CN116001848A - Wheel control method and system of magnetic levitation train - Google Patents
Wheel control method and system of magnetic levitation train Download PDFInfo
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- CN116001848A CN116001848A CN202310300505.9A CN202310300505A CN116001848A CN 116001848 A CN116001848 A CN 116001848A CN 202310300505 A CN202310300505 A CN 202310300505A CN 116001848 A CN116001848 A CN 116001848A
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Abstract
The invention provides a wheel control method and a system of a magnetic levitation train, wherein the method comprises the following steps: determining the acceleration of the magnetic levitation train, the highest allowable speed of the wheel and the action time of the wheel; and controlling the wheel to retract or drop based on the acceleration of the magnetic suspension train, the highest allowable speed of the wheel and the action time of the wheel, wherein the wheel comprises a supporting wheel and a guiding wheel. The invention can accurately realize the accurate control of the supporting wheel and the guide wheel.
Description
Technical Field
The invention belongs to the field of train track operation, and particularly relates to a wheel control method and system of a magnetic suspension train.
Background
When the superconducting floating train runs at a speed lower than a certain speed, the buoyancy generated by the superconducting magnet is insufficient to support the train, so that the train is required to be provided with a lifting wheel (supporting wheel) and a guide wheel, and when the train runs at a low speed or is stationary, the support of the train is realized by the solid wheels. When the running speed of the train is higher than a certain value (the magnetic buoyancy of the superconducting magnetic levitation is related to the speed of the train), the buoyancy generated by the superconducting magnet can reliably support the train, and the lifting wheels and the guide wheels are required to be retracted, so that the levitation running of the train is realized by magnetic force.
Therefore, there is a need for a wheel control method and system for a magnetic levitation vehicle to control wheel retraction and wheel retraction of lift and guide wheels.
Disclosure of Invention
In order to solve the above problems, the present invention provides a wheel control method of a magnetic levitation train, wherein the method comprises:
determining the acceleration of the magnetic levitation train, the highest allowable speed of the wheel and the action time of the wheel;
and controlling the wheel to retract or drop based on the acceleration of the magnetic suspension train, the highest allowable speed of the wheel and the action time of the wheel, wherein the wheel comprises a supporting wheel and a guiding wheel.
In some embodiments, the take-up wheels of the support wheel and the guide wheel remain synchronized.
In some embodiments, controlling the wheel retraction operation of the wheel comprises:
controlling the wheels to reach V in the train Floating device When the wheel is started to be retracted, at V Wheel limit The wheel-collecting action is completed before the speed limit; wherein V is Floating device For reliably suspending the train at speed, V Wheel limit Is the highest allowable speed of the wheel.
In some embodiments, the wheels are controlled to reach V on the train Floating device The wheel-collecting action is started, which comprises the following steps:
and when the first condition is met, if the wheel is in a non-stowing state, performing wheel-stowing action, wherein the first condition is as follows:
at train speed V Floating device First 0.5t of time Wheel movement Acceleration a of the train Vehicle with a frame The average value of (2) is non-negative, namely the train runs at a constant speed or is running at an acceleration;
at train speed V Floating device 1/2t after the moment Wheel movement Acceleration a of the train Vehicle with a frame The average value of (2) is non-negative, i.e. the train is traveling at a constant speed or accelerating.
In some embodiments, V is reached at train speed Floating device Time t 0 To t 0 +1/2t Wheel movement Train acceleration average value a in time All front :
At train speed V Floating device T after the moment 1 To t 1 +1/2t Wheel movement Train acceleration average value a in time After all is finished :
Wherein t represents the time of the whole action process of unlocking, starting action, in-place action and locking of the supporting wheel and the guide wheel.
In some embodiments, when a All front >0 and a After all is finished >0 or a All front >0 and a After all is finished When the wheel is in the non-stowing state, the wheel is retracted, otherwise, the wheel is not retracted.
In some embodiments, the wheel is conditioned to complete retraction: train speed reaches V Floating device 1/2t of the later Wheel movement The train in the time interval is according to the allowed maximum acceleration a Most preferably, the first to fourth Continuously accelerating and overlapping the action period t of the wheel Wheel movement The train is according to the maximum acceleration a allowed Most preferably, the first to fourth Continuing to accelerate, the wheels finish the wheel-collecting action, namely V Wheel limit >V Floating device +a Most preferably, the first to fourth 
t Wheel movement 。
In some embodiments, the drop wheels of the guide wheels remain synchronized.
