Train levitation enabling control method, train monitoring method, device, equipment, medium and product

Abstract

Embodiments of the present application provide a train suspension enabling control method, a train monitoring method, a device, equipment, a medium and a product, relating to the field of rail transit. By constructing a multi-dimensional state cooperative judgment mechanism, the problem of incomplete suspension enabling state judgment logic in the prior art is solved. First, it is ensured that the system communication link is normal, then key parameters such as the driver's room activation state, the brake system state, the load compliance, the power stability and the suspension module running state are obtained, and multi-condition joint judgment is performed through a preset rule. When all conditions are met, it is determined that the suspension is enabled, thereby avoiding the risk of suspension control failure caused by single condition misjudgment. This full-element interlocking verification method improves the adaptability of the system to complex working conditions, prevents misauthorization of suspension operation under abnormal conditions, reduces unnecessary suspension lock under normal working conditions, and enhances the reliability of suspension control and the safety of train operation.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to train levitation enabling control methods, train monitoring methods, devices, equipment, media and products. Background Technology

[0002] The levitation enable state indicates whether the train's levitation function is activated. During the operation of a maglev train, the levitation system needs to adjust its control strategy according to the vehicle's condition and environmental conditions to ensure stable levitation and smooth operation. Because the levitation process involves complex dynamic characteristics and multi-system coordination, determining the levitation system's enable state becomes fundamental to ensuring the safe and reliable operation of the train.

[0003] In existing technologies, preset system state parameters are used as a judgment benchmark. When the benchmark is detected to meet the set requirements, the levitation function is determined to be activated. This judgment process is based on direct logical association. As long as the target state parameters meet the predetermined standards, the management module will output an enable command, causing the levitation system to enter the working state.

[0004] However, existing technologies suffer from incomplete logic for determining train levitation enable status. The levitation enable determination logic used in existing technologies fails to adequately consider the complex operating conditions of trains, leading to the system incorrectly enabling levitation under certain abnormal conditions or mistakenly triggering levitation blocking under normal operating conditions, thereby affecting the reliability of levitation control and the safety of train operation. Summary of the Invention

[0005] This application provides a train levitation enabling control method, a train monitoring method, a device, equipment, a medium, and a product to address the problem that the train levitation enabling state determination logic in the prior art is not comprehensive enough.

[0006] In a first aspect, embodiments of this application provide a train levitation enabling control method, applied to the management module of a train levitation enabling control system. The train levitation enabling control system further includes a levitation module and multiple sub-modules. The method includes:

[0007] Obtain the communication status between the management module and the floating module and multiple sub-modules;

[0008] In response to multiple communication states indicating normal communication, acquire driver's cab data, multiple load data, multiple power data, and multiple communication data;

[0009] The driver's cab data, multiple load data, multiple power data, and multiple communication data are compared with multiple preset state judgment rules to determine the status, resulting in the train occupancy status, braking status, load status, power status, and suspension module status. Among them, the train occupancy status includes train occupancy valid, the braking status includes non-emergency braking status, the load status includes load valid, the power status includes power normal, and the suspension module status includes suspension module normal. Train occupancy valid is used to indicate that the driver's cab is activated, and load valid is used to indicate that the train load meets the preset load standard.

[0010] In response to the train occupancy status being valid, the braking status being non-emergency braking, the load status being valid, the power supply status being normal, and the suspension module status being normal, the suspension enabling status is determined to be valid; whereby valid enabling is used to indicate that the train meets the conditions for suspension operation.

[0011] Secondly, embodiments of this application provide a train monitoring method, the method comprising:

[0012] In response to multiple communication states being normal, the levitation mode switch state is obtained; wherein, the multiple communication states refer to the multiple communication states in the train levitation enable control method described in the first aspect, and the levitation mode switch state includes network control and hard-wired control;

[0013] In response to the levitation mode switch state being network control and the levitation enable state being enabled, the isolation switch state is obtained; wherein, the levitation enable state refers to the levitation enable state in the train levitation enable control method described in the first aspect, and the isolation switch state includes the isolation switch being open, the isolation switch being open being used to indicate that the management module is in an electrically isolated state;

[0014] In response to the isolating switch being open, the landing button status is obtained; wherein, the landing button status includes the landing button being pressed and the landing button not being pressed;

[0015] In response to the landing button being in a state of not being pressed, the buoyancy button state is obtained; wherein, the buoyancy button state includes the buoyancy button being pressed and the buoyancy button being not pressed;

[0016] In response to the buoyancy button being pressed, multiple buoyancy control commands are generated, and according to a preset time interval and buoyancy sequence, the multiple buoyancy control commands are sent to multiple levitation control modules; wherein, the levitation module includes the multiple levitation control modules;

[0017] The train occupancy status, braking status, and train speed are obtained; wherein, the train occupancy status and the braking status refer to the train occupancy status and braking status in the train levitation enable control method described in the first aspect.

[0018] In response to the train occupancy status being valid, the braking status being non-emergency braking, the train running speed being a preset first speed threshold, and the landing button status being the landing button being pressed, multiple landing control commands are generated and sent to the multiple levitation control modules according to the time interval and a preset landing sequence; wherein, the multiple landing control commands are used to instruct the multiple levitation control modules to land, so as to make the train land.

[0019] Thirdly, embodiments of this application provide a train levitation enabling control device, applied to the management module of a train levitation enabling control system. The train levitation enabling control system further includes a levitation module and multiple sub-modules. The device includes:

[0020] The first acquisition module is used to acquire the communication status between the management module and the floating module and multiple sub-modules respectively;

[0021] The second acquisition module is used to acquire driver's cab data, multiple load data, multiple power data and multiple communication data in response to multiple communication states being normal.

[0022] The first state determination module is used to determine the state by comparing the driver's cab data, multiple load data, multiple power data, and multiple communication data with multiple preset state judgment rules, and obtain the train occupancy state, braking state, load state, power state, and suspension module state. Among them, the train occupancy state includes train occupancy valid, the braking state includes non-emergency braking state, the load state includes load valid, the power state includes power normal, and the suspension module state includes suspension module normal. Train occupancy valid is used to indicate that the driver's cab is activated, and load valid is used to indicate that the train load meets the preset load standard.

[0023] The second state determination module is used to determine the levitation enable state as enabled in response to the following conditions: train occupancy status is valid, braking status is non-emergency braking status, load status is valid, power supply status is normal, and levitation module status is normal. The enabled state indicates that the train meets the levitation operation conditions.

[0024] Fourthly, embodiments of this application provide a train monitoring device, the device comprising:

[0025] The third acquisition module is used to acquire the levitation mode switch status in response to multiple communication states being normal; wherein, the multiple communication states refer to the multiple communication states in the train levitation enabling control device described in the third aspect, and the levitation mode switch status includes network control and hard-wired control.

[0026] The fourth acquisition module is used to acquire the isolation switch status in response to the suspension mode switch state being network control and the suspension enable state being enabled; wherein, the suspension enable state refers to the suspension enable state in the train suspension enable control device described in the third aspect, and the isolation switch status includes the isolation switch being open, the isolation switch being open being used to indicate that the management module is in an electrical isolation state;

[0027] The fifth acquisition module is used to acquire the landing button status in response to the disconnection switch being open; wherein, the landing button status includes the landing button being pressed and the landing button not being pressed;

[0028] The sixth acquisition module is used to acquire the buoyancy button status in response to the landing button status being that the landing button is not pressed; wherein, the buoyancy button status includes the buoyancy button being pressed and the buoyancy button not being pressed;

[0029] The first instruction generation module is used to generate multiple buoyancy control instructions in response to the buoyancy button being pressed, and to send the multiple buoyancy control instructions to multiple levitation control modules according to a preset time interval and buoyancy sequence; wherein, the levitation module includes the multiple levitation control modules;

[0030] The seventh acquisition module is used to acquire the train occupancy status, braking status, and train running speed; wherein, the train occupancy status and the braking status refer to the train occupancy status and braking status in the train levitation enabling control device described in the third aspect.

[0031] The second instruction generation module is used to generate multiple landing control instructions in response to the following conditions: the train occupancy status is valid, the braking status is non-emergency braking, the train running speed is a preset first speed threshold, and the landing button status is that the landing button is pressed. The module then sends these multiple landing control instructions to the multiple levitation control modules according to the time interval and a preset landing sequence. The multiple landing control instructions instruct the multiple levitation control modules to land, thereby causing the train to land.

[0032] Fifthly, this application provides an electronic device, including: a processor, and a memory communicatively connected to the processor;

[0033] The memory stores the instructions that the computer executes;

[0034] When the processor executes computer execution instructions stored in memory, it is used to implement the train levitation enable control method as described in any of the first aspects, or to implement the train monitoring method as described in any of the second aspects.

[0035] In a sixth aspect, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the train levitation enable control method as described in any of the first aspects, or to implement the train monitoring method as described in any of the second aspects.

[0036] In a seventh aspect, this application provides a computer program product, including a computer program, which, when executed by a processor, is used to implement the train levitation enabling control method as described in any of the first aspects, or to implement the train monitoring method as described in any of the second aspects.

