Method and system for protecting the operation of an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment.

Abstract

This disclosure provides a method and system for protecting the operation of an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment. The method includes, first, a vacuum tube monitoring system constructing an air diffusion model based on the pressure and air flow velocity within the vacuum tube, and second, a central operation control system controlling the train's operating state by controlling an on-board operation control system with a region-divided operation control system based on the air diffusion model. 。

Description

[Technical Field]

[0001] This disclosure This relates to the field of rail transit, and more particularly to methods and systems for operating and protecting ultra-high-speed magnetic levitation and low-vacuum tube tunnels in a vacuum environment.

[0002] This application is a national application under 35 U.S.C § 371 of International Application No. PCT / CN2024 / 124705, filed on 14 October 2024, claiming priority to Chinese Patent Application No. 202410335951.8, filed on 22 March 2024. The contents of these applications are incorporated herein by reference in their entirety. [Background technology]

[0003] The low-vacuum tube magnetic levitation transportation system (high-speed train) is a strategic project with high stability and foresight. If research and development is successful, it will form a truly world-class modern integrated multi-level transportation system in cooperation with aviation and high-speed rail. When a low-vacuum tube tunnel high-speed magnetic levitation train operates in a vacuum tube, it is required that the operating tube be in a low-vacuum state in order to guarantee the high-speed operation of the high-speed magnetic levitation train. Therefore, it is necessary to construct a system to control the vacuum tube, ensuring that the vacuum tube is below a certain pressure value and further ensuring that the tube is in a vacuum state. Monitoring of vacuum tubes is particularly important when high-speed trains are operating at high speeds, as air pressure and airflow are major factors affecting train operation. As infrastructure for high-speed trains, vacuum tubes are crucial to the safety of train operation on main lines, and whether or not the vacuum tubes are under vacuum affects the train's braking curve, movement authority, and section occupied status. Malfunctions of vacuum tube-related valves, escape doors, and vacuum pumps, or leaks in the tubes, can jeopardize the operation of high-speed magnetic levitation trains.

[0004] Therefore, ensuring the safety of train operations in low-vacuum tube tunnels is becoming an increasingly important technical challenge. [Overview of the project]

[0005] In response to the above challenges, This disclosureThis invention discloses a method and system for protecting the operation of ultrafast magnetic levitation, low-vacuum tube tunnels in a vacuum environment, the method and system improving safety and reliability when operating trains.

[0006] This disclosure One of the objectives of this invention is to provide a method for protecting the operation of ultrafast magnetic levitation, low-vacuum tube tunnels in a vacuum environment, and this method is The vacuum tube monitoring system constructs an air diffusion model based on the pressure and airflow velocity inside the vacuum tube, The central driving control system includes controlling the train's operating state by controlling the onboard driving control system through a region-divided driving control system based on an air diffusion model.

[0007] Furthermore, the vacuum tube monitoring system constructs an air diffusion model based on the pressure and airflow velocity within the vacuum tube. This includes determining whether the current air inside the vacuum tube is in a stable state based on the rate of pressure change inside the vacuum tube, If the current air inside the vacuum tube is in a stable state, the train's operating state can be determined from the pressure and / or airflow velocity inside the vacuum tube. Otherwise, the train's operating status is determined based on the rate of pressure change within the vacuum tube.

[0008] Furthermore, the rate of pressure change δP inside the vacuum tube is, [Mathematics 1] δP=(P1-P2) / ( t1-t2 ) Satisfying the conditions, However, P1 represents the pressure at time t1, and P2 represents the pressure at time t2. When δP=0, it indicates that the air inside the vacuum tube is currently in a stable state. If δP ≠ 0, it indicates that the air inside the vacuum tube is currently in an unstable state.

[0009] Furthermore, if the current air inside the vacuum tube is in a stable state, or if the current air inside the vacuum tube is in an unstable state but 0 < δP ≤ 1st pressure change rate, then determining the train's operating state from the current pressure and / or airflow velocity inside the vacuum tube is possible. If the pressure P inside the vacuum tube < 1st pressure, then the train's operating state and the airflow velocity V inside the vacuum tube are... 空気 The following relationship is satisfied, V 空気 When the first airflow velocity V1 is less than or equal to the first airflow velocity, the train is traveling at its normal operating speed. First airflow velocity V1 <V 空気 If the second airflow velocity V2 is less than the first operating speed, the train is traveling at a speed lower than the first operating speed. Second airflow velocity V2 <V 空気 If the third airflow velocity V3 is less than the second operating speed, Third airflow velocity V3 <V 空気 When the fourth airflow velocity V4 is less than or equal to the fourth airflow velocity, the train operates with its support wheels extended. V 空気 >In the case of the fourth airflow velocity V4, the train stops. This includes the condition that the train is running at its normal operating speed if the pressure P inside the vacuum tube is greater than or equal to the first pressure.

[0010] Furthermore, although the current air inside the vacuum tube is in an unstable state, if δP > the first rate of pressure change, determining the train's operating state based on the rate of pressure change inside the vacuum tube is possible. When the first rate of change in pressure < δP ≤ the second rate of change in pressure, the train operates with its support wheels extended. The case where δP > the second rate of pressure change includes the train stopping.

[0011] Furthermore, the central driving control system controls the train's operating state by controlling the onboard driving control system through a region-divided driving control system based on an air diffusion model. The central driving control system is V 空気>When it is the fourth gas flow rate V4 or δP > the second pressure change rate, send a braking control command to the area division operation control system, and the area division operation control system controls the braking and stopping of the train by the vehicle-mounted control system.

[0012] In addition, the central operation control system controls the operation state of the train by controlling the vehicle-mounted operation control system by the area division operation control system based on the air diffusion model. The central operation control system has the first air flow rate V1 < V 空気 ≦ the fourth air flow rate V4, or when the first pressure change rate < δP ≦ the second pressure change rate, calculate a temporary speed limit, and send a temporary speed limit command and the calculated temporary speed limit to the area division operation control system. The area division operation control system further includes controlling the operation state of the train by the vehicle-mounted operation control system based on the temporary speed limit command and the temporary speed limit.