In some embodiments, controlling the wheel drop operation of the wheel comprises:
controlling the wheels to reach V in the train Floating device +a All front *t Wheel movement +V Anan (safety) Starts the wheel falling action and the speed is not higher than V Wheel limit Starts to operate before the speed limit of V Floating device The wheel falling action is completed in the time, wherein V Anan (safety) For balancing a as an empirical value of safety margin All front *t Wheel movement Is a value of (2).
In some embodiments, the wheels are controlled to reach V on the train Floating device +a All front *t Wheel movement +V Anan (safety) Starts the wheel falling action and the speed is not higher than V Wheel limit The wheel falling action is started before the speed limit of the vehicle comprises the following steps:
and when the second condition is met, if the wheel is in a non-falling state, performing a wheel falling action, wherein the second condition is as follows:
at train speed V Floating device +a All front *t Wheel movement +V Anan (safety) First 1/2t of the time Wheel movement Acceleration a of the train All front The average value of (2) is non-positive, namely the train runs at a constant speed or runs at a reduced speed;
at train speed V Floating device +a All front *t Wheel movement +V Anan (safety) Acceleration a of the train Vehicle with a frame Is negative.
In some embodiments, V is reached at train speed Floating device Time t 0 To t 0 +1/2t Wheel movement Train acceleration average value a in time All front :
In some embodiments, when a All front 
0 and a Vehicle with a frame />
0 or a All front =0 and a Vehicle with a frame />
0, and when the wheel is in a non-falling state, the wheel falling action is performed, otherwise, the wheel falling action is not performed.
In some embodiments, the wheel is finished falling under the following conditions: train speed reaches V Floating device +a All front *t Wheel movement +V Anan (safety) First 1/2t Wheel movement The train in the time interval is according to the allowed maximum acceleration a Most preferably, the first to fourth Continuously decelerating and overlapping the action period t of the wheel Wheel movement The train is according to the maximum acceleration a allowed Most preferably, the first to fourth Continuing to decelerate, the wheels finish falling, i.e. V Wheel limit >V Floating device +a Most preferably, the first to fourth *t Wheel movement +V Anan (safety) 。
In some embodiments, there is also provided a wheel control system for a magnetic levitation train, wherein the system comprises:
a speed determining unit for determining an acceleration of the magnetic levitation train, a highest allowable speed of the wheel, and an action time of the wheel;
and the vehicle-mounted control unit is used for controlling the wheel to retract or drop based on the acceleration of the magnetic suspension train, the highest allowable speed of the wheel and the action time of the wheel, wherein the wheel comprises a supporting wheel and a guiding wheel.
In some embodiments, the take-up wheels of the support wheel and the guide wheel remain synchronized.
The wheel control method and the wheel control system of the magnetic suspension train can accurately realize the accurate control of the supporting wheel and the guiding wheel, and the invention solves the safety problem of temporary speed limiting transmission by utilizing the equipment, does not change the existing hardware equipment, has less investment and is convenient to reform.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention may be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 shows a flow chart of a method of wheel control of a maglev train in an embodiment of the invention;
FIG. 2 illustrates a position and velocity coordinate system diagram of an autopilot curve or an operational protection curve of a train in an embodiment of the present invention;
FIG. 3 shows a schematic block diagram of a control instruction in an embodiment of the invention;
fig. 4 shows a flow chart of a wheel control system of a magnetic levitation train in an embodiment of the invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
As shown in fig. 1, the present invention provides a wheel control method of a magnetic levitation train, wherein the method includes:
determining the acceleration of the magnetic levitation train, the highest allowable speed of the wheel and the action time of the wheel;
and controlling the wheel to retract or drop based on the acceleration of the magnetic suspension train, the highest allowable speed of the wheel and the action time of the wheel, wherein the wheel comprises a supporting wheel and a guiding wheel.
A wheel control method of a magnetic levitation train according to the present invention will be described in detail.
1. Description of technical implementation parameters
The levitation and guiding magnetic forces of the superconducting levitation are related to the speed of the train, and the levitation magnetic force when the train can reliably levitate should be greater than the current weight (dead weight and load) of the train, and the current weight of the train should be considered to be less than or equal to the maximum weight of the train. The calculation of the reliable levitation speed of the train is not performed, and the speed of the reliable levitation of the train under the condition of the maximum train weight is V Floating device As one of the parameters controlling the movements of the support wheel and the guide wheel. I.e. it can be understood that: v (V) Floating device Is a boundary parameter, the train speed is equal to or higher than V Floating device The train can reliably float when the speed of the train is lower than the speed, and the train cannot reliably float when the speed of the train is lower than the speed.
The so-called physical construction of the supporting wheel and the guiding wheel also has its own application limitations, in particular the maximum allowable speed V Wheel limit As one of the parameters controlling the operation of the support wheel and the guide wheel.
