Braking control method and apparatus for maglev train, and computer readable medium

Abstract

The present application discloses a braking control method and apparatus for a maglev train, and a computer readable medium. The method comprises: acquiring an excitation current of an eddy current braking electromagnet and a running speed of the maglev train; determining an electromagnetic gap between the eddy current braking electromagnet and a lateral track on the basis of the excitation current and the running speed; on the basis of the excitation current, the running speed, and the electromagnetic gap, determining an eddy current braking force generated by the eddy current braking electromagnet and a wearing plate friction force between a wearing plate of the eddy current braking electromagnet and the lateral track; determining a skid friction force between a skid and the track on the basis of the running speed; and determining a train braking force on the basis of the eddy current braking force, the wearing plate friction force, and the skid friction force, and performing braking control on the maglev train on the basis of the train braking force. In the present application, by incorporating the effect of a dynamic electromagnetic gap on a braking force, the braking force of the maglev train is determined, more conforming to the actual situation of train braking, effectively reducing calculation errors of the train braking force, and accordingly improving the accuracy of train braking control.

Description

A braking control method, device and computer-readable medium for a maglev train

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on February 2, 2024, with application number 202410153252.1 and invention name “A braking control method, device and computer-readable medium for a maglev train”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of train control technology, and in particular to a braking control method, device, and computer-readable medium for a maglev train. Background Art

[0003] A maglev train is a rail vehicle without a wheel or gear transmission mechanism. Because the train maintains a certain clearance with the track during operation, it can reach very high speeds. When the train brakes suddenly, the operation control system issues a braking level and injects a corresponding excitation current into the eddy current braking electromagnet. The electromagnet begins to experience eddy current braking force and normal suction, controlling the train's speed to decrease. When the train speed drops to 10 km / h, the eddy current braking function is disabled, and the electromagnet returns to its initial state (at this point, the excitation current is zero). The skid brake then provides the braking force until the train stops.

[0004] In conventional technology, the steps for determining the train's braking force are divided by speed. Above a certain speed, the braking force is composed solely of eddy current braking force, which is determined by the eddy current braking electromagnet's excitation current and the train speed. Below a certain speed, the braking force is composed of eddy current braking force and wear plate friction, which is determined by the eddy current braking electromagnet's excitation current and the train speed. When the speed drops to 10 km / h, the braking force is composed solely of sled friction. However, this method results in significant errors in the braking force determination, making it difficult to achieve precise braking control of maglev trains.

[0005] Summary of the Invention

[0006] In view of this, the present application provides a braking control method, device and computer-readable medium for a maglev train. By combining the influence of the electromagnetic gap between the electromagnet and the lateral track on the braking force, the braking force of the maglev train is determined, so that the braking force determination result is more accurate, and the accuracy of the braking control of the maglev train is correspondingly improved.

[0007] The specific plan is as follows:

[0008] A braking control method for a maglev train, comprising:

[0009] Obtaining the excitation current of the eddy current brake electromagnet and the running speed of the maglev train;

[0010] determining an electromagnetic gap between the eddy current braking electromagnet and the lateral track according to the excitation current and the travel speed;

[0011] determining an eddy current braking force generated by the eddy current braking electromagnet and a wear plate friction force between the wear plate of the eddy current braking electromagnet and the lateral rail according to the excitation current, the driving speed and the electromagnetic gap;

[0012] determining a sled friction force between the sled and the track based on the travel speed;

[0013] The train braking force is determined according to the eddy current braking force, the wear plate friction force and the slide friction force, and the maglev train is braked and controlled according to the train braking force.

[0014] Optionally, determining the electromagnetic gap between the eddy current braking electromagnet and the lateral track according to the excitation current and the driving speed includes:

[0015] The normal suction force on the eddy current braking electromagnet is determined according to the excitation current and the driving speed, and the electromagnetic gap between the eddy current braking electromagnet and the lateral track is determined according to the normal suction force.

