WO2023087400A1 - 高速超导电动磁悬浮列车的制动控制方法、装置和列车 - Google Patents

高速超导电动磁悬浮列车的制动控制方法、装置和列车 Download PDF

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Publication number
WO2023087400A1
WO2023087400A1 PCT/CN2021/134787 CN2021134787W WO2023087400A1 WO 2023087400 A1 WO2023087400 A1 WO 2023087400A1 CN 2021134787 W CN2021134787 W CN 2021134787W WO 2023087400 A1 WO2023087400 A1 WO 2023087400A1
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WIPO (PCT)
Prior art keywords
braking
braking mechanism
aerodynamic
speed
target
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PCT/CN2021/134787
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English (en)
French (fr)
Inventor
于青松
张显锋
刘明东
郑闯
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中车长春轨道客车股份有限公司
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Publication of WO2023087400A1 publication Critical patent/WO2023087400A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • B61H11/14—Combinations of different types of brakes, e.g. brake blocks acting on wheel-rim combined with disc brakes
    • 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
    • B60L13/04—Magnetic suspension or levitation for vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
    • B61H11/10—Aerodynamic brakes with control flaps, e.g. spoilers, attached to the vehicles

Definitions

  • the present application relates to the field of high-speed superconducting electromagnetism levitation trains, in particular to a braking control method, device and train for high-speed superconducting electromagnetism levitation trains.
  • the technical characteristics of the braking system of high-speed superconducting electromagnetism levitation trains are different from those of traditional EMUs, urban rail transit trains, and electromagnetic levitation trains.
  • Most of the braking systems of EMUs and urban rail transit trains use the adhesion between the wheels and rails to implement braking, and a few use eddy current braking and magnetic rail braking;
  • high-speed electromagnetic levitation trains can achieve zero speed in situ Suspension, which realizes the braking of the whole vehicle through electric braking, eddy current braking and skid braking;
  • high-speed superconducting electric magnetic levitation trains it needs to rely on the running wheels to accelerate to 100-150km/h in the low-speed acceleration stage After decelerating from high speed to 150km/h, it needs to rely on the running wheels to support the whole vehicle for running, that is, the train does not have the suspension function at the low speed stage.
  • the application provides a braking control method, device and train for a high-speed superconducting electromagnetism levitation train, which fills the gap in the braking scheme of a high-speed superconducting electromagnetism Braking condition requirements.
  • an embodiment of the present application provides a braking control method for a high-speed superconducting electromagnetism levitation train, the method comprising:
  • the target braking mechanism is controlled to perform a braking task, so as to realize the braking of the high-speed superconducting electromagnetism levitation train.
  • the target braking mechanism is the electric braking mechanism, the aerodynamic braking mechanism and the wheel disc braking mechanism, or The target braking mechanism is the electric braking mechanism and the aerodynamic braking mechanism.
  • the target braking mechanism is the electric braking mechanism and the wheel disc braking mechanism.
  • the target braking mechanism is the electric braking mechanism, the aerodynamic braking mechanism and the wheel disc braking mechanism.
  • the state information is the working state of the electric braking mechanism of the high-speed superconducting electromagnetism levitation train, and the determination of the target braking condition of the high-speed superconducting electromagnetism levitation train according to the state information includes :
  • the working state of the electric braking mechanism indicates that the electric braking mechanism is in a fault state of a target level, it is determined that the target braking working condition is a safe braking working condition.
  • the determining the target braking mechanism from the electric braking mechanism, the skid braking mechanism, the aerodynamic braking mechanism and the disc braking mechanism according to the target braking working condition includes:
  • the target braking mechanism is determined from the electric braking mechanism, the skid braking mechanism, the aerodynamic braking mechanism and the wheel braking mechanism according to the driving speed and the target braking condition. moving mechanism.
  • the aerodynamic braking mechanism includes a folding aerodynamic braking mechanism and a vertical lift aerodynamic braking mechanism, and the determining said target braking mechanism from among said electric braking mechanism, said skid braking mechanism, said aerodynamic braking mechanism and said disc braking mechanism, comprising :
  • the aerodynamic braking mechanism, the electric braking mechanism and the wheel disc braking mechanism are the target braking mechanisms. moving mechanism.
  • the aerodynamic braking mechanism includes a folding aerodynamic braking mechanism and a vertical lifting aerodynamic braking mechanism, and the determining said target braking mechanism from among said electric braking mechanism, said skid braking mechanism, said aerodynamic braking mechanism and said disc braking mechanism, comprising :
  • the aerodynamic braking mechanism and the wheel disc braking mechanism are the target braking mechanisms.
  • the target braking mechanism is the skid braking mechanism.
  • the embodiment of the present application provides a braking control device for a high-speed superconducting electromagnetism levitation train, the device comprising:
  • an acquisition unit configured to acquire state information of the high-speed superconducting electromagnetism levitation train
  • a determining unit configured to determine the target braking condition of the high-speed superconducting electromagnetism levitation train according to the state information
  • the determining unit is further configured to determine a target braking mechanism from electric braking mechanisms, skid braking mechanisms, aerodynamic braking mechanisms and wheel disc braking mechanisms according to the target braking working conditions;
  • the control unit is used to control the target braking mechanism to perform a braking task, so as to realize the braking of the high-speed superconducting electromagnetism levitation train.
  • the target braking mechanism is the electric braking mechanism, the aerodynamic braking mechanism and the wheel disc braking mechanism, or The target braking mechanism is the electric braking mechanism and the aerodynamic braking mechanism.
  • the target braking mechanism is the electric braking mechanism and the wheel disc braking mechanism.
  • the target braking mechanism is the electric braking mechanism, the aerodynamic braking mechanism and the wheel disc braking mechanism.
