Magnetically levitated train control method, system, equipment and medium

Abstract

The invention discloses a magnetically levitated train control method, system and device and a medium. The method applied to the partition operation control subsystem comprises the steps that in response to the situation that a target train meets a preset advancing condition, a train departure permission instruction is sent to the train-mounted operation control subsystem, so that the train-mounted operation control subsystem controls the target train to suspend, and the suspended state and train positioning information of the target train are fed back to the partition operation control subsystem; in response to the received suspended state and the train positioning information, determining at least one target traction interval of the maglev track according to the train positioning information and the advancing condition; and sending the advancing condition and the information of each target traction interval to a ground traction subsystem, so that the ground traction subsystem controls the target train to travel. The safety of the high-speed maglev train is improved.

Description

Technical Field

[0001] This application relates to the technical field of maglev trains, and particularly to a maglev train control method, system, device and medium. Background Art

[0002] With the continuous development of modern society and science and technology, transportation technology has been continuously advancing. Maglev trains have become an ideal means of transportation due to their safety, comfort, energy conservation and environmental protection. Among them, high-speed maglev transportation overcomes the related problems of further speed increase of wheel-rail transportation, such as including but not limited to wheel-rail adhesion and pantograph current collection, etc. On this basis, high-speed maglev transportation still has broad development prospects.

[0003] The current technical routes of high-speed maglev mainly fall into two categories: conventional high-speed maglev and superconducting high-speed maglev. Among them, the conventional high-speed maglev train adopts the form of "vehicle hugging the rail", installs electromagnets for levitation on both sides of the vehicle bottom, and installs long stator cores and windings respectively under the track. When the levitation electromagnet is energized, the generated electromagnetic force attracts the levitation magnets on the vehicle, so that the levitation air gap meets the requirements for driving. Therefore, the levitation control of maglev trains is one of the key research points for relevant technical personnel in this field. Summary of the Invention

[0004] This application provides a maglev train control method, system, device and medium to improve the safety of high-speed maglev trains.

[0005] According to the first aspect of this application, a maglev train control method is provided, which is applied to a sub-system for sectional operation control. The sub-system for sectional operation control is set in a ground station, and the method includes:

[0006] In response to the target train meeting the preset traveling conditions, send an allow-departure instruction to the on-vehicle operation control sub-system, so that the on-vehicle operation control sub-system controls the target vehicle to levitate, and feedback the levitated state and train positioning information of the target train to the sectional operation control sub-system;

[0007] In response to receiving the levitated state and train positioning information, determine at least one target traction section of the maglev track according to the train positioning information and traveling conditions;

[0008] Send the traveling conditions and the information of each target traction section to the ground traction sub-system, so that the ground traction sub-system controls the target train to travel.

[0009] According to the second aspect of this application, a maglev train control method is provided, which is applied to an on-vehicle operation control sub-system. The on-vehicle operation control sub-system is set in the target train, and the method includes:

[0010] Obtain the train positioning information and real-time speed of the target train;

[0011] When receiving the permission-to-depart instruction sent by the sectional operation and control subsystem, if the target train is in a safe state and has not received a forced stop instruction, control the target train to levitate so that the target train feeds back the levitated state.

[0012] After receiving the levitated state fed back by the target train, forward the levitated state and the train positioning information to the sectional operation and control subsystem.

[0013] In response to the real-time speed being less than the preset landing speed, control the target train to land according to the current braking condition of the target train.

[0014] According to the third aspect of the present application, there is provided a maglev train control method applied to a ground traction subsystem, where the ground traction subsystem is arranged on a ground maglev route and electrically connected to the maglev track, and the method includes:

[0015] Receive the speed control curve and the information of each target traction section sent by the sectional operation and control subsystem;

[0016] According to the speed control curve, control the maglev tracks corresponding to each target traction section to work so that the target train runs on the maglev track.

[0017] According to the fourth aspect of the present application, there is provided a maglev train control system, characterized in that the system includes: a sectional operation and control subsystem, an on-vehicle operation and control subsystem, and a ground traction subsystem;

[0018] Among them, the sectional operation and control subsystem is used to implement the maglev train control method described in the first aspect embodiment of the present application;

[0019] The on-vehicle operation and control subsystem is used to implement the maglev train control method described in the second aspect embodiment of the present application;

[0020] The ground traction subsystem is used to implement the maglev train control method described in the third aspect embodiment of the present application.