[0016] Optionally, determining the normal suction force on the eddy current braking electromagnet according to the excitation current and the driving speed, and determining the electromagnetic gap between the eddy current braking electromagnet and the lateral track according to the normal suction force includes:

[0017] The normal suction force F on the eddy current brake electromagnet is determined by the following calculation method: 吸 , and the normal suction force F is obtained 吸 The expression:

[0018] Wherein, I0 represents the excitation current of the eddy current braking electromagnet, v represents the speed of the maglev train, l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral track, k1, k2, k3, k4 represent the first constant coefficient, the second constant coefficient, the third constant coefficient, and the fourth constant coefficient of the normal suction force, respectively;

[0019] According to the normal suction F 吸 The electromagnetic gap l between the eddy current braking electromagnet and the lateral track is determined by the following calculation method:

[0020] Among them, F 预紧represents the initial preload force of the preload spring of the eddy current brake electromagnet, k represents the elastic stiffness of the preload spring of the eddy current brake electromagnet, t represents the braking time, F represents the resultant force acting on the spring, F0 represents the external force acting on the spring, r represents the electromagnet speed, m represents the electromagnet mass, b represents the damping coefficient of the spring, h represents the boundary spring stiffness, and s represents the lateral displacement of the eddy current brake electromagnet.

[0021] Optionally, determining the eddy current braking force generated by the eddy current braking electromagnet according to the excitation current, the driving speed, and the electromagnetic gap includes:

[0022] Determine the eddy current braking force F generated by the eddy current braking electromagnet by the following calculation method: e :

[0023] Wherein, I0 represents the excitation current of the eddy current braking electromagnet, v represents the speed of the maglev train, l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral track, m1, m2, and m3 represent the first constant coefficient, the second constant coefficient, and the third constant coefficient of the eddy current braking force, respectively.

[0024] Optionally, determining the wear plate friction force between the wear plate of the eddy current braking electromagnet and the lateral rail according to the excitation current, the driving speed, and the electromagnetic gap includes:

[0025] determining the normal suction force exerted on the eddy current braking electromagnet according to the excitation current and the driving speed;

[0026] The wear plate friction force between the eddy current braking electromagnet wear plate and the lateral track is determined according to the normal suction force and the electromagnetic gap.

[0027] Optionally, determining the wear plate friction force between the eddy current braking electromagnet wear plate and the lateral track according to the normal suction force and the electromagnetic gap includes:

[0028] Determine the friction force F between the wear plate of the eddy current brake electromagnet and the lateral track by the following calculation method: f1 :

[0029] Where l represents the electromagnetic gap between the eddy current brake electromagnet and the lateral track, μ1 represents the friction coefficient between the wear plate of the eddy current brake electromagnet and the lateral track, h represents the boundary spring stiffness, and s represents the lateral displacement of the eddy current brake electromagnet.

[0030] Optionally, determining the friction force of the sled between the sled and the track according to the travel speed includes:

[0031] Determine the friction force F between the sled and the track by the following calculation method: f2 :

[0032] Among them, μ2 represents the friction coefficient between the sled and the track, m represents the mass of the maglev train, and g represents the acceleration due to gravity.

[0033] Optionally, determining the train braking force according to the eddy current braking force, the wear plate friction force, and the sled friction force includes:

[0034] The train braking force F is determined by the following calculation method: F = 2n*F e +2n*F f1 +F f2

[0035] Among them, F e represents the eddy current braking force, F f1 represents the wear plate friction force, F f2 represents the sliding friction force, and n represents the number of maglev train sets.

[0036] A braking control device for a maglev train, comprising:

[0037] An acquisition module is used to obtain the excitation current of the eddy current braking electromagnet and the running speed of the maglev train;

[0038] a first determining module, configured to determine an electromagnetic gap between the eddy current braking electromagnet and the lateral track according to the excitation current and the driving speed;

[0039] a second determining module configured to determine an eddy current braking force generated by the eddy current braking electromagnet and a wear plate friction force between the wear plate of the eddy current braking electromagnet and the lateral rail based on the excitation current, the driving speed, and the electromagnetic gap;

[0040] a third determining module, configured to determine a sliding friction force between the sliding block and the track according to the travel speed;

[0041] The braking control module is used to determine the train braking force according to the eddy current braking force, the wear plate friction force and the slide friction force, and perform braking control on the maglev train according to the train braking force.