[0013] In addition, the area division operation control system controls the operation state of the train by the vehicle-mounted operation control system based on the temporary speed limit command and the temporary speed limit. The area division operation control system includes obtaining the floating speed of the train by the vehicle-mounted operation control system and determining whether the temporary speed limit of the train is lower than the floating speed. When the temporary speed limit is lower than the floating speed, the area division operation control system controls the train to protrude the support wheels by the vehicle-mounted operation control system. After the train support wheels land, the train passes through the speed limit area at the temporary speed limit. Otherwise, the area division operation control system controls the train to pass through the speed limit area at the floating speed by the vehicle-mounted operation control system.

[0014] Furthermore, the vacuum tube monitoring system must control the operation of the gate valve, pressure recovery valve, escape door, and / or vacuum pump, and obtain permission from the area-divided operation control system, specifically, The vacuum tube monitoring system transmits an operating status command to the region division operation control system. The area division operation control system is Based on the operation status command, the onboard driving control system checks whether the train is stopped or not. When the train is stationary, the vacuum tube monitoring system is permitted to operate and control the gate valve, pressure relief valve, escape door and / or vacuum pump. Otherwise, this includes not allowing the vacuum tube monitoring system to operate the gate valve, pressure-recovering valve, escape door, and / or vacuum pump.

[0015] Furthermore, the central operation control system must remotely operate and control the gate valve, pressure-recovering valve, escape door, and / or vacuum pump, and obtain permission from the area-divided operation control system, specifically, The central operation control system transmits an operation status command to the area division operation control system. The area division operation control system is Based on the operation status command, the onboard driving control system checks whether the train is stopped or not. When the train is stationary, the central control system is permitted to remotely operate and control the gate valve, pressure relief valve, escape door and / or vacuum pump. Otherwise, this includes not allowing the central operating control system to remotely operate and control gate valves, pressure-recovering valves, escape doors, and / or vacuum pumps.

[0016] This disclosureAnother object is to provide an operation protection system in a vacuum environment of a super-high-speed magnetic levitation and low-vacuum tube tunnel. The system includes a central operation control system, a regional division operation control system, an on-vehicle operation control system, and a vacuum tube monitoring system. The central operation control system is respectively connected to the regional division operation control system and the vacuum tube monitoring system. The regional division operation control system is further respectively connected to the vacuum tube monitoring system and the on-vehicle operation control system. The vacuum tube monitoring system acquires the pressure and air flow velocity in the vacuum tube and is used to construct an air diffusion model based on the pressure and air flow velocity in the vacuum tube. The central operation control system is used to control the operation state of the train by controlling the on-vehicle operation control system through the regional division operation control system.

[0017] Also, constructing an air diffusion model based on the pressure and air flow velocity in the vacuum tube includes determining whether the current air in the vacuum tube is in a stable state based on the pressure change rate in the vacuum tube. The pressure change rate δP in the vacuum tube is δP=(P1 - P2) / ( t1 - t2 ) satisfies where P1 represents the pressure at time t1 and P2 represents the pressure at time t2. When δP = 0, it indicates that the current air in the vacuum tube is in a stable state. When δP ≠ 0, it indicates that the current air in the vacuum tube is in an unstable state. When the current air in the vacuum tube is in a stable state, or when the current air in the vacuum tube is in an unstable state but 0 < δP ≤ the first pressure change rate, determine the operation state of the train from the current pressure and / or air flow velocity in the vacuum tube. When the pressure P in the vacuum tube < the first pressure, the operation state of the train and the air flow velocity V in the vacuum tube 空気 satisfy the following relationship V 空気 ≤ the first air flow velocity V1, the train runs at a normal operation speed. First airflow velocity V1 <V 空気 When the second airflow velocity V2 is less than the first operating speed, Second airflow velocity V2 <V 空気 When the third airflow velocity V3 is less than the second operating speed, Third airflow velocity V3 <V 空気 When the fourth airflow velocity V4 is less than or equal to the fourth airflow velocity, the train operates with its support wheels extended. V 空気 >In the case of the fourth airflow velocity V4, the train stops. If the pressure P inside the vacuum tube is greater than or equal to the first pressure, the train is traveling at its normal operating speed. If the current air inside the vacuum tube is in an unstable state, but δP > 1st pressure change rate, the train's operating state is determined based on the pressure change rate inside the vacuum tube. When the first rate of change in pressure < δP ≤ the second rate of change in pressure, the train operates with its support wheels extended. If δP > the second rate of pressure change, the train will stop.

[0018] Furthermore, by controlling the onboard driving control system using a region-divided driving control system based on an air diffusion model, the train's operating state can be controlled. The central driving control system is V 空気 >If the fourth gas flow velocity V4 is or δP > second pressure change rate, a braking control command is sent to the region division operation control system, and the region division operation control system controls the braking and stopping of the train by the onboard control system.

[0019] Furthermore, by controlling the onboard driving control system using a region-divided driving control system based on an air diffusion model, the train's operating state can be controlled. The central operating control system controls the first airflow velocity V1 <V 空気 If the fourth airflow velocity V4 is ≤ or the first pressure change rate < δP ≤ the second pressure change rate, a temporary speed limit is calculated and the temporary speed limit command and the calculated temporary speed limit are transmitted to the area division operation control system. The area-divided operation control system further includes controlling the train's operating state by an onboard operation control system based on a temporary speed limit command and a temporary speed limit, The area-divided operation control system controls the train's operating state via the on-board operation control system based on temporary speed limit commands and temporary speed limits, specifically as follows: The area-divided operation control system obtains the train's levitation speed from the onboard operation control system and determines whether the train's temporary speed limit is below the levitation speed. If the temporary speed limit falls below the levitation speed, the area division control system controls the train to extend the support wheels via the onboard driving control system, and after the train support wheels touch down, the train passes through the speed limit area at the temporary speed limit. Otherwise, the area-divided operation control system includes controlling the train to pass through the speed-restricted area at a levitation speed using the onboard operation control system.