  • the state information is the working state of the electric brake mechanism of the high-speed superconducting electromagnetism levitation train
  • the determination unit is configured to:
  • the working state of the electric braking mechanism indicates that the electric braking mechanism is in a fault state of a target level, it is determined that the target braking working condition is a safe braking working condition.
  • control unit is used for:
  • the target braking mechanism is determined from the electric braking mechanism, the skid braking mechanism, the aerodynamic braking mechanism and the wheel braking mechanism according to the driving speed and the target braking condition. moving mechanism.
  • the aerodynamic braking mechanism includes a folding aerodynamic braking mechanism and a vertical lift aerodynamic braking mechanism, and the control unit uses At:
  • the aerodynamic braking mechanism, the electric braking mechanism and the wheel disc braking mechanism are the target braking mechanisms. moving mechanism.
  • the aerodynamic braking mechanism includes a folding aerodynamic braking mechanism and a vertical lifting aerodynamic braking mechanism, and the control unit uses At:
  • the aerodynamic braking mechanism and the wheel disc braking mechanism are the target braking mechanisms.
  • the target braking mechanism is the skid braking mechanism.
  • an embodiment of the present application provides a high-speed superconducting electromagnetism levitation train
  • the high-speed superconducting electromagnetism levitation train includes a plurality of carriages, running wheels, a braking device and a braking control unit
  • the braking device includes Electric brakes, skid brakes, aerodynamic brakes and wheel brakes:
  • the skid braking mechanism is installed at the bottom of the suspension frame of the train;
  • the aerodynamic braking mechanism is installed at the target position of the plurality of carriages
  • the disc braking mechanism is installed on the inner side of the running wheel of the train suspension frame;
  • the braking control unit is used to execute the method described in any one of the first aspect.
  • the aerodynamic braking mechanism includes a vertical lift aerodynamic braking mechanism, and the target position is an end wall of each of the multiple carriages.
  • the vertical lift aerodynamic brake mechanism includes an aerodynamic brake wing plate and a cylinder inside the vertical lift aerodynamic brake mechanism, and the vertical lift aerodynamic brake mechanism is used for The air cylinder is driven to push the aerodynamic braking flap upward.
  • the multiple compartments include a leading car and a non-leading car
  • the aerodynamic brake mechanism includes a foldable aerodynamic brake mechanism and a vertical lift aerodynamic brake mechanism, and the foldable air brake mechanism
  • the dynamic braking mechanism is installed on the car body structure above the train suspension frame of the leading car
  • the vertical lifting aerodynamic braking mechanism is installed on the end wall of the non-leading car
  • the target position is the The car body structure above the train suspension frame of the leading car and the end wall of the non-leading car.
  • the foldable aerodynamic brake mechanism includes an aerodynamic brake wing plate and an oil cylinder inside the foldable aerodynamic brake mechanism, and the foldable aerodynamic brake mechanism is used for The oil drives the oil cylinder to push the aerodynamic brake flap to open vertically;
  • the vertical lift aerodynamic brake mechanism includes an aerodynamic brake flap and a cylinder inside the vertical lift aerodynamic brake mechanism, which is used to drive the cylinder with compressed air to push the aerodynamic brake flap rise up.
  • the running wheels are rubber wheels.
  • the application provides a braking control method for a high-speed superconducting electromagnetism levitation train.
  • the dynamic mechanism and the disc brake mechanism obtain the state information of the high-speed superconducting electric magnetic levitation train when the high-speed superconducting electric magnetic levitation train needs to be braked, and determine the target braking condition of the high-speed superconducting electric magnetic levitation train according to the state information , according to the target braking conditions, the target braking mechanism is determined from the electric braking mechanism, skid braking mechanism, aerodynamic braking mechanism and wheel disc braking mechanism, and then the target braking mechanism is controlled to perform the braking task to achieve high-speed Braking of superconducting electric magnetic levitation trains.
  • This method fills the gap in the braking scheme of high-speed superconducting electromagnetism levitation trains.
  • the corresponding electric braking mechanism and skid can be selected under different target braking conditions.
  • the combination of the braking mechanism, the aerodynamic braking mechanism and the disc braking mechanism is used as the target braking mechanism to brake the high-speed superconducting electromagnetism levitation train, so as to meet the requirements of various braking conditions of the high-speed superconducting electromagnetism levitation train.
  • Fig. 1 is a structural diagram of a high-speed superconducting electromagnetism levitation train provided by the embodiment of the present application;
  • Fig. 2 is a schematic layout diagram of an aerodynamic braking mechanism provided by the embodiment of the present application.
  • FIG. 3 is a flowchart of a braking control method for a high-speed superconducting electromagnetism levitation train provided in an embodiment of the present application;
  • Fig. 4 is a schematic diagram of a control curve under common braking conditions provided by the embodiment of the present application.
  • Fig. 5 is a schematic diagram of a control curve under emergency braking conditions provided by the embodiment of the present application.
  • Fig. 6 is a schematic diagram of a control curve under a safe braking condition provided by the embodiment of the present application.
  • Fig. 7 is a schematic diagram of a control curve under another safe braking condition provided by the embodiment of the present application.
  • Fig. 8 is a structural diagram of a brake control device for a high-speed superconducting electromagnetism levitation train provided by an embodiment of the present application.
  • the application provides a braking control method, device and train of a high-speed superconducting electromagnetism levitation train, which fills in the blank of the braking scheme of the high-speed superconducting electromagnetism Situation needs.
  • Fig. 1 shows a schematic structural diagram of a high-speed superconducting electromagnetism levitation train.
  • the high-speed superconducting electromagnetism levitation train includes a plurality of compartments 101, running wheels 102, braking device 103, and braking control unit 104.
  • the braking device 103 includes an electric braking mechanism 1031, a skid braking mechanism 1032, an aerodynamic braking mechanism 1033 and wheel brake mechanism 1034.
  • the electric braking mechanism 1031, the skid braking mechanism 1032, the aerodynamic braking mechanism 1033 and the disc braking mechanism 1034 included in the braking device 103 are distributed in different positions of the high-speed superconducting electric magnetic levitation train.