[0037] The train levitation enabling control method, train monitoring method, device, equipment, medium, and product provided in this application first ensure the normal operation of the system communication link. Then, key parameters such as the driver's cab activation status, braking system status, load compliance, power supply stability, and levitation module operating status are acquired. Multiple conditions are jointly judged using preset rules. Levitation enabling is only determined to be effective when all conditions are met, thus avoiding the risk of levitation control failure due to misjudgment of a single condition. This full-element interlocking verification method improves the system's adaptability to complex operating conditions, preventing misauthorization of levitation operation under abnormal conditions and reducing unnecessary levitation blocking under normal operating conditions, thereby enhancing the reliability of levitation control and the safety of train operation. Attached Figure Description

[0038] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0039] Figure 1 This is a schematic diagram illustrating an application scenario of the train levitation enabling control method provided in this application embodiment;

[0040] Figure 2 A flowchart illustrating the train levitation enabling control method provided in this application embodiment. Figure 1 ;

[0041] Figure 3 This is a schematic diagram of the train levitation enable state determination architecture provided in an embodiment of this application;

[0042] Figure 4 Flowchart of the train monitoring method provided in the embodiments of this application Figure 1 ;

[0043] Figure 5This is a schematic diagram of the train suspension control architecture provided in an embodiment of this application;

[0044] Figure 6 Flowchart of the train monitoring method provided in the embodiments of this application Figure 2 ;

[0045] Figure 7 This is a schematic diagram of the train landing control architecture provided in an embodiment of this application;

[0046] Figure 8 Flowchart of the train monitoring method provided in the embodiments of this application Figure 3 ;

[0047] Figure 9 This is a schematic diagram of the protection control architecture for train levitation failure provided in an embodiment of this application;

[0048] Figure 10 Flowchart of the train monitoring method provided in the embodiments of this application Figure 4 ;

[0049] Figure 11 This is a schematic diagram of the train fault classification and speed limiting control architecture provided in the embodiments of this application;

[0050] Figure 12 A timing diagram of the train levitation enabling control system provided in an embodiment of this application;

[0051] Figure 13 This is a schematic diagram of the structure of the train levitation enabling control device provided in the embodiments of this application;

[0052] Figure 14 This is a schematic diagram of the structure of the train monitoring device provided in the embodiments of this application;

[0053] Figure 15 This is a schematic diagram of the hardware structure of the electronic device provided in the embodiments of this application.

[0054] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0055] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0056] In the embodiments of this application, the terms "first" and "second" are used to distinguish identical or similar items with substantially the same function and effect. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and that "first" and "second" do not necessarily imply difference. It should be noted that in the embodiments of this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design scheme described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or design schemes. Specifically, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner. In the embodiments of this application, "at least one" refers to one or more, and "more than one" refers to two or more.

[0057] It should be noted that the phrase "at...time" in the embodiments of this application can refer to the instant at which a certain situation occurs, or to a period of time after the occurrence of a certain situation; the embodiments of this application do not specifically limit this. Furthermore, the train levitation enabling control method, train monitoring method, device, equipment, medium, and product provided in the embodiments of this application are merely examples, and the train levitation enabling control method, train monitoring method, device, equipment, medium, and product may also include more or fewer elements.

[0058] Figure 1 This is a schematic diagram illustrating an application scenario of the train levitation enabling control method provided in this application embodiment. For example... Figure 1 As shown, this application scenario includes a management module 101, a suspension module 102, and multiple sub-modules 103. The management module 101 acquires the communication status with the suspension module 102 and the multiple sub-modules 103. When multiple communication statuses indicate normal communication, the management module 101 acquires driver's cab data, multiple load data, multiple power data, and multiple communication data. The management module 101 uses these data and multiple status judgment rules to determine the status of train occupancy, braking, load, power, and suspension module. When the train occupancy status is "train occupancy valid," the braking status is "non-emergency braking," the load status is "load valid," the power status is "power normal," and the suspension module status is "suspension module normal," the management module 101 determines the suspension enabling status as "enabled valid."

[0059] The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0060] Figure 2 A flowchart illustrating the train levitation enabling control method provided in this application embodiment. Figure 1 .like Figure 2As shown, the method includes:

[0061] S201. Obtain the communication status between the management module and the floating module and multiple sub-modules respectively.

[0062] Specifically, the communication status with the levitation module and its sub-modules can be monitored by periodically sending heartbeat signals. If no response is received within a specified time, a communication anomaly is determined. This step ensures the reliability of levitation control commands, prevents misjudgments of levitation enable due to communication failures, and provides a stable communication foundation for subsequent status determination.

[0063] S202, in response to multiple communication states being normal, acquire driver's cab data, multiple load data, multiple power data, and multiple communication data.

[0064] Specifically, after confirming that all communication links are normal, data request commands can be sent sequentially to each submodule to obtain the driver's cab occupancy status, load, power parameters, and communication status. This step provides a reliable basis for subsequently determining the train's levitation enable status.

[0065] S203. The driver's cab data, multiple load data, multiple power data, and multiple communication data are respectively compared with multiple preset state judgment rules to determine the state, resulting in the train occupancy state, braking state, load state, power state, and suspension module state. Among them, the train occupancy state includes train occupancy valid, the braking state includes non-emergency braking state, the load state includes load valid, the power state includes power normal, and the suspension module state includes suspension module normal. Train occupancy valid is used to indicate that the driver's cab is activated, and load valid is used to indicate that the train load meets the preset load standard.

[0066] Specifically, the acquired driver's cab occupancy signal, load information, power supply status, and communication status data can be compared and verified with logical conditions to determine whether the train is in an occupied state, whether the braking system has released the emergency brake, whether the load is within the standard operating range, whether the power supply is working stably, and whether the suspension module is functioning properly. This step is used to comprehensively diagnose the operating conditions of each sub-module of the train, ensuring the accuracy of suspension control.

[0067] S204. In response to the train occupancy status being valid, the braking status being non-emergency braking status, the load status being valid, the power supply status being normal, and the suspension module status being normal, the suspension enabling status is determined to be valid; whereby valid enabling is used to indicate that the train meets the suspension operation conditions.

[0068] Specifically, the system can be deemed ready for levitation operation only after confirming that the driver's cab is activated, the braking system has not triggered the emergency braking mode, the load meets operational requirements, the power supply is stable, and the levitation module is functioning properly. This allows the system to enter an enabled state. This step ensures that the levitation function is only activated when all modules meet safe operating standards, preventing accidental activation of the system under abnormal conditions.

[0069] The management module can be a Train Control and Management System (TCMS), and multiple sub-modules can include braking systems and auxiliary systems. For example... Figure 3 As shown, Figure 3 This is a schematic diagram of the train levitation enable state determination architecture provided in this application embodiment. The TCMS first communicates with the Input / Output (IO) module, braking module, auxiliary module, and levitation module. When the communication life signal between the TCMS and each module changes within 2 seconds, it is considered that the communication between the TCMS and each module is normal. Subsequently, it acquires driver's cab data, multiple load data, multiple power data, and multiple communication data. When the driver's cab is occupied, the train traction status is acquired; when the train is not in an emergency traction state, the train braking status is acquired; when the train is not in an emergency braking state, the train occupancy is valid. When the load data is greater than or equal to 0.85AW0 and less than or equal to 1.25AW3, the train load is valid; when the load data is not within this range, the TCMS outputs a train load invalid fault signal. AW (Adults Weight)0 refers to the weight of the train when unloaded, and AW3 refers to the maximum permissible load of the train. The TCMS acquires the power network signal and determines if the network signal is greater than 300V. If it is, the power supply is normal. When the power supply voltage is less than 300V, it acquires the power supply hardware signal and determines if the hardware signal is high. When the hardware signal is high, the power supply is normal. When the hardware signal is low and the unlock button is pressed, the power supply is normal. If the unlock button is not pressed, the TCMS displays and records a power supply fault. The TCMS outputs a power supply fault signal when the power supply voltage is less than 300V or the hardware signal is low. The levitation module status is determined through multiple communication data. When multiple sensors are functioning normally, the levitation module is considered to be working normally. When multiple sensors are functioning abnormally, the levitation module is considered to be malfunctioning, and the TCMS displays and records a levitation module fault. The levitation enable state is determined to be effective when the following conditions are simultaneously met: train occupancy is valid, the train is in a non-emergency braking state, the train load is valid, the power supply status is normal, and the levitation module is functioning normally.

[0070] The train levitation enabling control method provided in this application first ensures the normal operation of the system communication link. Then, it acquires key parameters such as the driver's cab activation status, braking system status, load compliance, power supply stability, and levitation module operating status. Multiple conditions are then jointly assessed using preset rules. Levitation is only deemed effective when all conditions are met, thus avoiding the risk of levitation control failure due to misjudgment of a single condition. This full-element interlocking verification method improves the system's adaptability to complex operating conditions, preventing misauthorization of levitation operation under abnormal conditions and reducing unnecessary levitation blocking under normal operating conditions, thereby enhancing the reliability of levitation control and the safety of train operation.

[0071] In one possible design, multiple state judgment rules include train occupancy rules, load state judgment rules, power supply state judgment rules, and suspension module state judgment rules. S203: The driver's cab data, multiple load data, multiple power supply data, and multiple communication data are respectively compared with the preset multiple state judgment rules to determine the state, obtaining the train occupancy state, braking state, load state, power supply state, and suspension module state, including:

[0072] S2031. Based on the data in the driver's cab and the train occupancy rules, the status is determined to obtain the train occupancy status and braking status.

[0073] Specifically, by analyzing the control signals from the driver's cab and feedback information from the braking module, combined with preset occupancy validity conditions and braking status judgment criteria, it can be verified whether the driver's cab is occupied and whether it is in non-emergency braking mode. This step is used to identify the train's control authority status and braking status, ensuring that the subsequent levitation enable judgment process is only allowed if valid operation authorization is obtained and emergency braking is not triggered.

[0074] S2032. Determine the load state based on multiple load data and load state judgment rules to obtain the load state.

[0075] Specifically, by acquiring weight distribution information from various parts of the carriage and combining it with preset load safety thresholds, it can be determined whether the train's current load meets the levitation operation standards. This step is used to monitor the train's load in real time, ensuring that the vehicle load is within the system's design limits.

[0076] S2033. Determine the power status based on multiple power data and power status judgment rules to obtain the power status.

[0077] Specifically, parameters such as voltage, current, and power distribution stability of the power supply system can be monitored, and the train's power supply can be compared with power operation standards to determine whether it is in normal working condition. This step is used to ensure that the levitation system receives a continuous and stable power supply, prevent levitation function failure due to power abnormalities, and provide reliable energy security for the safe operation of the train.

[0078] S2034. Determine the status of the floating module based on multiple communication data and the floating module status judgment rules to obtain the floating module status.

[0079] Specifically, the status of the levitation module can be determined by assessing the timeliness and signal integrity of the data interaction response between the levitation module and the management module. This step ensures stable data transmission between the levitation module and the management module, preventing control commands from failing due to communication anomalies and providing accurate operational status feedback for the levitation function.