[0020] Furthermore, the vacuum tube monitoring system is used to control the operation of gate valves, pressure-recovering valves, escape doors, and / or vacuum pumps, and requires authorization from the area-divided operation control system, specifically, The vacuum tube monitoring system transmits an operating status command to the region division operation control system. The area division operation control system is Based on the operation status command, the onboard driving control system checks whether the train is stopped or not. When the train is stationary, the vacuum tube monitoring system is permitted to operate and control the gate valve, pressure relief valve, escape door and / or vacuum pump. Otherwise, this includes not allowing the vacuum tube monitoring system to operate the gate valve, pressure-recovering valve, escape door, and / or vacuum pump.

[0021] Furthermore, the central operation control system is used to remotely control gate valves, pressure-recovering valves, escape doors, and / or vacuum pumps, and requires authorization from the area-divided operation control system, specifically, The central operation control system transmits an operation status command to the area division operation control system. The area division operation control system is Based on the operation status command, the onboard driving control system checks whether the train is stopped or not. When the train is stationary, the central control system is permitted to remotely operate and control the gate valve, pressure relief valve, escape door and / or vacuum pump. Otherwise, this includes not allowing the central operating control system to remotely operate and control gate valves, pressure-recovering valves, escape doors, and / or vacuum pumps.

[0022] This disclosure Another objective is to provide an operational protection system for ultrafast magnetic levitation, low-vacuum tube tunnels in a vacuum environment, the system comprising a central operation control system, a region-divided operation control system, an on-board operation control system, and a vacuum tube monitoring system, wherein the central operation control system is connected to the region-divided operation control system and the vacuum tube monitoring system, respectively, and the region-divided operation control system is further connected to the vacuum tube monitoring system and the on-board operation control system, respectively. The vacuum tube monitoring system includes an air diffusion calculation module, a control subsystem, an environmental sensing subsystem, a gate valve, a pressure-recovering valve, an escape door, a vacuum pump, a pressure sensor, and an airflow velocity sensor. The pressure sensor and airflow velocity sensor are connected to the environmental sensing subsystem and are used to collect pressure and airflow velocity within the vacuum tube, respectively. The air diffusion calculation module is connected to the environmental sensing subsystem and is used to construct an air diffusion model from the pressure and airflow velocity within the vacuum tube provided by the environmental sensing subsystem. The control subsystem is connected to the gate valve, pressure-recovering valve, escape door, and vacuum pump within the vacuum tube and is used to control the gate valve, pressure-recovering valve, escape door, and vacuum pump. The central driving control system includes a temporary speed limit automatic calculation module and a global automatic emergency command module, the temporary speed limit automatic calculation module being connected to the global automatic emergency command module, the global automatic emergency command module being connected to the air diffusion calculation module of the vacuum tube monitoring system and used to acquire an air diffusion model and transmit the air diffusion model to the temporary speed limit automatic calculation module, the temporary speed limit calculation module being used to calculate and obtain a temporary speed limit based on the air diffusion model. The aforementioned area-divided operation control system is used to control the train's operating state via an on-board operation control system based on control commands transmitted by the central operation control system based on an air diffusion model.

[0023] The central operating control system further includes remote control terminals used to remotely operate and control gate valves, pressure-recovering valves, escape doors, and vacuum pumps.

[0024] Furthermore, the area-divided operation control system is used to monitor the gate valve, pressure-recovering valve, escape door, and vacuum pump, and to verify authorization before the central operation control system or control subsystem controls the gate valve, pressure-recovering valve, escape door, and / or vacuum pump.

[0025] This disclosure The protection method and system described herein, when protecting the safe operation of magnetic levitation trains in a vacuum environment, utilizes an air diffusion model constructed by a vacuum tube monitoring system in the central operation control system to calculate a temporary speed limit, and controls the operating state of the train using a region-divided operation control system and an on-board operation control system. This avoids safety risks due to leakage in low-vacuum tube tunnels, ensures the safety of trains inside vacuum tubes, significantly improves the reliability of train operation in a vacuum environment, and ensures the safety of train operation.

[0026] This disclosure Other features and advantages are described in the specification below, and may be partially revealed therein, or This disclosure This will be understood by implementing it. This disclosure The objectives and other advantages can be realized and obtained by the configurations described in the specification, claims, and accompanying drawings. [Brief explanation of the drawing]

[0027] below, This disclosure In order to more clearly explain the embodiments or the technical proposals relating to the prior art, the drawings necessary for explaining the embodiments or prior art will be briefly described below. This disclosure These are some examples, and it will be obvious to those skilled in the art that other drawings can be obtained based on these without any creative work.

[0028] [Figure 1] Figure 1 shows a schematic flowchart of an operation protection method for an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment, according to an embodiment of the present disclosure. [Figure 2] Figure 2 shows a diagram illustrating the process by which a train in an embodiment of this disclosure performs temporary speed limit safety driving protection. [Figure 3] Figure 3 shows another process diagram illustrating how a train in an embodiment of this disclosure performs temporary speed limit safety driving protection. [Figure 4] Figure 4 shows a process diagram illustrating how a train performs emergency braking safe operation protection in an embodiment of the present disclosure. [Figure 5] Figure 5 shows another process diagram illustrating how a train performs emergency braking safe driving protection in an embodiment of the present disclosure. [Figure 6] Figure 6 shows a diagram of the configuration of an operational protection system for an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment, according to an embodiment of the present disclosure. [Figure 7] Figure 7 shows another configuration diagram of the operation protection system in a vacuum environment for an ultrafast magnetic levitation, low-vacuum tube tunnel in an embodiment of the present disclosure. [Modes for carrying out the invention]

[0029] Below, This disclosure To further clarify the purpose, technical proposal, and advantages of the embodiment, This disclosure The technical details in the embodiments will be clearly explained in conjunction with the drawings. Clearly, the embodiments described are not all embodiments. This disclosure This is one of the embodiments. This disclosure All other examples obtained without creative work based on the example are none This disclosure It falls within the scope of protection.