  • the skid braking mechanism 1032 is installed at the bottom of the suspension frame of the train, so as to implement braking by the friction force between the skid braking mechanism 1032 and the track.
  • Fig. 1 only exemplarily reflects the installation position of the skid braking mechanism 1032, as long as it is ensured that the installation position of the skid braking mechanism 1032 is located at the bottom of the suspension frame of the train, it can rub against the track and provide friction to implement braking.
  • the specific installation location is not limited.
  • the aerodynamic braking mechanism 1033 is installed at the target position of the multi-section car; the wheel disc braking mechanism 1034 is installed on the inner side of the running wheel of the suspension frame of the train, as shown in the rectangular frame of the dotted line in Figure 1, which enlarges the running wheel to reflect the running wheel The installation relationship with the disc brake mechanism 1034.
  • the brake control unit (Braking Control Unit, BCU) 1035 is the device for brake control on the high-speed superconducting electromagnetism levitation train, which is used to determine the target braking working condition, so as to control the braking from the electric braking mechanism 1031,
  • the skid braking mechanism 1032, the aerodynamic braking mechanism 1033 and the disc braking mechanism 1034 determine the target braking mechanism, and then control the target braking mechanism to perform the braking task, so as to realize the braking of the high-speed superconducting electric magnetic levitation train.
  • the different braking mechanisms included in the braking device 103 are used to implement different braking methods for the high-speed superconducting electric magnetic levitation train, and the electric braking mechanism 1031 is used for implementing electric braking for the high-speed superconducting electric magnetic levitation train.
  • Mechanism 1032 is used to implement skid braking on high-speed superconducting electromagnetism levitation train, aerodynamic braking mechanism 1033 is used to implement aerodynamic braking on high-speed superconducting electromagnetism
  • the electric magnetic levitation train implements wheel disc braking. Among them, electric braking and aerodynamic braking belong to non-adhesive braking, while wheel disc braking and skid braking belong to adhesive braking. The above four braking methods are described in detail below.
  • Both regenerative braking and resistance braking are electric braking forms of high-speed superconducting electromagnetism levitation trains, which use electric braking mechanisms.
  • the linear motor is converted from the electric state to the power generation state.
  • the ground coil exerts a braking force on the superconducting magnet opposite to the running direction of the high-speed superconducting electric magnetic levitation train, forcing the high-speed superconducting electric magnetic levitation train to decelerate.
  • the kinetic energy of the high-speed superconducting electromagnetism levitation train will be converted into electrical energy and fed back to the power supply side.
  • Aerodynamic braking relying on the aerodynamic braking wing plate included in the aerodynamic braking mechanism installed on the high-speed superconducting electric magnetic levitation train to realize the method of braking deceleration.
  • the aerodynamic braking mechanism of the high-speed superconducting electromagnetism levitation train includes two types: the folded aerodynamic braking mechanism and the vertical lifting aerodynamic braking mechanism, and the layout of the aerodynamic braking mechanism is shown in the figure 2.
  • Folding aerodynamic braking mechanism The multi-section carriages of the high-speed superconducting electromagnetism levitation train include the leading car and the non-leading car, and the folding aerodynamic braking mechanism is installed on the car body above the train suspension frame of the leading car Structurally (refer to the 1 mark in Figure 2). Rely on the pressure oil to drive the oil cylinder installed inside the mechanism to push the entire aerodynamic brake flap to open vertically.
  • the foldable aerodynamic brake mechanism includes the aerodynamic brake flap and the oil cylinder inside the foldable aerodynamic brake mechanism.
  • the foldable aerodynamic brake mechanism can rely on pressure oil to drive the cylinder to push the aerodynamic brake wing
  • the board is opened in the vertical direction.
  • the vertical lifting aerodynamic braking mechanism is installed on the end wall of the non-head car compartment (refer to the 2 mark in Figure 2).
  • the vertical lifting aerodynamic braking mechanism includes the aerodynamic braking wing plate and the cylinder inside the vertical lifting aerodynamic braking mechanism.
  • the vertical lifting aerodynamic braking mechanism can rely on the pressure air to drive the cylinder to push the aerodynamic braking flap upward. rise.
  • the target position is on the car body structure above the suspension frame of the leading car and on the end wall of the non-leading car .
  • the aerodynamic braking mechanism may include only the vertical lift aerodynamic braking mechanism, in which case the target location is the end wall of each of the multiple cars.
  • the vertical lifting aerodynamic braking mechanism includes the aerodynamic braking wing plate and the cylinder inside the vertical lifting aerodynamic braking mechanism. rise up.
  • the aerodynamic braking mechanism only includes the vertical lifting aerodynamic braking mechanism, the structure and drive system of the aerodynamic braking mechanism can be simplified.
  • control of the aerodynamic braking mechanism can use different speeds to correspondingly open different numbers of vertical lifting aerodynamic braking mechanisms to achieve the matching of speed and braking deceleration.
  • Wheel disc brake The wheel disc brake mechanism is installed inside the running wheel of the train suspension frame, and the pressure oil is used for braking and relief.
  • the running wheels may be rubber wheels. Since the running wheels of the high-speed superconducting electric magnetic levitation train adopt rubber wheel structure, the adhesion coefficient with the cement road surface is greater than that of the traditional railway wheel-rail structure, and its adhesion force is greater, and it is less affected by the wet slide rail surface. Therefore, the wheel brake The braking force that can be exerted is greater and more stable.
  • Skid brake The skid brake mechanism is installed at the bottom of the suspension frame of the train, and the brake is implemented by the friction between the skid and the track.
  • the skid brake is used in superconductor quenching train suspension frame landing to implement alighting brake open and parking brake working conditions.
  • the high-speed superconducting electromagnetism levitation train may have multiple braking conditions, and different braking conditions may require at least one braking method to implement braking.
