CN112265447B - Starting control method, system, equipment and storage medium of magnetic-levitation train - Google Patents

Starting control method, system, equipment and storage medium of magnetic-levitation train Download PDF

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Publication number
CN112265447B
CN112265447B CN202011147397.9A CN202011147397A CN112265447B CN 112265447 B CN112265447 B CN 112265447B CN 202011147397 A CN202011147397 A CN 202011147397A CN 112265447 B CN112265447 B CN 112265447B
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train
traction
impact rate
max
less
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CN112265447A (en
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高锋
佟来生
罗华军
熊雄
金怡
李晓春
王家恒
吴志会
洪远卓
郭桉扬
邓江明
曾颖丰
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CRRC Zhuzhou Locomotive Co Ltd
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CRRC Zhuzhou Locomotive Co Ltd
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Priority to MX2023004773A priority patent/MX2023004773A/en
Priority to PCT/CN2021/105676 priority patent/WO2022083180A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/10—Combination of electric propulsion and magnetic suspension or levitation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2072—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off
    • B60L15/2081—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off for drive off on a slope
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

The invention discloses a starting control method, a system, equipment and a storage medium of a magnetic-levitation train, wherein when the running speed is greater than or equal to the preset speed and the running speed direction is consistent with a direction handle or the train output traction force is the maximum output traction force, a braking relieving instruction is applied, the phenomenon that the train slips backwards is avoided, the running speed and direction handle signals directly reflect the running state of the train on a ramp or other positions, and the judgment is more direct and reliable compared with the judgment of the traction force; when the running speed and the running direction do not meet the conditions, the output traction of the train is increased in a first gear and a second gear, so that the problem of larger impulse caused by overlarge increase of the output traction of the train is solved; meanwhile, discomfort of passengers caused by overlarge impact is prevented by judging the traction impact rate, the traction impact rate is reduced by delaying when the impact is overlarge, the impact or impulse is reduced, and the comfort of the passengers is improved.

Description

Starting control method, system, equipment and storage medium of magnetic-levitation train
Technical Field
The invention belongs to the technical field of magnetic-levitation train starting control, and particularly relates to a magnetic-levitation train starting control method, system, equipment and storage medium.
Background
The existing maglev train depends on electromagnetic attraction to suspend the train to a certain height, so that no mechanical contact exists between the train and a ground track, the electromagnetic attraction generates guide force, and traction force generated by a linear motor drives the train to run, so that the adhesion limitation of a wheel-rail train is fundamentally overcome, and the maglev train has the greatest characteristic of realizing non-contact running, which is the greatest difference and advantage between the maglev train and the wheel-rail train.
The design of a track line is limited by terrain, certain road sections with slopes can be generated inevitably, even a straight road line cannot be completely horizontal, when a magnetic-levitation train stops on a ramp due to various reasons, the magnetic-levitation train can be under the combined action of the gravity and braking force of the train, the braking force can overcome the component force of the gravity to stop the train stably, when the train starts on the ramp, the traction force at least needs to overcome the component force of the gravity and the braking force to start, and if the control method for mutually matching the traction force and the braking force is improper, the train can be caused to slide backwards or generate larger impulse, so that the safe operation and comfort of the train are influenced.
The existing magnetic-levitation train starting control methods have two types: the first method is to stop the train on the track by applying a holding brake force, when the train needs to be started, the train is firstly controlled to suspend to a certain height, the holding brake is released immediately after a traction signal is received, and the train starts to run. However, when the train starts on a slope with a larger gradient, if the traction force is applied too small, the problem of back slip of the train is caused, and the safe operation of the train is influenced; if the traction force is too high, an impulse is likely to occur, causing discomfort to the passenger, and therefore the traction force threshold cannot be well determined, and there is no effective method for determining the traction force threshold. The second method is to adopt angle sensors and other devices to measure the gradient characteristics of a line to adjust the magnitude of the output force of the train, the method needs to arrange a large number of sensors on the train, increases the fault points of the train, and has low economical efficiency and practicability, for example, the bulletin number is CN107512276A, namely a train starting impact limiting control method based on a TCMS system, needs to obtain the load of the train, the angle of a ramp and the like by other devices, and cannot be directly controlled by the train.