Support wheel and guide wheel actuation time t Wheel movement The mechanical device can be understood as that the mechanical device receives a command, performs unlocking operation, then acts in place, performs locking operation, and then feeds back the state after the completion of the operation to the whole time requirement of the control system; as one of the operating parameters for controlling the support wheel and the guide wheel.
Delay allowable time of vehicle-ground wireless communication is t General extension It can be understood that the communication delay time between the train-mounted equipment and the ground equipment is longer than t General extension When the vehicle-ground communication is considered to be failed, the vehicle-ground communication is less than or equal to t General extension When the communication is considered normal, the ideal communication state is that the vehicle-mounted device receives or intervals one device period (such as 400 milliseconds) immediately after the ground operation control device sends out information.
V Vehicle with a frame The running speed of the train at the present moment.
a Vehicle with a frame The running acceleration of the train at the present moment.
2. Basic control strategy for supporting wheels and guiding wheels
Since the action of the supporting wheel and the guiding wheel is time-consuming, the control strategy thereof cannot be simply considered as V Vehicle with a frame >V Floating device When V is the time, the wheel collecting operation is immediately carried out Vehicle with a frame 
V Floating device And performing wheel releasing operation. Because the train is a moving body, the speed changes in real time, and at a certain moment V Vehicle with a frame >V Floating device At the next moment it is possible to V Vehicle with a frame />
V Floating device This can cause the support wheel and guide wheel to act unintentionally. Therefore, it is necessary to add additional judgment conditions. The control strategy uses the train at V Vehicle with a frame Acceleration a at time Vehicle with a frame As an expression of the trend of the train speed change, one of the operating conditions of the supporting wheel and the guide wheel is determined.
1) Wheel retracting operation of supporting wheel and guiding wheel
In this embodiment, the receiving wheels of the supporting wheel and the guiding wheel are kept synchronous, and the receiving operation of the supporting wheel and the guiding wheel of the train, that is, the wheels are controlled to reach V in the train Floating device When starting to take up the wheel, V Wheel limit The wheel-collecting action is completed before the speed limit.
Wherein the wheels are controlled to reach V in the train Floating device The method for starting the wheel-collecting action specifically comprises the following steps:
and when the first condition is met, if the wheel is in a non-stowing state, performing wheel-stowing action, wherein the first condition is as follows:
at train speed V Floating device First 0.5t of time Wheel movement Acceleration a of the train Vehicle with a frame Is non-negative, i.e. the train is running at constant speed or accelerating, at a train speed of V Floating device 1/2t after the moment Wheel movement Acceleration a of the train Vehicle with a frame The average value of (2) is non-negative, namely that the train is running at a constant speed or is running at an acceleration; at this time, if the supporting wheel and the guiding wheel are in the non-storage state (falling and locking),Falling unlocked and falling wheel action in progress) then take-up action.
At train speed V Floating device T before the moment 0 To t 0 +1/2t Wheel movement The time is as follows:
train acceleration average value a All front :
At train speed V Floating device T after the moment 1 To t 1 +1/2t Wheel movement The time is as follows:
train acceleration average value a After all is finished :
t represents the time of the support wheel and the guide wheel from unlocking, starting action, action in place and locking the whole action process.
When a is All front >0 and a After all is finished >0 or a All front >0 and a After all is finished When the supporting wheel and the guide wheel are in the non-stowing state (falling and locking, falling is not locked, falling wheel operation is in progress), the wheel retracting operation is performed, otherwise, the wheel retracting operation of the supporting wheel and the guide wheel is not performed.
The conditions (basic strategy requirements) for completing wheel collection of the wheels are as follows: train speed reaches V Floating device 1/2t of the later Wheel movement The train in the time interval is according to the allowed maximum acceleration a Most preferably, the first to fourth Continuously accelerating and overlapping the action period t of the wheel Wheel movement The train is according to the maximum acceleration a allowed Most preferably, the first to fourth The supporting wheel and the guiding wheel can reliably work after the acceleration is continued, namely V Wheel limit >V Floating device +a Most preferably, the first to fourth 
t Wheel movement 。
2) Wheel drop operation of support wheels and guide wheels
The falling wheels of the guide wheels are kept synchronous, and the supporting wheels of the train and the falling wheels of the guide wheels are operated so that V is reached in the train Floating device +a All front *t Wheel movement +V Anan (safety) （V Anan (safety) For balancing a as an empirical value of safety margin All front *t Wheel movement A value of (a) starts the drop wheel operation at the speed (a) All front *t Wheel movement +V Anan (safety) ) Not higher than V Wheel limit Starts to operate before the speed limit of V Floating device And completing the wheel falling action.