  • the braking conditions can include normal startup acceleration conditions, normal braking conditions, holding braking conditions, emergency braking conditions, safety braking conditions, parking braking conditions, and landing braking conditions,
  • the braking force can be adjusted according to the load.
  • braking conditions adopt electric brake and wheel brake hybrid braking method, give priority to electric brake, electric brake and wheel brake should be able to switch smoothly when combined.
  • the braking system should have an anti-skid control function to take full advantage of adhesion.
  • the braking system will adjust the empty-loaded vehicle according to the air spring pressure to ensure that the high-speed superconducting electric magnetic levitation train has the same braking deceleration requirements under different loads.
  • the calculation of the braking force of the vehicle is completed by the BCU, and the electronic braking control unit (Electronic Braking Control Unit, EBCU) sends the load signal collected from the calculation of the empty spring pressure to the BCU.
  • the control unit (Drive Control Unit, DCU) feeds back to the BCU according to the actual electric braking force that can be exerted, and the BCU calculates the supplementary wheel braking force based on the current electric braking force and the vehicle braking force and sends it to the EBCU.
  • the high-speed superconducting electric magnetic levitation train does not supplement the wheel brake; when the total electric braking force cannot meet the required
  • the required supplementary wheel disc braking force is the difference between the braking force required by the high-speed superconducting electric magnetic levitation train and the total electric braking force, and the difference will be preferentially and evenly distributed on each suspension frame , to achieve wheel brake compensation, the brake system has an anti-skid control function to make full use of the adhesion between the running wheel and the rail surface.
  • High-speed superconducting electromagnetism levitation trains use network signals as the main, and hard-wire signals as backup.
  • Maintaining braking conditions used for braking after the high-speed superconducting electromagnetism levitation train stops, the high-speed superconducting electromagnetism levitation train is braked through the wheel brake mechanism installed on the running wheel, so that the high-speed superconducting electromagnetism levitation train Continue to remain stopped. Ensure that the overcrowded high-speed superconducting electromagnetism levitation train will not slip away on the largest ramp. After the traction force of the high-speed superconducting electromagnetism levitation train overcomes the holding braking force, the holding brake is relieved.
  • the holding brake control function or ramp start function of the brake control unit can keep the high-speed superconducting electromagnetism levitation train stationary when it stops on a ramp, and prevent the high-speed superconducting electromagnetism levitation train from slipping backwards when it starts on a ramp.
  • the EBCU applies the holding brake according to the holding brake instruction issued by the BCU.
  • the disc brake mechanism will apply the disc brake enough to keep the high-speed superconducting electromagnetism levitation train stationary on the ramp.
  • Emergency braking conditions Under emergency braking conditions, electric braking, aerodynamic braking, and hydraulic disc braking can be used to coordinate and complete. In case of emergency, by raising the aerodynamic braking wing, the projected area facing the wind is expanded, and at the same time, the electric braking is applied to meet the braking deceleration requirements. After the landing gear is fully lowered, the disc brake mechanism makes up for the insufficient part of the braking force.
  • the BCU manages the braking of the whole vehicle, and coordinates and cooperates with electric braking, aerodynamic braking and wheel disc braking.
  • Emergency braking is a braking mode in which electric braking, aerodynamic braking and wheel disc braking are directly controlled by the emergency safety loop train line.
  • the load compensation of emergency braking is adjusted according to the collected air spring pressure . After emergency braking occurs, it is not allowed to ease the braking before the high-speed superconducting electromagnetism levitation train comes to a complete stop. Any of the following situations will lead to emergency braking:
  • the train emergency braking electrical loop is interrupted or lost power
  • the high-speed superconducting electromagnetism levitation train must implement braking at the emergency braking deceleration;
  • the braking of the high-speed superconducting electromagnetism levitation train is not limited by its longitudinal impact rate
  • the emergency braking electrical loop of the high-speed superconducting electromagnetism levitation train loses power
  • the braking force is shared by electric braking, aerodynamic braking and wheel disc braking.
  • High-speed superconducting electromagnetism levitation trains use network signals as the main, and hard-wire signals as backup.
  • Safe braking conditions After the electric braking of the high-speed superconducting electromagnetism levitation train fails at the target level, the safety braking is completed through the coordination of aerodynamic braking and wheel disc braking. Under safe braking conditions, the real-time deceleration control is adopted, and the BCU manages the braking of the whole vehicle, coordinates the aerodynamic braking and the disc brakes, and requires the disc brakes to perform anti-skid control and load compensation. Under safe braking conditions, there are two methods of hard-wire transmission and network transmission. High-speed superconducting electromagnetism levitation trains use network signals as the main, and hard-wire signals as backup.
  • electric brake faults are divided into three levels of failure modes, electric brake level 1 failure: electric brake failure is not greater than 10%; electric brake level 2 failure: electric brake failure 10% to 30%; Level 3 failure: electric brake failure is greater than 30%.
  • electric brake level 1 failure electric brake failure is not greater than 10%
  • electric brake level 2 failure electric brake failure 10% to 30%
  • Level 3 failure electric brake failure is greater than 30%.
  • the skid brake is used to implement parking braking. Relying on the contact between the skid and the rail surface to generate friction, so as to ensure that the train can meet the requirements of safe parking on the maximum wind speed and the maximum slope under the overload load.
  • Landing brake working condition When the superconductor quenches and the landing gear fails to land normally, the skid brake installed at the bottom of the suspension frame of the train is used for braking.
  • the braking control method of the high-speed superconducting electromagnetism levitation train will be introduced. Referring to Figure 3, the method includes:
  • S303 Determine a target braking mechanism from electric braking mechanisms, skid braking mechanisms, aerodynamic braking mechanisms, and wheel disc braking mechanisms according to the target braking working conditions.