[0021] According to another aspect of the present application, there is provided an electronic device, and the electronic device includes:

[0022] At least one processor; and

[0023] A memory communicatively connected to the at least one processor; wherein,

[0024] The memory stores a computer program executable by the at least one processor, and when the computer program is executed by the at least one processor, the at least one processor is enabled to execute the maglev train control method described in any embodiment of the present application.

[0025] According to another aspect of the present application, there is provided a computer-readable storage medium storing computer instructions for causing a processor to implement the maglev train control method according to any embodiment of the present application when executed.

[0026] According to another aspect of the present application, there is provided a computer program product including a computer program which implements the maglev train control method according to any embodiment of the present application when executed by a processor.

[0027] In the technical solution of the embodiment of the present application, the traction subsystem provided on the vehicle body in the prior art is changed to be provided at a ground position and supervised by relevant station personnel. A complete ground control logic is formed from the on-vehicle operation control subsystem to the partition operation control subsystem and then to the ground traction subsystem, realizing the closed-loop control of the high-speed maglev train from levitation to speed control. The traction subsystem located on the ground can also prevent safety problems caused by the driver's inability to react quickly, further improving the safety of the high-speed maglev train.

[0028] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the present application, nor is it used to limit the scope of the present application. Other features of the present application will become easily understood through the following description. Description of the Drawings

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0030] Figure 1 is a flowchart of a maglev train control method provided in Embodiment 1 of the present application;

[0031] Figure 2 is a flowchart of a maglev train control method provided in Embodiment 2 of the present application

[0032] Figure 3 is a flowchart of a maglev train control method provided in Embodiment 3 of the present application

[0033] Figure 4A is a schematic diagram of a maglev train control system provided in Embodiment 4 of the present application;

[0034] Figure 4B is an interaction schematic diagram of the maglev train control system provided in Embodiment 4 of the present application;

[0035] Figure 4C It is a schematic diagram of the interaction of the train under control according to Embodiment 4 of the present application;

[0036] Figure 5 It is a schematic diagram of a maglev train control system provided according to Embodiment 5 of the present application;

[0037] Figure 6 It is a schematic diagram of the structure of an electronic device for implementing the maglev train control method of the embodiments of the present application. Detailed implementation manners

[0038] In order to enable those skilled in the art to better understand the solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present application.

[0039] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0040] Embodiment 1

[0041] Figure 1 The present embodiment provides a flowchart of a maglev train control method. This embodiment is applicable to the situation of controlling the suspension and driving of a maglev train. This method can be applied to a partitioned operation control subsystem, which is set in a ground station. The subsystem can be implemented in the form of hardware and / or software and can be configured in an electronic device. As Figure 1 shown, the method includes:

[0042] S110. In response to the target train meeting the preset travel conditions, send an allow-departure instruction to the on-vehicle operation control subsystem, so that the on-vehicle operation control subsystem controls the target vehicle to levitate and feeds back the levitated state and train positioning information of the target train to the partitioned operation control subsystem.

[0043] Among them, the partitioned operation and control subsystem can be set in the ground station and is used for communication and interaction between the station and the target train, so as to assist the target train in operating control systems such as suspension / landing, traveling / braking. The partitioned operation and control subsystem is within a certain geographical range, and different partitioned operation and control subsystems are responsible according to different regions where the train runs. The target train can be any type of maglev train, which is not limited in the embodiments of this application. In the embodiments and implementation manners of this application, the high-speed maglev train will be taken as an example for illustration.

[0044] In addition, the preset traveling conditions may include: the target route of the target train has been blocked, the speed control curve of the target train has been calculated, and the target train has logged in to the ground traction subsystem. Among them, the target route can be a section of track range that the target train is about to enter during the operation plan. The fact that the target route has been blocked means that no other trains are allowed to enter this section of track range except the target train. The speed control curve can be the basis for controlling the speed of the train to travel in the next period of time, and it is calculated according to the road width of the actual track section. Of course, this calculation method can adopt any speed control curve calculation method in the related art, which is not limited in the embodiments of this application.