[0030] As shown in Figure 1, This disclosureIn this embodiment, a method for protecting the operation of an ultra-high-speed magnetic levitation train in a vacuum environment in a low-vacuum tube tunnel is disclosed. In this method, first, a vacuum tube monitoring system constructs an air diffusion model based on the pressure and air flow velocity inside the vacuum tube, and the central operation control system controls the on-board operation control system by a region-divided operation control system based on the air diffusion model, thereby controlling the train's operating state. When protecting the safe operation of a magnetic levitation train in a vacuum environment, the central operation control system uses the air diffusion model constructed by the vacuum tube monitoring system and controls the on-board operation control system by a region-divided operation control system to control the train's operating state, thereby avoiding safety risks due to leakage in the low-vacuum tube tunnel, ensuring the safety of trains operating inside the vacuum tube, significantly improving the reliability of train operation in a vacuum environment, and ensuring train operation safety.

[0031] The air diffusion model describes the relationship between the rate of pressure change within the vacuum tube, the pressure and / or airflow velocity within the vacuum tube, and the train operating conditions. The air diffusion model is typically used when the vacuum tube leaks or a gate valve opens, and the corresponding operation control system also controls equipment such as the gate valve within the vacuum tube after the train has stopped. Specifically, first, the rate of pressure change within the vacuum tube is: [Math 2] δP=(P1-P2) / ( t1-t2 ) Satisfying the conditions, However, P1 represents the pressure at time t1, and P2 represents the pressure at time t2.

[0032] Next, based on the rate of pressure change within the vacuum tube, it is determined whether the air inside the vacuum tube is currently in a stable state. Here, δP = 0 indicates that the air inside the vacuum tube is currently in a stable state, while δP ≠ 0 indicates that the air inside the vacuum tube is currently in an unstable state.

[0033] Therefore, the air diffusion model specifically states that 1) If δP = 0, it indicates that the current air in the vacuum tube is in a stable state, or if δP ≠ 0, it indicates that the current air in the vacuum tube is in an unstable state, provided that 0 < δP ≤ first pressure change rate. In this case, if the pressure in the vacuum tube P < first pressure, then the train's operating state and the air velocity V in the vacuum tube are as shown in Table 1. 空気 This satisfies the following relationship. [Table 1]

[0034] In the table, V1, V2, V3, and V4 represent the first to fourth airflow velocities, respectively. However, the values ​​of V1 may be set to 15 m / s (meters / second), V2 to 20 m / s, V3 to 25 m / s, and V4 to 30 m / s, but are not limited to these values, and the values ​​of V1, V2, V3, and V4 may be appropriately selected to represent other speed values. More specifically, the normal speed of a train is 300 km / h (kilometers / hour) or higher. The normal speed of a train is a preset normal speed, for example, 350 km / h, but is not limited to this, and other preset normal speeds may also be used. This disclosure This can be applied to the following. The first operating speed may be set to 300 km / h and the second operating speed to 250 km / h, but it is not limited to these, and the first and second operating speeds may be set to other speed values ​​depending on the train conditions. Also, V1, V2, V3, and V4 may be called the leakage gas flow velocities in the vacuum tube.

[0035] If the air pressure P ≥ the first pressure, there is no effect on train operation, meaning the train runs at its normal speed. Specifically, the first pressure is 5000 kPa (kilopascals), but it is not limited to this; for example, 4500 kPa, etc. This disclosure It can be applied to this.

[0036] 2) If the current air is in an unstable state, but δP > the first rate of pressure change, then the following conditions are met. If the first rate of change in pressure < δP ≤ the second rate of change in pressure, it indicates that the current air is in an unstable state, and the train will slide past with its support wheels extended. The first rate of change in pressure may be 50 Pa / h (Pascals / hour), but is not limited to this; it may be changed to 45 Pa / h, etc., depending on the requirements of the environment inside the vacuum tube. This disclosure It can be applied to this.

[0037] If δP > second pressure change rate, the train must stop and is prohibited from passing through the speed-restricted area. The second pressure change rate may be 100 Pa / h, but is not limited to this; the first pressure change rate may be changed to 90 Pa / h, etc., depending on the requirements of the environment inside the vacuum tube. This disclosure It can be applied to this.

[0038] This disclosure In this embodiment, the central driving control system controls the onboard driving control system by a region division driving control system based on an air diffusion model, thereby controlling the train's operating state, which includes controlling the train's braking and stopping. 空気 If the fourth gas flow velocity V4 is equal to or δP is greater than the second pressure change rate, then, based on the air diffusion model, the train's operating state is considered to be at a stop. Therefore, the central operation control system sends a braking control command to the area-divided operation control system in response to the train operating state requirement in the air diffusion model, and the area-divided operation control system controls the braking and stopping of the train through the onboard control system.

[0039] This disclosure In the embodiment described above, the central driving control system controls the train's operating state by controlling the onboard driving control system with a region division driving control system based on an air diffusion model, which further includes controlling the train's temporary speed limit. Specifically, in the air diffusion model described above, the first airflow velocity V1 <V 空気 If the fourth airflow velocity V4 is ≤ or the first rate of change of pressure < δP ≤ second rate of change of pressure, then the train operating conditions both relate to limiting the train's speed. Therefore, the first airflow velocity V1 <V 空気If the fourth airflow velocity V4 is ≤ or the first rate of change of pressure < δP ≤ the second rate of change of pressure, the central operation control system calculates a temporary speed limit from the air diffusion model, i.e., obtains a speed at which the train's operating speed satisfies the requirements of the air diffusion model. The central operation control system then transmits the temporary speed limit command and the calculated temporary speed limit to the area division operation control system.

[0040] The area-divided operation control system controls the train's operating state via the onboard operation control system based on the transmitted temporary speed limit command and temporary speed limit. Specifically, the area-divided operation control system obtains the train's levitation speed from the onboard operation control system and determines whether the train's temporary speed limit falls below the levitation speed.