  • the target braking mechanism is an electric braking mechanism, an aerodynamic braking mechanism and a wheel disc braking mechanism, or the target braking mechanism is Electric braking mechanism and aerodynamic braking mechanism.
  • this stage has the conditions for implementing electric braking, aerodynamic braking, and wheel braking.
  • the target braking mechanisms are electric braking, aerodynamic braking, and wheel braking;
  • the speed of the electric magnetic levitation train starts to retract the landing gear from 150km/h, and when the speed reaches 180km/h, the landing gear is completely retracted, and the high-speed superconducting electric magnetic levitation train enters the suspension state, that is, during the acceleration process of the high-speed superconducting electric magnetic levitation train, at the speed of After the speed is greater than 150km/h, the conditions for implementing electric braking and aerodynamic braking are met, but the conditions for implementing wheel disc braking are not met.
  • the target braking mechanism is an electric braking mechanism and an aerodynamic braking mechanism.
  • the target braking mechanism is an electric braking mechanism and a wheel disc braking mechanism.
  • the high-speed superconducting electromagnetism levitation train runs at high speed and decelerates normally, uses electric braking to reduce the speed of the high-speed superconducting electromagnetism levitation train to 200km/h, starts to put down the landing gear, and uses the running wheels installed on the landing gear to support the whole vehicle. During this process, electric brakes are used to decelerate. After the landing gear is fully lowered, the vehicle is supported by the running wheels. At this stage, electric brakes and wheel disc brakes are used to implement deceleration brakes.
  • the braking function is stable under common braking conditions. Under normal braking conditions, the high-speed superconducting electromagnetism levitation train completely relies on electric braking to smoothly reduce the high-speed superconducting electromagnetism levitation train from high speed to 7km/h, and then switches between electric and disc brakes. When the speed drops to 3km/h After /h, the wheel disc brake is used to apply the holding brake until the high-speed superconducting electromagnetism levitation train stops completely, and a constant deceleration of 1m/s2 can be maintained in the process.
  • the electric braking of high-speed superconducting electric magnetic levitation train is not affected by adhesion factors, and can realize constant deceleration control.
  • the control curve under common braking conditions is shown in Figure 4.
  • the brakes are applied to the high-speed superconducting electromagnetism levitation train through the wheel brake mechanism installed on the running wheels, so that the high-speed superconducting electromagnetism levitation train continues to stop. Ensure that the overcrowded high-speed superconducting electromagnetism levitation train will not slip away on the largest ramp. After the traction force of the high-speed superconducting electromagnetism levitation train overcomes the holding braking force, the holding brake is relieved.
  • the target braking mechanism is an electric braking mechanism, an aerodynamic braking mechanism, and a wheel disc braking mechanism.
  • Aerodynamic braking and electric braking are the main types of braking at high speeds. Since the aerodynamic braking force of a high-speed superconducting electric magnetic levitation train is basically proportional to the square of the running speed, the aerodynamic braking force will also become exponential as the vehicle speed decreases.
  • the method of determining the target braking mechanism from the electric braking mechanism, skid braking mechanism, aerodynamic braking mechanism and wheel disc braking mechanism according to the target braking working condition can be It is to obtain the driving speed of the high-speed superconducting electric magnetic levitation train; determine the target braking mechanism from the electric braking mechanism, skid braking mechanism, aerodynamic braking mechanism and wheel disc braking mechanism according to the driving speed and target braking working conditions .
  • the aerodynamic braking mechanism includes a folded aerodynamic braking mechanism and a vertical lift aerodynamic braking mechanism, and according to the driving speed and the target Braking conditions
  • the way to determine the target braking mechanism from the electric braking mechanism, skid braking mechanism, aerodynamic braking mechanism and wheel disc braking mechanism can be as follows: In the process of speed, determine the vertical lifting aerodynamic braking mechanism and electric braking mechanism as the target braking mechanism; if it is determined that the driving speed is in the process of decelerating from the second speed to the third speed, determine the vertical lifting aerodynamic braking mechanism , Folding aerodynamic braking mechanism and electric braking mechanism are the target braking mechanisms; if it is determined that the driving speed is in the process of decelerating from the third speed to the fourth speed, the aerodynamic braking mechanism and the electric braking mechanism are determined to be The target braking mechanism; if it is determined that the driving speed is in the process of decelerating from the fourth speed to the fifth speed
  • the above emergency braking conditions are divided into four stages, and the corresponding target braking mechanism is selected for each stage to perform braking:
  • the first stage during the process of decelerating from 650km/h to 500km/h, the vertical lifting aerodynamic braking mechanism and electric braking mechanism installed in the non-head car compartment are used, and the aerodynamic braking implemented by the aerodynamic braking mechanism is mainly used , supplemented by the electric braking implemented by the electric braking mechanism.
  • the control system of the high-speed superconducting electric magnetic levitation train will use electric braking to supplement the aerodynamic force in real time Insufficient part of the brake.
  • the first speed is a deceleration of 650 km/h
  • the second speed is 500 km/h.
  • the second stage During the process of decelerating from 500km/h to 200km/h, the folding aerodynamic braking mechanism, vertical lifting aerodynamic braking mechanism and electric braking mechanism are used to implement braking together. As the speed of the high-speed superconducting electric magnetic levitation train decreases, the braking capacity of the vertical lifting aerodynamic braking mechanism will decrease accordingly.
  • the intervention of the folding aerodynamic braking mechanism will supplement the vertical lifting aerodynamic braking of the middle car
  • the braking force provided by the mechanism is insufficient, but the emergency braking deceleration provided by the two at this stage is still not higher than 1.8m/s2
  • the control system of the high-speed superconducting electric magnetic levitation train will use electric braking to supplement the insufficient part of aerodynamic braking in real time.
  • electric braking will take over, with aerodynamic braking providing a rapid reduction in deceleration capability.
  • the second speed is 500 km/h
  • the third speed is 200 km/h.