Disclosure of Invention
The invention aims to provide a starting control method, a system, equipment and a storage medium of a maglev train, which solve the problems that the conventional maglev train is easy to slide back and cause large impulse when being started (particularly when being started on a ramp), and the problems that the magnitude of output force is controlled by a gradient characteristic detection device and the like, the fault point is increased, the economy and the practicability are reduced, and the like.
One or more of the above objects are solved by the solution of the independent claims of the present invention.
The invention solves the technical problems through the following technical scheme: a starting control method of a magnetic-levitation train comprises the following steps:
step 1: acquiring a floating instruction, controlling the train to float according to the floating instruction, and controlling a holding brake execution module to apply a holding brake force;
step 2: applying traction force, acquiring a traction handle signal, and determining the output traction force of the train according to the traction handle signal;
and step 3: judging whether the train output traction force is equal to the maximum output traction force, if so, judging whether the traction impact rate is less than or equal to a preset impact rate, if so, turning to the step 7, otherwise, delaying for t seconds, and then judging whether the traction impact rate is less than or equal to the preset impact rate until the traction impact rate is less than or equal to the preset impact rate; otherwise, turning to step 4;
and 4, step 4: acquiring operating speed and direction handle signals;
and 5: if the running speed is not less than the preset speed and the direction of the running speed is the same as the direction handle signal, judging whether the traction impact rate is not more than the preset impact rate, if so, turning to the step 7, otherwise, delaying t seconds and then judging whether the traction impact rate is not more than the preset impact rate until the traction impact rate is not more than the preset impact rate;
if the running speed is less than the preset speed and/or the direction of the running speed is different from the direction handle signal, turning to step 6;
step 6: increasing the traction output by the train by one gear, and turning to the step 3;
and 7: and sending a brake maintaining and relieving instruction to the brake control unit, controlling the brake maintaining and executing module to relieve the brake maintaining and braking force, and starting the train to run.
In the invention, the train is ensured to suspend without sliding by applying the maintaining brake during floating, when the running speed is more than or equal to the preset speed and the running speed direction is consistent with the direction handle (the train has the trend of forward movement) or the train outputs the traction force to the maximum output traction force, the braking relieving instruction is applied, the phenomenon of the train sliding backwards is avoided, the running speed and direction handle signals directly reflect the running state of the train on a ramp or other positions, and the judgment is more direct and reliable compared with the traction force; when the running speed and the running direction do not meet the conditions, the train output traction is increased in a first gear and a second gear, so that the problem of larger impulse caused by overlarge increase of the train output traction is solved; meanwhile, discomfort of passengers caused by overlarge impact is prevented by judging the traction impact rate, and when the impact is overlarge (namely the traction impact rate is larger than the preset impact rate), the traction impact rate is reduced by delaying, so that the impact or impulse is reduced, and the comfort of the passengers is improved. The starting control method can realize the starting control of the train without sliding and smaller impact without setting a traction threshold value and adding a sensor, and improves the reliability, comfort, economy and practicability of the train.
Further, in the step 2, a specific method for determining the train output traction according to the traction handle signal is as follows:
if the signal of the traction handle is less than 10 percent FmaxIf so, the traction is blocked and the train transmission is not outputTractive effort, i.e. tractive effort F delivered by the trainc＝0；
If 10% FmaxLess than or equal to 25 percent F of the signal of the traction handlemaxThen said train outputs tractive effort Fc＝25%FmaxIn which F ismaxThe maximum output traction force is obtained;
if 25% Fmax< the signal of the traction handle is less than or equal to 50 percent FmaxThen said train outputs tractive effort Fc＝50%Fmax；
If 50% Fmax< the signal of the traction handle is less than or equal to 75 percent FmaxThen said train outputs tractive effort Fc＝75%Fmax；
If 75% Fmax< the signal of the traction handle is less than or equal to 90 percent FmaxThen the train outputs tractive effort Fc＝90%Fmax；
If 90% FmaxThe signal of the traction handle is less than or equal to FmaxThen the train outputs tractive effort Fc＝Fmax。
According to the traction handle signal, the maximum traction force of the gear corresponding to the traction handle signal is used as the output traction force of the train, and the phenomenon of backward slip is further avoided.