[0042] A computer-readable medium is characterized in that a computer program is stored thereon, wherein the computer program includes program code for executing the braking control method of a maglev train as described in any one of the above items.

[0043] In summary, the present application provides a braking control method, device and computer-readable medium for a maglev train, wherein the method includes: obtaining the excitation current of the eddy current braking electromagnet and the traveling speed of the maglev train; determining the electromagnetic gap between the eddy current braking electromagnet and the lateral track based on the excitation current and the traveling speed; determining the eddy current braking force generated by the eddy current braking electromagnet and the wear plate friction force between the wear plate of the eddy current braking electromagnet and the lateral track based on the excitation current, the traveling speed and the electromagnetic gap; determining the slider friction force between the slider and the track based on the traveling speed; determining the train braking force based on the eddy current braking force, the wear plate friction force and the slider friction force, and performing braking control on the maglev train based on the train braking force.

[0044] As can be seen, this application starts with the mechanism of eddy-current braking electromagnets, introduces the dynamic electromagnetic gap between the electromagnet and the lateral track during braking (related to the dynamic speed of the train during braking), and combines the effect of the dynamic electromagnetic gap on the eddy-current braking force to determine the braking force of the maglev train. By combining the effect of the electromagnetic gap on the braking force, the braking force of the maglev train is determined, which is more consistent with the actual braking situation of the train, can effectively reduce the calculation error of the train braking force, and accordingly improve the accuracy of the braking control of the maglev train. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in this application or related technologies, the following briefly introduces the drawings required for use in the embodiments or descriptions of the prior art. Obviously, the drawings described below are merely embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without any creative work.

[0046] FIG1 is a flow chart of a braking control method for a maglev train provided by the present application;

[0047] FIG2 is a structural diagram of the braking control device of the maglev train provided in the present application. DETAILED DESCRIPTION

[0048] The following describes embodiments of the present application in more detail with reference to the accompanying drawings. Although certain embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be construed as limited to the embodiments described herein. Instead, these embodiments are provided to provide a more thorough and complete understanding of the present application. It should be understood that the drawings and embodiments of the present application are for illustrative purposes only and are not intended to limit the scope of protection of the present application.

[0049] As used herein, the term "including" and its variations are open-ended, i.e., "including but not limited to." The term "based on" means "based, at least in part, on." The term "one embodiment" means "at least one embodiment," the term "another embodiment" means "at least one additional embodiment," and the term "some embodiments" means "at least some embodiments." Other terms are defined in the following description.

[0050] It should be noted that the concepts of "first" and "second" mentioned in this application are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0051] It should be noted that the modifications of "one" and "multiple" mentioned in this application are illustrative rather than restrictive. Those skilled in the art should understand that unless otherwise clearly indicated in the context, they should be understood as "one or more".

[0052] The embodiments of the present application disclose a braking control method, device, and computer-readable medium for a maglev train, which are used to reduce the error in the result of determining the braking force of the maglev train and improve the accuracy of the braking control of the maglev train.

[0053] The applicant's research has discovered that the dynamic electromagnetic gap between the eddy-current braking electromagnet and the side rail has a potential impact on the braking force of a maglev train. Conventional technologies fail to account for this potential impact when calculating the braking force of a maglev train, resulting in large errors in the calculated braking force. Based on this research finding, the present embodiment of the application reduces the error in the braking force determination by taking into account the effect of the dynamic electromagnetic gap between the eddy-current braking electromagnet and the side rail when determining the braking force of a maglev train, thereby achieving the technical effect of improving the accuracy of the braking control of the maglev train.

[0054] Referring to the flowchart shown in FIG1 , the braking control method for a maglev train disclosed in an embodiment of the present application includes the following processing steps:

[0055] Step 101: Obtain the excitation current of the eddy current braking electromagnet and the running speed of the maglev train.

[0056] Train braking refers to the artificial prevention of the movement of a train, including slowing down, not accelerating or stopping the train.

[0057] The embodiments of the present application are mainly directed to braking control of a maglev train, such as a conventional high-speed maglev train. The eddy current braking electromagnet is used to provide eddy current braking function for the maglev train.