Controlling the wheels to reach V in the train Floating device +a All front *t Wheel movement +V Anan (safety) Starts the wheel falling action and at the speed not higher than V Wheel limit The wheel falling action is started before the speed limit of the vehicle comprises the following steps:
and when the second condition is met, if the wheel is in a non-falling state, performing a wheel falling action, wherein the second condition is as follows:
at train speed V Floating device +a All front *t Wheel movement +V Anan (safety) First 1/2t of the time Wheel movement Acceleration a of the train All front The mean value of (2) is non-positive, i.e. the train is running at constant speed or is running at reduced speed, and the train speed reaches V Floating device +a All front *t Wheel movement +V Anan (safety) Acceleration a of the train Vehicle with a frame The average value of (a) is negative, namely the train runs at a reduced speed, at this time, if the supporting wheel and the guide wheel are in a non-falling state (the supporting wheel is lifted and locked, the lifting is not locked, and the wheel collecting action is in progress), the wheel falling action is carried out, and because the high-speed wheel falling action has higher risk, the availability and the safety can be increased if the train runs at a constant speed.
At train speed V Floating device +a Vehicle with a frame *t Wheel movement Front 1/2t Wheel movement Is within the time of (1):
train acceleration average value a All front :
When a is All front 
0 and a Vehicle with a frame />
0 or a All front =0 and a Vehicle with a frame />
0, and the supporting wheel and the guide wheel are in a non-falling state (lifting and locking, lifting and unlocking, and wheel collecting operation is in progress), and if not, the wheel falling operation of the supporting wheel and the guide wheel is not carried out.
The conditions (basic strategy requirements) for the wheels to finish wheel falling are as follows: train speed reaches V Floating device +a All front *t Wheel movement +V Anan (safety) First 1/2t Wheel movement The train in the time interval is according to the allowed maximum acceleration a Most preferably, the first to fourth Continuously decelerating and overlapping the action period t of the wheel Wheel movement The train is according to the maximum acceleration a allowed Most preferably, the first to fourth Continuously decelerating, and the supporting wheel and the guide wheel should finish the landing operation, namely V Wheel limit >V Floating device +a Most preferably, the first to fourth *t Wheel movement +V Anan (safety) 。
3. Control division and strategy for supporting wheel and guiding wheel by partition operation and control and vehicle-mounted operation and control
The above is a basic operation principle of the supporting wheel and the guiding wheel, and for the whole system, the control device (the vehicle-mounted device and the ground device) is required to instruct the supporting wheel and the guiding wheel to complete the action. Thus involving delays in the logic operations and instruction issuing of the control system and delays in the positioning and speed measuring system.
For high-speed magnetic levitation, the ground operation control system realizes automatic driving and operation protection of the train, and for superconducting high-speed magnetic levitation, the safe positioning is generally realized by a ground speed and distance measuring system. The following 3 ways exist for the control division of the guide wheel:
1) Control of the supporting wheel and the guide wheel is independently realized by vehicle-mounted operation control
Such control division and strategy is entirely operated by the vehicle-mounted operation control device/system according to the basic operating principle of the supporting wheel and the guiding wheel actions described above. The method has the advantages of definite division of labor and simple logic.
2) The control of the supporting wheel and the guiding wheel is independently realized by a zoned operation control system (namely, a ground operation control system)
The control strategy division has the advantage that the running curve of the train is calculated and realized by the ground control system, so that when the supporting wheel and the guiding wheel are operated, an automatic driving curve (position speed coordinate system) or a running protection curve (position speed coordinate system) of the train can be overlapped as shown in fig. 2, wherein the ordinate is the train speed V (meters/second) and the abscissa is the train position S (meters) in fig. 2. Judging the movement trend (such as acceleration, deceleration and uniform speed) of the train according to the position of the train in the automatic driving curve or the running protection curve, wherein the position of the train in the automatic driving curve or the running protection curve is in a speed rising stage (namely, the starting acceleration stage of the train in fig. 2, namely, the running acceleration of the train) or a uniform speed running stage (namely, the running uniform speed stage of the train in fig. 2, namely, the running uniform speed of the train), and carrying out the wheel collecting action when the principle of basic wheel collecting operation of the actions of the supporting wheel and the guide wheel is met; the position of the train in the automatic driving curve or the running protection curve is a speed descending stage (namely, the train in the decelerating stage in fig. 2, namely, the train is in decelerating running), and the wheel falling action is carried out when the principle of basic wheel falling operation of the action of the supporting wheel and the guide wheel is satisfied; the control system can accurately control the supporting wheel and the guide wheel.
