Operation control method and system for superconducting high-speed maglev train

Abstract

Disclosed in the present invention are an operation control method and system for a superconducting high-speed maglev train. The control method comprises: when respectively receiving train traveling data sent by a positioning and speed measurement system and an onboard operation control system, a ground partition operation control system verifies the train traveling data and performs real-time safety control on a train; and the ground partition operation control system, the positioning and speed measurement system, and the onboard operation control system respectively send first train safety envelope information, the train traveling data, and second train safety envelope information to a dispatching command system, so that the dispatching command system selects different receiving information on the basis of the condition of the train to track the position of the train, wherein the first train safety envelope information is generated by the ground partition operation control system on the basis of the train traveling data sent by the positioning and speed measurement system. The present invention implements a medium-speed and high-speed maglev operation control method and system achieving train speed measurement and positioning on the basis of the ground, supporting a superconducting maglev train, and having low requirements for wireless communications.

Description

A method and system for controlling operation of a superconducting high-speed maglev train Technical Field

[0001] The present invention relates to the field of rail transportation technology, and in particular to an operation control method and system for a superconducting high-speed maglev train. Background Art

[0002] The current high-speed maglev train operation control system is a Siemens system developed specifically for the Shanghai Maglev and is not universally applicable. It consists of a central control system, a zoning control system, an onboard control system, and an onboard speed and positioning system.

[0003] The central control system includes the automatic train operation system, operator terminal, and diagnostic system. The section operation control system includes the traction system, section safety computer, and section radio control unit. The onboard control system includes the onboard safety computer, driver console, auxiliary control panel, onboard speed measurement and positioning system, maintenance control panel, and radio transmission system.

[0004] The train-to-ground wireless communication system of this operation control system is a 38G Maglev system. This system has low transmission latency and can support higher train operating speeds. However, as it is also a microwave communication, the wireless transmission has good directionality, few scattering angles, narrow bandwidth, high engineering difficulty, and a large maintenance workload.

[0005] The main drawbacks of this operation control system are: 1. The train's initial positioning is manually input, and input errors can disrupt operation plans and create operational risks. 2. Speed ​​measurement and positioning are performed by onboard equipment, and this positioning information must be transmitted to the ground in real time. Communication delays can affect the wind direction of the train, placing high demands on wireless communication delay, supported train speed, and communication quality. 3. This operation control system only supports conventional maglev trains, not superconducting maglev trains.

[0006] Summary of the Invention

[0007] The present invention aims to provide an operation control method and system for superconducting high-speed maglev trains, a medium- and high-speed maglev operation control method and system that realizes train speed measurement and positioning based on the ground, supports superconducting maglev trains and has low requirements for wireless communication.

[0008] To achieve the above object, the present invention provides an operation control method for a superconducting high-speed maglev train, comprising:

[0009] After receiving the train travel data sent by the positioning and speed measurement system and the onboard operation control system, the ground zone operation control system verifies the train travel data and performs real-time safety control of the train;

[0010] The ground-based zoned operation control system, the positioning and speed measurement system, and the onboard operation control system respectively send the first train safety envelope information, the train travel data, and the second train safety envelope information to the dispatching and command system, so that the dispatching and command system selects different received information according to the train situation to track the train's position;

[0011] Among them, the first train safety envelope information is generated by the ground zone operation control system based on the train travel data sent by the positioning and speed measurement system.

[0012] Furthermore, after receiving the train travel data sent by the positioning and speed measurement system and the onboard operation control system respectively, the ground zoned operation control system verifies the train travel data and performs real-time safety control on the train, including:

[0013] Under normal conditions, the ground zoned operation control system receives the absolute position of the first train and the speed of the first train sent continuously and in real time by the ground positioning system to calculate the safety envelope information of the first train;

[0014] The onboard operation control system calculates the absolute position of the second train, the safety envelope information of the second train, and the speed of the second train in real time based on the absolute position of the first train and the speed of the first train sent by the ground positioning system, and sends the information to the ground zone operation control system via the train-to-ground wireless transmission system;

[0015] When the ground positioning system operates normally, the ground zoned operation control system compares the absolute position, speed and safety envelope information of the first train with the absolute position, speed and safety envelope information of the second train to verify whether the train travel data sent by the onboard operation control system and the ground positioning system are consistent:

[0016] If the inconsistency exceeds a predetermined threshold, the ground zone operation control system will issue an alarm;

[0017] If they are consistent, the ground zoned operation control system performs real-time safety control of the train according to the first train speed and the second train safety envelope information, and adopts corresponding safety strategies;

[0018] Wherein, the positioning and speed measurement system includes a ground positioning system.

[0019] Furthermore, the positioning and speed measurement system also includes a vehicle-mounted positioning system;

[0020] When the ground positioning system fails, the ground zoned operation control system uses the third train absolute position, third train safety envelope information and third train speed sent by the onboard positioning system to perform real-time safety control of the train and adopt corresponding safety strategies;

[0021] When the onboard positioning system fails, the ground-based zoned operation control system uses the absolute position of the first train and the speed of the first train, as well as the safety envelope information of the first train, which are continuously and real-timely sent by the ground-based positioning system, to perform real-time safety control of the train and adopt corresponding safety strategies;

[0022] The absolute position and speed of the first train are obtained by identifying the train ID through the ground positioning system, and are continuously and in real time sent to the ground zoned operation control system through ground wired transmission.