  • the third stage the process of decelerating from 200km/h to 150km/h.
  • the high-speed superconducting electromagnetism levitation train changes from the state of levitation to the state of walking supported by the running wheels.
  • the high-speed superconducting electromagnetism levitation train puts down the landing gear and uses The running wheels on the landing gear support the whole vehicle.
  • the aerodynamic braking mechanism and the electric braking mechanism are used to decelerate. Due to the extremely weak aerodynamic braking force at this stage, the high-speed superconducting electromagnetism levitation train has to maintain a height of 1.8m/ With the constant deceleration of s2, the electric braking mechanism will maximize its braking force.
  • the third speed is 200 km/h
  • the fourth speed is 150 km/h.
  • the fourth stage during the process of decelerating from 150km/h to 0km/h, the aerodynamic braking mechanism, electric braking mechanism and wheel disc braking mechanism are used to implement deceleration braking. Due to the reduction of speed, the performance of the aerodynamic braking mechanism is weakened. At this stage, the electric braking mechanism is the main one, and the wheel disc braking mechanism supplements the insufficient part of the braking force provided by the electric braking mechanism. At this time, the fourth speed is 150 km/h, and the fifth speed is 0 km/h.
  • the state information is the working state of the electric braking mechanism of the high-speed superconducting electromagnetism levitation train
  • the way of determining the target braking condition of the high-speed superconducting electromagnetism levitation train according to the state information can be as follows:
  • the working state of the moving mechanism indicates that the electric braking mechanism is in a fault state of the target level, and the target braking condition is determined as a safe braking condition.
  • the target level can be level 3.
  • the electric braking mechanism of the high-speed superconducting electromagnetism levitation train When the electric braking mechanism of the high-speed superconducting electromagnetism levitation train is in the third-level fault (the fault of the target level), it enters the safe braking working condition. Under the safe braking working condition, the electric braking provided by the electric braking mechanism is completely canceled. Maximize the aerodynamic braking of high-speed superconducting electric magnetic levitation trains. Under safe braking conditions, the average braking deceleration of high-speed superconducting electromagnetism levitation trains is required to be no less than 1.5m/s2.
  • the aerodynamic braking mechanism includes a folded aerodynamic braking mechanism and a vertical lift aerodynamic braking mechanism, and according to the driving speed and the target Braking conditions
  • the way to determine the target braking mechanism from the electric braking mechanism, skid braking mechanism, aerodynamic braking mechanism and wheel disc braking mechanism can be as follows: In the process of speed, determine the folding aerodynamic braking mechanism and the vertical lift aerodynamic braking mechanism as the target braking mechanism; if the driving speed is determined to be in the process of decelerating from the seventh speed to the eighth speed, determine the The moving mechanism is the target braking mechanism; if it is determined that the driving speed is in the process of decelerating from the eighth speed to the ninth speed, the aerodynamic braking mechanism and the wheel disc braking mechanism are determined to be the target braking mechanisms.
  • the above safe braking conditions are divided into three stages, and the corresponding target braking mechanism is selected for each stage to perform braking:
  • the first stage during the process of decelerating from 650km/h to 400km/h, the folding aerodynamic braking mechanism and the vertical lifting aerodynamic braking mechanism jointly implement braking, and the maximum braking force will be greater than 1.5m/s2.
  • the sixth speed is 650 km/h
  • the seventh speed is 400 km/h.
  • the second stage the process of decelerating from 400km/h to 350km/h.
  • the high-speed superconducting electromagnetism levitation train changes from the state of levitation to the state of walking on the support of the running wheels.
  • the high-speed superconducting electric magnetic levitation train puts down the landing gear, and uses the running wheels installed on the landing gear to support the whole vehicle. During this process, it relies on the aerodynamic braking mechanism to implement deceleration.
  • the seventh speed is 400 km/h
  • the eighth speed is 350 km/h.
  • the third stage During the process of decelerating from 350km/h to 0km/h, the aerodynamic braking mechanism and the wheel disc braking mechanism are used to implement deceleration braking.
  • the aerodynamic braking provided by the aerodynamic braking mechanism will sharply weaken as the speed decreases, and the disc braking provided by the disc braking mechanism will play a leading role.
  • the braking control system works normally at this stage, The anti-skid of the high-speed superconducting electromagnetism levitation train is considered in the braking process, and the average deceleration requirement of the high-speed superconducting electromagnetism levitation train is realized, but the priority of the anti-skid requirement is higher than the average deceleration requirement; if the braking control system works abnormally at this stage, the braking process does not consider Antiskid of high-speed superconducting electromagnetism levitation train, high-speed superconducting electromagnetism levitation train implements constant wheel disk braking force.
  • the target braking mechanism is a skid braking mechanism.
  • the train suspension frame of the high-speed superconducting electromagnetism levitation train cannot float normally.
  • the superconductors of the superconducting racks are heated to quench all the superconductors of the train suspension racks, so that the train suspension racks of the entire high-speed superconducting electromagnetism levitation train are all dropped, and the landing brake is implemented by friction between the skid installed at the bottom of the train suspension rack and the track.
  • the application provides a braking control method for a high-speed superconducting electromagnetism levitation train.
  • the dynamic mechanism and the disc brake mechanism obtain the state information of the high-speed superconducting electric magnetic levitation train when the high-speed superconducting electric magnetic levitation train needs to be braked, and determine the target braking condition of the high-speed superconducting electric magnetic levitation train according to the state information , according to the target braking conditions, the target braking mechanism is determined from the electric braking mechanism, skid braking mechanism, aerodynamic braking mechanism and wheel disc braking mechanism, and then the target braking mechanism is controlled to perform the braking task to achieve high-speed Braking of superconducting electric magnetic levitation trains.
  • This method fills the gap in the braking scheme of high-speed superconducting electromagnetism levitation trains.
  • the corresponding electric braking mechanism and skid can be selected under different target braking conditions.