The control strategy comprises the following steps: as shown in fig. 3, as a schematic block diagram of the control command, the command of the ground control system is required to be transmitted to the ground wireless communication ground device through wired communication, then is transmitted to the ground wireless communication vehicle-mounted device through wireless communication, then is transmitted to the vehicle control system through wired communication, and finally is transmitted to the supporting wheel and the guiding wheel control system through the vehicle control system through wired communication to delay or fail, and the wireless communication delay and the wireless communication interruption can cause errors or failure in command execution.
Thus, the time of communication delay and system delay is overlapped in the control division and strategy.
A) Supporting wheel and guiding wheel collecting operation
Supporting wheel and guiding wheel of trainThe position of the train in the automatic driving curve or the operation protection curve is the stage of speed rising or uniform speed operation during the wheel collecting operation, and the train reaches V Floating device Start to act at the time, V Wheel limit The wheel-collecting action is completed before the speed limit.
At train speed V Floating device At the moment, acceleration a of the train Vehicle with a frame Is non-negative; at this time, if the supporting wheel and the guide wheel are in the non-stowable state (falling and locking, falling is not locked, and the wheel falling operation is in progress), the wheel retracting operation is performed. t is t No delay Is the maximum delay time allowed for wireless transmission. t is t Tying and extending Is the maximum delay time allowed by the overall control system.
At train speed V Floating device T before the moment 0 To t 0 +1/2t Wheel movement The time is as follows:
train acceleration average value a All front :
The ground operation control system sends out a wheel receiving operation instruction to the operation control system: the position of the train in the automatic driving curve or the running protection curve is the stage of speed rising or uniform running, and when a All front >0 and a Floating device >0 or a All front >0 and a Floating device When the support wheel and the guide wheel are in the non-stowable state (falling and locking, falling unlocking, falling wheel operation in progress), the wheel retracting operation is performed, otherwise, the operation of the support wheel and the guide wheel is not performed.
Because the calculation of the action logic is a ground operation control system and the vehicle-mounted operation control system is executed, the wireless transmission delay and the system delay are considered, and the time of the action of the supporting wheel and the guiding wheel is obviously delayed from the time of issuing the system instruction, so that the speed V of the action of the supporting wheel and the guiding wheel is caused Action = V Floating device + a After all is finished *（t Wheel movement +t No delay +t Tying and extending ) And requires V of supporting wheel and guiding wheel Wheel limit >V Action Can cause the remarkable improvement of the performance requirements of the supporting wheel and the guide wheel, the improvement and the likeThe level depends on the system setting of the radio transmission delay parameters.
Note that: the worst case is that the wireless transmission communication is interrupted, and the instructions of the ground operation control system cannot be transmitted to the supporting wheel and the guide wheel control system, so that the instruction execution fails. The failure of the wheel recovery operation can cause operation safety accidents.
B) Wheel drop operation of support wheels and guide wheels
The supporting wheel and the guiding wheel of the train are operated in a wheel falling mode, the position of the train in an automatic driving curve or a running protection curve is a speed falling stage, and the train reaches V Floating device +a All front *（t Wheel movement + t No delay +t Tying and extending ）+V Anan (safety) (safety margin empirical value for balancing a) All front *t Wheel movement The value of (2) in the ground operation control system, a wheel falling instruction is sent to the vehicle-mounted operation control system, and the vehicle-mounted operation control system is arranged at V Floating device And completing the wheel falling action.
At train speed V Floating device + a All front *（t Wheel movement + t No delay +t Tying and extending ）+V Anan (safety) First 1/2t of the time Wheel movement Acceleration a of the train All front The average value of (a) is non-positive, i.e. the train is running at a constant speed or is running at a reduced speed, and the speed of the train reaches a All front *（t Wheel movement + t No delay +t Tying and extending ) Acceleration a of the train Vehicle with a frame If the average value of (1) is negative, the supporting wheel and the guide wheel are in a non-falling state (the supporting wheel and the guide wheel are lifted and locked, the lifting is not locked, and the wheel collecting action is in progress), and then the wheel falling action is carried out.
At train speed V Floating device +a Vehicle with a frame *t Wheel movement Front 1/2t Wheel movement Is within the time of (1):
train acceleration average value a All front :
The ground operation control system sends a wheel-falling operation instruction to the operation control system: the position of the train in the automatic driving curve or the running protection curve is the speed descending stage, when a All front 
0 and a Vehicle with a frame />
0 or a All front =0 and a Vehicle with a frame />
0, when the supporting wheel and the guide wheel are in a non-falling state (in the process of lifting, locking, lifting and unlocking, and wheel collecting actions), a wheel falling instruction is sent to the vehicle-mounted transportation control system by the ground transportation control system to conduct wheel falling actions, otherwise, the operation of the supporting wheel and the guide wheel (the operation of the wheel falling actions) is not conducted.