[0023] Furthermore, the ground positioning system identifies the train ID, including:

[0024] The onboard signal generator sends the train ID as carrier information in real time to the ground continuous receiving device. The ground continuous receiving device sends the carrier information to the decoding operation component for decoding operation to obtain the train ID, and compares the decoded information of different decoding components:

[0025] If the comparison results are consistent, the obtained train ID, first train speed and first train absolute position are sent to the ground zone operation control system to complete the initial positioning of the train;

[0026] When the train is in motion, the ground positioning system determines the running direction of the train by continuously changing the absolute position of the first train in real time;

[0027] The ground positioning system includes: a vehicle-mounted signal generating device, a ground continuous receiving device and a decoding operation component.

[0028] Furthermore, obtaining the third train absolute position, the third train speed, and the third train safety envelope information includes:

[0029] The vehicle-mounted positioning system receives the first train absolute position periodically sent by the ground positioning system via the vehicle-ground wireless transmission system;

[0030] The vehicle-mounted positioning system calculates the absolute position of the train again using a safety algorithm according to the absolute position of the first train and the speed of the third train to obtain the absolute position of the third train;

[0031] The on-board positioning system calculates the safety envelope information of the third train according to the speed of the third train and the absolute position of the third train;

[0032] Wherein, the vehicle-mounted positioning system includes: inertial navigation and radar;

[0033] The third train speed is acquired through inertial navigation and radar.

[0034] Furthermore, the ground-based zoned operation control system, the positioning and speed measurement system, and the onboard operation control system respectively send train travel data to the dispatching and commanding system, and the dispatching and commanding system tracks the position of the train based on the received train travel data, including:

[0035] Under normal circumstances, the dispatching command system tracks the position of the train using the first train safety envelope information and the first train speed transmitted by the ground zoned operation control system via ground wires;

[0036] When the ground-based zoned operation control system fails, the dispatching and commanding system preferentially uses the second train safety envelope information and the second train speed transmitted by the vehicle-based operation control system through the vehicle-ground wireless system to track the train position;

[0037] When the ground-based zoning operation control system fails and the onboard operation control system or the train-to-ground wireless transmission system fails, the dispatching and command system tracks the train's position by performing logical operations on the first train safety envelope information, the first train speed, the second train safety envelope information, and the second train speed, respectively, sent by the ground-based zoning operation control system and the onboard operation control system before the failure, and converts the absolute position of the first train and the first train speed into the fourth train safety envelope information and the train direction speed information.

[0038] Furthermore, the control method further includes:

[0039] The ground-based zoned operation control system calculates the train operation protection curve of the superconducting maglev train and sends it to the onboard operation control system and zone controller;

[0040] Under normal circumstances, the zone controller calculates the train automatic driving curve according to the received train operation protection curve;

[0041] When the train-ground wireless system fails, the onboard operation control system controls the train protection operation according to the received train operation protection curve;

[0042] Among them, the train operation protection curve includes: a train start minimum speed limit curve, a train safety braking curve, a coasting resistance operation curve, a train suspension speed curve, and a train maximum allowable speed curve.

[0043] Furthermore, the ground-based zoned operation control system is used to calculate the train operation protection curve of the superconducting maglev train, including:

[0044] The ground zoned operation control system calculates the relationship between the train's speed and position based on the train's acceleration information and obtains the train's minimum starting speed limit curve;

[0045] When the train cuts off traction and starts its own safety braking condition, the ground zone operation control system obtains the equivalent resistance acceleration according to the train coasting resistance operation curve, and calculates the relationship between the speed and position of the train according to the equivalent resistance acceleration to obtain the train safety braking curve;

[0046] When the train has cut off its traction and braking forces and the train's own safety braking conditions are not activated, the ground-based zoned operation control system only considers the train's coasting resistance and calculates the coasting resistance operation curve;

[0047] The ground-based zoned operation control system calculates the train suspension speed based on the distance between the train superconductor and the trackside figure-8 coil, the coil resistance, the vehicle weight, and the maximum speed allowed by the train support wheels and guide wheels; the maximum suspension speed of the train is obtained through the train suspension propulsion system as the train suspension speed curve;

[0048] The ground operation control center determines a minimum value of the maximum allowable speed according to the physical speed limit of the line and the speed limit of the train, which serves as the maximum allowable speed curve of the train.

[0049] Furthermore, the corresponding formula of the train starting minimum speed limit curve is:

[0050] V1=A1·t

[0051] Where S1 represents the running distance of the train at time t during the acceleration phase; A1 represents the reference acceleration rate of the train during the acceleration phase; V1 represents the instantaneous running speed of the train at time t; t represents the running time of the train;

[0052] The formula corresponding to the train safety braking curve is:

[0053] V2=V2+A2·t1

[0054] S4=S2+S3

[0055] Where, S2 represents the distance traveled by the train during the braking process; V2 represents the train's speed at the moment the train starts to brake; t1 represents the time taken for the train to brake; A2 represents the equivalent resistance acceleration during the braking process; S3 represents the distance traveled from the completion of braking to a stable stop; A3 represents the train's reference deceleration; V2 represents the train's speed at the moment the braking is completed; and S4 represents the distance traveled from the completion of braking to a stable stop.