[0080] The technical effect of this solution in this embodiment is that by setting specific judgment rules for driver's cab data, load data, power data, and communication data, accurate evaluation of train occupancy status, braking status, load status, power status, and suspension module status can be achieved, ensuring that the determination of the status of each sub-module is based on its specific rules, thereby improving the accuracy of suspension enable status judgment.

[0081] In one possible design, S2031, based on driver's cab data and train occupancy rules, the status is determined to obtain the train occupancy status and braking status, including:

[0082] S20311. Determine the status based on the driver's cab data and train occupancy rules to obtain the train occupancy status.

[0083] Specifically, this step verifies the activation signal, authentication status, and operating permission information of the driver's cab control console, comparing it with the train occupancy validity conditions to determine whether the driver's cab has been correctly activated by authorized personnel. This step confirms that the train is in a controlled operating state, preventing the levitation function from being activated without authorization or under abnormal occupancy.

[0084] S20312. In response to the train occupancy status being valid, obtain the train traction status; wherein, the train traction status includes normal traction, which is used to indicate that the train is in normal traction status.

[0085] Specifically, after confirming that the driver's cab is effectively occupied, the control signals and operating parameters of the traction module can be obtained to analyze whether the train is currently in normal traction mode. This step is used to confirm the operating condition of the train's power system based on verified operating permissions, ensuring that the levitation function is only activated under normal traction conditions.

[0086] S20313. In response to the train's traction status being normal traction, the braking status is acquired.

[0087] Specifically, after confirming that the train is in normal traction mode, the pressure signal, valve position feedback, and control commands of the braking system can be monitored to determine whether the train is in a non-emergency braking state. This step ensures that the levitation function is activated only when the braking module has not triggered an emergency mode, under normal operating conditions of the traction module.

[0088] The technical effect of this solution in this embodiment is that it introduces an intermediate judgment link for the train traction status. After confirming that the driver's cab is effectively occupied, it further verifies whether the train is in a normal traction state, and then obtains the braking status accordingly. This effectively avoids logical conflicts that may occur if the braking status is directly detected when the driver's cab is not activated or in a non-traction condition.

[0089] In one possible design, S2032, the load state is determined based on multiple load data and load state judgment rules to obtain the load state, including:

[0090] S20321. In response to multiple load data being greater than or equal to a preset first load threshold, and multiple load data being less than or equal to a preset second load threshold, the load state is determined to be valid; wherein, the first load threshold is less than the second load threshold.

[0091] Specifically, when the detected load is within the system's set allowable range, the train load is determined to meet operating standards, and the load status is confirmed as valid. This step ensures that the train load is neither too light, leading to suspension control instability, nor too heavy, exceeding the train's load-bearing capacity, thus guaranteeing that the suspension function always operates within a suitable load range.

[0092] S20322. In response to multiple load data being less than the first load threshold, or multiple load data being greater than the second load threshold, the load state is determined to be invalid.

[0093] Specifically, if the overall load of the train is detected to be below the minimum operating standard or exceeding the maximum load limit, the current load status can be determined to be invalid. This step is used to prevent the train from erroneously activating the levitation function under abnormal operating conditions such as no-load or overload, thereby ensuring the reliability of levitation control and the safety of train operation.

[0094] The technical effect of this solution in this embodiment is that by setting a dual threshold interval judgment mechanism to judge the load data, the load data is only judged as an effective load when it is within the preset reasonable load range. This avoids insufficient suspension stability caused by excessively light load and prevents safety hazards caused by overload operation, ensuring that the train suspension enabling decision is based on a safe load.

[0095] In one possible design, the power supply includes a DC power supply and an emergency power supply. S2033: Based on multiple power supply data and power supply status judgment rules, the power supply status is determined, including:

[0096] S20331. Obtain the network signal of the DC power supply; wherein, the network signal of the DC power supply is used to represent the voltage of the DC power supply.

[0097] Specifically, the TCMS can receive real-time voltage data from the DC power supply via a communication connection with a voltage sensor installed on the DC power supply. This step provides a basis for determining whether the DC power supply is within a preset normal voltage range. It is a fundamental step in determining whether the power supply is functioning correctly. By acquiring this signal, we can gain an initial understanding of the DC power supply's voltage status, providing initial information for further analysis using hardware signals to determine whether the power supply is functioning properly.

[0098] S20332. In response to the network signal of the DC power supply being within the preset voltage range, the power supply status is determined to be normal.

[0099] Specifically, a preset voltage range judgment logic can be used to compare the voltage reflected by the acquired DC power network signal with this range. If the voltage corresponding to the signal is within this range, the status determination mechanism is triggered, and the power supply status is determined to be normal. This step is used to quickly confirm that the working status of the DC power network signal meets the requirements when it is valid, providing a direct basis for judging the overall power supply status and ensuring accurate identification when the power supply voltage is normal. This provides reliable power supply status information for determining the train's levitation enable status.

[0100] S20333: In response to the network signal of the DC power supply being outside the voltage range, acquire the hardware signal of the DC power supply; wherein, the hardware signal of the DC power supply includes a first level and a second level, and the first level is greater than the second level.

[0101] Specifically, when the network signal of the DC power supply is detected to exceed the preset voltage range, the hardware signal of the DC power supply can be retrieved or received through the hardware interface to obtain the hardware-level status information of the power supply. This step is used to further determine the actual operating status of the DC power supply when the network signal is abnormal, providing supplementary information for subsequent determination of whether the power supply is normal, avoiding misjudging the power supply status based solely on the network signal, and enhancing the comprehensiveness and accuracy of the power supply status judgment.

[0102] S20334: In response to the first level of the hardware signal of the DC power supply, the power supply status is determined to be normal.

[0103] Specifically, after acquiring the hardware signal from the DC power supply, the signal can be detected using preset level recognition logic. If the detected hardware signal corresponds to the first level, the power supply status is determined to be normal according to preset judgment rules. This step is used to further confirm that the power supply is still in normal working condition by using the first level of the hardware signal when the DC power supply network signal is abnormal. This avoids misjudging the power supply failure due to network signal abnormalities, providing a reliable hardware-level supplement to the power supply status judgment and ensuring the accuracy of the power supply status judgment.

[0104] S20335, in response to the hardware signal of the DC power supply being at the second level, obtain the unlock button status; wherein, the unlock button status includes unlock button valid, which is used to indicate that the emergency power supply is in normal working condition.

[0105] Specifically, the physical contact status of the unlock button can be acquired through the digital input interface. This step is used to further acquire the unlock button status related to the emergency power supply when the DC power supply hardware signal is abnormal, so as to determine whether the emergency power supply can work normally, providing a new basis for subsequent determination of the power supply status, avoiding direct determination of power supply status abnormality due to a single signal abnormality, and enhancing the comprehensiveness and flexibility of power supply status judgment.

[0106] S20336. In response to the unlock button being active, the power status is determined to be normal.

[0107] Specifically, after confirming that the unlock button is in a valid triggered state, the power status can be updated to normal operating mode. This step ensures that if the unlock button is in a valid state when the levitation power supply fails, the system can still maintain operation through emergency power, thereby ensuring that the train can continue to operate after manual confirmation in the event of a power failure.

[0108] The technical effect of this solution in this embodiment is that by performing layered judgment on the network signal and hardware signal of the DC power supply, and combining it with the unlock button status, it is possible to comprehensively and flexibly determine whether the power supply status is normal. It takes into account both the DC power supply within the normal voltage range and the hardware signal performance when it exceeds the normal range. It also incorporates the judgment of the emergency power supply working status, thereby improving the accuracy and reliability of the power supply status judgment. This ensures that the power supply can be correctly identified as being in a normal state under various power supply working scenarios, providing a stable power supply status basis for the accurate determination of the train levitation enable state.

[0109] In one possible design, S2034, the state is determined based on multiple communication data and the floating module state judgment rules to obtain the floating module state, including:

[0110] S20341. Input multiple communication data into a preset fault detection model to obtain sensor detection results; wherein, the sensor detection results are used to represent the fault status of multiple preset sensors, and the sensor detection results include sensors being normal.

[0111] Specifically, the acquired communication data can be input into a pre-trained intelligent diagnostic model, and the working status of the sensors can be identified by analyzing the data characteristics. This step is used to build an intelligent diagnostic mechanism that integrates multi-source data. Through model-based evaluation of sensor communication data, it enables accurate identification of faults in key train components, providing a reliable basis for subsequent determination of the suspension module's status.

[0112] S20342. In response to the sensor detection result indicating that the sensor is normal, the status of the suspension module is determined to be normal.

[0113] Specifically, once it is confirmed that all key sensors are functioning normally, the overall operating status of the levitation module can be determined to be normal. This step is used to verify the health status of the sensors, ensuring the accuracy and reliability of monitoring data from all aspects of the levitation control system, and preventing misjudgments caused by sensor malfunctions from affecting the safe activation of the levitation function.

[0114] The technical effect of this solution in this embodiment is that by introducing a fault detection model to analyze the sensor communication data, the overall operation of the suspension module is confirmed to be normal only when all sensors are determined to be normal. This mechanism improves the fault identification accuracy of the suspension module status judgment, avoids potential faults that may be missed by traditional single signal detection, and ensures that the suspension enable decision is based on the reliable operation of all key sensors.

[0115] Figure 4 Flowchart of the train monitoring method provided in the embodiments of this application Figure 1 The train monitoring method provided in this embodiment includes the following steps:

[0116] S401. In response to multiple communication states being normal, obtain the levitation mode switch state; where multiple communication states refer to multiple communication states in the train levitation enable control method, and the levitation mode switch state includes network control and hard-wired control.

[0117] Specifically, the mode selection signal of the floating control panel can be detected to determine whether network control or hardwired control is currently being used. This step is used to determine the transmission path and control logic of subsequent floating commands, ensuring that the system can adopt the appropriate security verification process according to different control modes.

[0118] S402. In response to the levitation mode switch state being network control and the levitation enable state being enabled, the disconnect switch state is obtained; whereby the levitation enable state refers to the levitation enable state in the train levitation enable control method, and the disconnect switch state includes disconnecting the disconnect switch, which indicates that the management module is in an electrically isolated state.