Further, the preset speed is determined by the minimum speed which can be identified by the speed acquisition module, and the preset speed is not less than 5 km/h.
Further, the preset impact rate is 0.75m/s3。
The invention also provides a starting control system of the maglev train, which comprises a train control unit and a braking control unit, wherein the train control unit comprises a control module, a speed acquisition module and a judgment module, and the braking control unit comprises a braking control module and a braking maintaining execution module;
the control module is used for acquiring a floating instruction, controlling the train to float according to the floating instruction and sending a first control instruction to the brake control module; the traction control system is used for controlling the application of traction, acquiring a traction handle signal and determining the output traction of the train according to the traction handle signal; the brake control module is used for sending a second control instruction to the brake control module according to the first judgment result or the second judgment result and delaying for t seconds according to the third judgment result or the fourth judgment result; increasing the traction output by the train by one gear according to a fifth judgment result;
the speed acquisition module is used for acquiring the running speed of the train;
the judging module is used for judging whether the running speed is greater than or equal to a preset speed, judging whether the direction of the running speed is the same as the direction handle signal, judging whether the traction impact rate is less than or equal to the preset impact rate, and judging whether the train output traction force is equal to the maximum output traction force to obtain a first judging result, a second judging result, a third judging result, a fourth judging result and a fifth judging result;
the first judgment result is that the train outputs traction force less than the maximum traction force, the running speed is greater than or equal to a preset speed, the direction of the running speed is the same as the direction handle signal, and the traction impact rate is less than or equal to a preset impact rate; the second judgment result is that the train output traction force is the maximum output traction force and the traction impact rate is less than or equal to the preset impact rate; the third judgment result is that the train output traction force is less than the maximum output traction force, the running speed is greater than or equal to the preset speed, the direction of the running speed is the same as the direction handle signal, and the traction impact rate is greater than the preset impact rate; the fourth judgment result is that the train outputs the maximum traction and the traction impact rate is larger than the preset impact rate; the fifth judgment result is that the train output traction force is less than the maximum output traction force, the running speed is less than the preset speed and/or the direction of the running speed is different from the direction handle signal;
the brake control module is used for receiving the first control instruction, generating a braking maintaining instruction according to the first control instruction and sending the braking maintaining instruction to the braking maintaining execution module; the brake control module is used for receiving the second control instruction, generating a brake maintaining and relieving instruction according to the second control instruction, and sending the brake maintaining and relieving instruction to the brake maintaining and executing module;
and the brake maintaining execution module is used for applying a brake maintaining force according to the brake maintaining instruction and relieving the brake maintaining force according to the brake maintaining relieving instruction.
Further, the train control unit and the brake control unit are connected through a hard wire and/or a network wire. When the hard wire and the network wire are simultaneously used for connection, the hard wire signal is trusted preferentially, and the reliability is improved.
The invention also provides a magnetic-levitation train starting control device, which comprises a memory, a processor and a computer program which is stored on the memory and can run on the processor, wherein the processor executes the program to realize the magnetic-levitation train starting control method.
The present invention also provides a storage medium having stored thereon a computer program which, when executed by a processor, implements the method of controlling the start of a magnetic levitation train as described above.