[0045] The target train applies to log in to the ground traction subsystem. Successful login means that the target train needs to receive the control of the ground traction subsystem for propulsion or braking. It should be noted that in the prior art, the traction control system is generally set inside the train, and the train is traction-controlled through a combination of automation or semi-automation and the driver's manual control. However, due to the high speed of the high-speed maglev train, the reaction time given to the driver is very short, and accidents are more likely to occur in case of temporary situations. Therefore, in the solution of this application, the traction subsystem is set on the ground, and the ground station personnel jointly supervise and handle temporary situations, making it easier to face emergencies calmly and handle them properly, with higher safety.

[0046] Therefore, when the target train meets the preset traveling conditions, that is, the target route of the target train has been locked, the speed control curve of the target train has been calculated, and the target train has logged in to the ground traction subsystem, it means that the target vehicle is ready to enter the driving state. At this time, the partitioned operation and control subsystem sends an "allow departure instruction" to the on-vehicle operation and control subsystem, and this instruction triggers the on-vehicle operation and control subsystem to control the target train to levitate in preparation for traveling.

[0047] The "levitated state" can be a state information specifically used to mark that the target vehicle has completed the levitation action. This levitated state is obtained by the on-vehicle operation and control subsystem and forwarded to the partitioned operation and control subsystem. The train positioning information can be the geographical location information where the target train is currently located, which is also obtained by the on-vehicle operation and control subsystem and forwarded to the partitioned operation and control subsystem.

[0048] S120. In response to receiving the levitation state and train positioning information, determine at least one target traction section of the maglev track according to the train positioning information and the traveling conditions.

[0049] Among them, after the sub-area operation and control subsystem receives the levitation state and train positioning information of the target train fed back by the on-vehicle operation and control subsystem, based on the location where the train is currently located (or the position of the track section) and the obtained traveling conditions, including the already calculated speed control curve, determine multiple target traction sections on the entire maglev track during the train operation. It can be understood that the speed control curve changes with time to control the speed to change over time. It is conceivable that the train will experience a series of processes such as starting, accelerating, maintaining a constant speed, decelerating, and braking to a stop between the current station and the next station. The control logics of the vehicle corresponding to different speeds are also different. According to the speed control curve, determine the track segments with different speed control logics during the process to the next station, that is, the target traction sections. Generally, the speed control logics for the target train in different target traction sections are different.

[0050] S130. Send the traveling conditions and the information of each target traction section to the ground traction subsystem so that the ground traction subsystem controls the target train to travel.

[0051] It can be understood that since the ground traction subsystem is directly connected to the track, the ground traction subsystem is used to control the track to provide electromagnetic power for the target vehicle. Therefore, the sub-area operation and control subsystem sends the received traveling conditions and the information of each target traction section to the ground traction subsystem. Since the traveling conditions include the speed control curve, the ground traction subsystem can provide power for the target train according to the different speed control logics or strategies in the speed control curves corresponding to different target traction sections, and control it to travel according to the speed control curve.

[0052] In the technical solution of the embodiment of the present application, the traction subsystem provided on the vehicle body in the prior art is changed to be provided at the ground position and supervised by relevant station personnel. From the on-vehicle operation and control subsystem to the sub-area operation and control subsystem and then to the ground traction subsystem, a complete ground control logic is formed, realizing the closed-loop control of the high-speed maglev train from levitation to speed control. The traction subsystem located on the ground can also prevent safety problems caused by the driver's inability to react quickly, further improving the safety of the high-speed maglev train.

[0053] In an alternative embodiment, the traveling conditions include: the target route of the target train is locked, the speed control curve of the target train is calculated, and the target train has logged in to the ground traction subsystem; in S120, the determining at least one target traction section of the maglev track according to the train positioning information and the traveling conditions may include:

[0054] S121. Determine the control strategy for the target train to travel according to the speed control curve based on the train positioning information and the speed control curve.

[0055] Among them, the control strategy can be different speed control strategies corresponding to different times within the track section corresponding to the entire speed control range. The train positioning information can determine which station the train is currently at, and the speed control curve determines all speed conditions between the current station and the next stopping station. Therefore, different control strategies are required for different speeds.

[0056] S122. Divide each target traction interval according to the control strategy.

[0057] The control strategy represents how the ground traction subsystem should control the track to provide power to the target train at different time segments, so as to ensure that the target train travels according to the speed control curve. Then, within the track section between two stations, different control strategies correspond to different interval segments. Divide different target traction intervals within the entire track section according to the changes in time and control logic. Therefore, time, target traction intervals, and control logic have an associated relationship. As time changes and the target interval changes, the control logic also changes accordingly according to the speed control range.