[0041] Here, if the temporary speed limit falls below the levitation speed, the area division control system controls the train to extend the support wheels via the onboard driving control system, and after the train support wheels touch down, the train passes through the speed limit area at the temporary speed limit. That is, V1 <V 空気 ≤ V2, or V2 <V 空気If ≤V3, the support wheels may extend even during a temporary speed restriction so that the train passes through the speed restriction zone at the temporary speed restriction. Otherwise, as shown in the diagram, the area-divided operation control system controls the train to pass through the speed restriction zone at the levitation speed, via the onboard operation control system. For example, in Figure 2, if the area-divided operation control system determines that the train's temporary speed restriction is below the levitation speed, it sends a command to extend the train support wheels to the onboard operation control system, which controls the train to extend the support wheels, and after the train support wheels touch down, the train passes through the speed restriction zone at the temporary speed restriction. Otherwise, in Figure 3, for example, the area-divided operation control system sends a command to the onboard operation control system to have the train pass through the speed restriction zone at the levitation speed. In other words, in the case of a temporary speed restriction, the air diffusion model and the levitation speed of the high-speed train are considered in an integrated manner, and this dual protection method can guarantee the safety of train operation. In Figures 2 and 3, the protective distance refers to the distance over which a train can eventually decelerate to the temporary speed limit.

[0042] This disclosure In this embodiment, when the train speed is less than 160 km / h, the support wheels must be extended during operation.

[0043] The integration of the air diffusion model with train system operation control effectively ensures the safety and reliability of train operation within a vacuum tube.

[0044] This disclosureIn this embodiment, the vacuum pump is used to evacuate the tube and maintain a low vacuum state. When the pressure-recovering valve is opened, the tube communicates with the outside and air is supplied to the vacuum tube. The gate valve is used to close off a certain area and prevent the train from entering. The escape door is used for the escape of people. Therefore, the vacuum tube monitoring system also needs to control the gate valve, pressure-recovering valve, escape door and / or vacuum pump and obtain permission from the area division operation control system. Specifically, first, the vacuum tube monitoring system transmits an operation status command to the area division operation control system. Then, based on the operation status command, the area division operation control system checks whether the train is stopped or not using the onboard operation control system. Finally, if the train is stopped, the vacuum tube monitoring system is permitted to control the gate valve, pressure-recovering valve, escape door and / or vacuum pump; otherwise, the vacuum tube monitoring system is not permitted to control the gate valve, pressure-recovering valve, escape door and / or vacuum pump. The area-divided operation control system must monitor the status of the gate valve, pressure-recovering valve, and escape door to ensure operational safety and prevent the train from entering the gate valve's protected area or colliding with the gate valve, thereby further guaranteeing the safety of train operation. For example, as shown in Figures 4 and 5, when a train brakes and comes to a stop, if the emergency braking stop is already complete, the vacuum tube monitoring system is permitted to operate the gate valve, pressure-recovering valve, escape door, and / or vacuum pump. Otherwise, the vacuum tube system is not permitted to operate the gate valve, pressure-recovering valve, escape door, or vacuum pump. The protective distance in the diagrams is the distance at which the train can come to a complete stop. Note that the above operations can be performed during emergency braking or after a temporary speed limit, thereby guaranteeing the safety of the train.

[0045] This disclosureIn the embodiment described above, the method further includes the requirement that the central operation control system remotely control the gate valve, pressure-recovering valve, escape door and / or vacuum pump and obtain permission from the area-divided operation control system. First, the central operation control system transmits an operation status command to the area-divided operation control system. The area-divided operation control system then checks, based on the operation status command, whether the train is stopped or not, using the on-board operation control system. If the train is stopped, the central operation control system is permitted to remotely control the gate valve, pressure-recovering valve, escape door and / or vacuum pump; otherwise, the central operation control system is not permitted to remotely control the gate valve, pressure-recovering valve, escape door and / or vacuum pump. Similarly, the above operations can be performed during emergency braking or after temporary speed restrictions, thereby ensuring the safety of the train.

[0046] As shown in Figure 6, This disclosure In one embodiment, a high-speed magnetic levitation, low-vacuum tube tunnel operating protection system in a vacuum environment is disclosed for carrying out the above method. The system includes a central operating control system, a region-divided operating control system, an on-board operating control system, and a vacuum tube monitoring system. The central operating control system is connected to the region-divided operating control system and the vacuum tube monitoring system, respectively. The region-divided operating control system is further connected to the vacuum tube monitoring system and the on-board operating control system, respectively. Here, the vacuum tube monitoring system is used to acquire the pressure and air velocity in the vacuum tube and to construct an air diffusion model based on the pressure and air velocity in the vacuum tube. The central operating control system is used to control the operating state of the train by controlling the on-board operating control system via the region-divided operating control system.

[0047] This disclosure In this embodiment, an air diffusion model is constructed based on the pressure and air velocity inside the vacuum tube. Since this air diffusion model is consistent with the one described for the above method, a redundant explanation is omitted here.

[0048] This disclosure In this embodiment, controlling the train's operating state by controlling the onboard driving control system with a region-divided driving control system based on an air diffusion model is consistent with the method described above, so a redundant explanation is omitted here.

[0049] This disclosure In the embodiment, the vacuum tube monitoring system is further used to control the operation of the gate valve, pressure-recovering valve, escape door and / or vacuum pump, and requires authorization from the area-divided operation control system, specifically, The vacuum tube monitoring system transmits an operating status command to the region division operation control system. The area division operation control system is Based on the operation status command, the onboard driving control system checks whether the train is stopped or not. When the train is stationary, the vacuum tube monitoring system is permitted to operate and control the gate valve, pressure relief valve, escape door and / or vacuum pump. Otherwise, this includes not allowing the vacuum tube monitoring system to operate the gate valve, pressure-recovering valve, escape door, and / or vacuum pump.