Advantageous effects
Compared with the prior art, the starting control method, the system, the equipment and the storage medium of the maglev train provided by the invention have the advantages that when the running speed is greater than or equal to the preset speed and the running speed direction is consistent with the direction handle or the train outputs the traction force to the maximum, the braking relieving instruction is applied, the back-sliding phenomenon of the train is avoided, the running speed and the direction handle signal directly reflect the running state of the train on a ramp or other positions, and the judgment of the traction force is more direct and reliable; when the running speed and the running direction do not meet the conditions, the train outputs traction force which is increased in a first gear and a second gear, so that the problem of larger impulse caused by overlarge increase of the train output traction force is solved; meanwhile, discomfort of passengers caused by overlarge impact is prevented by judging the traction impact rate, the traction impact rate is reduced by delaying when the impact is overlarge, the impact or impulse is reduced, and the comfort of the passengers is improved.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only one embodiment of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
Fig. 1 is a flowchart of a method for controlling the start of a magnetic levitation train according to an embodiment of the present invention;
fig. 2 is a block diagram of a start control system of a magnetic levitation train according to an embodiment of the present invention, in which a dashed line represents a hard-wired command line, a solid line represents a hard-wired command feedback line, and a double-headed arrow represents a network line.
Detailed Description
The technical solutions in the present invention are clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without inventive efforts based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
As shown in fig. 1, the start control method for a magnetic levitation train provided in this embodiment includes the following steps:
step 1: and acquiring a floating instruction, controlling the train to float according to the floating instruction, and controlling the braking maintaining execution module to apply a braking maintaining force.
The brake force is still kept when the train is floated, so that the train is ensured not to slide backwards while the train is ensured to be suspended.
Step 2: and applying traction, acquiring a traction handle signal, and determining the output traction of the train according to the traction handle signal.
In order to further prevent back-sliding, a traction handle signal is obtained when traction force is applied for the first time, and the maximum traction force of a gear corresponding to the traction handle signal is used as train output traction force, and the specific method comprises the following steps:
if the traction handle signal is less than 10 percent FmaxThen the traction is blocked, and the train output traction force is not output, namely the train output traction force Fc＝0；
If 10% FmaxLess than or equal to 25 percent F of traction handle signalmaxThen the train outputs traction force Fc＝25%FmaxWhich isMiddle FmaxThe maximum output traction force is obtained;
if 25% FmaxLess than or equal to 50 percent F of traction handle signalmaxThen the train outputs tractive force Fc＝50%Fmax；
If 50% FmaxLess than or equal to 75 percent F of traction handle signalmaxThen the train outputs traction force Fc＝75%Fmax；
If 75% FmaxLess than or equal to 90 percent F of traction handle signalmaxThen the train outputs tractive force Fc＝90%Fmax；
If 90% FmaxLess than or equal to F of traction handle signalmaxThen the train outputs tractive force Fc＝Fmax。
And step 3: judging whether the train output traction force is equal to the maximum output traction force, if so, judging whether the traction impact rate is less than or equal to a preset impact rate, if so, turning to the step 7, otherwise, delaying for t seconds, and then judging whether the traction impact rate is less than or equal to the preset impact rate until the traction impact rate is less than or equal to the preset impact rate; otherwise, the step 4 is carried out.
If the train output traction force is equal to the maximum output traction force, the train output traction force is indicated to be enough to start the train without sliding backwards, the judgment of the running speed and the direction handle signal is not needed, the judgment of the traction impact rate is only needed, and the comfort of passengers is ensured.
The traction impact rate refers to the longitudinal impact on the train caused by the change of the working condition in a broad sense, and the theoretical definition is the change of the train acceleration in unit time, in this embodiment, the preset impact rate is set to be 0.75m/s3. And calculating the change rate of the acceleration in unit time to obtain the traction impact rate, judging whether the requirement of the preset impact rate is met or not through the traction impact rate, and enabling the traction impact rate to meet the requirement of the preset impact rate through time delay.
And 4, step 4: and acquiring running speed and direction handle signals.