[0058] Embodiment 2

[0059] Figure 2 The flow chart of a maglev train control method provided in Embodiment 2 of the present application is applicable to the situation of controlling the suspension and travel of a maglev train. This method can be applied to the on-vehicle operation control subsystem, which is arranged inside the target train. This subsystem can be implemented in the form of hardware and / or software and can be configured in an electronic device. As Figure 2 shown, this method includes:

[0060] S210. Obtain the train positioning information and real-time speed of the target train.

[0061] Among them, the train positioning information can be the geographical location information where the target train is currently located, which can be determined by the on-vehicle operation control subsystem through relevant navigation and positioning instruments. The real-time speed information of the train can also be obtained by the on-vehicle operation control subsystem through speed sensors pre-set on the target vehicle. The present application does not limit the acquisition methods of the train positioning information and the real-time speed information.

[0062] S220. When receiving the permission to depart instruction sent by the sectional operation control subsystem and the target train is in a safe state and has not received a forced stop instruction, control the target train to levitate so that the target train feeds back the levitated state.

[0063] Among them, the safe state may include that the doors of the target train are closed and locked, and at the same time, the vehicle has no fault alarm information. The forced stop instruction may be a signal for forced braking sent by the sub-system of regional operation control. It can be understood that when the vehicle is in a safe state and no forced stop instruction is received, it can be considered that the target vehicle is normal and can start moving at any time. At this time, through the interaction between the on-vehicle operation control sub-system and the target vehicle itself, the target train is controlled to levitate. After the target train completes the levitation action, for example, when it has levitated more than 10 mm, the target train will feedback a signal of "levitation state" to the on-vehicle operation control sub-system.

[0064] S230. After receiving the levitation state feedback from the target train, forward the levitation state and the train positioning information to the sub-system of regional operation control.

[0065] After obtaining the "levitation state" of the target train, the on-vehicle operation control sub-system sends the levitation state and the train positioning information to the sub-system of regional operation control at the same time.

[0066] S240. In response to the real-time speed being less than the preset landing speed, control the target train to land according to the current braking condition of the target train.

[0067] Among them, the preset landing speed may be the minimum speed that allows the target vehicle to land from the levitation state to contact the track. It can be understood that when the speed is too high, the target vehicle directly descends from the levitation state and collides and rubs against the track, which is likely to cause accidents and failures. The current braking condition may be the behavior of the target train to perform deceleration braking or emergency stop. It can be understood that emergency stop requires quickly braking from a higher speed to a lower speed, while ordinary deceleration braking (such as stopping at a station) can brake from a higher speed to a lower speed more slowly. Therefore, although they are both braking conditions, the actual situations are also different. When the real-time speed of the target train is less than the preset landing speed, judge the current braking condition of the target train and select different landing strategies to control the target train to land.

[0068] It should be noted that in the field of high-speed maglev trains, it is not necessary to wait until the speed of the train is 0, that is, until it completely stops, to control the vehicle to land. In fact, when the speed of the vehicle is less than the preset landing speed, the vehicle can already be controlled to land. Although the vehicle will inevitably rub against the track at this time, friction pads are arranged both under the vehicle bottom and above the track, which not only ensures safety but also improves the landing efficiency of the train.

[0069] In the technical solution of the embodiment of the present application, the safety state of the target train is verified through the interaction between the on-vehicle operation control subsystem and the target train, so as to stably control the train to levitate. The real-time speed of the train is obtained, and it is judged whether it is less than the preset landing speed to safely control the landing of the train, ensuring the stability and safety of the train during the levitation and landing processes.

[0070] In an alternative embodiment, controlling the target train to land according to the current braking condition of the target train in S240 may include: if the current braking condition is active emergency stop or vehicle overspeed braking, controlling the target train to turn off the eddy current brake and then land; if the current braking condition is arrival stop, controlling the target train to land directly.

[0071] Among them, the active emergency stop may be a situation where the target train performs active braking before the deceleration area before reaching the station. For example, when the vehicle is traveling at a constant speed and a sudden situation occurs, the driver or the person in charge of the ground traction subsystem actively reduces the speed of the target train rapidly. The vehicle overspeed braking may be that the target train exceeds the speed specified in the speed control curve. Overspeeding is prone to accidents, so the speed of the target train is actively or passively controlled to decrease.