  • the combination of the braking mechanism, the aerodynamic braking mechanism and the disc braking mechanism is used as the target braking mechanism to brake the high-speed superconducting electromagnetism levitation train, so as to meet the requirements of various braking conditions of the high-speed superconducting electromagnetism levitation train.
  • the embodiment of the present application provides a brake control device for a high-speed superconducting electromagnetism levitation train, as shown in Figure 8, the device includes:
  • An acquisition unit 801 configured to acquire state information of the high-speed superconducting electromagnetism levitation train
  • a determination unit 802 configured to determine the target braking condition of the high-speed superconducting electromagnetism levitation train according to the state information
  • the determining unit 802 is further configured to determine a target braking mechanism from electric braking mechanisms, skid braking mechanisms, aerodynamic braking mechanisms and wheel disc braking mechanisms according to the target braking working conditions;
  • the control unit 803 is configured to control the target braking mechanism to perform a braking task, so as to realize the braking of the high-speed superconducting electromagnetism levitation train.
  • the target braking mechanism is the electric braking mechanism, the aerodynamic braking mechanism and the wheel disc braking mechanism, or The target braking mechanism is the electric braking mechanism and the aerodynamic braking mechanism.
  • the target braking mechanism is the electric braking mechanism and the wheel disc braking mechanism.
  • the target braking mechanism is the electric braking mechanism, the aerodynamic braking mechanism and the wheel disc braking mechanism.
  • the state information is the working state of the electric brake mechanism of the high-speed superconducting electromagnetism levitation train
  • the determination unit is configured to:
  • the working state of the electric braking mechanism indicates that the electric braking mechanism is in a fault state of a target level, it is determined that the target braking working condition is a safe braking working condition.
  • control unit is used for:
  • the target braking mechanism is determined from the electric braking mechanism, the skid braking mechanism, the aerodynamic braking mechanism and the wheel braking mechanism according to the driving speed and the target braking condition. moving mechanism.
  • the aerodynamic braking mechanism includes a folding aerodynamic braking mechanism and a vertical lift aerodynamic braking mechanism, and the control unit uses At:
  • the aerodynamic braking mechanism, the electric braking mechanism and the wheel disc braking mechanism are the target braking mechanisms. moving mechanism.
  • the aerodynamic braking mechanism includes a folding aerodynamic braking mechanism and a vertical lifting aerodynamic braking mechanism, and the control unit uses At:
  • the aerodynamic braking mechanism and the wheel disc braking mechanism are the target braking mechanisms.
  • the target braking mechanism is the skid braking mechanism.
  • This method fills the gap in the braking scheme of high-speed superconducting electromagnetism levitation trains.
  • the corresponding electric braking mechanism and skid can be selected under different target braking conditions.
  • the combination of the braking mechanism, the aerodynamic braking mechanism and the disc braking mechanism is used as the target braking mechanism to brake the high-speed superconducting electromagnetism levitation train, so as to meet the requirements of various braking conditions of the high-speed superconducting electromagnetism levitation train.
  • each embodiment in this specification is described in a progressive manner, the same and similar parts of each embodiment can be referred to each other, and each embodiment focuses on the differences from other embodiments. place.