The traction of the train is represented by the forward running speed of the train on a slope or other positions, so that whether the traction of the train overcomes the gravity of the train or whether the train rolls back or not is judged according to the magnitude and the direction of the running speed. The running speed and direction handle signals directly reflect the running state of the train on a ramp or other positions, and compared with the judgment of the traction force, the method is more direct and reliable.
The magnetic suspension train is not provided with wheels, the speed acquisition module of the magnetic suspension train adopts a pulse calculation speed measuring device, and the traditional wheel track type train can not be used for detecting the speed by measuring the number of the rotating tooth spaces of the wheels through a speed sensor, so the speed measurement precision is not high, particularly the speed detection precision is lower at low speed, and the preset speed is determined by the minimum speed which can be identified by the speed acquisition module and is not less than 5 km/h.
And 5: if the running speed is not less than the preset speed and the direction of the running speed is the same as the direction handle signal, judging whether the traction impact rate is not more than the preset impact rate, if so, turning to the step 7, otherwise, delaying for t seconds, judging whether the traction impact rate is not more than the preset impact rate until the traction impact rate is not more than the preset impact rate; and reducing the traction impact rate by delaying time to enable the traction impact rate to be less than or equal to a preset impact rate, wherein t is 1s or 0.5s generally.
If the running speed is less than the preset speed and/or the direction of the running speed is not the same as the direction handle signal, the step 6 is carried out. And (6) if any one of the conditions that the running speed is lower than the preset speed and the direction of the running speed is different from the direction handle signal is met, increasing the output traction of the train to prevent the train from rolling backwards.
Step 6: and (4) increasing the traction output by the train by one gear, and turning to the step 3.
The increase of the train output traction force increases one gear at a time, and prevents the large impact or impulse caused by the excessive increase of one time, for example, the traction handle signal is 51 percent FmaxThen the train outputs tractive force Fc＝75%FmaxIncreasing the first gear, i.e. the train output traction force Fc＝90%FmaxAt this time, the train outputs traction Fc＝90%FmaxAnd (4) if the traction force is less than the maximum output traction force, switching to the step 4, and judging the running speed and the running direction. For example, the towing handlebar signal is 78% FmaxThen the train outputs tractive force Fc＝90%FmaxIncreasing the first gear, i.e. the train output traction force Fc＝FmaxAt this time, the train outputs traction Fc＝FmaxAnd (3) if the traction impact rate is equal to the maximum output traction force, turning to the step (7), otherwise, delaying for t seconds, judging whether the traction impact rate is equal to or less than the preset impact rate, and turning to the step (7) until the traction impact rate is equal to or less than the preset impact rate.
And 7: and sending a brake maintaining and relieving instruction to the brake control unit, controlling the brake maintaining and executing module to relieve the brake maintaining and braking force, and starting the train to run.
As shown in fig. 2, the present invention further provides a start control system of a maglev train, which comprises a train control unit and a brake control unit, wherein the train control unit comprises a control module, a speed acquisition module and a judgment module, and the brake control unit comprises a brake control module and a brake maintaining execution module.
The control module is used for acquiring a floating instruction, controlling the train to float according to the floating instruction and sending a first control instruction to the brake control module; the traction control system is used for controlling the application of traction, acquiring a traction handle signal and determining the output traction of the train according to the traction handle signal; the brake control module is used for sending a second control instruction to the brake control module according to the first judgment result or the second judgment result and delaying for t seconds according to the third judgment result or the fourth judgment result; and increasing the traction output by the train by one gear according to a fifth judgment result.
And the speed acquisition module is used for acquiring the running speed of the train.
The judging module is used for judging whether the running speed is larger than or equal to a preset speed, judging whether the direction of the running speed is the same as the direction handle signal, judging whether the traction impact rate is smaller than or equal to the preset impact rate, judging whether the train output traction force is equal to the maximum output traction force, and obtaining a first judging result, a second judging result, a third judging result, a fourth judging result and a fifth judging result.