Because the calculation of the action logic is a ground operation control system and the vehicle-mounted operation control system is executed, the wireless transmission delay and the system delay are considered, the time of the action of the supporting wheel and the guiding wheel is obviously delayed from the time of the system command sending, and the train speed reaches V Floating device + a All front *（t Wheel movement + t No delay +t Tying and extending ）+V Anan (safety) First 1/2t Wheel movement The train in the time interval is according to the allowed maximum acceleration a Most preferably, the first to fourth Continuously decelerating and overlapping the action period t of the wheel Wheel movement The train is according to the maximum acceleration a allowed Most preferably, the first to fourth Continuing to decelerate, the supporting wheel and the guide wheel should finish landing (i.e. drop wheel) operation, i.e. V Wheel limit >V Floating device + a All front *（t Wheel movement + t No delay +t Tying and extending ）+V Anan (safety) Significant increases in the performance requirements of the support wheel and guide wheel are caused, with the level of improvement depending on the system setting of the wireless transmission delay parameters.
It should be noted that: the worst case is that the wireless transmission communication is interrupted, and the instructions of the ground operation control system cannot be transmitted to the supporting wheel and the guide wheel control system, so that the instruction execution fails. Failure of the drop wheel operation can cause operation safety accidents.
3) The control of the supporting wheel and the guiding wheel is realized by the division of the operation and control/ground operation and control and the vehicle operation and control division
The two control modes are integrated, namely, the automatic driving curve or the running protection curve calculated by the partition operation control is intercepted at the parts of the supporting wheel and the guide wheel, and is sent to the vehicle-mounted operation control system, and the vehicle-mounted operation control system controls according to the received automatic driving curve or the running protection curve and the basic control strategies of the supporting wheel and the guide wheel. When the wireless communication of the ground is interrupted, the control of the supporting wheel and the guiding wheel is not affected.
In some embodiments of the present invention, the running curve of the train is partially truncated in the form of a position-velocity matrix, so that the curve can be digitally described, i.e., the curve is placed in a velocity/position coordinate system (e.g., the velocity/position coordinate system of fig. 2) to form a matrix describing the curve.
Wherein the partial interception comprises: when the speed of the train is intercepted and is positioned at the action moment of the supporting wheel and the guide wheel, the running curve of the train at the moment reflects the trend of the train to run, such as the train to run at a constant speed, accelerate or decelerate in a period of time after the speed, namely, the current movement trend of the train is compared with the movement trend to be performed in the future, and the train is prevented from running at a deceleration at the next moment although the current moment is at a constant speed or accelerated. The length of time of the intercepted curve is larger than the sum of the action time of the supporting wheel and the guide wheel falling wheel and the action time of the receiving wheel.
A) Supporting wheel and guiding wheel stowing operation (wheel stowing operation)
The supporting wheel and the guiding wheel of the train are retracted, the position of the train in the automatic driving curve or the running protection curve is the stage of speed rising or uniform running, and the train reaches V when the train Floating device Start to act at the time, V Wheel limit The wheel-collecting action is completed before the speed limit.
At train speed V Floating device At the moment, acceleration a of the train Vehicle with a frame Is non-negative; at this time, if the supporting wheel and the guide wheel are in the non-stowable state (falling and locking, falling is not locked, and the wheel falling operation is in progress), the wheel retracting operation is performed.
At train speed V Floating device T before the moment 0 To t 0 +1/2t Wheel movement The time is as follows:
train acceleration average value a All front :
The vehicle-carrying control system sends out a wheel receiving operation instruction: the position of the train in the automatic driving curve or the running protection curve is the stage of speed rising or uniform running, and when a All front >0 and a Floating device >0 or a All front >0 and a Floating device When the support wheel and the guide wheel are in the non-stowable state (falling and locking, falling unlocking, falling wheel operation in progress), the wheel retracting operation is performed, otherwise, the operation of the support wheel and the guide wheel is not performed.
B) Supporting wheel and guiding wheel drop operation
The supporting wheel and the guiding wheel of the train are operated in a wheel falling mode, the position of the train in an automatic driving curve or a running protection curve is a speed falling stage, and the train reaches V Floating device +a All front *t Wheel movement +V Anan (safety) (safety margin empirical value for balancing a) All front *t Wheel movement The value of (2) in the ground operation control system, a wheel falling instruction is sent to the vehicle-mounted operation control system, and the vehicle-mounted operation control system is arranged at V Floating device And completing the wheel falling action.