[0050] This disclosure In the embodiment described above, the central operation control system is further used to remotely control the gate valve, pressure-recovering valve, escape door and / or vacuum pump, and requires authorization from the area-divided operation control system, specifically, The central operation control system transmits an operation status command to the area division operation control system. The area division operation control system is Based on the operation status command, the onboard driving control system checks whether the train is stopped or not. When the train is stationary, the central control system is permitted to remotely operate and control the gate valve, pressure relief valve, escape door and / or vacuum pump. Otherwise, this includes not allowing the central operating control system to remotely operate and control gate valves, pressure-recovering valves, escape doors, and / or vacuum pumps.

[0051] As shown in Figure 7, This disclosure In this embodiment, a super-fast magnetic levitation, low-vacuum tube tunnel operating protection system in a vacuum environment, capable of performing the above protection method, is further disclosed. The system includes a central operating control system, a region-divided operating control system, an on-board operating control system (not shown), and a vacuum tube monitoring system. The central operating control system is connected to the region-divided operating control system and the vacuum tube monitoring system, respectively. The region-divided operating control system is further connected to the vacuum tube monitoring system and the on-board operating control system, respectively. The vacuum tube monitoring system includes an air diffusion calculation module, a control subsystem, an environmental sensing subsystem, a gate valve, a pressure restoration valve, an escape door, a vacuum pump, a pressure sensor, and an air flow velocity sensor. The pressure sensor and air flow velocity sensor are connected to the environmental sensing subsystem, respectively, and are used to collect pressure and air flow velocity in the vacuum tube, respectively. The air diffusion calculation module is connected to the environmental sensing subsystem and is used to construct an air diffusion model from the pressure and air flow velocity in the vacuum tube provided by the environmental sensing subsystem. The control subsystem is connected to the gate valve, pressure-recovering valve, escape door, and vacuum pump within the vacuum tube and is used to control the gate valve, pressure-recovering valve, escape door, and vacuum pump. The air diffusion model is typically used when the vacuum tube leaks or the gate valve opens.

[0052] The central operating control system includes a temporary speed limit automatic calculation module and a global automatic emergency command module. The temporary speed limit automatic calculation module is connected to the global automatic emergency command module. Here, the global automatic emergency command module is connected to the air diffusion calculation module of the vacuum tube monitoring system and is used to acquire an air diffusion model and transmit the air diffusion model to the temporary speed limit automatic calculation module. The temporary speed limit calculation module is used to calculate and obtain a temporary speed limit based on the air diffusion model. The aforementioned area-divided operation control system is used to control the train's operating state via an onboard operation control system based on control commands transmitted by the central operation control system based on an air diffusion model.

[0053] This disclosure In this embodiment, the central operation control system further includes a remote control terminal (not shown) used for remotely operating and controlling a gate valve, a pressure-recovering valve, an escape door, and a vacuum pump.

[0054] This disclosure In the embodiment, the area-divided operation control system is further used to monitor the gate valve, pressure-recovering valve, escape door, and vacuum pump, and to verify authorization before the central operation control system or control subsystem controls the gate valve, pressure-recovering valve, escape door, and / or vacuum pump.

[0055] The above system, in protecting the safe operation of magnetically levitated trains in a vacuum environment, utilizes an air diffusion model constructed by the vacuum tube monitoring system in the central operation control system to calculate a temporary speed limit. The operation state of the train is then controlled by the area division operation control system and the on-board operation control system. This ensures the safe operation of trains within vacuum tubes, avoids safety risks due to leakage in low-vacuum tube tunnels, significantly improves the reliability of train operation in vacuum environments, and ensures train operation safety.

[0056] Refer to the above-mentioned examples. This disclosureAlthough this has been explained in detail, the technical proposals described in each of the above embodiments can be modified or some of their technical features can be replaced with equivalent ones, and these modifications or replacements will be in line with the spirit of the corresponding technical proposal. This disclosure Those skilled in the art will understand that each embodiment does not deviate from the spirit and scope of the proposed technology.

Claims

1. The vacuum tube monitoring system constructs an air diffusion model based on the pressure and airflow velocity inside the vacuum tube, The central driving control system controls the train's operating state by controlling the onboard driving control system through a region-divided driving control system based on an air diffusion model. A method for protecting the operation of an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment, including a method for operation protection.

2. The vacuum tube monitoring system constructs an air diffusion model based on the pressure and air velocity within the vacuum tube. This includes determining whether the current air inside the vacuum tube is in a stable state based on the rate of pressure change inside the vacuum tube, If the current air inside the vacuum tube is in a stable state, the train's operating state can be determined from the pressure and / or airflow velocity inside the vacuum tube. Otherwise, the train's operating state is determined based on the rate of pressure change within the vacuum tube. A method for protecting the operation of an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment, as described in claim 1.

3. The rate of pressure change δP inside the vacuum tube is, The equation satisfies δP = (P1 - P2) / t1 - t2, However, P1 represents the pressure at time t1, and P2 represents the pressure at time t2. When δP = 0, it indicates that the air inside the vacuum tube is currently in a stable state. If δP ≠ 0, it indicates that the air inside the vacuum tube is currently in an unstable state. A method for protecting the operation of an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment, as described in claim 2.

4. If the current air in the vacuum tube is in a stable state, or if the current air in the vacuum tube is in an unstable state but 0 < δP ≤ 1st pressure change rate, then determining the train's operating state from the current pressure and / or airflow velocity in the vacuum tube is possible. If the pressure P inside the vacuum tube < the first pressure, then the train's operating state and the airflow velocity V inside the vacuum tube are... 空気 The following relationship is satisfied, V 空気 ≤ 1st 空気 In the case of a flow velocity V1, the train travels at its normal operating speed. First airflow velocity V1 < V 空気 When the second airflow velocity V2 is less than the first operating speed, Second airflow velocity V2 < V 空気 When the third airflow velocity V3 is less than the second operating speed, Third airflow velocity V3 < V 空気 When the fourth airflow velocity V4 is less than or equal to the fourth airflow velocity, the train operates with its support wheels extended. V 空気 >In the case of the fourth airflow velocity V4, the train stops, If the pressure P inside the vacuum tube is greater than or equal to the first pressure, the train will run at its normal operating speed. A method for protecting the operation of an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment, as described in claim 3, including the above.