[0058] Step 102: Determine the electromagnetic gap between the eddy current braking electromagnet and the lateral track according to the excitation current and the driving speed.

[0059] The electromagnetic gap between the eddy current brake electromagnet and the lateral track specifically refers to the distance between the magnetic pole surface of the eddy current brake electromagnet and the lateral guide rail.

[0060] After obtaining the excitation current of the eddy current brake electromagnet and the traveling speed of the maglev train, optionally, the normal suction force acting on the eddy current brake electromagnet can be first determined based on the excitation current of the eddy current brake electromagnet and the traveling speed of the maglev train, and then the electromagnetic gap between the eddy current brake electromagnet and the lateral track can be determined based on the normal suction force acting on the eddy current brake electromagnet.

[0061] Optionally, when determining the normal suction force on the eddy current brake electromagnet according to the excitation current of the eddy current brake electromagnet and the speed of the maglev train, the normal suction force F can be obtained by the following calculation method: 吸 The expression:

[0062] Wherein, I0 represents the excitation current of the eddy current braking electromagnet, v represents the speed of the maglev train, l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral track, k1, k2, k3, and k4 represent the first constant coefficient, the second constant coefficient, the third constant coefficient, and the fourth constant coefficient of the normal suction force, respectively.

[0063] The value range of l is usually 8mm-19mm, and k1, k2, k3, and k4 can be determined according to the design parameters of the eddy current braking electromagnet. For example, k1 is 105840, k2 is 410, k3 is 1818182, and k4 is 50.

[0064] When the normal suction force F is obtained 吸 After the expression is obtained, the electromagnetic gap l between the eddy current braking electromagnet and the lateral track can be determined by, but not limited to, the following calculation method:

[0065] Among them, F 预紧 represents the initial preload force of the preload spring of the eddy current brake electromagnet, which can be determined according to the design parameters of the eddy current brake electromagnet. For example, F 预紧 The value is 20 kN; k represents the elastic stiffness of the eddy current brake electromagnet preload spring, which can be determined based on the design parameters of the eddy current brake electromagnet. For example, k is 2727272 N / m. t represents the braking time, F represents the net force acting on the spring, F0 represents the external force acting on the spring, r represents the electromagnet speed, m represents the electromagnet mass, b represents the spring damping coefficient, h represents the boundary spring stiffness, and s represents the lateral displacement of the eddy current brake electromagnet.

[0066] Step 103: Determine the eddy current braking force generated by the eddy current braking electromagnet and the wear plate friction force between the wear plate of the eddy current braking electromagnet and the lateral track according to the excitation current, the driving speed and the electromagnetic gap.

[0067] This step includes the process of determining the eddy current braking force generated by the eddy current braking electromagnet and the process of determining the friction force between the wear plate of the eddy current braking electromagnet and the lateral track, which are as follows:

[0068] 1. Eddy current braking force generated by eddy current braking electromagnet

[0069] Optionally, the eddy current braking force F generated by the eddy current braking electromagnet can be determined by the following calculation method: e :

[0070] Wherein, m1, m2, and m3 represent the first constant coefficient, the second constant coefficient, and the third constant coefficient of the eddy current braking force, respectively, and can be determined according to the design parameters of the eddy current braking electromagnet. For example, m1 is 642831, m2 is 1818182, and m3 is 50. For the meanings of I0, v, and l, see the above descriptions.

[0071] 2. Friction between the wear plate of the eddy current brake electromagnet and the lateral track

[0072] Specifically, the normal suction force on the eddy current braking electromagnet can be determined based on the excitation current of the eddy current braking electromagnet and the speed of the maglev train, and the wear plate friction force between the eddy current braking electromagnet wear plate and the lateral track can be determined based on the normal suction force and the electromagnetic gap between the eddy current braking electromagnet and the lateral track.