At train speed V Floating device + a All front *t Wheel movement +V Anan (safety) First 1/2t of the time Wheel movement Acceleration a of the train All front The average value of (a) is non-positive, i.e. the train is running at a constant speed or is running at a reduced speed, and the speed of the train reaches a All front *t Wheel movement Acceleration a of the train Vehicle with a frame If the average value of (1) is negative, the supporting wheel and the guide wheel are in a non-falling state (the supporting wheel and the guide wheel are lifted and locked, the lifting is not locked, and the wheel collecting action is in progress), and then the wheel falling action is carried out.
At train speed V Floating device +a Vehicle with a frame t Wheel movement Front 1/2t Wheel movement Is within the time of (1):
train acceleration average value a All front :
The vehicle-carrying control sends out a wheel-falling operation instruction: the position of the train in the automatic driving curve or the running protection curve is the speed descending stage, when a All front 
0 and a Vehicle with a frame />
0 or a All front =0 and a Vehicle with a frame />
0, when the supporting wheel and the guide wheel are in a non-falling state (in the process of lifting, locking, lifting and unlocking, and wheel collecting operation), the ground control system sends a wheel falling instruction to the vehicle control system to perform the wheel falling operation, otherwise, the supporting wheel and the guide wheel are not operated.
In another aspect, as shown in fig. 4, the present invention further provides a wheel control system of a magnetic levitation train, wherein the system includes:
a speed determining unit for determining an acceleration of the magnetic levitation train, a highest allowable speed of the wheel, and an action time of the wheel;
and the vehicle-mounted control unit is used for controlling the wheel to retract or drop based on the acceleration of the magnetic suspension train, the highest allowable speed of the wheel and the action time of the wheel, wherein the wheel comprises a supporting wheel and a guiding wheel.
Although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (15)
1. A wheel control method of a magnetic levitation train, wherein the method comprises:
determining the acceleration of the magnetic levitation train, the highest allowable speed of the wheel and the action time of the wheel;
and controlling the wheel to retract or drop based on the acceleration of the magnetic suspension train, the highest allowable speed of the wheel and the action time of the wheel, wherein the wheel comprises a supporting wheel and a guiding wheel.
2. A method of controlling wheels of a magnetic levitation train as claimed in claim 1, wherein the receiving wheels of the support wheel and the guide wheel remain synchronized.
3. A method of controlling wheels of a magnetic levitation train according to claim 1 or 2, wherein controlling the wheel retraction operation of the wheels comprises:
controlling the wheels to reach V in the train Floating device When the wheel is started to be retracted, at V Wheel limit The wheel-collecting action is completed before the speed limit; wherein V is Floating device For reliably suspending the train at speed, V Wheel limit Is the highest allowable speed of the wheel.
4. A method of controlling wheels of a magnetic levitation train according to claim 3 wherein the wheels are controlled to reach V in the train Floating device The wheel-collecting action is started, which comprises the following steps:
and when the first condition is met, if the wheel is in a non-stowing state, performing wheel-stowing action, wherein the first condition is as follows:
at train speed V Floating device First 0.5t of time Wheel movement Acceleration a of the train Vehicle with a frame The average value of (2) is non-negative, namely the train runs at a constant speed or is running at an acceleration;
at train speed V Floating device 1/2t after the moment Wheel movement Acceleration a of the train Vehicle with a frame The average value of (2) is non-negative, i.e. the train is traveling at a constant speed or accelerating.
5. The wheel control method of a magnetic levitation train according to claim 4, wherein V is reached at a train speed Floating device Time t 0 To t 0 +1/2t Wheel movement Train acceleration average value a in time All front :
Wherein t represents the time of the whole action process of unlocking, starting action, in-place action and locking of the supporting wheel and the guide wheel.
6. The wheel control method of a magnetic levitation train of claim 5, wherein when a All front >0 and a After all is finished >0 or a All front >0 and a After all is finished When the wheel is in the non-stowing state, the wheel is retracted, otherwise, the wheel is not retracted.
7. A method of controlling wheels of a magnetic levitation train according to claim 3 wherein the wheel completion conditions are: train speed reaches V Floating device 1/2t of the later Wheel movement The train in the time interval is according to the allowed maximum acceleration a Most preferably, the first to fourth Continuously accelerating and overlapping the action period t of the wheel Wheel movement The train is according to the maximum acceleration a allowed Most preferably, the first to fourth Continuing to accelerate, the wheels finish the wheel-collecting action, namely V Wheel limit > V Floating device +a Most preferably, the first to fourth 
t Wheel movement 。
8. The wheel control method of a magnetic levitation train of claim 5, wherein the falling wheels of the guide wheels remain synchronized.