[0056] The formula corresponding to the coasting resistance operating curve is:

[0057] Where S5 represents the distance traveled by the train from coasting to a complete stop; V3 represents the speed of the train at the moment it starts coasting; and A4 represents the equivalent resistance acceleration of the train during coasting.

[0058] Based on the same inventive concept, the present invention also provides an operation control system for a superconducting high-speed maglev train, the control system comprising: a ground-based zoned operation control system, a positioning and speed measurement system, an onboard operation control system, and a dispatching and command system;

[0059] The positioning and speed measurement system is used to transmit train travel data to the ground zoned operation control system and the dispatching command system via ground wires;

[0060] The onboard operation control system is used to send train travel data and second train safety envelope information to the ground-based zoned operation control system and the dispatching command system respectively through the vehicle-to-ground wireless transmission system;

[0061] The ground-based zoned operation control system is configured to receive train travel data transmitted by the positioning and speed measurement system and the onboard operation control system via ground-based wired transmission and the train-to-ground wireless system, verify the train travel data, and perform real-time safety control of the train; and is configured to generate first train safety envelope information based on the train travel data transmitted by the positioning and speed measurement system, and transmit the first train safety envelope information to the dispatching and command system via ground-based wired transmission;

[0062] The dispatching and command system is used to receive the first train safety envelope information, train travel data and second train safety envelope information sent by the ground partition operation control system, the positioning and speed measurement system and the on-board operation control system respectively, and track the train position based on the received train travel data.

[0063] Furthermore, the positioning and speed measurement system includes a ground positioning system and a vehicle-mounted positioning system.

[0064] The ground positioning system is used to identify the train ID, and obtain the first absolute position and the first train speed, and send them to the partition operation control system and the vehicle-mounted operation control system via the ground wired transmission and the vehicle-ground wireless transmission system respectively;

[0065] The on-board positioning system is configured to receive the first absolute position transmitted by the ground positioning system via the vehicle-to-ground wireless transmission system, recalculate the train absolute position using a security algorithm based on the first train absolute position and the third train speed acquired by the on-board positioning system to obtain the third train absolute position; and transmit the third train absolute position and the third train speed to the ground zoned operation control system via the vehicle-to-ground wireless transmission system;

[0066] The vehicle-mounted positioning system communicates with the vehicle-mounted operation control system via vehicle-mounted wired transmission, and the vehicle-mounted operation control system communicates with the partitioned operation control system via a vehicle-to-ground wireless transmission system.

[0067] Furthermore, the control system further includes a partition controller,

[0068] The ground-based zoned operation control system is also used to calculate the train operation protection curve of the superconducting maglev train and send it to the onboard operation control system and the zone controller;

[0069] The partition controller is used to calculate the train automatic driving curve according to the received train operation protection curve;

[0070] The onboard operation control system is further configured to control the train protection operation according to the received train operation protection curve when the train-to-ground wireless system fails;

[0071] Among them, the train operation protection curve includes: a train start minimum speed limit curve, a train safety braking curve, a coasting resistance operation curve, a train suspension speed curve, and a train maximum allowable speed curve.

[0072] The technical effects and advantages of the present invention are as follows: 1. The safe positioning and speed measurement function of the train of the present invention is mainly realized by ground equipment. The train is completely controlled by the ground partition operation control system. The train on-board operation control system is only responsible for controlling the train in the event of a train-ground wireless communication failure. In the train positioning and speed measurement system, the ground positioning system is the main positioning and speed measurement equipment of the train, and the on-board positioning system is the auxiliary positioning and speed measurement equipment of the train. When wireless communication is normal, the ground partition operation control system uses the train information sent by the ground positioning system and verifies it with the train information sent by the on-board positioning system. When wireless communication fails, the ground partition operation control system uses the train information sent by the on-board positioning system to perform auxiliary positioning of the train within a certain range.

[0073] 2. The control method and system in the present invention have the function of controlling the support wheels and guide wheels of the train; and the automatic driving function of the train in the present invention is realized by the ground zone operation control system through controlling the traction system (i.e., zone controller); the present invention monitors and controls the running speed and position relationship of the superconducting train by calculating the train running protection curve according to the characteristics of the superconducting maglev train, thereby realizing the safe and protective operation of the train; the present invention weakens the time delay and bandwidth requirements of ultra-high speed wireless communication transmission.

[0074] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0075] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0076] FIG1 is a flow chart of an operation control method for a superconducting high-speed maglev train according to an embodiment of the present invention;

[0077] FIG2 is a schematic diagram of a train operation protection curve according to an embodiment of the present invention;

[0078] FIG3 is a schematic diagram of an operation control system for a superconducting high-speed maglev train according to an embodiment of the present invention;

[0079] FIG4 is a schematic structural diagram of a dispatching and commanding system according to an embodiment of the present invention. DETAILED DESCRIPTION

[0080] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0081] To address the deficiencies of the prior art, the present invention discloses an operation control method for a superconducting high-speed maglev train, as shown in FIG1 , comprising:

[0082] Step S1: After receiving the train travel data sent by the positioning and speed measurement system and the onboard operation control system, the ground-based zoned operation control system verifies the train travel data and performs real-time safety control of the train. The specific process includes the following:

[0083] Under normal conditions, the ground zone operation control system receives the absolute position and speed of the first train sent continuously and in real time by the ground positioning system, and calculates the safety envelope information of the first train; wherein, the positioning and speed measurement system includes a ground positioning system and an on-board positioning system.