[0073] The normal suction force here can reuse the normal suction force expression in the previous article. After solving the current electromagnetic gap between the eddy current braking electromagnet and the lateral track, the normal suction force F 吸 On this basis, the friction force F between the wear plate of the eddy current brake electromagnet and the lateral track can be determined by the following calculation method: f1 :

[0074] Wherein, μ1 represents the friction coefficient between the wear plate of the eddy current brake electromagnet and the lateral track. For the meanings of l, h, and s, please refer to the previous descriptions.

[0075] Step 104: Determine the friction force between the sled and the track according to the driving speed.

[0076] When determining the friction between the sled and the track based on the speed of the maglev train, an optional calculation method is as follows:

[0077] Among them, μ2 represents the friction coefficient between the sled and the track, m represents the mass of the maglev train, and g represents the acceleration due to gravity.

[0078] Step 105: Determine the train braking force according to the eddy current braking force, the wear plate friction force, and the slide friction force, and perform braking control on the maglev train according to the train braking force.

[0079] After the above steps, the eddy current braking force F generated by the eddy current braking electromagnet is obtained. e , the friction force F between the wear plate of the eddy current brake electromagnet and the lateral track f1 and the sled friction force F between the sled and the track f2 On the basis of this, optionally, the train braking force F can be further determined by the following calculation method: F=2n*F e +2n*F f1 +F f2

[0080] Here, n represents the number of train sections of the maglev train, and the number of train sections refers to the number of carriages included in the train.

[0081] Afterwards, the maglev train can be braked and controlled according to the determined train braking force.

[0082] In summary, the braking control method of a maglev train provided in the present application includes: obtaining the excitation current of the eddy current braking electromagnet and the traveling speed of the maglev train; determining the electromagnetic gap between the eddy current braking electromagnet and the lateral track based on the excitation current and the traveling speed; determining the eddy current braking force generated by the eddy current braking electromagnet and the wear plate friction force between the wear plate of the eddy current braking electromagnet and the lateral track based on the excitation current, the traveling speed and the electromagnetic gap; determining the slider friction force between the slider and the track based on the traveling speed; determining the train braking force based on the eddy current braking force, the wear plate friction force and the slider friction force, and performing braking control on the maglev train based on the train braking force.

[0083] This application examines the mechanism of eddy-current braking electromagnets and incorporates the dynamic electromagnetic gap between the electromagnet and the lateral track during braking (which is related to the train's dynamic speed during braking). This dynamic electromagnetic gap's influence on the eddy-current braking force is then used to determine the braking force of a maglev train. By incorporating the influence of the electromagnetic gap on the braking force, the braking force of a maglev train is more accurately determined, effectively reducing errors in the calculation of the train's braking force and, consequently, improving the accuracy of the maglev train's braking control.

[0084] Different from the known technology that uses train speed as a node to divide the steps of determining the train braking force, the present application essentially uses the electromagnetic gap as a node to calculate the train braking force in sections, introducing the influence of dynamic electromagnetic gap / electromagnetic gap change on the train braking force. In addition, the present application also proposes an analytical method for solving the electromagnetic gap by considering the design parameters of the eddy current braking electromagnet, the preload spring stiffness, etc., so that it can support the introduction of the influence of the dynamic electromagnetic gap on the train braking force into the calculation of the train braking force, and ultimately achieve the effect of reducing the error of the train braking force determination result and correspondingly improving the braking control accuracy of the maglev train. At the same time, it is also beneficial to improve the accuracy of the simulation calculation results in the early design of the eddy current braking system.

[0085] Corresponding to the above-mentioned braking control method for a maglev train, an embodiment of the present application further discloses a braking control device for a maglev train, the structure of which is shown in FIG2 , including:

[0086] An acquisition module 10 is used to acquire the excitation current of the eddy current braking electromagnet and the running speed of the maglev train;

[0087] A first determining module 20 is configured to determine an electromagnetic gap between the eddy current braking electromagnet and the lateral track according to the excitation current and the driving speed;

[0088] a second determining module 30 for determining an eddy current braking force generated by the eddy current braking electromagnet and a wear plate friction force between the wear plate of the eddy current braking electromagnet and the lateral rail according to the excitation current, the driving speed, and the electromagnetic gap;

[0089] a third determining module 40 for determining the friction force of the sled between the sled and the track according to the travel speed;

[0090] The braking control module 50 is configured to determine the train braking force according to the eddy current braking force, the wear plate friction force, and the slide friction force, and perform braking control on the maglev train according to the train braking force.