[0119] Specifically, when the system meets the levitation conditions in network control mode, the first step is to check whether the isolating switch is in the open position. This step ensures that subsequent levitation operations are only permitted when the isolating switch is open, thus allowing the network control channel to be completely severed by closing the isolating switch in the event of a system malfunction.

[0120] S403. In response to the disconnect switch being open, obtain the landing button status; wherein, the landing button status includes the landing button being pressed and the landing button not being pressed.

[0121] Specifically, after confirming that the isolating switch is in the open state, the trigger status of the landing button can be checked. This step is used to prevent the train from accidentally operating the landing function during the levitation preparation phase, ensuring that the system will only continue to execute the subsequent levitation process when the landing button is not pressed, thus avoiding the safety hazard of an accidental landing during levitation.

[0122] S404. In response to the landing button being not pressed, obtain the buoyancy button status; wherein, the buoyancy button status includes the buoyancy button being pressed and the buoyancy button not being pressed.

[0123] Specifically, if the landing button is not triggered, the system can automatically detect the trigger status of the levitation button. This step ensures that the levitation initiation command must be triggered by a clear levitation button operation, preventing the system from entering a levitation state without a clear levitation command, thus ensuring the initiative and controllability of the levitation operation.

[0124] S405. In response to the state of the float button being pressed, generate multiple float control commands and send the multiple float control commands to multiple levitation control modules according to the preset time interval and float sequence; wherein, the levitation module includes multiple levitation control modules.

[0125] Specifically, after detecting that the levitation button has been pressed, the system sends control signals to each levitation unit according to a predetermined sequence. This step is mainly used to achieve a gradual and stable start-up of the train's levitation process, avoiding instantaneous current surges or mechanical stress concentrations caused by activating all levitation modules simultaneously. Time-sharing and graded control ensures that the levitation system smoothly transitions to the working state.

[0126] S406. Obtain the train occupancy status, braking status, and train running speed; where the train occupancy status and braking status refer to the train occupancy status and braking status in the train levitation enable control method.

[0127] Specifically, the system continuously monitors the "occupancy" signal from the driver's cab control panel. This signal typically originates from the master key switch inserted and rotated by the driver. When the key switch is in the "active" position, a high-level signal or a specific digital message is continuously sent to the main controller of the suspension control system. The controller only considers the driver's cab active when it continuously receives this valid "occupancy" signal. It then obtains the braking status through feedback from the braking system and acquires the train's speed through speed sensors. This step provides crucial status information for subsequent determinations of whether landing conditions are met, ensuring that landing control commands are only triggered when the train is in a specific occupancy state, braking state, and operating speed.

[0128] S407. In response to the train occupancy status being valid, the braking status being non-emergency braking, the train running speed being a preset first speed threshold, and the landing button status being the landing button being pressed, multiple landing control commands are generated and sent to multiple suspension control modules according to the time interval and the preset landing sequence; wherein, the multiple landing control commands are used to instruct multiple suspension control modules to land so that the train can land.

[0129] Specifically, after confirming that the train is in a valid occupancy, is not under emergency braking, has reached a preset first speed threshold, and the landing button has been pressed, landing control commands for multiple levitation control modules are generated according to rules. These commands are then sent sequentially to the corresponding levitation control modules according to a set time interval and landing order. This step is used to orderly control each levitation control module to perform the landing operation when all conditions for safe landing are met, ensuring that the train can land smoothly and avoiding landing anomalies caused by disordered or inappropriate command transmission.

[0130] like Figure 5 As shown, Figure 5This is a schematic diagram of the train levitation control architecture provided in this application embodiment. When communication is normal and the levitation mode control switch is in network control mode, and the levitation enable state is active, the TCMS acquires the isolating switch status. When the isolating switch is open, the landing button is not pressed, and the levitation button is pressed, the TCMS generates multiple levitation commands and sets the levitation sequence and time interval according to the numbers of the multiple levitation control modules. Then, according to the time interval and levitation sequence, the multiple levitation commands are sent to the multiple levitation control modules. When the levitation mode switch is in hard-wired control mode, the TCMS acquires the levitation button status. When the levitation button is pressed, the TCMS generates multiple levitation commands and sends them to the multiple levitation control modules according to the time interval and levitation sequence. After receiving the levitation commands, the multiple levitation control modules control the levitation of multiple levitation points.

[0131] The technical effect of this solution in this embodiment is as follows: It establishes a levitation start-up mechanism under both network control and hard-wire control modes. In network control mode, after sequentially verifying the communication status, levitation enable status, isolating switch status, and operation button status, it generates a time-division ordered levitation command. In hard-wire control mode, it simplifies the process and directly responds to the levitation button trigger. This ensures both the system safety interlocking during network control and the emergency response capability of hard-wire control. By distributing levitation and descent commands through time-sequence control, it ensures the coordinated action of each levitation module, achieving safe and controllable levitation and descent processes and flexible compatibility of operating modes, thereby improving the reliability and adaptability of the train's levitation function.

[0132] Figure 6 Flowchart of the train monitoring method provided in the embodiments of this application Figure 2 In this embodiment, in Figure 4 Based on the provided embodiments, the train monitoring method is further explained. The train monitoring method includes:

[0133] S601. In response to multiple communication states being normal, obtain the levitation mode switch state; where multiple communication states refer to multiple communication states in the train levitation enable control method, and the levitation mode switch state includes network control and hard-wired control.

[0134] S602. In response to the levitation mode switch state being network control and the levitation enable state being enabled, the disconnect switch state is obtained; whereby the levitation enable state refers to the levitation enable state in the train levitation enable control method, and the disconnect switch state includes disconnecting the disconnect switch, which indicates that the management module is in an electrically isolated state.

[0135] S603. In response to the disconnect switch being open, obtain the landing button status; wherein, the landing button status includes the landing button being pressed and the landing button not being pressed.

[0136] S604. In response to the landing button being not pressed, obtain the buoyancy button status; wherein, the buoyancy button status includes the buoyancy button being pressed and the buoyancy button not being pressed.

[0137] S605. In response to the state of the float button being pressed, generate multiple float control commands and send the multiple float control commands to multiple levitation control modules according to a preset time interval and float sequence; wherein, the levitation module includes multiple levitation control modules.

[0138] S606. Obtain the train occupancy status, braking status, and train running speed; where the train occupancy status and braking status refer to the train occupancy status and braking status in the train levitation enable control method.

[0139] S607. In response to the train occupancy status being valid, the braking status being non-emergency braking, the train running speed being a preset first speed threshold, and the landing button status being the landing button being pressed, multiple landing control commands are generated and sent to multiple suspension control modules according to the time interval and the preset landing sequence; wherein, the multiple landing control commands are used to instruct multiple suspension control modules to land so that the train can land.

[0140] S601-S607 are similar to S401-S407, and will not be described again in this embodiment.

[0141] S608: In response to the levitation mode switch being in hard-wired control and the levitation button being pressed, multiple levitation control commands are generated and sent to multiple levitation control modules according to the time interval and levitation sequence; wherein, the multiple levitation control commands are used to instruct multiple levitation control modules to levitate, so as to levitate the train.

[0142] Specifically, when the system switches to hard-wired control mode, the trigger status of the levitation button can be detected. After confirming that the levitation button has been triggered, control signals are sent sequentially to each levitation unit according to a preset timing and logic. This step is used to achieve a smooth levitation start-up of the train, avoiding excessive instantaneous load by orderly activating each levitation unit, ensuring that the entire levitation process is smooth and controllable, and ensuring that each levitation unit operates in coordination to form a stable levitation force field.

[0143] S609. In response to the braking state being in an emergency braking state, multiple buoyancy control commands are set to invalid in order to allow the train to land.

[0144] Specifically, when an emergency braking state is detected, the execution flow of the levitation control command can be interrupted or the command can be marked as invalid, preventing multiple levitation control commands from affecting the levitation control module, thereby allowing the train to land. This step is used to forcibly terminate the levitation state in dangerous situations such as emergency braking, avoiding the safety risks that may arise from continued levitation in emergency situations and improving the emergency safety of train operation.

[0145] like Figure 7 As shown, Figure 7 The diagram below illustrates the train descent control architecture provided in this application embodiment. The TCMS first communicates with multiple modules to check for changes in the life signal within 2 seconds. If there are changes, the communication is considered normal. Then, the levitation mode control switch status is determined. If it is hardware control, the descent button status is obtained. When the descent button is pressed, descent commands are sent sequentially according to the descent order and time interval. If it is network control, the train levitation enable status is determined, and the levitation isolation switch status is obtained. If the levitation isolation switch status is open, the descent switch status is obtained. When the descent switch is pressed, the TCMS controls the single-vehicle levitation time-sharing descent, determines the descent order by number, sets the descent time interval, and then sends descent commands sequentially according to the number and interval.

[0146] The technical effect of this solution in this embodiment is that by performing layered judgment on the network signal and hardware signal of the DC power supply, and combining it with the unlock button status, it is possible to comprehensively and flexibly determine whether the power supply status is normal. It takes into account both the DC power supply within the normal voltage range and the hardware signal performance when it exceeds the normal range. It also incorporates the judgment of the emergency power supply working status, thereby improving the accuracy and reliability of the power supply status judgment. This ensures that the power supply can be correctly identified as being in a normal state under various power supply working scenarios, providing a stable power supply status basis for the accurate determination of the train levitation enable state.

[0147] Figure 8 Flowchart of the train monitoring method provided in the embodiments of this application Figure 3 In this embodiment, in Figure 6 Based on the provided embodiments, the train monitoring method is further explained. The train monitoring method includes:

[0148] S801, in response to the levitation mode switch being in hard-wired control and the levitation button being pressed, generates multiple levitation control commands and sends these commands to multiple levitation control modules according to the time interval and levitation sequence; wherein, the multiple levitation control commands are used to instruct multiple levitation control modules to levitate, so as to levitate the train.

[0149] S802, in response to the braking state being in emergency braking state, sets multiple buoyancy control commands to invalid so that the train can land.

[0150] S801-S802 are similar to S608-S609, and will not be described again in this embodiment.