[0084] At this time, the on-board operation control system calculates the absolute position of the second train, the safety envelope information of the second train and the speed of the second train in real time based on the absolute position of the first train and the speed of the first train sent by the ground positioning system, and sends them to the ground partition operation control system through the vehicle-ground wireless transmission system.

[0085] When the ground positioning system is operating normally, the ground-based sub-area operation control system does not use the data such as the absolute position of the second train, the safety envelope information of the second train, and the speed of the second train sent by the onboard operation control system. The ground-based sub-area operation control system compares the absolute position, speed, and safety envelope information of the first train with the absolute position, speed, and safety envelope information of the second train to verify whether the train travel data sent by the onboard operation control system and the ground-based positioning system are consistent:

[0086] If the inconsistency exceeds the preset threshold, the ground zone operation control system will issue an alarm;

[0087] If they are consistent, the ground zoned operation control system performs real-time safety control of the train according to the first train speed and the second train safety envelope information, and adopts corresponding safety strategies.

[0088] When the ground positioning system fails, the ground zoned operation control system uses the third train absolute position, third train safety envelope information and third train speed sent by the onboard positioning system to perform real-time safety control of the train and adopt corresponding safety strategies;

[0089] When the onboard positioning system fails, the ground-based zoned operation control system uses the absolute position and speed of the first train, as well as the safety envelope information of the first train, which are continuously and real-timely sent by the ground-based positioning system, to perform real-time safety control of the train and adopt corresponding safety strategies;

[0090] When the ground positioning system or the onboard positioning system fails, the control strategy for safe train operation needs to consider the multiple system failures that may accumulate under a single system failure; when any positioning system fails, the most likely to occur after the wireless timeout, the safe control of train operation should be considered. Therefore, when a single system fails, it is advisable to safely control the train to the rescue or evacuation point and continue to operate after the failure is restored.

[0091] In some specific embodiments, the ground positioning system is generally composed of ground positioning and speed measuring equipment such as positioning and speed measuring loop equipment or laser coding positioning and speed measuring equipment to realize real-time absolute position and speed measurement of the train; the ground positioning and speed measuring equipment includes on-board signal generating equipment, ground continuous receiving equipment and decoding operation components.

[0092] The ground positioning system must achieve positioning accuracy better than ±30mm, speed measurement accuracy better than 2‰, a measurement frequency no less than 30kHz, and a data transmission delay no greater than 100μs. It must also meet measurement requirements at train speeds of 1000km / h and in various operating postures. The ground positioning and speed measurement system must also be capable of train ID recognition and meet SIL4 safety requirements and fail-safe strategies.

[0093] The ground positioning system obtains the absolute position and speed of the first train by identifying the train ID, and continuously transmits the absolute position and speed of the first train to the ground zoned operation control system in real time via ground wired transmission. The ground positioning system identifies the train ID, including:

[0094] The onboard signal generator sends the train ID as carrier information in real time to the ground continuous receiving device. The ground continuous receiving device sends the carrier information to the decoding operation component for decoding operation to obtain the train ID, and compares the decoded information of different decoding components:

[0095] If the comparison results are consistent, the obtained train ID, first train speed and first train absolute position are sent to the ground zone operation control system to complete the initial positioning of the train;

[0096] When the train is in motion, the ground positioning system determines the train's direction of movement by continuously changing the absolute position of the first train in real time. Since the positioning and speed measuring equipment is set on the ground, no wireless transmission is required, thus eliminating the information delay caused by wireless transmission.

[0097] In some specific embodiments, the on-board positioning system is composed of a heterogeneous dual sensor of absolute position data or absolute position device, inertial navigation and optical radar or electronic radar; the on-board positioning system realizes absolute positioning or position verification of the train through absolute position data or absolute position device, and realizes speed measurement through inertial navigation and optical radar or electronic radar.

[0098] The present invention uses absolute position data. This data is provided by the ground-based positioning system, which periodically transmits the absolute position of the first train within a corresponding period to the onboard positioning system via a train-to-ground wireless transmission system. The transmission period is 300 milliseconds. The onboard positioning system obtains the train speed, i.e., the third train speed, through inertial and optical radar or electronic radar. Based on the first train's absolute position and the third train's speed, the onboard positioning system uses a safety algorithm to recalculate the train's absolute position to obtain the third train's absolute position. Based on the third train's speed and absolute position, the onboard positioning system calculates the third train's safety envelope information.

[0099] The onboard positioning system must achieve positioning accuracy better than ±20cm, speed accuracy better than 2%, and data transmission delay no longer than 100ms. It must also meet the measurement requirements of a train at speeds of 1000km / h and in various operating postures. The onboard speed and distance measurement system must meet SIL4 safety requirements and a fail-safe strategy.

[0100] Therefore, the present invention uses ground positioning and speed and distance measurement as the train positioning method. The main measuring equipment is the loop positioning speed measurement equipment, laser coding positioning speed measurement equipment, etc., that is, the ground positioning system; the train itself uses accelerometers, optical speed measurement radars or electronic radars as auxiliary speed measurement methods. This positioning method and its system can be applied to conventional magnetic levitation and superconducting magnetic levitation rail transportation systems.