[0091] In an optional implementation manner, the first determining module 20 is specifically configured to:

[0092] The normal suction force on the eddy current braking electromagnet is determined according to the excitation current and the driving speed, and the electromagnetic gap between the eddy current braking electromagnet and the lateral track is determined according to the normal suction force.

[0093] In an optional embodiment, the first determining module 20, when determining the normal suction force on the eddy current braking electromagnet based on the excitation current and the driving speed, and determining the electromagnetic gap between the eddy current braking electromagnet and the lateral track based on the normal suction force, is specifically configured to:

[0094] The normal suction force F on the eddy current brake electromagnet is determined by the following calculation method: 吸 , and the normal suction force F is obtained 吸 The expression:

[0095] Wherein, I0 represents the excitation current of the eddy current braking electromagnet, v represents the speed of the maglev train, l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral track, k1, k2, k3, k4 represent the first constant coefficient, the second constant coefficient, the third constant coefficient, and the fourth constant coefficient of the normal suction force, respectively;

[0096] According to the normal suction F 吸 The electromagnetic gap l between the eddy current braking electromagnet and the lateral track is determined by the following calculation method:

[0097] Among them, F 预紧 represents the initial preload force of the preload spring of the eddy current brake electromagnet, k represents the elastic stiffness of the preload spring of the eddy current brake electromagnet, t represents the braking time, F represents the resultant force acting on the spring, F0 represents the external force acting on the spring, r represents the electromagnet speed, m represents the electromagnet mass, b represents the damping coefficient of the spring, h represents the boundary spring stiffness, and s represents the lateral displacement of the eddy current brake electromagnet.

[0098] In an optional embodiment, the second determining module 30, when determining the eddy current braking force generated by the eddy current braking electromagnet according to the excitation current, the driving speed and the electromagnetic gap, is specifically configured to:

[0099] Determine the eddy current braking force F generated by the eddy current braking electromagnet by the following calculation method: e :

[0100] Wherein, I0 represents the excitation current of the eddy current braking electromagnet, v represents the speed of the maglev train, l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral track, m1, m2, and m3 represent the first constant coefficient, the second constant coefficient, and the third constant coefficient of the eddy current braking force, respectively.

[0101] In an optional embodiment, the second determining module 30, when determining the wear plate friction force between the eddy current braking electromagnet wear plate and the lateral rail based on the excitation current, the driving speed, and the electromagnetic gap, is specifically configured to:

[0102] determining the normal suction force exerted on the eddy current braking electromagnet according to the excitation current and the driving speed;

[0103] The wear plate friction force between the eddy current braking electromagnet wear plate and the lateral track is determined according to the normal suction force and the electromagnetic gap.

[0104] In an optional embodiment, the second determining module 30, when determining the wear plate friction force between the eddy current braking electromagnet wear plate and the lateral rail based on the normal suction force and the electromagnetic gap, is specifically configured to:

[0105] Determine the friction force F between the wear plate of the eddy current brake electromagnet and the lateral track by the following calculation method: f1 :

[0106] Where l represents the electromagnetic gap between the eddy current brake electromagnet and the lateral track, μ1 represents the friction coefficient between the wear plate of the eddy current brake electromagnet and the lateral track, h represents the boundary spring stiffness, and s represents the lateral displacement of the eddy current brake electromagnet.

[0107] In an optional implementation manner, the third determining module 40 is specifically configured to:

[0108] Determine the friction force F between the sled and the track by the following calculation method: f2 :

[0109] Wherein, μ2 represents the friction coefficient between the sled and the track, m represents the train mass of the maglev train, and g represents the acceleration due to gravity.

[0110] In an optional embodiment, the braking control module 50, when determining the train braking force based on the eddy current braking force, the wear plate friction force, and the sled friction force, is specifically configured to:

[0111] The train braking force F is determined by the following calculation method: F = 2n*F e +2n*F f1 +F f2

[0112] Among them, F e Indicates eddy current braking force, F f1 Indicates the friction force of the wear plate, F f2 represents the friction force of the slide, and n represents the number of maglev train sets.