[0072] Generally speaking, the above two situations belong to abnormal arrival stops. In the face of these sudden braking situations, the on-vehicle operation control subsystem needs to first turn off the eddy current brake of the target train and then control the landing operation. It should be noted that the maglev train levitates through electromagnetic force, and the eddy current brake generates braking force by electromagnetic induction. During emergency braking, if landing directly (i.e., allowing the mechanical device to contact the track), the magnetic field generated by the eddy current brake may interfere with the operation of mechanical components, resulting in unstable contact or abnormal resistance.

[0073] On the other hand, the operation of arrival stop is actually a normal process of decelerating to a stop when entering the station. Therefore, it belongs to normal braking and stopping, and only needs to control the target train to operate according to the normal parking and levitation processes.

[0074] The above embodiment provides a powerful criterion for the process from braking to landing, thus ensuring that the train can land safely, stably and smoothly.

[0075] In an alternative embodiment, the method may further include: in response to the real-time speed being greater than the locking speed of the target train, the target train rejects the landing instruction of the on-vehicle operation control subsystem.

[0076] Among them, the locking speed can be the limiting speed at which the target train refuses to receive the landing instruction. It can be understood that when the train is traveling at a high speed, it cannot land casually, otherwise serious train operation accidents will occur. Therefore, when the real-time speed of the train is greater than the locking speed, the train refuses the landing instruction from the on-vehicle operation control subsystem to protect the driving safety of the train.

[0077] In an alternative embodiment, the method may further include: in response to the loss of the suspended state exceeding a preset duration, controlling the target train to take measures for active emergency braking.

[0078] Among them, the "suspended state" as state information is persistent, that is, the on-vehicle operation control subsystem can continuously obtain from the target train the state information of whether it is suspended. When the "suspended state" is lost for more than the preset duration, it is equivalent that there are potential safety hazards for the train. To ensure the safety of the vehicle and passengers, measures for active emergency braking should be taken. Of course, the preset duration can be set by relevant technical personnel based on a large number of tests or actual situations and manual experience. For example, it can be 1 second, and the embodiments of the present application do not limit this. This embodiment also further ensures the safety of the vehicle, braking in advance before an accident occurs to ensure the safety of passengers.

[0079] Embodiment III

[0080] Figure 3 FIG. III provides a flowchart of a maglev train control method according to an embodiment of the present application. This embodiment is applicable to the situation of controlling the suspension and driving of a maglev train. This method can be applied to a ground traction subsystem, and the ground traction subsystem is arranged on a ground maglev route and electrically connected to a maglev track. This subsystem can be implemented in the form of hardware and / or software, and this subsystem can be configured in an electronic device. As Figure 3 shown, the method includes:

[0081] S310. Receive the speed control curve and information of each target traction section sent by the zonal operation control subsystem.

[0082] The ground traction subsystem receives the speed control curve and information of different target traction sections from the zonal operation control subsystem.

[0083] S320. According to the speed control curve, control the maglev tracks corresponding to each target traction section to work, so that the target train travels on the maglev track.

[0084] The ground traction subsystem controls the maglev tracks in different target traction sections to provide power for the target train according to different speed control strategies according to the speed control curve sent by the zonal operation control subsystem.

[0085] In the embodiment of the present application, a traction subsystem disposed on the ground provides power for the target train, and is controlled according to different speed control strategies corresponding to different target traction intervals, ensuring the stability and rationality of vehicle operation.

[0086] Embodiment 4

[0087] Figure 4A The figure is a schematic diagram of a maglev train control system provided for Embodiment 4 of the present application. On the basis of the foregoing embodiments and implementation manners, the present application provides a practical example as follows:

[0088] In the sectional operation control subsystem, after the sectional operation control subsystem judges the following conditions, it sends "permission to depart" to the on-vehicle operation control subsystem: the route has been locked; the speed control curve calculation is completed; the train has logged in to the ground traction subsystem;

[0089] After receiving the levitated state of the train sent by the on-vehicle operation control, the sectional operation control subsystem sends a speed control curve with V≠0 km / h to the ground traction subsystem. For the specific interaction process, see Figure 4B 。

[0090] The on-vehicle operation control subsystem obtains the train position information through the on-vehicle positioning device, and obtains the real-time speed of the train through devices such as speed sensors.

[0091] For the on-vehicle operation control subsystem, we will explain it by distinguishing the levitation process and the landing process:

[0092] During the levitation process, the on-vehicle operation control subsystem checks that the following conditions are met and sends a levitation command to the vehicle.