[0101] Step S2: The ground-based zoned operation control system, the positioning and speed measurement system, and the onboard operation control system respectively send the first train safety envelope information, the train travel data, and the second train safety envelope information to the dispatching and command system, so that the dispatching and command system selects different received information according to the train situation to track the train's position; specifically, the steps include:

[0102] Under normal circumstances, the dispatching and command system first uses the first train safety envelope information and first train speed data transmitted by the ground zone operation control system through ground wires to track the train's position; for dispatching and command personnel, making decisions based on this information is the most accurate.

[0103] When the ground-based sectional operation and control system fails, the dispatching and command system preferentially uses the second train safety envelope information and second train speed transmitted by the onboard operation and control system through the train-to-ground wireless system to track the train's position; for dispatching and command personnel, making decisions based on this information is more accurate.

[0104] If the ground-based sub-area operation control system fails, and the onboard operation control system or the train-to-ground wireless transmission system fails, the dispatching and command system uses the first train safety envelope information, first train speed, and second train safety envelope information, respectively, sent by the ground-based sub-area operation control system and the onboard operation control system before the failure to logically calculate the first train's absolute position and speed into the fourth train safety envelope information and train direction speed information to track the train's position. This information serves as auxiliary information for dispatching and command decisions.

[0105] Among them, the data for calculating the train safety envelope information includes: train position information, positioning and speed measurement errors during train operation, the maximum possible distance of the train head and the maximum possible distance of the train tail calculated based on information such as train length, and train speed.

[0106] This invention tracks train positions through a dispatching and command system, taking into account both normal tracking and tracking in the event of a ground positioning system failure. In the event of a ground positioning system failure, the train's auxiliary positioning method is used to locate the train. This positioning method enables dispatchers to monitor train positions in various situations, facilitating decision-making regarding train operations and train dispatch instructions.

[0107] In some specific embodiments, the control method further includes:

[0108] Since the control system for safe operation of the train needs to monitor and control the operating speed and position relationship of the superconducting train, this is achieved through automatic protection function and train automatic driving function respectively.

[0109] Therefore, the ground-based zoned operation control system calculates the train operation protection curve of the superconducting maglev train under multiple constraints according to the characteristics of the superconducting maglev train, and sends it to the on-board operation control system and the zone controller.

[0110] The train operation protection curve specifies the different speeds allowed for trains at different locations. The ground-based regional operation control system uses the train operation protection curve to monitor train operation and issues a braking command when the train exceeds the speed specified by the curve.

[0111] The train operation protection curve includes: the train start minimum speed limit curve, the train safety braking curve, the coasting resistance operation curve, the train suspension speed curve, and the train maximum allowable speed curve.

[0112] Under normal circumstances, the partition controller (which is the train traction control equipment) calculates the train automatic driving curve based on the received train operation protection curve; the ground partition operation control system realizes the automatic driving function of the train by controlling the partition controller.

[0113] When the train-ground wireless system fails, the onboard operation control system controls the train protection operation according to the received train operation protection curve to realize the train automatic protection function.

[0114] As shown in Figure 2, the OA section of the curve allows the train to take braking measures in this section, and after taking braking measures in this section, the train can stop in the platform area / rescue area;

[0115] In the AB section of the curve, the train must continue to accelerate to the specified speed. The speed value is determined by the intersection of the train inertia resistance curve and the train start-up minimum speed limit curve. In this curve, the train must continue to accelerate and is not allowed to inertia or decelerate. Otherwise, if a fault occurs in this section, the train will not be able to overcome the inertia resistance and run to the next platform area / rescue area.

[0116] In some specific embodiments, calculating a train operation protection curve of a superconducting maglev train by a ground-based zoned operation control system includes:

[0117] The ground-based zoned operation control system calculates the relationship between the train's speed and position based on the train's acceleration information and obtains the train's minimum starting speed limit curve;

[0118] When the train's suspension propulsion system cuts off traction and the train's own safety braking conditions are activated, the ground-based zoned operation control system obtains an equivalent resistance acceleration based on the train's coasting resistance curve, and calculates the relationship between the train's speed and position based on the equivalent resistance acceleration and reaction time performance to obtain the train's safety braking curve;

[0119] When the train has cut off its traction and braking forces and the train's own safety braking conditions are not activated, the ground-based zoned operation control system only considers the train's coasting resistance and calculates the coasting resistance operation curve;

[0120] The ground-based sectional operation control system calculates the train's levitation speed based on the distance between the train's superconductor and the trackside figure-eight coil, the coil's resistance, the vehicle's weight, and the maximum allowable speeds of the train's support and guide wheels. The train's levitation propulsion system calculates the maximum levitation speed, which is then used to create the train's levitation speed curve. If the train's levitation speed falls below the maximum, the magnetic levitation force generated by the superconducting maglev system is insufficient to support its levitation.

[0121] The ground operation control center determines a minimum maximum allowable speed as the train's maximum allowable speed curve based on the performance of the train's suspension propulsion system, the physical speed limit of the line, and the speed limit of the train.