[0113] As for the braking control device of the maglev train provided in the embodiment of the present application, since it corresponds to the braking control method of the maglev train provided in the above method embodiment, the description is relatively simple. For relevant similarities, please refer to the description of the above method embodiment, and no further details will be given here.

[0114] The present application also provides a computer-readable medium having a computer program stored thereon, wherein the computer program includes program code for executing the braking control method for a maglev train provided in any one of the above method embodiments.

[0115] In the context of the present application, a computer-readable medium (machine-readable medium) can be a tangible medium that can contain or store a program for use by or in conjunction with an instruction execution system, device or equipment. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium can include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0116] It should be noted that the computer-readable medium mentioned above in this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. The computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or device, or any combination of the above. More specific examples of computer-readable storage media can include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this application, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, device, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, which carries computer-readable program code. This propagated data signal can take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport a program for use by or in conjunction with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium may be transmitted using any suitable medium, including but not limited to wires, optical cables, RF (radio frequency), etc., or any suitable combination thereof.

[0117] The computer-readable medium may be included in the electronic device, or may exist independently without being incorporated into the electronic device.

[0118] It should be noted that although the subject matter has been described in language specific to structural features and / or methodological logical actions, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or actions described above. On the contrary, the specific features and actions described above are merely example forms of implementing the claims.

[0119] Although several specific implementation details are included in the above discussion, these should not be construed as limiting the scope of this application. Certain features described in the context of separate embodiments may also be implemented in combination in a single embodiment. Conversely, various features described in the context of a single embodiment may also be implemented in multiple embodiments individually or in any suitable sub-combination.

[0120] The above description is merely a preferred embodiment of the present application and an illustration of the technical principles employed. Those skilled in the art should understand that the scope of application involved in this application is not limited to the technical solutions formed by a specific combination of the above-mentioned technical features, but also encompasses other technical solutions formed by any combination of the above-mentioned technical features or their equivalents without departing from the above-mentioned application concept. For example, a technical solution formed by replacing the above-mentioned features with (but not limited to) technical features with similar functions applied for in this application.

Claims

1. A braking control method for a maglev train, characterized in that: include: Obtaining the excitation current of the eddy current brake electromagnet and the running speed of the maglev train; determining an electromagnetic gap between the eddy current braking electromagnet and the lateral track according to the excitation current and the travel speed; determining an eddy current braking force generated by the eddy current braking electromagnet and a wear plate friction force between the wear plate of the eddy current braking electromagnet and the lateral rail according to the excitation current, the driving speed and the electromagnetic gap; determining a sled friction force between the sled and the track based on the travel speed; The train braking force is determined according to the eddy current braking force, the wear plate friction force and the slide friction force, and the maglev train is braked and controlled according to the train braking force.

2. The braking control method of a maglev train according to claim 1, characterized in that: Determining an electromagnetic gap between an eddy current braking electromagnet and a lateral track according to the excitation current and the travel speed includes: The normal suction force on the eddy current braking electromagnet is determined according to the excitation current and the driving speed, and the electromagnetic gap between the eddy current braking electromagnet and the lateral track is determined according to the normal suction force.

3. The braking control method of a maglev train according to claim 2, characterized in that: Determining the normal suction force on the eddy current braking electromagnet according to the excitation current and the driving speed, and determining the electromagnetic gap between the eddy current braking electromagnet and the lateral track according to the normal suction force, including: The normal suction force F on the eddy current brake electromagnet is determined by the following calculation method: 吸 , and the normal suction force F is obtained 吸 The expression: Wherein, I0 represents the excitation current of the eddy current braking electromagnet, v represents the speed of the maglev train, l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral track, k1, k2, k3, k4 represent the first constant coefficient, the second constant coefficient, the third constant coefficient, and the fourth constant coefficient of the normal suction force, respectively; According to the normal suction F 吸 The expression of eddy current brake electromagnet and side is determined by the following calculation method Electromagnetic gap l between the two tracks: Among them, F 预紧 represents the initial preload force of the preload spring of the eddy current brake electromagnet, k represents the elastic stiffness of the preload spring of the eddy current brake electromagnet, t represents the braking time, F represents the resultant force acting on the spring, F0 represents the external force acting on the spring, r represents the electromagnet speed, m represents the electromagnet mass, b represents the damping coefficient of the spring, h represents the boundary spring stiffness, and s represents the lateral displacement of the eddy current brake electromagnet.