[0151] S803. Obtain the status of multiple floating relays; wherein, the status of the floating relays includes a first level and a second level, the first level is greater than the second level, and the management module includes multiple floating relays.

[0152] Specifically, the status of each levitation relay can be monitored by obtaining its electrical signal level through the electrical interface of the management module. This step is used to detect the electrical safety status of the train's levitation system in real time. When a relay is at a high level, it indicates that the corresponding levitation module has successfully levied, thus providing a basis for subsequent speed monitoring and fault classification response.

[0153] S804: In response to multiple floating relays being at the second level and the train running speed being a preset first speed threshold, obtain the first duration during which the train running speed is the first speed threshold.

[0154] Specifically, when the train reaches a specific operating speed, the duration for which it maintains that speed can be monitored. This step is used to determine whether the train is operating at an abnormally low speed. By calculating the duration, it assesses whether there is a malfunction in the levitation system or insufficient traction, providing a basis for the system to decide whether intervention is necessary.

[0155] S805, In response to a first duration exceeding a preset first time threshold, a traction blocking command is generated; wherein, the traction blocking command is used to instruct the traction module to prohibit the train from outputting traction force at zero speed and to remain stationary, and the multiple sub-modules include the traction module, and the multiple sub-modules refer to the multiple sub-modules in the train levitation enable control method.

[0156] Specifically, after the train maintains a specific low speed for a prescribed period of time, the system can automatically generate and issue a command to cut off traction power. This step is used to prevent the train from abnormally remaining in a levitated state for an extended period of time. By cutting off traction power, the train is forced to remain stationary, avoiding loss of train control due to malfunction of the levitation system and providing a safe and stable environment for technicians to troubleshoot the problem.

[0157] S806. In response to the train running speed not being equal to the first speed threshold, obtain the bypass switch status; wherein, the bypass switch status includes bypass switch closure.

[0158] Specifically, when the train's operating speed has not reached a set threshold, the system can automatically detect the on / off status of the bypass switch. This step is used to determine whether the train should continue to operate within a limited range under abnormal levitation system conditions. By identifying the position of the bypass switch, it confirms whether the system has entered a special operating mode, providing crucial information for subsequent speed control strategies.

[0159] S807. In response to the bypass switch being closed, the system obtains a second duration during which the train's running speed is not equal to the first speed threshold. The closed bypass switch indicates that the train is allowed to continue running at a limited speed in a levitation abnormality state.

[0160] Specifically, after confirming that the bypass switch is closed, the train's running time at non-standard speeds can be continuously monitored. This step is used to evaluate the train's continuous operating status in emergency mode. By recording the duration of abnormal speeds, it determines whether the safe operating window has been exceeded, providing a time basis for the system to decide whether speed intervention or complete stopping is necessary, ensuring that the train can still maintain limited but safe operating capabilities under special circumstances.

[0161] S808, in response to the second duration being greater than a preset second time threshold, a first speed limit command is generated and sent to the traction module; wherein, the second time threshold is less than the first time threshold, and the first speed limit command is used to instruct the traction module to adjust the train's running speed so that the train's running speed is equal to the preset first speed limit value.

[0162] Specifically, a speed limit command can be generated and transmitted to the traction module after the abnormal speed persists beyond the safe time limit. This step is used to implement speed constraints while ensuring the basic operational capabilities of the train. By dynamically adjusting the traction output, the train speed is limited to a safe range to prevent the train from losing control and causing danger when the suspension system malfunctions.

[0163] like Figure 9 As shown, Figure 9This is a schematic diagram of the protection control architecture for train levitation failure provided in this application embodiment. When the TCMS communicates normally with multiple modules, it acquires the status of multiple floating relays. When all floating relays are at a low level, the TCMS acquires the train speed. When the train speed is 0, the TCMS acquires the first duration of the train speed being 0. When the first duration is greater than 50ms, the TCMS generates a traction blocking command. The traction blocking command is used to instruct the train to remain stationary. Subsequently, the TCMS sends the traction blocking status of the train remaining stationary to the Human Machine Interface (HMI) and the Ground Operation Control Center (OCC). When the train speed is not equal to 0, the TCMS acquires the bypass switch status. When the bypass switch is closed, the TCMS acquires the second duration of the train speed not equal to 0. When the second duration is greater than 2ms, the TCMS triggers the train speed limit and sends the speed limit value to the traction system drive control unit (DCU). The TCMS controls the train to run at the speed limit until it stops at the destination and sends the train speed limit value to the HMI and the ground OCC.

[0164] The technical effect of this solution in this embodiment is: to realize intelligent response to abnormal suspension status in hard-wired control mode. When an abnormality of the levitation relay is detected, it is first determined whether the train is stationary. If it is stationary for a long time, traction is blocked to ensure safety. If the train is running, the speed limit control is automatically triggered after confirming the suspension abnormality by verifying the status and duration of the bypass switch. This ensures driving safety in emergency situations and maintains the train's operating capacity to the maximum extent through a graded response strategy.

[0165] Figure 10 Flowchart of the train monitoring method provided in the embodiments of this application Figure 4 In this embodiment, in Figure 8 Based on the provided embodiments, the train monitoring method is further explained. The train monitoring method includes:

[0166] S1001. Obtain the status of multiple floating relays; wherein, the status of the floating relays includes a first level and a second level, the first level is greater than the second level, and the management module includes multiple floating relays.

[0167] S1002. In response to multiple floating relays being at the second level and the train running speed being a preset first speed threshold, obtain the first duration during which the train running speed is the first speed threshold.

[0168] S1003. In response to a first duration exceeding a preset first time threshold, a traction blocking command is generated; wherein, the traction blocking command is used to instruct the traction module to prohibit the train from outputting traction force at zero speed and to remain stationary. The multiple sub-modules include the traction module, and the multiple sub-modules refer to the multiple sub-modules in the train levitation enable control method.

[0169] S1004. In response to the train running speed not being equal to the first speed threshold, obtain the bypass switch status; wherein, the bypass switch status includes bypass switch closure.

[0170] S1005. In response to the bypass switch being closed, the system obtains a second duration during which the train's running speed is not equal to the first speed threshold. The bypass switch being closed indicates that the train is allowed to continue running at a limited speed in a levitation abnormality state.

[0171] S1006. In response to the second duration being greater than a preset second time threshold, a first speed limit command is generated and sent to the traction module; wherein, the second time threshold is less than the first time threshold, and the first speed limit command is used to instruct the traction module to adjust the train's running speed so that the train's running speed is equal to the preset first speed limit value.

[0172] S1001-S1006 are similar to S803-S808, and will not be described again in this embodiment.

[0173] S1007. Obtain the floating time of multiple floating points; wherein, the management module includes multiple floating points.

[0174] Specifically, after executing the first speed-limiting command, the cumulative hovering time of each hovering point from the start of operation can be obtained in real time. This step is used to evaluate the continuous operating status of the system. By monitoring the hovering duration of each point, it provides time-dimensional operational data support for subsequent fault diagnosis and graded speed-limiting control, ensuring that the system can take targeted safety measures according to actual operating conditions.

[0175] S1008. In response to the fact that the floating time of multiple floating points is less than the preset third time threshold, multiple fault data are acquired.

[0176] Specifically, when the operating time of some suspension points fails to meet the standard requirements, relevant operating parameters and fault records can be retrieved. This step is used to analyze early abnormal characteristics of the suspension system, locate potential fault sources by collecting operating data from each abnormal point, and provide data support for the subsequent development of graded speed limiting strategies and emergency response plans.

[0177] S109. Based on multiple fault data and preset fault speed limit rules, perform speed limit logic judgment to obtain the speed limit value corresponding to multiple fault data.

[0178] Specifically, after collecting fault information from each suspension unit, a preset fault handling strategy library can be used to obtain the speed limit value. This step is used to compare real-time fault characteristics with the rule base to generate customized speed limit schemes, ensuring that the train can obtain speed control that matches its risk level under different fault combinations.

[0179] S1010. In response to the speed limit value corresponding to multiple fault data, the target speed limit value is obtained, and the disconnect switch status is acquired; wherein, the target speed limit value is any one of the multiple preset speed limit values.

[0180] Specifically, this step is used to verify whether the mechanical isolation device has completed the switching according to safety procedures when the train system triggers a specific speed limit protection, ensuring that the backup support system can take over the train's load-bearing function in a timely manner, and providing a status confirmation basis for subsequent hydraulic support and speed control.

[0181] S1011. In response to the disconnector switch being closed, a hydraulic support command is generated; wherein, the hydraulic support command is used to indicate that the train is supported by hydraulic means.

[0182] Specifically, the hydraulic support system can be activated by confirming that the isolating switch is closed. This step provides backup support in case of a serious malfunction in the suspension system. By activating the hydraulic system, the train's weight is taken over, ensuring reliable support even when the suspension function is limited or fails.

[0183] S1012. Obtain the hydraulic support status; whereby the hydraulic support status includes the hydraulic support being in place.

[0184] Specifically, after the hydraulic support system is activated, the pressure feedback and displacement signals at each support point can be monitored. This step is used to verify whether the hydraulic device has deployed normally and reached the preset support force, confirm whether the train weight has been safely transferred, and ensure that the system has complete mechanical support protection before switching to emergency mode.

[0185] S1013. In response to the hydraulic support being in place, the suspension mode switch state is determined to be hard-wired control, a second speed limit command is generated, and the second speed limit command is sent to the traction module; wherein, the second speed limit command is used to instruct the traction module to adjust the train's running speed so that the train's running speed is equal to the preset second speed limit value.

[0186] Specifically, after confirming that the hydraulic support system is fully under load, control can be switched to direct-wire mode and new speed control commands can be issued. This step eliminates uncertainties in network transmission through direct control of the hardware lines, ensuring that the operational risks of the train in emergency support mode are controllable.