[0122] Among them, the corresponding formula of the train starting minimum speed limit curve is:

[0123] V1=A1·t

[0124] Where S1 represents the running distance of the train at time t during the acceleration phase; A1 represents the reference acceleration rate of the train during the acceleration phase; V1 represents the instantaneous running speed of the train at time t; t represents the running time of the train;

[0125] The formula corresponding to the train safety braking curve is:

[0126] V2=V2+A2·t1

[0127] S4=S2+S3

[0128] Where, S2 represents the distance traveled by the train during the braking process; V2 represents the train's speed at the moment the train starts to brake; t1 represents the time taken for the train to brake; A2 represents the equivalent resistance acceleration during the braking process; S3 represents the distance traveled from the completion of braking to a stable stop; A3 represents the train's reference deceleration; V2 represents the train's speed at the moment the braking is completed; and S4 represents the distance traveled from the completion of braking to a stable stop.

[0129] The formula corresponding to the coasting resistance running curve is:

[0130] Where S5 represents the distance traveled by the train from coasting to a complete stop; V3 represents the speed of the train at the moment it starts coasting; and A4 represents the equivalent resistance acceleration of the train during coasting.

[0131] Based on the same inventive concept, the present invention also provides an operation control system for a superconducting high-speed maglev train, as shown in Figures 3 and 4. The control system includes: a ground-based zoned operation control system, a positioning and speed measurement system, an onboard operation control system, and a dispatching and command system.

[0132] The positioning and speed measurement system is used to transmit train travel data to the ground zoned operation control system and the dispatching command system via ground wired transmission;

[0133] The onboard operation control system is used to send train travel data and second train safety envelope information to the ground-based zoned operation control system and the dispatching command system respectively through the vehicle-to-ground wireless transmission system;

[0134] a ground-based zoned operation control system for receiving train travel data transmitted by the positioning and speed measurement system and the onboard operation control system via ground-based wired transmission and a train-to-ground wireless system, verifying the train travel data and performing real-time safety control of the train; and further for generating first train safety envelope information based on the train travel data transmitted by the positioning and speed measurement system, and transmitting the information to the dispatching and command system via ground-based wired transmission;

[0135] The dispatching and command system is used to receive the first train safety envelope information, train travel data and second train safety envelope information sent by the ground zone operation control system, the positioning and speed measurement system and the on-board operation control system respectively, and track the position of the train based on the received train travel data.

[0136] In some specific embodiments, the positioning and speed measurement system includes a ground positioning system and a vehicle-mounted positioning system.

[0137] The ground positioning system is used to identify the train ID, and obtain the first absolute position and the first train speed, and send them to the partition operation control system and the vehicle-mounted operation control system via the ground wired transmission and the vehicle-ground wireless transmission system respectively;

[0138] The on-board positioning system is configured to receive the first absolute position transmitted by the ground positioning system via the train-to-ground wireless transmission system, recalculate the train absolute position using a security algorithm based on the first train absolute position and the third train speed acquired by the on-board positioning system to obtain the third train absolute position; and transmit the third train absolute position and the third train speed to the ground-based zoned operation control system via the train-to-ground wireless transmission system.

[0139] Among them, the vehicle-mounted positioning system communicates with the vehicle-mounted operation control system through vehicle-mounted wired transmission, and the vehicle-mounted operation control system communicates with the partition operation control system through the vehicle-ground wireless transmission system.

[0140] In some specific embodiments, the control system further includes a partition controller.

[0141] The ground-based zoned operation control system is also used to calculate the train operation protection curve of the superconducting maglev train and send it to the onboard operation control system and zone controller;

[0142] The partition controller is used to calculate the train automatic driving curve according to the received train operation protection curve;

[0143] The onboard operation control system is further used to control the train protection operation according to the received train operation protection curve when the train-to-ground wireless system fails;

[0144] Among them, the train operation protection curve includes: the train start minimum speed limit curve, the train safety braking curve, the coasting resistance operation curve, the train suspension speed curve, and the train maximum allowable speed curve.

[0145] In some specific embodiments, the control system further includes: a dispatching command network, an operation control safety network, a maintenance network, and a wireless transmission network.

[0146] The dispatching and command network is physically isolated and has a dual-network redundant structure with data isolation. The network transmission performance and security of the dispatching and command network can meet the needs of high-speed maglev; it mainly transmits plan information, manual command information and special operation command information under fault conditions.

[0147] The operation and control safety network is physically isolated and has a dual-network redundant structure with data isolation. The network transmission performance and security of the operation and control safety network meet the requirements of high-speed maglev; it mainly transmits control information.

[0148] The maintenance network is a single-network structure, and its network transmission performance and security meet the requirements of high-speed maglev. It mainly transmits equipment monitoring and maintenance data.

[0149] The wireless transmission network is a dual-network redundant structure with physical isolation and data isolation. The network transmission performance and security meet the requirements of high-speed maglev. It is implemented through the vehicle-ground wireless transmission system, which is mainly responsible for the mutual transmission of vehicle-ground information and distinguishes data transmission priorities.

[0150] Regarding the system in the above embodiment, the specific manner in which each unit module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0151] Finally, it should be noted that the above is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments or make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An operation control method for a superconducting high-speed maglev train, characterized in that, Including: After the ground area operation control system receives the train running data sent by the positioning and speed measurement system and the on-vehicle operation control system respectively, it verifies the train running data and conducts real-time safety control on the train. The ground area operation control system, the positioning and speed measurement system, and the on-vehicle operation control system respectively send the first train safety envelope information, train running data, and the second train safety envelope information to the dispatching and command system, so that the dispatching and command system can select different received information according to the train situation for train position tracking. Among them, the first train safety envelope information is generated by the ground area operation control system according to the train running data sent by the positioning and speed measurement system.