4. The braking control method of a maglev train according to claim 1, characterized in that: Determining the eddy current braking force generated by the eddy current braking electromagnet according to the excitation current, the driving speed, and the electromagnetic gap includes: Determine the eddy current braking force F generated by the eddy current braking electromagnet by the following calculation method: e : Wherein, I0 represents the excitation current of the eddy current braking electromagnet, v represents the speed of the maglev train, l represents the electromagnetic gap between the eddy current braking electromagnet and the lateral track, m1, m2, and m3 represent the first constant coefficient, second constant coefficient, and third constant coefficient of the eddy current braking force, respectively.

5. The braking control method of a maglev train according to claim 1, characterized in that: Determining the friction force of the wear plate between the eddy current braking electromagnet wear plate and the lateral track according to the excitation current, the driving speed, and the electromagnetic gap, including: According to the excitation current and the driving speed, the normal suction force on the eddy current brake electromagnet is determined. force; The wear plate friction force between the eddy current braking electromagnet wear plate and the lateral track is determined according to the normal suction force and the electromagnetic gap.

6. The braking control method for a maglev train according to claim 5, characterized in that: Determining the wear plate friction force between the eddy current braking electromagnet wear plate and the lateral track according to the normal suction force and the electromagnetic gap includes: The friction force F between the wear plate of the eddy current brake electromagnet and the lateral track is determined by the following calculation method: f1 : Where l represents the electromagnetic gap between the eddy current brake electromagnet and the lateral track, μ1 represents the friction coefficient between the wear plate of the eddy current brake electromagnet and the lateral track, h represents the boundary spring stiffness, and s represents the lateral displacement of the eddy current brake electromagnet.

7. The braking control method of a maglev train according to claim 1, characterized in that: Determining the friction force of the sled between the sled and the track according to the travel speed includes: Determine the friction force F between the sled and the track by the following calculation method: f2 : Among them, μ2 represents the friction coefficient between the sled and the track, m represents the mass of the maglev train, and g represents the acceleration due to gravity.

8. The braking control method for a maglev train according to claim 1, characterized in that: Determining the train braking force according to the eddy current braking force, the wear plate friction force, and the sled friction force includes: The train braking force F is determined by the following calculation method: <h2 style=";text-align:left;direction:ltr">F = 2n*F<h2 style=";text-align:left;direction:ltr"> e <h2 style=";text-align:left;direction:ltr"> +2n*F<h2 style=";text-align:left;direction:ltr"> f1 <h2 style=";text-align:left;direction:ltr"> +F<h2 style=";text-align:left;direction:ltr"> f2 Among them, F e represents the eddy current braking force, F f1 represents the wear plate friction force, F f2 represents the sliding friction force, and n represents the number of maglev train sets.

9. A braking control device for a maglev train, characterized in that: include: An acquisition module is used to obtain the excitation current of the eddy current braking electromagnet and the running speed of the maglev train; a first determining module, configured to determine an electromagnetic gap between the eddy current braking electromagnet and the lateral track according to the excitation current and the driving speed; a second determining module, configured to determine an eddy current braking force generated by the eddy current braking electromagnet and a wear plate friction force between the wear plate of the eddy current braking electromagnet and the lateral rail according to the excitation current, the driving speed, and the electromagnetic gap; a third determining module, configured to determine a sliding friction force between the sliding block and the track according to the travel speed; The braking control module is used to determine the train braking force according to the eddy current braking force, the wear plate friction force and the slide friction force, and perform braking control on the maglev train according to the train braking force.

10. A computer-readable medium, characterized in that A computer program is stored thereon, the computer program comprising program codes for executing the braking control method for a maglev train according to any one of claims 1 to 8.

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