9. A method of controlling wheels of a magnetic levitation train as claimed in claim 8, wherein controlling the wheel drop operation of the wheels comprises:
controlling the wheels to reach V in the train Floating device +a All front *t Wheel movement +V Anan (safety) Starts the wheel falling action and the speed is not higher than V Wheel limit Starts to operate before the speed limit of V Floating device The wheel falling action is completed in the time, wherein V Anan (safety) For balancing a as an empirical value of safety margin All front *t Wheel movement Is a value of (2).
10. A method of controlling wheels of a magnetic levitation train according to claim 9 wherein the wheels are controlled to reach V in the train Floating device +a All front *t Wheel movement +V Anan (safety) Starts the wheel falling action and the speed is not higher than V Wheel limit The wheel falling action is started before the speed limit of the vehicle comprises the following steps:
and when the second condition is met, if the wheel is in a non-falling state, performing a wheel falling action, wherein the second condition is as follows:
at train speed V Floating device +a All front *t Wheel movement +V Anan (safety) First 1/2t of the time Wheel movement Acceleration a of the train All front The average value of (2) is non-positive, namely the train runs at a constant speed or runs at a reduced speed;
at train speed V Floating device +a All front *t Wheel movement +V Anan (safety) Acceleration a of the train Vehicle with a frame Is negative.
11. A method of controlling wheels of a magnetic levitation train according to claim 10 wherein V is reached at train speed Floating device Time t 0 To t 0 +1/2t Wheel movement Train acceleration average value a in time All front :
12. A method of controlling wheels of a magnetic levitation train according to claim 11, wherein when a All front 
0 and a Vehicle with a frame />
0 or a All front =0 and a Vehicle with a frame />
0, and when the wheel is in a non-falling state, the wheel falling action is performed, otherwise, the wheel falling action is not performed.
13. The wheel control method of a magnetic levitation train of claim 12, wherein the wheel-completed drop condition is: train speed reaches V Floating device +a All front *t Wheel movement +V Anan (safety) First 1/2t Wheel movement The train in the time interval is according to the allowed maximum acceleration a Most preferably, the first to fourth Continuously decelerating and overlapping the action period t of the wheel Wheel movement The train is according to the maximum acceleration a allowed Most preferably, the first to fourth Continuing to decelerate, the wheels finish falling, i.e. V Wheel limit > V Floating device +a Most preferably, the first to fourth *t Wheel movement +V Anan (safety) 。
14. A wheel control system for a magnetic levitation train, wherein the system comprises:
a speed determining unit for determining an acceleration of the magnetic levitation train, a highest allowable speed of the wheel, and an action time of the wheel;
and the vehicle-mounted control unit is used for controlling the wheel to retract or drop based on the acceleration of the magnetic suspension train, the highest allowable speed of the wheel and the action time of the wheel, wherein the wheel comprises a supporting wheel and a guiding wheel.
15. A wheel control system for a magnetic levitation train as claimed in claim 14, wherein the receiving wheels of the support wheel and the guide wheel remain synchronized.
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| CN202310300505.9A CN116001848B (en) | 2023-03-27 | 2023-03-27 | Wheel control method and system of magnetic levitation train |
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| JPH08244601A (en) * | 1995-03-13 | 1996-09-24 | Toshiba Corp | Magnetic levitation type rolling stock truck control device |
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| CN114347797A (en) * | 2021-11-30 | 2022-04-15 | 北京全路通信信号研究设计院集团有限公司 | Control method and system for supporting wheels of magnetic suspension train |
| CN114655022A (en) * | 2020-12-23 | 2022-06-24 | 中国航天科工飞航技术研究院（中国航天海鹰机电技术研究院） | Support device suitable for high-speed magnetic suspension train and magnetic suspension train |
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2023
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08244601A (en) * | 1995-03-13 | 1996-09-24 | Toshiba Corp | Magnetic levitation type rolling stock truck control device |
| US20130006452A1 (en) * | 2010-04-28 | 2013-01-03 | Mitsubishi Electronic Corporation | Train speed control apparatus and train speed control method |
| CN105150876A (en) * | 2015-07-21 | 2015-12-16 | 株洲南车时代电气股份有限公司 | Magnetically-levitated-train speed detecting method based on sleeper detection |
| CN114655022A (en) * | 2020-12-23 | 2022-06-24 | 中国航天科工飞航技术研究院（中国航天海鹰机电技术研究院） | Support device suitable for high-speed magnetic suspension train and magnetic suspension train |
| CN114347797A (en) * | 2021-11-30 | 2022-04-15 | 北京全路通信信号研究设计院集团有限公司 | Control method and system for supporting wheels of magnetic suspension train |
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| CN116001848B (en) | 2023-06-30 |
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