5. Although the current air inside the vacuum tube is in an unstable state, if δP > the first rate of pressure change, determining the train's operating state based on the rate of pressure change inside the vacuum tube is possible. When the first rate of change in pressure < δP ≤ the second rate of change in pressure, the train operates with its support wheels extended. If δP > second pressure change rate, the train will stop. A method for protecting an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment, as described in claim 4, including the above.

6. The central driving control system controls the train's operating state by controlling the onboard driving control system through a region-divided driving control system based on an air diffusion model. The central driving control system is V 空気 >If the fourth gas flow velocity V4 is true, or if δP > second pressure change rate, a braking control command is transmitted to the region division operation control system, and the region division operation control system controls the braking and stopping of the train using the on-board control system. A method for protecting an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment, as described in claim 5, including the above.

7. The central driving control system controls the train's operating state by controlling the onboard driving control system through a region-divided driving control system based on an air diffusion model. The central operation control system calculates a temporary limit speed when the first air flow velocity V1 < V 空気 ≦ the fourth air flow velocity V4, or when the first pressure change rate < δP ≦ the second pressure change rate, and transmits a temporary speed limit command and the calculated temporary limit speed to the region division operation control system. The area-divided operation control system controls the train's operating state using the on-board operation control system based on temporary speed limit commands and temporary speed limits. A method for protecting an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment, according to claim 5, further comprising:

8. The area-divided operation control system controls the train's operating state by the onboard operation control system based on temporary speed limit commands and temporary speed limits. The area-divided operation control system includes obtaining the train's levitation speed via the onboard operation control system and determining whether the train's temporary speed limit is below the levitation speed. If the temporary speed limit falls below the levitation speed, the area division control system controls the train to extend the support wheels via the onboard driving control system, and after the train support wheels touch down, the train passes through the speed limit area at the temporary speed limit. Otherwise, the area division control system controls the train to pass through the speed-restricted area at levitation speed, as controlled by the onboard driving control system. A method for protecting the operation of an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment, as described in claim 7.

9. The vacuum tube monitoring system must operate and control the gate valve, pressure relief valve, escape door and / or vacuum pump, and obtain permission from the area-divided operation control system, specifically, The vacuum tube monitoring system transmits an operating status command to the region division operation control system. The area division operation control system is Based on the operation status command, the onboard driving control system checks whether the train is stopped or not. When the train is stationary, the vacuum tube monitoring system is permitted to operate and control the gate valve, pressure relief valve, escape door and / or vacuum pump. Otherwise, the vacuum tube monitoring system will not allow operational control over the gate valve, pressure relief valve, escape door and / or vacuum pump. A method for protecting an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment, according to any one of claims 1 to 8, including the above.

10. The central operation control system further includes remotely controlling gate valves, pressure-recovering valves, escape doors and / or vacuum pumps, and obtaining permission from the area-divided operation control system, specifically, The central operation control system transmits an operation status command to the area division operation control system. The area division operation control system is Based on the operation status command, the onboard driving control system checks whether the train is stopped or not. When the train is stationary, the central control system is permitted to remotely operate and control the gate valve, pressure relief valve, escape door and / or vacuum pump. Otherwise, the central operating control system shall not allow remote operation control of gate valves, pressure relief valves, escape doors and / or vacuum pumps. A method for protecting an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment, according to any one of claims 1 to 7, including the above.

11. An operating protection system including a central operating control system, a region-divided operating control system, an on-board operating control system, and a vacuum tube monitoring system, The central operation control system is connected to the region division operation control system and the vacuum tube monitoring system, respectively. The region-divided operation control system is further connected to the vacuum tube monitoring system and the on-board operation control system, respectively. The vacuum tube monitoring system is used to acquire the pressure and airflow velocity inside the vacuum tube and to construct an air diffusion model based on the pressure and airflow velocity inside the vacuum tube. The central operation control system is used to control the train's operating state by controlling the onboard operation control system through a region-divided operation control system. Ultra-fast magnetic levitation, low-vacuum tube tunnel operation protection system in a vacuum environment.

12. Constructing an air diffusion model based on the pressure and air velocity inside a vacuum tube is possible. This includes determining whether the current air inside the vacuum tube is in a stable state based on the rate of pressure change inside the vacuum tube, The rate of pressure change δP inside the vacuum tube is, The equation satisfies δP = (P1 - P2) / t1 - t2, However, P1 represents the pressure at time t1, and P2 represents the pressure at time t2. If δP = 0, it indicates that the air inside the vacuum tube is currently in a stable state; if δP ≠ 0, it indicates that the air inside the vacuum tube is currently in an unstable state. If the current air inside the vacuum tube is in a stable state, or if the current air inside the vacuum tube is in an unstable state but 0 < δP ≤ 1st pressure change rate, the train's operating state is determined from the current pressure and / or airflow velocity inside the vacuum tube. If the pressure P inside the vacuum tube < the first pressure, then the train's operating state and the airflow velocity V inside the vacuum tube are... 空気 The following relationship is satisfied, V 空気 When the first airflow velocity V1 is less than or equal to the first airflow velocity, the train is traveling at its normal operating speed. First airflow velocity V1 < V 空気 When the second airflow velocity V2 is less than the first operating speed, Second airflow velocity V2 < V 空気 When the third airflow velocity V3 is less than the second operating speed, Third airflow velocity V3 < V 空気 When the fourth airflow velocity V4 is less than or equal to the fourth airflow velocity, the train operates with its support wheels extended. V 空気 >In the case of the fourth airflow velocity V4, the train stops, If the pressure P inside the vacuum tube is greater than or equal to the first pressure, the train is traveling at its normal operating speed. If the current air inside the vacuum tube is in an unstable state, but δP > first pressure change rate, the train's operating state is determined based on the pressure change rate inside the vacuum tube. When the first rate of change in pressure < δP ≤ the second rate of change in pressure, the train operates with its support wheels extended. If δP > second pressure change rate, the train will stop. The ultrafast magnetic levitation, low-vacuum tube tunnel operation protection system in a vacuum environment according to claim 11.