[0093] 1) The on-vehicle operation control subsystem receives the "permission to depart" information sent by the section;

[0094] 2) The door is closed and locked;

[0095] 3) The vehicle status is intact;

[0096] 4) No "forced stop" command is received.

[0097] After the on-vehicle operation control subsystem sends the levitation command, it checks the levitation information of the target train. After receiving the levitated state of the vehicle, the on-vehicle operation control subsystem forwards the levitated state to the sectional operation control subsystem.

[0098] During the driving process, the on-vehicle operation control continuously monitors the "levitated" information of the vehicle. If the "levitated" information is lost for more than 1 second, the on-vehicle operation control subsystem applies a forced stop.

[0099] For the landing process, when the train speed is lower than the landing speed, the current braking condition of the train is judged: if it is in the safety braking state, the eddy current brake is first closed, and then the train landing instruction is issued; otherwise, the train landing instruction is issued.

[0100] During the process of the target train being controlled to levitate, as Figure 4C shown, after the train receives the levitation instruction sent by the on-vehicle operation and control subsystem, the train levitates. Then the train sends the levitated state of the vehicle to the on-vehicle operation and control subsystem.

[0101] If the real-time speed of the train exceeds the locked speed, the train locks the levitation instruction and refuses to receive the landing instruction from the on-vehicle operation and control subsystem.

[0102] During the process of the target train being controlled to land, when the train speed is lower than the locked speed, the train unlocks the levitation instruction and receives the landing instruction from the on-vehicle operation and control subsystem. When the train receives the landing instruction issued by the on-vehicle operation and control subsystem and the real-time speed of the train is lower than the preset landing speed, the train is controlled to land.

[0103] Embodiment 5

[0104] Figure 5 The following is a schematic structural diagram of a maglev train control system provided by Embodiment 5 of the present application. As Figure 5 shown, the device 500 includes: a partition operation and control subsystem, an on-vehicle operation and control subsystem, and a ground traction subsystem; wherein,

[0105] The partition operation and control subsystem 510 is used to implement the maglev train control method described in Embodiment 1 of the present application;

[0106] The on-vehicle operation and control subsystem 520 is used to implement the maglev train control method described in Embodiment 2 of the present application;

[0107] The ground traction subsystem 530 is used to implement the maglev train control method described in Embodiment 3 of the present application.

[0108] Among them, the partition operation and control subsystem is arranged in the ground station, the on-vehicle operation and control subsystem is arranged in the target train, and the ground traction subsystem is arranged on the ground maglev route and electrically connected to the maglev track. And, the partition operation and control subsystem is respectively communicatively connected to the ground traction subsystem and the on-vehicle operation and control subsystem, and the on-vehicle operation and control subsystem is located on the target train and electrically connected to the target train.

[0109] In an alternative embodiment, the partition operation and control subsystem 510 may include:

[0110] A departure instruction sending module, configured to send an allow - departure instruction to the on - vehicle operation control subsystem in response to the target train meeting the preset traveling conditions, so that the on - vehicle operation control subsystem controls the target vehicle to levitate, and feeds back the levitated state and train positioning information of the target train to the sectional operation control subsystem;

[0111] A traction section determination module, configured to determine at least one target traction section of the maglev track according to the train positioning information and traveling conditions in response to receiving the levitated state and train positioning information;

[0112] A speed curve sending module, configured to send the traveling conditions and information of each target traction section to the ground traction subsystem, so that the ground traction subsystem controls the target train to travel.

[0113] Optionally, the traveling conditions include: the target route of the target train is locked, the speed control curve of the target train is calculated, and the target train has logged in to the ground traction subsystem; the traction section determination module may include:

[0114] A control strategy determination unit, configured to determine the control strategy for the target train to travel according to the speed control curve according to the train positioning information and traveling conditions;

[0115] A traction section determination unit, configured to divide each target traction section according to the control strategy.

[0116] The maglev train control device provided by the embodiments of the present application can execute the maglev train control method provided by any embodiment of the present application, and has the corresponding functional modules and beneficial effects for executing the method.