2. The operation control method for a superconducting high-speed maglev train according to claim 1, characterized in that, After the ground area operation control system receives the train running data sent by the positioning and speed measurement system and the on-vehicle operation control system respectively, it verifies the train running data and conducts real-time safety control on the train, including: Under normal conditions, the ground area operation control system receives the first train absolute position and the first train speed continuously sent by the ground positioning system in real time to calculate the first train safety envelope information. After the on-vehicle operation control system receives the first train absolute position and the first train speed sent by the ground positioning system, it calculates the second train absolute position, the second train safety envelope information, and the second train speed in real time, and sends them to the ground area operation control system through the vehicle-ground wireless transmission system. When the ground positioning system is working normally, the ground area operation control system compares the first train absolute position, the first train speed, and the first train safety envelope information with the second train absolute position, the second train speed, and the second train safety envelope information to verify whether the train running data sent by the on-vehicle operation control system and the ground positioning system are consistent: If they are inconsistent and exceed the predetermined threshold, the ground area operation control system will give an alarm. If they are consistent, the ground area operation control system conducts real-time safety control on the train according to the first train speed and the second train safety envelope information, and adopts corresponding safety strategies. Among them, the positioning and speed measurement system includes a ground positioning system.

3. According to the operation control method for a superconducting high-speed maglev train described in claim 2, characterized in that The positioning and speed measurement system further includes an on-vehicle positioning system; When the ground positioning system fails, the ground area operation control system uses the third train absolute position, the third train safety envelope information, and the third train speed sent by the on-vehicle positioning system to conduct real-time safety control on the train and adopt corresponding safety strategies. When the on-vehicle positioning system fails, the ground area operation control system uses the first train absolute position and the first train speed continuously sent by the ground positioning system in real time, as well as the first train safety envelope information to conduct real-time safety control on the train and adopt corresponding safety strategies. Among them, the first train absolute position and the first train speed are obtained by the ground positioning system after identifying the train ID, and are continuously sent to the ground area operation control system through ground wired transmission in real time.

4. The operation control method for a superconducting high-speed maglev train according to claim 3, wherein The ground positioning system identifies the train ID, including: The on-vehicle signal generating device continuously transmits the train ID as carrier information to the ground continuous receiving device in real time. The ground continuous receiving device sends the carrier information to the decoding operation component for decoding operation to obtain the train ID, and compares the decoding information of different decoding components: If the comparison results are consistent, the obtained train ID, the first train speed, and the first train absolute position are sent to the ground sub-area operation and control system to complete the initial positioning of the train. When the train is in operation, the ground positioning system determines the running direction of the train through the real-time continuous transformation of the first train absolute position. Among them, the ground positioning system includes: an on-vehicle signal generating device, a ground continuous receiving device, and a decoding operation component.

5. The operation control method for a superconducting high-speed maglev train according to claim 3, characterized in that, The acquisition of the third train absolute position, the third train speed, and the third train safety envelope information includes: The on-vehicle positioning system receives the first train absolute position periodically sent by the ground positioning system through the vehicle-ground wireless transmission system. The on-vehicle positioning system uses a safety algorithm to recalculate the train absolute position based on the first train absolute position and the third train speed to obtain the third train absolute position. The on-vehicle positioning system calculates the third train safety envelope information based on the third train speed and the third train absolute position. Among them, the on-vehicle positioning system includes: inertial navigation and radar. The third train speed is obtained through inertial navigation and radar.

6. A running control method for a superconducting high-speed maglev train according to claim 1 or 2, characterized in that, The ground sub-area operation and control system, the positioning and speed measurement system, and the on-vehicle operation and control system respectively send train running data to the dispatching and command system. The dispatching and command system performs train position tracking based on the received train running data, including: Under normal circumstances, the dispatching and command system uses the first train safety envelope information and the first train speed transmitted by the ground sub-area operation and control system through ground wired transmission for train position tracking. When the ground sub-area operation and control system fails, the dispatching and command system preferentially uses the second train safety envelope information and the second train speed transmitted by the on-vehicle operation and control system through the vehicle-ground wireless system for train position tracking. When the ground sub-area operation and control system fails and the on-vehicle operation and control system or the vehicle-ground wireless transmission system fails, the dispatching and command system performs train position tracking by logically operating the first train absolute position and the first train speed into the fourth train safety envelope information and the train direction speed information based on the first train safety envelope information, the first train speed, the second train safety envelope information, and the second train speed respectively sent by the ground sub-area operation and control system and the on-vehicle operation and control system before the failures.

7. A running control method for a superconducting high-speed maglev train according to claim 1, characterized in that The control method further includes: Calculating the train operation protection curve of the superconducting maglev train through the ground sub-area operation and control system and sending it to the on-vehicle operation and control system and the sub-area controller. Under normal circumstances, the sub-area controller calculates the train automatic driving curve according to the received train operation protection curve. After the vehicle-ground wireless system fails, the on-vehicle operation and control system controls the train to run in a protected manner according to the received train operation protection curve. Among them, the train operation protection curve includes: the minimum train start speed limit curve, the train safety braking curve, the coasting resistance operation curve, the train suspension speed curve, and the maximum allowable train speed curve.