The first judgment result is that the train output traction force is less than the maximum output traction force, the running speed is greater than or equal to the preset speed, the direction of the running speed is the same as the direction handle signal, and the traction impact rate is less than or equal to the preset impact rate; the second judgment result is that the train outputs the maximum traction and the traction impact rate is less than or equal to the preset impact rate; the third judgment result is that the train output traction force is less than the maximum output traction force, the running speed is greater than or equal to the preset speed, the direction of the running speed is the same as the handle signal of the direction, and the traction impact rate is greater than the preset impact rate; the fourth judgment result is that the train outputs the maximum traction and the traction impact rate is larger than the preset impact rate; and the fifth judgment result is that the output traction force of the train is less than the maximum output traction force, the running speed is less than the preset speed and/or the direction of the running speed is different from the direction handle signal.
The brake control module is used for receiving the first control instruction, generating a brake maintaining instruction according to the first control instruction and sending the brake maintaining instruction to the brake maintaining execution module; the brake maintaining and releasing module is used for receiving the second control instruction, generating a brake maintaining and releasing instruction according to the second control instruction and sending the brake maintaining and releasing instruction to the brake maintaining and executing module;
and the brake maintaining execution module is used for applying a brake maintaining force according to the brake maintaining instruction and relieving the brake maintaining force according to the brake maintaining relieving instruction. The hydraulic driving submodule is used for converting a braking maintaining instruction into a first hydraulic pressure and converting a braking maintaining relieving instruction into a second hydraulic pressure; the execution submodule is used for applying the maintaining braking force according to the first hydraulic pressure and relieving the maintaining braking force according to the second hydraulic pressure.
The train control unit is connected with the brake control unit through a hard wire and/or a network wire. When the hard wire and the network wire are connected at the same time, the hard wire signal is trusted preferentially, and the reliability is improved.
The above disclosure is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of changes or modifications within the technical scope of the present invention, and shall be covered by the scope of the present invention.

Claims (8)

1. A starting control method of a magnetic-levitation train is characterized by comprising the following steps:
step 1: acquiring a floating instruction, controlling the train to float according to the floating instruction, and controlling a holding brake execution module to apply a holding brake force;
and 2, step: applying traction, acquiring a traction handle signal, and determining the output traction of the train according to the traction handle signal;
and step 3: judging whether the train output traction force is equal to the maximum output traction force, if so, judging whether the traction impact rate is less than or equal to a preset impact rate, if so, turning to the step 7, otherwise, delaying for t seconds, and then judging whether the traction impact rate is less than or equal to the preset impact rate until the traction impact rate is less than or equal to the preset impact rate; otherwise, turning to step 4;
and 4, step 4: acquiring operating speed and direction handle signals;
and 5: if the running speed is not less than the preset speed and the direction of the running speed is the same as the direction handle signal, judging whether the traction impact rate is not more than the preset impact rate, if so, turning to the step 7, otherwise, delaying t seconds and then judging whether the traction impact rate is not more than the preset impact rate until the traction impact rate is not more than the preset impact rate;
if the running speed is less than the preset speed and/or the direction of the running speed is different from the direction handle signal, turning to step 6;
step 6: increasing the traction output by the train by one gear, and turning to the step 3;
and 7: and sending a brake maintaining and relieving instruction to the brake control unit, controlling the brake maintaining and executing module to relieve the brake maintaining and braking force, and starting the train to run.
2. The method for controlling the starting of a magnetic-levitation train as recited in claim 1, wherein: in the step 2, the specific method for determining the train output traction according to the traction handle signal comprises the following steps:
if the signal of the traction handle is less than 10 percent FmaxIf so, block traction and do not output stationSaid train delivering traction force, i.e. said train delivering traction force Fc＝0；
If 10% FmaxLess than or equal to 25 percent F of the signal of the traction handlemaxThen said train outputs tractive effort Fc＝25%FmaxIn which F ismaxMaximum output tractive effort;
if 25% Fmax< the signal of the traction handle is less than or equal to 50 percent FmaxThen said train outputs tractive effort Fc＝50%Fmax；
If 50% Fmax< the signal of the traction handle is less than or equal to 75 percent FmaxThen said train outputs tractive effort Fc＝75%Fmax；
If 75% FmaxLess than or equal to 90 percent F of signal of the traction handlemaxThen said train outputs tractive effort Fc＝90%Fmax；
If 90% FmaxThe signal of the traction handle is less than or equal to FmaxThen said train outputs tractive effort Fc＝Fmax。
3. A method for controlling the start of a magnetic levitation train as recited in claim 1 or 2, wherein: the preset speed is determined by the minimum speed which can be identified by the speed acquisition module, and the preset speed is not less than 5 km/h.