[0117] In another optional implementation manner, the on - vehicle operation control subsystem 520 may include:

[0118] A train information acquisition module, configured to acquire the train positioning information and real - time speed of the target train;

[0119] A train levitation control module, configured to control the target train to levitate when the target train is in a safe state and has not received a forced stop instruction in response to receiving the allow - departure instruction sent by the sectional operation control subsystem, so that the target train feeds back the levitated state;

[0120] A levitation state forwarding module, configured to forward the levitated state and train positioning information to the sectional operation control subsystem after receiving the levitated state fed back by the target train;

[0121] A train landing control module, configured to control the target train to land according to the current braking condition of the target train in response to the real - time speed being less than the preset landing speed.

[0122] Optionally, the train landing control module may include:

[0123] An emergency braking unit, which is used to control the target train to land after closing the eddy current brake if the current braking condition is active emergency stop or vehicle overspeed braking;

[0124] A station stop unit, which is used to control the target train to land directly if the current braking condition is station stop.

[0125] Optionally, the on-vehicle operation control subsystem 520 may further include:

[0126] A landing protection module, which is used to reject the landing instruction of the on-vehicle operation control subsystem for the target train in response to the real-time speed being greater than the locking speed of the target train.

[0127] Optionally, the on-vehicle operation control subsystem 520 may further include:

[0128] A suspension protection module, which is used to control the target train to take active emergency stop measures in response to the loss of the suspended state exceeding a preset duration.

[0129] In yet another alternative embodiment, the ground traction subsystem 530 may include:

[0130] An information receiving module, which is used to receive the speed control curve and the information of each target traction section sent by the section operation control subsystem;

[0131] A traction control module, which is used to control the maglev tracks corresponding to each target traction section to work according to the speed control curve, so that the target train runs on the maglev tracks.

[0132] The technical solution of the embodiment of the present application provides a maglev train control system with a traction subsystem arranged at a ground station or beside a track, which integrates various data and information of the ground track and traction, realizes real-time monitoring of the vehicle suspension state, and finally realizes the closed-loop control of the train's safe suspension, driving, braking and landing, providing a practical solution for the safety and stability of high-speed maglev trains.

[0133] Embodiment Six

[0134] Figure 6FIG. 0 shows a schematic structural diagram of an electronic device 10 that can be used to implement an embodiment of the present application. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present application described herein and / or claimed.

[0135] As Figure 6 shown, the electronic device 10 includes at least one processor 11, and a memory communicatively connected to the at least one processor 11, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc. The memory stores a computer program executable by the at least one processor. The processor 11 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or the computer program loaded from the storage unit 18 into the random access memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the electronic device 10 can also be stored. The processor 11, the ROM 12, and the RAM 13 are connected to each other through a bus 14. The input / output (I / O) interface 15 is also connected to the bus 14.

[0136] Multiple components in the electronic device 10 are connected to the I / O interface 15, including: an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a magnetic disk, an optical disc, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0137] The processor 11 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as the maglev train control method.

[0138] In some embodiments, the maglev train control method may be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed onto the electronic device 10 via the ROM 12 and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the maglev train control method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to execute the maglev train control method by any other suitable means (e.g., by means of firmware).

[0139] The various embodiments of the systems and techniques described above in this document can be implemented in digital electronic circuitry, integrated circuit systems, field programmable gate arrays (FPGA), application specific integrated circuits (ASIC), application specific standard products (ASSP), systems on a chip (SOC), complex programmable logic devices (CPLD), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include: implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special-purpose or general-purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit the data and instructions to the storage system, the at least one input device, and the at least one output device.

[0140] The computer programs for implementing the methods of the present application can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when the computer programs are executed by the processor, the functions / operations specified in the flowchart and / or block diagram are implemented. The computer programs can be executed entirely on the machine, partially on the machine, as a stand-alone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0141] In the context of this application, a computer-readable storage medium can be a tangible medium that can contain or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer-readable storage medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, the computer-readable storage medium can be a machine-readable signal medium. More specific examples of the machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0142] To provide for interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which the user can provide input to the electronic device. Other kinds of devices can also be used to provide for interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic, speech, or tactile input).

[0143] The systems and techniques described herein can be implemented in a computing system that includes backend components (such as, for example, a data server), or a computing system that includes middleware components (such as, for example, an application server), or a computing system that includes frontend components (such as, for example, a user computer having a graphical user interface or a web browser through which the user can interact with an implementation of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system can be interconnected by any form or medium of digital data communication (such as, for example, a communication network). Examples of communication networks include: local area network (LAN), wide area network (WAN), blockchain network, and the Internet.