[0187] like Figure 11 As shown, Figure 11 A schematic diagram of the train fault classification speed limiting control architecture provided in the embodiments of this application. When the TCMS communicates normally with the suspension module, it sends a levitation command to each suspension module and then receives the levitation status of each suspension point. If a suspension point fails to levit for more than 30 seconds, the system is deemed to have a levitation fault, and the fault is sent to the HMI and the ground OCC. The fault type is then determined. When a single point fault or a landing gear fault occurs, the TCMS sets the speed limit to 50 km / h. When two landing gear faults occur, and the two landing gears are on different vehicles, the TCMS sets the speed limit to 40 km / h. When two landing gear faults occur, and the two landing gears are on the same vehicle, the TCMS sets the speed limit to 25 km / h. When more than two landing gear faults occur in one vehicle, the TCMS sets the speed limit to 15 km / h. When the speed limit is 25 km / h or 15 km / h, the status of the suspension disconnect switch is obtained. When the disconnect switch is closed, the TCMS generates a hydraulic support command and then obtains the hydraulic support status. When the hydraulic support is in place, the TCMS determines the suspension mode switch status to hard-wired control and controls other vehicles to start, with a speed limit of 10 km / h.

[0188] The technical effect of this solution in this embodiment is: when insufficient suspension time is detected, fault data is automatically acquired and a safe speed limit value is calculated. Combined with the status of the disconnect switch, it is determined whether to activate the hydraulic support system as an emergency guarantee, thereby realizing the switching of operating modes and the step-by-step control of speed. This ensures that the train can maintain its operating capability through hydraulic support when the suspension system is abnormal, forming a complete protection chain from fault detection to emergency response.

[0189] This application also provides a train levitation enabling control system, which includes a management module, a levitation module and multiple sub-modules.

[0190] The management module is used to obtain the communication status between the management module and the suspension module and multiple sub-modules. Then, in response to multiple communication statuses being normal, it obtains driver's cab data, multiple load data, multiple power data, and multiple communication data. Subsequently, it uses these data to determine the status with the status judgment rules to obtain the train occupancy status, braking status, load status, power status, and suspension module status. In response to the train occupancy status being valid, the braking status being non-emergency braking status, the load status being valid, the power status being normal, and the suspension module status being normal, the suspension enable status is determined to be enabled.

[0191] The levitation module is used to receive multiple levitation control commands or multiple descent control commands sent by the management module, and send the multiple levitation control commands or multiple descent control commands to multiple levitation control modules. The multiple levitation control commands and multiple descent control commands instruct the multiple levitation control modules to levitate and descent, so as to make the train levitate and descent.

[0192] Multiple sub-modules are used to send the status data of each part of the train to the management module, so that the management module can control the levitation and descent of the train based on the status data.

[0193] like Figure 12 As shown, Figure 12 This is a timing diagram of the train levitation enabling control system provided in an embodiment of this application. Multiple sub-modules may include a signal module, a speed measurement and positioning module, a traction module, and a braking module. These sub-modules are connected to the TCMS in two ways: one is via Multifunction Vehicle Bus (MVB) and Ethernet, and the other is via hardwired connections. The TCMS and levitation module are also connected via these two methods. Both the TCMS and levitation module are connected to the OCC to transmit the real-time train status from the TCMS and levitation module to the OCC.

[0194] The TCMS first sends a life signal, time, train number, and levitation controller number to the levitation module. Based on this data, the levitation module monitors the levitation controller status, synchronizes the clock for precise time control and system coordination, and accurately identifies and manages the train and key levitation equipment. Then, the TCMS forwards the up / down information and station information from the signal module to the levitation module. The levitation module adjusts the magnitude and direction of the levitation force according to the train's direction of travel to ensure stable levitation in different directions. The levitation module distinguishes different sections of the line based on station information and adjusts the levitation force and related parameters in advance according to curves, gradients, and station spacing, maintaining stable levitation operation in different line sections to achieve levitation. The system provides precise stopping control when the train enters the station. The TCMS calculates the train's overall speed based on speed signals from the speed measurement and positioning module and the traction module, and sends this information to the levitation module. The levitation module then compares the overall train speed with a set speed threshold and adjusts the electromagnet current and magnetic field strength in real time to regulate the levitation force. For example, when the train accelerates, the electromagnet current is increased to strengthen the magnetic field and maintain a suitable levitation gap, ensuring stable levitation at different speeds and optimizing energy consumption. The TCMS sends information such as electric braking status, hydraulic braking status, and train level to the levitation module, achieving tight integration between the levitation module and other train sub-modules, enabling precise, coordinated control and optimized operation. By transmitting train traction and braking demand information to the levitation module, it can adjust the electromagnet's operating state and levitation force in real time, ensuring the train maintains stable levitation and balance under different operating conditions such as traction acceleration and braking deceleration. This effectively avoids unstable phenomena such as swaying and bumping caused by changes in power or braking force, ensuring train operation safety, reducing equipment wear, and improving the overall system efficiency and reliability.

[0195] After the train levitation begins, multiple submodules acquire the levitation status and send it to the TCMS. If the levitation status is invalid, the TCMS triggers the levitation bypass and traction blockade, and simultaneously sends a levitation bypass switch closing command to multiple submodules. Subsequently, these submodules acquire the status of multiple levitation points and send them to the TCMS. The TCMS determines the speed limit based on these levitation point statuses and sends the speed limit to the levitation module, which adjusts the levitation force accordingly. When both the levitation disconnect switch and the hydraulic support switch are closed, a hydraulic support signal is sent to the TCMS. The TCMS sets the speed limit to 10 km / h when the hydraulic support is in place. The levitation module feeds back status information to the TCMS, including levitation gap value, acceleration, and levitation status. It also feeds back fault information such as levitation failure, main contactor failure, and gap sensor probe failure. The TCMS provides fault classification prompts on the HMI and sends the fault information to the OCC control center to achieve intelligent remote monitoring of the train.

[0196] Figure 13 This is a schematic diagram of the train levitation enabling control device provided in an embodiment of this application. Figure 13 As shown, the train levitation enabling control device includes:

[0197] The first acquisition module 1301 is used to acquire the communication status between the management module and the floating module and multiple sub-modules respectively.

[0198] The second acquisition module 1302 is used to acquire driver's cab data, multiple load data, multiple power data and multiple communication data in response to multiple communication states being normal.

[0199] The first state determination module 1303 is used to determine the state by comparing the driver's cab data, multiple load data, multiple power data, and multiple communication data with multiple preset state judgment rules, and obtain the train occupancy state, braking state, load state, power state, and suspension module state. Among them, the train occupancy state includes train occupancy valid, the braking state includes non-emergency braking state, the load state includes load valid, the power state includes power normal, and the suspension module state includes suspension module normal. Train occupancy valid is used to indicate that the driver's cab is activated, and load valid is used to indicate that the train load meets the preset load standard.

[0200] The second state determination module 1304 is used to determine the levitation enable state as enabled in response to the following conditions: the train occupancy state is valid, the braking state is non-emergency braking state, the load state is valid, the power supply state is normal, and the levitation module state is normal. The enabled state indicates that the train meets the levitation operation conditions.

[0201] In one possible design, multiple state determination rules include train occupancy rules, load state determination rules, power supply state determination rules, and suspension module state determination rules. The first state determination module 1303 includes:

[0202] The first state determination unit is used to determine the state based on driver's cab data and train occupancy rules, and obtain the train occupancy state and braking state.

[0203] The second state determination unit is used to determine the state based on multiple load data and load state judgment rules to obtain the load state.

[0204] The third state determination unit is used to determine the state based on multiple power data and power state judgment rules to obtain the power state.

[0205] The fourth state determination unit is used to determine the state based on multiple communication data and the state judgment rules of the floating module, and obtain the state of the floating module.

[0206] In one possible design, the first state determination unit includes:

[0207] The first determining component is used to determine the status based on driver's cab data and train occupancy rules, thereby obtaining the train occupancy status.

[0208] The first acquisition component is used to acquire the train traction status in response to the train occupancy status being valid; wherein the train traction status includes normal traction, which indicates that the train is in normal traction status.

[0209] The second acquisition component is used to acquire the braking state in response to the train's traction state being normal traction.

[0210] In one possible design, the second state determination unit includes:

[0211] The second determining component is used to determine the load state as valid in response to multiple load data being greater than or equal to a preset first load threshold and multiple load data being less than or equal to a preset second load threshold; wherein the first load threshold is less than the second load threshold.

[0212] The third determining component is used to determine the load state as invalid in response to multiple load data being less than a first load threshold or multiple load data being greater than a second load threshold.

[0213] In one possible design, the power supply includes a DC power supply and an emergency power supply, and the third state determination unit includes:

[0214] The third acquisition component is used to acquire the network signal of the DC power supply; wherein the network signal of the DC power supply is used to represent the voltage of the DC power supply.

[0215] The fourth determining component is used to determine the power supply status as normal in response to the network signal of the DC power supply being within a preset voltage range.

[0216] The fourth acquisition component is used to acquire the hardware signal of the DC power supply in response to the network signal of the DC power supply being outside the voltage range; wherein the hardware signal of the DC power supply includes a first level and a second level, and the first level is greater than the second level.

[0217] The fifth determining component is used to determine the power supply status as normal in response to the hardware signal of the DC power supply being at the first level.

[0218] The fifth acquisition component is used to acquire the unlock button status in response to the hardware signal of the DC power supply being at the second level; wherein, the unlock button status includes unlock button being active, which indicates that the emergency power supply is in normal working condition.

[0219] The sixth determining component is used to determine the power status as normal in response to the unlock button being in an unlock button active state.

[0220] In one possible design, the fourth state determination unit includes:

[0221] The detection result determination component is used to input multiple communication data into a preset fault detection model to obtain sensor detection results; wherein, the sensor detection results are used to represent the fault status of multiple preset sensors, and the sensor detection results include sensors being normal.

[0222] The seventh component determines the status of the suspension module as normal in response to a sensor detection result indicating that the sensor is normal.

[0223] The train levitation enabling control device provided in this embodiment can perform... Figure 2 The technical solution of the train levitation enabling control method embodiment shown herein, its implementation principle and technical effect are similar to Figure 2 The embodiments of the train levitation enabling control method shown are similar and will not be described in detail here.

[0224] Figure 14 This is a schematic diagram of the train monitoring device provided in an embodiment of this application. Figure 14 As shown, the train monitoring device includes:

[0225] The third acquisition module 1401 is used to acquire the levitation mode switch status in response to multiple communication states being normal; wherein, multiple communication states refer to multiple communication states in the train levitation enable control device, and the levitation mode switch status includes network control and hard-wired control.

