curve and the action delay information of the superconducting maglev train.

4. The method according to claim 3, characterized in that, The safety braking curve includes a regular braking curve and / or an emergency braking curve; Wherein, the regular braking curve is used to indicate the corresponding relationship between the displacement and the maximum allowed speed in the first braking sub-mode, and the first braking sub-mode is the mode of braking with the maximum regular braking force under normal operation conditions; the emergency braking curve is used to indicate the corresponding relationship between the displacement and the maximum allowed speed in the second braking sub-mode, and the second braking sub-mode is the mode of braking with the maximum emergency braking force in a preset emergency situation.

5. The method according to claim 4, characterized in that, The maximum regular braking force includes the regenerative braking force in the levitation stage and / or the disk braking force in the landing stage of the superconducting maglev train; the maximum emergency braking force includes the eddy current braking force in the levitation stage and / or the skid braking force in the landing stage of the superconducting maglev train.

6. The method according to any one of claims 3 to 5, characterized in that, The dynamic model includes a first model. Determining the safety braking curve according to the train data and the preset dynamic model includes: For any one of the maximum allowed speeds within a preset speed range, using the first model to determine the displacement corresponding to the maximum allowed speed; Obtaining the safety braking curve according to the multiple maximum allowed speeds within the preset speed range and their respective corresponding displacements.

7. The method according to claim 6, characterized in that, For any one of the maximum allowable speeds within the preset speed range, determining the displacement corresponding to the maximum allowable speed using the first model includes: For any one of the maximum allowable speeds within the preset speed range, determining a first distance according to the maximum allowable speed and the maximum braking acceleration, where the first distance is the distance traveled by the superconducting maglev train when decelerating from the maximum allowable speed to zero at the maximum braking acceleration; Determining the displacement corresponding to the maximum allowable speed using the first model according to the first distance.

8. The method according to claim 7, characterized in that, The method further includes: Obtaining a first mass and a first force of the superconducting maglev train, where the first mass is the total mass of the superconducting maglev train, and the first force is determined according to the maximum braking force and the running resistance of the superconducting maglev train; Determining the maximum braking acceleration of the superconducting maglev train according to the first mass and the first force.

9. The method according to any one of claims 2 to 9, characterized in that, The method further includes: Obtaining the safety braking curves corresponding to multiple landing speeds, where the landing speed is the speed when the superconducting maglev train lowers the landing gear to land during braking; Selecting the most conservative safety braking curve among the multiple safety braking curves, where the most conservative safety braking curve is the safety braking curve with the smallest range or upper limit value or average value of the corresponding maximum allowable speed.

10. The method according to any one of claims 3 to 9, characterized in that, The action delay information includes a response duration, and determining the upper speed protection curve according to the safety braking curve and the action delay information of the superconducting maglev train includes: Determining a maximum speed curve according to the safety braking curve and the response duration; Determining the upper speed protection curve according to the safety braking curve and / or the maximum speed curve.

11. The method according to any one of claims 2 to 10, characterized in that, Determining the lower speed protection curve of the superconducting maglev train according to the train data and the preset dynamic model includes: Determining the safety suspension curve of the superconducting maglev train according to the train data and the preset dynamic model, where the safety suspension curve is used to indicate the corresponding relationship between the displacement and the minimum allowable speed in the second braking mode, and the second braking mode is the braking mode with running resistance when the traction of the superconducting maglev train is cut off or fails; Determining the lower speed protection curve according to the safety suspension curve and the action delay information of the superconducting maglev train.

12. According to the method described in claim 11, wherein, The dynamic model includes a second model, and determining the safety suspension curve of the superconducting maglev train according to the train data and the preset dynamic model includes: For any one of the minimum allowable speeds within the preset speed range, using the second model to determine the displacement corresponding to the minimum allowable speed; Obtaining the safety suspension curve according to the multiple minimum allowable speeds within the preset speed range and their corresponding displacements.

13. According to the method described in claim 12, wherein, For any one of the minimum allowable speeds within the preset speed range, using the second model to determine the displacement corresponding to the minimum allowable speed includes: For any one of the minimum allowable speeds within a preset speed range, a second distance is determined according to the minimum allowable speed and the minimum braking acceleration, where the second distance is the distance traveled by the superconducting maglev train when decelerating from the minimum allowable speed to zero at the minimum braking acceleration; According to the second distance, the displacement corresponding to the minimum allowable speed is determined by using the second model.

14. According to the method described in claim 13, wherein, The method further includes: Obtaining a first mass and a second force of the superconducting maglev train, where the first mass is the total mass of the superconducting maglev train, and the second force is determined according to the running resistance; Determining the minimum braking acceleration of the superconducting maglev train according to the first mass and the second force.

15. According to any one of the methods described in claims 11 to 14, wherein, The method further includes: Obtaining the safety suspension curves corresponding to multiple landing speeds, where the landing speed is the speed when the superconducting maglev train lowers the landing gear to land during braking; Selecting the most conservative safety suspension curve from the multiple safety suspension curves, where the most conservative safety suspension curve is the safety suspension curve with the largest range or upper limit value or average value of the corresponding minimum allowable speed.

16. According to any one of the methods described in claims 11 to 15, wherein, The action delay information includes a response duration. Determining the lower speed protection curve of the superconducting maglev train according to the train data and the preset dynamic model includes: Determining a minimum speed curve according to the safety suspension curve and the response duration; Determining the lower speed protection curve according to the safety suspension curve and / or the minimum speed curve.

17. A device for determining the speed protection curve of a superconducting maglev train, wherein, The device includes: An acquisition module, configured to acquire train data of the superconducting maglev train, where the train data is used to indicate the speed and the corresponding displacement of the superconducting maglev train; A determination module, configured to determine a speed protection curve of the superconducting maglev train according to the train data and a preset dynamic model, where the speed protection curve is used to indicate the corresponding relationship between the displacement of the superconducting maglev train and the allowable speed limit.

18. A computing device, wherein, The computing device includes: a processor; a memory for storing instructions executable by the processor; Wherein, when the processor is configured to execute the instructions, the method according to any one of claims 1 to 16 is implemented.

19. A non - volatile computer - readable storage medium, on which computer program instructions are stored, wherein, When the computer program instructions are executed by the processor, the method according to any one of claims 1 to 16 is implemented.

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