4. A method for controlling the start of a magnetic levitation train as recited in claim 1 or 2, wherein: the preset impact rate is 0.75m/s3。
5. A starting control system of a maglev train comprises a train control unit and a braking control unit, wherein the train control unit comprises a control module, a speed acquisition module and a judgment module, and the braking control unit comprises a braking control module and a braking maintaining execution module; the method is characterized in that:
the control module is used for acquiring a floating instruction, controlling the train to float according to the floating instruction and sending a first control instruction to the brake control module; the traction control system is used for controlling the application of traction, acquiring a traction handle signal and determining the output traction of the train according to the traction handle signal; the brake control module is used for sending a second control instruction to the brake control module according to the first judgment result or the second judgment result and delaying for t seconds according to the third judgment result or the fourth judgment result; increasing the traction output by the train by one gear according to a fifth judgment result;
the speed acquisition module is used for acquiring the running speed of the train;
the judging module is used for judging whether the running speed is greater than or equal to a preset speed, judging whether the direction of the running speed is the same as the direction handle signal, judging whether the traction impact rate is less than or equal to the preset impact rate, and judging whether the train output traction force is equal to the maximum output traction force to obtain a first judging result, a second judging result, a third judging result, a fourth judging result and a fifth judging result;
the first judgment result is that the train output traction force is less than the maximum output traction force, the running speed is greater than or equal to the preset speed, the direction of the running speed is the same as the direction handle signal, and the traction impact rate is less than or equal to the preset impact rate; the second judgment result is that the train output traction force is the maximum output traction force and the traction impact rate is less than or equal to the preset impact rate; the third judgment result is that the train output traction force is less than the maximum output traction force, the running speed is greater than or equal to the preset speed, the direction of the running speed is the same as the direction handle signal, and the traction impact rate is greater than the preset impact rate; the fourth judgment result is that the train outputs the maximum traction and the traction impact rate is larger than the preset impact rate; the fifth judgment result is that the train outputs traction force less than the maximum traction force and the running speed less than the preset speed and/or the direction of the running speed is different from the direction handle signal;
the brake control module is used for receiving the first control instruction, generating a braking maintaining instruction according to the first control instruction and sending the braking maintaining instruction to the braking maintaining execution module; the brake control module is used for receiving the second control instruction, generating a brake maintaining and relieving instruction according to the second control instruction, and sending the brake maintaining and relieving instruction to the brake maintaining and executing module;
and the brake maintaining execution module is used for applying a brake maintaining force according to the brake maintaining instruction and relieving the brake maintaining force according to the brake maintaining relieving instruction.
6. The start control system of a magnetic-levitation train as recited in claim 5, wherein: the train control unit is connected with the brake control unit through a hard wire and/or a network wire.
7. A magnetic levitation train start control apparatus comprising a memory, a processor and a computer program stored on the memory and operable on the processor, wherein: the processor implements the starting control method of the magnetic suspension train according to any one of claims 1 to 4 when executing the program.
8. A storage medium having a computer program stored thereon, characterized in that: the program is executed by a processor to realize the starting control method of the magnetic suspension train as claimed in any one of claims 1 to 4.
CN202011147397.9A 2020-10-23 2020-10-23 Starting control method, system, equipment and storage medium of magnetic-levitation train Active CN112265447B (en)

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