[0226] The fourth acquisition module 1402 is used to acquire the isolation switch status in response to the suspension mode switch status being network control and the suspension enable status being enabled. The suspension enable status refers to the suspension enable status in the train suspension enable control device, and the isolation switch status includes the isolation switch being open. The isolation switch being open indicates that the management module is in an electrically isolated state.

[0227] The fifth acquisition module 1403 is used to acquire the landing button status in response to the disconnection switch being open; wherein the landing button status includes the landing button being pressed and the landing button not being pressed.

[0228] The sixth acquisition module 1404 is used to acquire the buoyancy button status in response to the buoyancy button status being that the buoyancy button is not pressed; wherein, the buoyancy button status includes the buoyancy button being pressed and the buoyancy button not being pressed.

[0229] The first instruction generation module 1405 is used to generate multiple buoyancy control instructions in response to the buoyancy button being pressed, and to send the multiple buoyancy control instructions to multiple levitation control modules according to a preset time interval and buoyancy sequence; wherein, the levitation module includes multiple levitation control modules.

[0230] The seventh acquisition module 1406 is used to acquire the train occupancy status, braking status and train running speed; wherein, the train occupancy status and braking status refer to the third aspect of the train occupancy status and braking status.

[0231] The second instruction generation module 1407 is used to generate multiple landing control instructions in response to the following conditions: the train occupancy status is valid, the braking status is non-emergency braking, the train running speed is a preset first speed threshold, and the landing button status is that the landing button is pressed. The multiple landing control instructions are sent to multiple suspension control modules according to the time interval and the preset landing sequence. The multiple landing control instructions are used to instruct multiple suspension control modules to land so that the train can land.

[0232] In one possible design, the train monitoring device also includes:

[0233] The third instruction generation module is used to generate multiple levitation control instructions in response to the levitation mode switch being in hard-wired control and the levitation button being pressed. Based on the time interval and levitation sequence, the multiple levitation control instructions are sent to multiple levitation control modules. Among them, the multiple levitation control instructions are used to instruct multiple levitation control modules to levitate, so as to make the train levitate.

[0234] The fourth instruction generation module is used to generate multiple landing control instructions in response to the hover mode switch being in hardwired control and the landing button being in the landing button pressed state. Based on the time interval and landing sequence, the multiple landing control instructions are sent to multiple hover control modules.

[0235] In one possible design, the train monitoring device also includes:

[0236] The eighth acquisition module is used to acquire the status of multiple floating relays; wherein the status of the floating relays includes a first level and a second level, the first level being greater than the second level, and the management module includes multiple floating relays.

[0237] The ninth acquisition module is used to acquire the train speed in response to multiple floating relays being at the second level.

[0238] The tenth acquisition module is used to acquire the first duration of the train running speed being the first speed threshold in response to the train running speed being the first speed threshold.

[0239] The traction blocking module is used to generate a traction blocking command in response to a first duration exceeding a preset first time threshold. The traction blocking command is used to instruct the traction module to prevent the train from outputting traction force at zero speed and to remain stationary. The multiple sub-modules include the traction module, which refers to the multiple sub-modules in the train levitation enabling control device.

[0240] The eleventh acquisition module is used to acquire the bypass switch status in response to the train running speed not being equal to the first speed threshold; wherein, the bypass switch status includes bypass switch closure.

[0241] The twelfth acquisition module is used to acquire a second duration during which the train running speed is not equal to the first speed threshold in response to the bypass switch being closed. The bypass switch being closed indicates that the train is allowed to continue running at a limited speed in the abnormal suspension state.

[0242] The first speed limiting module is used to generate a first speed limiting command in response to a second duration being greater than a preset second time threshold, and to send the first speed limiting command to the traction module; wherein the second time threshold is less than the first time threshold, and the first speed limiting command is used to instruct the traction module to adjust the train's running speed so that the train's running speed is equal to the preset first speed limiting value.

[0243] In one possible design, the train levitation enabling control device also includes:

[0244] The thirteenth acquisition module is used to acquire the hover time of multiple floating points; among them, the management module includes multiple floating points.

[0245] The fourteenth acquisition module is used to acquire multiple fault data in response to multiple floating points having a floating time less than a preset third time threshold.

[0246] The speed judgment module is used to perform speed limit logic judgment based on multiple fault data and preset fault speed limit rules to obtain the speed limit value corresponding to multiple fault data.

[0247] The fifteenth acquisition module is used to acquire the status of the disconnect switch in response to the speed limit value corresponding to multiple fault data as the target speed limit value; wherein, the target speed limit value is any one of a plurality of preset speed limit values.

[0248] The hydraulic support module is used to generate a hydraulic support command in response to the disconnector switch being closed; the hydraulic support command indicates that the train is supported by hydraulic means.

[0249] The sixteenth acquisition module is used to acquire the hydraulic support status; the hydraulic support status includes the hydraulic support being in place.

[0250] The second speed limiting module is used to respond to the hydraulic support being in place, determine the suspension mode switch state as hard-wired control, generate a second speed limiting command, and send the second speed limiting command to the traction module; wherein, the second speed limiting command is used to instruct the traction module to adjust the train's running speed so that the train's running speed is equal to the preset second speed limiting value.

[0251] The train monitoring device provided in this embodiment can perform... Figure 4 , Figure 6 , Figure 8 and Figure 10 The technical solution of the train monitoring method embodiment shown herein, its implementation principle and technical effects are similar to Figure 4 , Figure 6 , Figure 8 and Figure 10 The embodiment of the train monitoring method shown is similar and will not be described in detail here.

[0252] Figure 15 This is a schematic diagram of the hardware structure of the electronic device provided in an embodiment of this application. Figure 15 As shown, the electronic device 150 includes at least one processor 1501 and a memory 1502. The electronic device 150 also includes a communication component 1503. The processor 1501, the memory 1502, and the communication component 1503 are connected via a bus 1504.

[0253] In the specific implementation process, at least one processor 1501 executes computer execution instructions stored in memory 1502, so that at least one processor 1501 is used to implement the train levitation enable control method and train monitoring method of the above embodiments.

[0254] The specific implementation process of processor 1501 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0255] In the above embodiments, it should be understood that the processor 1501 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0256] The memory 1502 may include high-speed RAM memory, and may also include non-volatile memory NVM, such as at least one disk storage.

[0257] Bus 1504 can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Bus 1504 can be divided into address bus, data bus, control bus, etc. For ease of illustration, the bus 1504 in the accompanying drawings of this application is not limited to only one bus or one type of bus.

[0258] The above description of the functions implemented by electronic devices and main control devices has introduced the solutions provided by the embodiments of the present invention. It is understood that, in order to implement the above functions, the electronic device or main control device includes hardware structures and / or software modules corresponding to the execution of each function. By combining the units and algorithm steps of the various examples described in the embodiments of the present invention, the embodiments of the present invention can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the technical solutions of the embodiments of the present invention.

[0259] This application also provides a computer-readable storage medium storing computer-executable instructions. When executed by a processor, these instructions are used to implement the train levitation enabling control method and the train monitoring method described above. In the specific implementation of the aforementioned train levitation enabling control method and train monitoring method, each module can be implemented as a processor.

[0260] The aforementioned readable storage medium 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 storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0261] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in application-specific integrated circuits (ASICs). Alternatively, the processor and the readable storage medium can exist as discrete components in an electronic device or a host device.

[0262] This application also provides a computer program product, including a computer program, which, when executed by a processor, is used to implement the train levitation enable control method and train monitoring method described above.

[0263] The computer program is stored in a readable storage medium, and at least one processor can read the computer program from the readable storage medium and execute the computer program to perform the scheme provided in any of the above embodiments.

[0264] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disk, or optical disk.

[0265] The technical solutions of this application have been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it is readily understood by those skilled in the art that the scope of protection of this application is obviously not limited to these specific embodiments. The above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A train levitation enabling control method, characterized in that, A management module applied to a train levitation enabling control system, the train levitation enabling control system further including a levitation module and multiple sub-modules, the method comprising: Obtain the communication status between the management module and the floating module and the plurality of sub-modules respectively; In response to multiple communication states indicating normal communication, acquire driver's cab data, multiple load data, multiple power data, and multiple communication data; The driver's cab data, the multiple load data, the multiple power data, and the multiple communication data are respectively compared with multiple preset state judgment rules to determine the status, resulting in train occupancy status, braking status, load status, power status, and suspension module status. Among them, the train occupancy status includes train occupancy valid, the braking status includes non-emergency braking status, the load status includes load valid, the power status includes power normal, and the suspension module status includes suspension module normal. Train occupancy valid indicates that the driver's cab is activated, and load valid indicates that the train load meets the preset load standard. In response to the train occupancy status being active, the braking status being non-emergency braking, the load status being active, the power supply status being normal, and the suspension module status being normal, the suspension enabling status is determined to be active; wherein, active enabling is used to indicate that the train meets the conditions for suspension operation.

2. The train levitation enabling control method according to claim 1, characterized in that, The multiple state judgment rules include train occupancy rules, load state judgment rules, power supply state judgment rules, and suspension module state judgment rules. The step of determining the state by comparing the driver's cab data, the multiple load data, the multiple power supply data, and the multiple communication data with the preset multiple state judgment rules to obtain the train occupancy state, braking state, load state, power supply state, and suspension module state includes: Based on the driver's cab data and the train occupancy rules, the status is determined to obtain the train occupancy status and the braking status. The load state is determined by comparing the multiple load data with the load state judgment rules. The power state is determined by comparing the multiple power data with the power state judgment rules. The state of the floating module is determined by comparing the multiple communication data with the state judgment rules of the floating module.

3. The train levitation enabling control method according to claim 2, characterized in that, The step of determining the status based on the driver's cab data and the train occupancy rules to obtain the train occupancy status and the braking status includes: The status of the train is determined by comparing the driver's cab data with the train occupancy rules. In response to the train occupancy status being valid, the train traction status is obtained; wherein, the train traction status includes normal traction, which indicates that the train is in normal traction status; In response to the train traction state being normal traction, the braking state is obtained.