[0144] A computing system may include a client and a server. The client and the server are generally far from each other and usually interact via a communication network. The relationship between the client and the server is created by computer programs running on respective computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or a cloud host, which is a host product in the cloud computing service system, solving the defects of difficult management and weak business scalability existing in traditional physical hosts and VPS services.

[0145] The embodiments of the present application also disclose a computer program product, which includes a computer program that, when executed by a processor, implements the maglev train control method provided in any embodiment of the present application. This program product and the maglev train control methods disclosed in the embodiments of the present application belong to the same inventive concept, so details are not repeated here.

[0146] It should be understood that various forms of the processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in the present application can be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present application can be achieved, and no limitations are imposed herein.

[0147] The above specific embodiments do not constitute a limitation on the protection scope of the present application. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present application shall be included within the protection scope of the present application.

Claims

1. A maglev train control method, characterized in that, Applied to the sectional operation control subsystem, which is set in the ground station, the method includes: In response to the target train meeting the preset traveling conditions, send an allow-departure instruction to the on-vehicle operation control subsystem, so that the on-vehicle operation control subsystem controls the target vehicle to levitate, and feedback the levitated state and train positioning information of the target train to the sectional operation control subsystem; In response to receiving the levitated state and the train positioning information, determine at least one target traction section of the maglev track according to the train positioning information and the traveling conditions; Send the traveling conditions and the information of each target traction section to the ground traction subsystem, so that the ground traction subsystem controls the target train to travel.

2. The method according to claim 1, wherein The traveling conditions include: the target route of the target train is locked, the speed control curve of the target train is calculated, and the target train has logged in to the ground traction subsystem; The determining at least one target traction section of the maglev track according to the train positioning information and the traveling conditions includes: Determine the control strategy for the target train to travel according to the speed control curve according to the train positioning information; Divide each of the target traction sections according to the control strategy.

3. A maglev train control method, characterized in that, Applied to the on-vehicle operation control subsystem, which is set in the target train, the method includes: Obtain the train positioning information and real-time speed of the target train; When receiving the allow-departure instruction sent by the sectional operation control subsystem, and the target train is in a safe state and has not received a forced stop instruction, control the target train to levitate, so that the target train feedbacks the levitated state; After receiving the levitated state feedback by the target train, forward the levitated state and the train positioning information to the sectional operation control subsystem; In response to the real-time speed being less than the preset landing speed, control the target train to land according to the current braking condition of the target train.

4. The method according to claim 3, wherein, The controlling the target train to land according to the current braking condition of the target train includes: If the current braking condition is active emergency stop or vehicle overspeed braking, control the target train to turn off the eddy current brake and then land; If the current braking condition is arrival stop, control the target train to land directly.

5. The method according to claim 3, wherein The method further includes: In response to the real-time speed being greater than the locked speed of the target train, the target train rejects the landing instruction of the on-vehicle operation control subsystem.

6. The method according to claim 3, wherein The method further includes: In response to the loss of the levitated state exceeding the preset duration, control the target train to take measures for active emergency stop.

7. A maglev train control method, characterized in that, Applied to the ground traction subsystem, which is electrically connected to the maglev track on the ground maglev route, the method includes: Receive the speed control curve and the information of each target traction section sent by the sectional operation control subsystem; According to the speed control curve, control the maglev tracks corresponding to each target traction section to work, so that the target train travels on the maglev track.

8. A maglev train control system, characterized in that, The system includes: a sectional operation control subsystem, an on-vehicle operation control subsystem, and a ground traction subsystem; Among them, the partitioned operation and control subsystem is used to implement the maglev train control method described in any one of claims 1-2; The on-vehicle operation and control subsystem is used to implement the maglev train control method described in any one of claims 3-6; The ground traction subsystem is used to implement the maglev train control method described in claim 7.

9. An electronic device, characterized in that, The electronic device includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein, the memory stores a computer program executable by the at least one processor, and when the computer program is executed by the at least one processor, the at least one processor is enabled to execute the maglev train control method described in any one of claims 1-2, or execute the maglev train control method described in any one of claims 3-6, or execute the maglev train control method described in claim 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing a processor to implement the maglev train control method described in any one of claims 1-2 when executed, or implement the maglev train control method described in any one of claims 3-6, or implement the maglev train control method described in claim 7.

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