13. By controlling the onboard driving control system using a region-divided driving control system based on an air diffusion model, the operating state of the train can be controlled. The central driving control system is V 空気 >If the fourth gas flow velocity V4 is true, or if δP > second pressure change rate, a braking control command is transmitted to the region division operation control system, and the region division operation control system controls the braking and stopping of the train by the onboard control system. The ultrafast magnetic levitation, low-vacuum tube tunnel operation protection system in a vacuum environment according to claim 12.

14. By controlling the onboard driving control system using a region-divided driving control system based on an air diffusion model, the operating state of the train can be controlled. The central operation control system ensures that the first airflow velocity V1 < V 空気 If the fourth airflow velocity V4 is ≤ or the first pressure change rate < δP ≤ the second pressure change rate, a temporary speed limit is calculated and the temporary speed limit command and the calculated temporary speed limit are transmitted to the area division operation control system. The area-divided operation control system further includes controlling the train's operating state by an onboard operation control system based on a temporary speed limit command and a temporary speed limit, The area-divided operation control system controls the train's operating state via the on-board operation control system based on temporary speed limit commands and temporary speed limits, specifically as follows: The area-divided operation control system obtains the train's levitation speed from the onboard operation control system and determines whether the train's temporary speed limit is below the levitation speed. If the temporary speed limit falls below the levitation speed, the area division control system controls the train to extend the support wheels via the onboard driving control system, and after the train support wheels touch down, the train passes through the speed limit area at the temporary speed limit. Otherwise, the area division control system includes controlling the train to pass through the speed-restricted area at levitation speed by the onboard driving control system. The ultrafast magnetic levitation, low-vacuum tube tunnel operation protection system in a vacuum environment according to claim 13.

15. The vacuum tube monitoring system is further used to control the operation of gate valves, pressure-recovering valves, escape doors and / or vacuum pumps, and requires authorization from the area-divided operation control system, specifically, The vacuum tube monitoring system transmits an operating status command to the region division operation control system. The area division operation control system is Based on the operation status command, the onboard driving control system checks whether the train is stopped or not. When the train is stationary, the vacuum tube monitoring system is authorized to control the operation of the gate valve, pressure relief valve, escape door and / or vacuum pump. Otherwise, the vacuum tube monitoring system will not allow operational control over the gate valve, pressure relief valve, escape door and / or vacuum pump. An operating protection system for an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment, according to any one of claims 11 to 14, comprising:

16. The central operation control system is further used to remotely control gate valves, pressure-reducing valves, escape doors and / or vacuum pumps, and requires authorization from the area-divided operation control system, specifically, The central operation control system transmits an operation status command to the area division operation control system. The area division operation control system is Based on the operation status command, the onboard driving control system checks whether the train is stopped or not. When the train is stationary, the central control system is permitted to remotely operate and control the gate valve, pressure relief valve, escape door and / or vacuum pump. Otherwise, the central operating control system shall not allow remote operation control of gate valves, pressure relief valves, escape doors and / or vacuum pumps. An operating protection system for an ultrafast magnetic levitation, low-vacuum tube tunnel in a vacuum environment, according to any one of claims 11 to 14, comprising:

17. An operating protection system including a central operating control system, a region-divided operating control system, an on-board operating control system, and a vacuum tube monitoring system, The central operation control system is connected to the region division operation control system and the vacuum tube monitoring system, respectively. The region-divided operation control system is further connected to the vacuum tube monitoring system and the on-board operation control system, respectively. The vacuum tube monitoring system includes an air diffusion calculation module, a control subsystem, an environmental sensing subsystem, a gate valve, a pressure restoration valve, an escape door, a vacuum pump, a pressure sensor, and an airflow velocity sensor. The aforementioned pressure sensor and airflow velocity sensor are each connected to an environmental sensing subsystem and are used to collect pressure and airflow velocity inside the vacuum tube, respectively. The aforementioned air diffusion calculation module is connected to an environmental sensing subsystem and is used to construct an air diffusion model from the pressure and air velocity in the vacuum tube provided by the environmental sensing subsystem. The control subsystem is connected to the gate valve, pressure-recovering valve, escape door, and vacuum pump within the vacuum tube, and is used to control the gate valve, pressure-recovering valve, escape door, and vacuum pump. The central driving control system includes a temporary speed limit automatic calculation module and a global automatic emergency command module. The temporary speed limit automatic calculation module is connected to the global automatic emergency command module. The aforementioned global automatic emergency command module is connected to the air diffusion calculation module of the vacuum tube monitoring system and is used to acquire the air diffusion model and transmit the air diffusion model to the temporary speed limit automatic calculation module. The aforementioned temporary speed limit calculation module is used to calculate and obtain a temporary speed limit based on an air diffusion model. The aforementioned region-divided operation control system is used to control the train's operating state via an on-board operation control system based on control commands transmitted by the central operation control system based on an air diffusion model. Ultra-fast magnetic levitation, low-vacuum tube tunnel operation protection system in a vacuum environment.

18. The central driving control system is Further including a remote control terminal used for remotely operating and controlling gate valves, pressure-reducing valves, escape doors, and vacuum pumps, The ultrafast magnetic levitation, low-vacuum tube tunnel operation protection system in a vacuum environment according to claim 17.

19. The area division operation control system is It is further used to monitor gate valves, pressure-reducing valves, escape doors, and vacuum pumps, and to verify authorization before the central operating control system or control subsystem controls the gate valves, pressure-reducing valves, escape doors, and / or vacuum pumps. The ultrafast magnetic levitation, low vacuum tube tunnel operation protection system in a vacuum environment according to claim 18.

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