4. The train levitation enabling control method according to claim 2, characterized in that, The step of determining the load state based on the multiple load data and the load state judgment rule to obtain the load state includes: In response to the fact that all of the multiple load data are greater than or equal to a preset first load threshold, and all of the multiple load data are less than or equal to a preset second load threshold, the load state is determined to be that the load is valid; wherein, the first load threshold is less than the second load threshold; In response to the plurality of load data being less than the first load threshold, or the plurality of load data being greater than the second load threshold, the load state is determined to be invalid.

5. The train levitation enabling control method according to claim 2, characterized in that, The power supply includes a DC power supply and an emergency power supply. The process of determining the power supply status based on the multiple power supply data and the power supply status judgment rules includes: Acquire the network signal of the DC power supply; wherein the network signal of the DC power supply is used to represent the voltage of the DC power supply; In response to the network signal of the DC power supply being within a preset voltage range, the power supply status is determined to be normal. In response to the network signal of the DC power supply being outside the voltage range, the hardware signal of the DC power supply is acquired; wherein the hardware signal of the DC power supply includes a first level and a second level, the first level being greater than the second level; In response to the hardware signal of the DC power supply being at the first level, the power supply state is determined to be normal. In response to the hardware signal of the DC power supply being at the second level, the unlock button status is obtained; wherein, the unlock button status includes unlock button active, which indicates that the emergency power supply is in normal working condition; In response to the unlock button being active, the power status is determined to be normal.

6. The train levitation enabling control method according to claim 2, characterized in that, The step of determining the state of the floating module based on the multiple communication data and the floating module state judgment rules includes: The multiple communication data are input into a preset fault detection model to obtain sensor detection results; wherein, the sensor detection results are used to represent the fault status of multiple preset sensors, and the sensor detection results include sensors being normal; In response to the sensor detection result indicating that the sensor is normal, the status of the suspension module is determined to be normal.

7. A train monitoring method, characterized in that, include: In response to multiple communication states being normal, the levitation mode switch state is obtained; wherein, the multiple communication states refer to the multiple communication states in the train levitation enable control method of any one of claims 1-6, and the levitation mode switch state includes network control and hard-wired control; In response to the levitation mode switch state being network control and the levitation enable state being enabled, the isolation switch state is obtained; wherein, the levitation enable state refers to the levitation enable state in the train levitation enable control method according to any one of claims 1-6, and the isolation switch state includes the isolation switch being open, the isolation switch being open being used to indicate that the management module is in an electrically isolated state; In response to the isolating switch being open, the landing button status is obtained; wherein, the landing button status includes the landing button being pressed and the landing button not being pressed; In response to the landing button being in a state of not being pressed, the buoyancy button state is obtained; wherein, the buoyancy button state includes the buoyancy button being pressed and the buoyancy button being not pressed; In response to the buoyancy button being pressed, multiple buoyancy control commands are generated, and according to a preset time interval and buoyancy sequence, the multiple buoyancy control commands are sent to multiple levitation control modules; wherein, the levitation module includes the multiple levitation control modules; The train occupancy status, braking status, and train speed are obtained; wherein, the train occupancy status and the braking status refer to the train occupancy status and braking status in any one of claims 1-6; In response to the train occupancy status being valid, the braking status being non-emergency braking, the train running speed being a preset first speed threshold, and the landing button status being the landing button being pressed, multiple landing control commands are generated and sent to the multiple levitation control modules according to the time interval and a preset landing sequence; wherein, the multiple landing control commands are used to instruct the multiple levitation control modules to land, so as to make the train land.

8. The train monitoring method according to claim 7, characterized in that, After sending the plurality of landing control commands to the plurality of hovering control modules according to the time interval and the preset landing sequence, the method further includes: In response to the levitation mode switch being in the hard-wired control state and the levitation button being in the levitation button pressed state, the plurality of levitation control commands are generated, and the plurality of levitation control commands are sent to the plurality of levitation control modules according to the time interval and the levitation sequence; wherein, the plurality of levitation control commands are used to instruct the plurality of levitation control modules to levitate, so as to levitate the train; In response to the braking state being an emergency braking state, the plurality of buoyancy control commands are set to invalid to allow the train to land.

9. The train monitoring method according to claim 8, characterized in that, The method of responding to the braking state being an emergency braking state by setting the plurality of buoyancy control commands to invalid, so that the train lands, further includes: The system acquires the status of multiple floating relays; wherein the floating relay status includes a first level and a second level, the first level being greater than the second level, and the management module includes the multiple floating relays; In response to the fact that all of the plurality of floating relay states are at the second level, and the train running speed is a preset first speed threshold, the first duration during which the train running speed is the first speed threshold is obtained; In response to the first duration being greater than a preset first time threshold, a traction blocking command is generated; wherein, the traction blocking command is used to instruct the traction module to be prohibited from outputting traction force at zero speed and to remain stationary, and the multiple sub-modules include the traction module, and the multiple sub-modules refer to the multiple sub-modules in the train levitation enabling control method of any one of claims 1-6; In response to the train's operating speed not being equal to the first speed threshold, the bypass switch status is obtained; wherein, the bypass switch status includes the bypass switch being closed; In response to the bypass switch being closed, a second duration during which the train's running speed is not equal to the first speed threshold is obtained, wherein the bypass switch being closed indicates that the train is allowed to continue running at a limited speed in a levitation abnormality state; In response to the second duration being greater than a preset second time threshold, a first speed limit command is generated and sent to the traction module; wherein the second time threshold is less than the first time threshold, and the first speed limit command is used to instruct the traction module to adjust the running speed of the train so that the running speed of the train is equal to the preset first speed limit value.

10. The train monitoring method according to claim 9, characterized in that, After sending the first speed limit command to the traction module, the method further includes: The hovering time of multiple floating points is obtained; wherein, the management module includes the multiple floating points; In response to the fact that the floating time of the multiple floating points is less than a preset third time threshold, multiple fault data are acquired; Based on the multiple fault data and the preset fault speed limit rules, a speed limit logic judgment is performed to obtain the speed limit value corresponding to the multiple fault data. In response to the speed limit value corresponding to the plurality of fault data being a target speed limit value, the state of the disconnect switch is obtained; wherein, the target speed limit value is any one of a plurality of preset speed limit values; In response to the disconnect switch being closed, a hydraulic support command is generated; wherein, the hydraulic support command indicates that the train is supported by hydraulic means; Obtain the hydraulic support status; wherein, the hydraulic support status includes the hydraulic support being in place; In response to the hydraulic support being in place, the suspension mode switch state is determined to be the hard-wired control, a second speed limit command is generated, and the second speed limit command is sent to the traction module; wherein, the second speed limit command is used to instruct the traction module to adjust the train's running speed so that the train's running speed is equal to a preset second speed limit value.

11. A train levitation enabling control device, characterized in that, A management module for a train levitation enabling control system, the train levitation enabling control system further including a levitation module and multiple sub-modules, the device comprising: The first acquisition module is used to acquire the communication status between the management module and the floating module and the plurality of sub-modules respectively; The second acquisition module is used to acquire driver's cab data, multiple load data, multiple power data and multiple communication data in response to multiple communication states being normal. The first state determination module is used to determine the state of the driver's cab data, the multiple load data, the multiple power data, and the multiple communication data by comparing them with multiple preset state judgment rules, thereby obtaining the train occupancy state, braking state, load state, power state, and suspension module state. The train occupancy state includes valid train occupancy; the braking state includes non-emergency braking; the load state includes valid load; the power state includes normal power supply; and the suspension module state includes normal suspension module. Valid train occupancy indicates that the driver's cab is activated, and valid load indicates that the train load meets preset load standards. The second state determination module is used to determine the levitation enable state as enabled in response to the following conditions: the train occupancy state is the train occupancy valid state, the braking state is the non-emergency braking state, the load state is the load valid state, the power supply state is the power supply normal state, and the levitation module state is the levitation module normal state; wherein, the enabled state is used to indicate that the train meets the levitation operation conditions.

12. A train monitoring device, characterized in that, include: The third acquisition module is used to acquire the levitation mode switch state in response to multiple communication states being normal; wherein, the multiple communication states refer to the multiple communication states in the train levitation enabling control device of claim 11, and the levitation mode switch state includes network control and hard-wired control. The fourth acquisition module is used to acquire the isolation switch status in response to the suspension mode switch state being network control and the suspension enable state being enabled; wherein, the suspension enable state refers to the suspension enable state in the train suspension enable control device of claim 11, and the isolation switch status includes the isolation switch being open, the isolation switch being open being used to indicate that the management module is in an electrical isolation state. The fifth acquisition module is used to acquire the landing button status in response to the disconnection switch being open; wherein, the landing button status includes the landing button being pressed and the landing button not being pressed; The sixth acquisition module is used to acquire the buoyancy button status in response to the landing button status being that the landing button is not pressed; wherein, the buoyancy button status includes the buoyancy button being pressed and the buoyancy button not being pressed; The first instruction generation module is used to generate multiple buoyancy control instructions in response to the buoyancy button being pressed, and to send the multiple buoyancy control instructions to multiple levitation control modules according to a preset time interval and buoyancy sequence; wherein, the levitation module includes the multiple levitation control modules; The second instruction generation module is used to generate multiple landing control instructions in response to the disconnect switch being open and the landing button being pressed, and to send the multiple landing control instructions to the multiple levitation control modules according to the time interval and the preset landing sequence; wherein the multiple landing control instructions are used to instruct the multiple levitation control modules to land so that the train can land.

13. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; When the processor executes the computer execution instructions stored in the memory, it is used to implement the train levitation enable control method as described in any one of claims 1 to 6, or to implement the train monitoring method as described in any one of claims 7 to 10.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the train levitation enable control method as described in any one of claims 1 to 6, or to implement the train monitoring method as described in any one of claims 7 to 10.

15. A computer program product, characterized in that, The system includes a computer program, which, when executed by a processor, is used to implement the train levitation enabling control method as described in any one of claims 1 to 6, or to implement the train monitoring method as described in any one of claims 7 to 10.

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