8. A running control method for a superconducting high-speed maglev train according to claim 7, characterized in that, The train operation protection curve of the superconducting maglev train is calculated by the ground zonal operation and control system, including: The ground zonal operation and control system calculates the relationship between the speed and position of the train according to the acceleration information of the train, and obtains the minimum train start speed limit curve; When the traction of the train is cut off and the safety braking condition of the train itself is started, the ground zonal operation and control system obtains the equivalent resistance acceleration according to the coasting resistance operation curve of the train, and calculates the relationship between the speed and position of the train according to the equivalent resistance acceleration, and obtains the train safety braking curve; When the traction and braking force of the train are cut off and the safety braking condition of the train itself is not started, the ground zonal operation and control system only considers the coasting resistance of the train and calculates the coasting resistance operation curve; The ground zonal operation and control system calculates the train suspension speed according to the distance between the train superconductor and the figure-eight coil beside the track, the coil resistance, the vehicle weight, and the maximum allowable speed of the train support wheels and guide wheels; the maximum value of the train suspension speed obtained by the train suspension propulsion system is the train suspension speed curve; The ground operation and control center determines a minimum value of the maximum allowable speed according to the physical speed limit of the line and the speed limit of the train, as the maximum allowable train speed curve.

9. A method for operating and controlling a superconducting high-speed maglev train according to claim 7 or 8, characterized in that The corresponding formula for the minimum speed limit curve for train startup is as follows: V1 = A1·t In the formula, S1 represents the running distance of the train at time t in the acceleration stage; A1 represents the reference acceleration rate in the acceleration stage of the train; V1 represents the instantaneous running speed of the train at time t; t represents the running time of the train; The formula corresponding to the train safety braking curve is as follows: V2 = V2 + A2·t1 S4 = S2 + S3 In the formula, S2 represents the running distance of the train during the braking establishment process; V2 represents the traveling speed of the train at the moment when the braking starts to be established; t1 represents the time consumed in the braking establishment process of the train; A2 represents the equivalent resistance acceleration during the braking establishment process of the train; S3 represents the running distance of the train from the completion of braking establishment to stopping; A3 represents the reference deceleration of the train; V2 represents the speed of the train at the moment when the braking is completed; S4 represents the running distance of the train from the start of braking establishment to stopping; The formula corresponding to the coasting resistance operation curve is as follows: In the formula, S5 represents the running distance of the train from coasting to stopping; V3 represents the speed of the train at the moment when coasting starts; A4 represents the equivalent resistance acceleration of the train during coasting.

10. An operation control system for a superconducting high-speed maglev train, characterized in that, The control system includes: a ground zonal operation and control system, a positioning and speed measurement system, an on-vehicle operation and control system, and a dispatching and command system; The positioning and speed measurement system is used to transmit the train running data to the ground zonal operation and control system and the dispatching and command system through ground wired transmission; The on-vehicle operation and control system is used to send the train running data and the second train safety envelope information to the ground zonal operation and control system and the dispatching and command system respectively through the vehicle-ground wireless transmission system; The ground sectional operation and control system is used to receive the train running data sent by the positioning and speed measurement system and the on-vehicle operation and control system respectively through ground wired transmission and vehicle-ground wireless system, verify the train running data and perform real-time safety control on the train; and is used to generate the first train safety envelope information based on the train running data sent by the positioning and speed measurement system and transmit it to the dispatching and command system through ground wired transmission. The dispatching and command system is used to receive the first train safety envelope information, train running data and the second train safety envelope information sent by the ground sectional operation and control system, the positioning and speed measurement system and the on-vehicle operation and control system respectively, and perform train position tracking based on the received train running data.

11. A running control system for a superconducting high-speed maglev train according to claim 10, characterized in that, The positioning and speed measurement system includes a ground positioning system and an on-vehicle positioning system. The ground positioning system is used to identify the train ID, obtain the first absolute position and the first train speed, and transmit them to the sectional operation and control system and the on-vehicle operation and control system respectively through ground wired transmission and vehicle-ground wireless transmission system. The on-vehicle positioning system is used to receive the first absolute position sent by the ground positioning system through the vehicle-ground wireless transmission system, calculate the train absolute position again using a safety algorithm based on the first train absolute position and the third train speed obtained by the on-vehicle positioning system, and obtain the third train absolute position; and transmit the third train absolute position and the third train speed to the ground sectional operation and control system through the vehicle-ground wireless transmission system. Among them, the on-vehicle positioning system communicates with the on-vehicle operation and control system through on-vehicle wired transmission, and the on-vehicle operation and control system communicates with the sectional operation and control system through the vehicle-ground wireless transmission system.

12. The operation control system for a superconducting high-speed maglev train according to claim 10 or 11, characterized in that, The control system further includes a sectional controller. The ground sectional operation and control system is further used to calculate the train operation protection curve of the superconducting maglev train and send it to the on-vehicle operation and control system and the sectional controller. The sectional controller is used to calculate the train automatic driving curve according to the received train operation protection curve. The on-vehicle operation and control system is further used to control the train to run in protection according to the received train operation protection curve when the vehicle-ground wireless system fails. Among them, the train operation protection curve includes: the minimum train start speed limit curve, the train safety braking curve, the coasting resistance operation curve, the train suspension speed curve, and the maximum allowable train speed curve.

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