  • the description is relatively simple, and for relevant parts, please refer to part of the description of the method embodiments.
  • the device and system embodiments described above are only illustrative, and the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in One place, or it can be distributed to multiple network elements. Part or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. It can be understood and implemented by those skilled in the art without creative effort.

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Abstract

本申请公开了一种高速超导电动磁悬浮列车的制动控制方法、装置和列车，列车上设置电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构，在需要实施制动控制时，根据获取的状态信息确定高速超导电动磁悬浮列车的目标制动工况，根据目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构中确定目标制动机构，进而控制目标制动机构执行制动任务以实现高速超导电动磁悬浮列车的制动。通过增加空气动力制动机构和轮盘制动机构，实现在不同的目标制动工况下，选择对应的电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构组合作为目标制动机构实施制动，满足高速超导电动磁悬浮列车各种制动工况需求。

Description

高速超导电动磁悬浮列车的制动控制方法、装置和列车
本申请要求于2021年11月19日提交中国专利局、申请号202111398882.8、申请名称为“高速超导电动磁悬浮列车的制动控制方法、装置和列车”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及高速超导电动磁悬浮列车领域，特别是涉及一种高速超导电动磁悬浮列车的制动控制方法、装置和列车。
背景技术
高速超导电动磁悬浮列车制动系统技术特征与传统的动车组、城市轨道交通列车、电磁悬浮列车不同。动车组、城市轨道交通列车制动系统绝大部分是通过利用轮轨间黏着力来实施制动的，少数采用了电涡流制动和磁轨制动；高速电磁悬浮列车能够实现零速原地悬浮，它通过电制动、电涡流制动和滑撬制动来实现整车的制动；而对于高速超导电动磁悬浮列车，其在低速加速阶段需要依靠走行轮加速到100-150km/h后才能进入悬浮状态，从高速减速至150km/h后需要依靠走行轮支撑整车进行走行，即低速阶段列车不具备悬浮功能。
针对高速超导电动磁悬浮列车的这一特性，目前，国内尚无解决高速超导电动磁悬浮列车制动系统的成熟方案，当前技术处于空白阶段。
发明内容
为了解决上述技术问题，本申请提供了一种高速超导电动磁悬浮列车的制动控制方法、装置和列车，填补高速超导电动磁悬浮列车制动方案的空白，满足高速超导电动磁悬浮列车各种制动工况需求。
本申请实施例公开了如下技术方案：
第一方面，本申请实施例提供了一种高速超导电动磁悬浮列车的制动控制方法，所述方法包括：
获取所述高速超导电动磁悬浮列车的状态信息；
根据所述状态信息确定所述高速超导电动磁悬浮列车的目标制动工况；
根据所述目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构中确定目标制动机构；
控制所述目标制动机构执行制动任务，以实现所述高速超导电动磁悬浮列车的制动。
可选的，若所述目标制动工况为正常启动加速工况，所述目标制动机构为所述电制动机构、所述空气动力制动机构和所述轮盘制动机构，或者所述目标制动机构为所述电制动机构和所述空气动力制动机构。
可选的，若所述目标制动工况为常用制动工况或保持制动工况，所述目标制动机构为所述电制动机构和所述轮盘制动机构。
可选的，若所述目标制动工况为紧急制动工况，所述目标制动机构为所述电制动机构、所述空气动力制动机构和所述轮盘制动机构。
可选的，所述状态信息为所述高速超导电动磁悬浮列车的电制动机构的工作状态，所述根据所述状态信息确定所述高速超导电动磁悬浮列车的目标制动工况，包括：
若所述电制动机构的工作状态指示所述电制动机构处于目标级别的故障状态，确定所述目标制动工况为安全制动工况。
可选的，所述根据所述目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构中确定目标制动机构，包括：
获取所述高速超导电动磁悬浮列车的行驶速度；
根据所述行驶速度和所述目标制动工况从所述电制动机构、所述滑撬制动机构、所述空气动力制动机构和所述轮盘制动机构中确定所述目标制动机构。
可选的，若所述目标制动工况为紧急制动工况，所述空气动力制动机构包括翻折式空气动力制动机构和垂直升降空气动力制动机构，所述根据所述行驶速度和所述目标制动工况从所述电制动机构、所述滑撬制动机构、所述空气动力制动机构和所述轮盘制动机构中确定所述目标制动机构，包括：
若确定所述行驶速度位于从第一速度减速至第二速度的过程中，确定所述垂直升降空气动力制动机构和所述电制动机构为所述目标制动机构；
若确定所述行驶速度位于从所述第二速度减速至第三速度的过程中，确定所述垂直升降空气动力制动机构、所述翻折式空气动力制动机构和所述电制动机构为所述目标制动机构；
若确定所述行驶速度位于从所述第三速度减速至第四速度的过程中，确定所述空气动力制动机构和所述电制动机构为所述目标制动机构；
若确定所述行驶速度位于从所述第四速度减速至第五速度的过程中，确定所述空气动力制动机构、所述电制动机构和所述轮盘制动机构为所述目标制动机构。
可选的，若所述目标制动工况为安全制动工况，所述空气动力制动机构包括翻折式空气动力制动机构和垂直升降空气动力制动机构，所述根据所述行驶速度和所述目标制动工 况从所述电制动机构、所述滑撬制动机构、所述空气动力制动机构和所述轮盘制动机构中确定所述目标制动机构，包括：
若确定所述行驶速度位于从第六速度减速至第七速度的过程中，确定所述翻折式空气动力制动机构和所述垂直升降空气动力制动机构为所述目标制动机构；
若确定所述行驶速度位于从所述第七速度减速至第八速度的过程中，确定所述空气动力制动机构为所述目标制动机构；
若确定所述行驶速度位于从所述第八速度减速至第九速度的过程中，确定所述空气动力制动机构和所述轮盘制动机构为所述目标制动机构。
可选的，若所述目标制动工况为落车制动工况或停放制动工况，所述目标制动机构为所述滑撬制动机构。
第二方面，本申请实施例提供了一种高速超导电动磁悬浮列车的制动控制装置，所述装置包括：
获取单元，用于获取所述高速超导电动磁悬浮列车的状态信息；
确定单元，用于根据所述状态信息确定所述高速超导电动磁悬浮列车的目标制动工况；
所述确定单元，还用于根据所述目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构中确定目标制动机构；
控制单元，用于控制所述目标制动机构执行制动任务，以实现所述高速超导电动磁悬浮列车的制动。
可选的，若所述目标制动工况为正常启动加速工况，所述目标制动机构为所述电制动机构、所述空气动力制动机构和所述轮盘制动机构，或者所述目标制动机构为所述电制动机构和所述空气动力制动机构。
可选的，若所述目标制动工况为常用制动工况或保持制动工况，所述目标制动机构为所述电制动机构和所述轮盘制动机构。
可选的，若所述目标制动工况为紧急制动工况，所述目标制动机构为所述电制动机构、所述空气动力制动机构和所述轮盘制动机构。
可选的，所述状态信息为所述高速超导电动磁悬浮列车的电制动机构的工作状态，所述确定单元，用于：
若所述电制动机构的工作状态指示所述电制动机构处于目标级别的故障状态，确定所述目标制动工况为安全制动工况。
可选的，所述控制单元，用于：
获取所述高速超导电动磁悬浮列车的行驶速度；
根据所述行驶速度和所述目标制动工况从所述电制动机构、所述滑撬制动机构、所述空气动力制动机构和所述轮盘制动机构中确定所述目标制动机构。
可选的，若所述目标制动工况为紧急制动工况，所述空气动力制动机构包括翻折式空气动力制动机构和垂直升降空气动力制动机构，所述控制单元，用于：
若确定所述行驶速度位于从第一速度减速至第二速度的过程中，确定所述垂直升降空气动力制动机构和所述电制动机构为所述目标制动机构；
若确定所述行驶速度位于从所述第二速度减速至第三速度的过程中，确定所述垂直升降空气动力制动机构、所述翻折式空气动力制动机构和所述电制动机构为所述目标制动机构；
若确定所述行驶速度位于从所述第三速度减速至第四速度的过程中，确定所述空气动力制动机构和所述电制动机构为所述目标制动机构；
若确定所述行驶速度位于从所述第四速度减速至第五速度的过程中，确定所述空气动力制动机构、所述电制动机构和所述轮盘制动机构为所述目标制动机构。
可选的，若所述目标制动工况为安全制动工况，所述空气动力制动机构包括翻折式空气动力制动机构和垂直升降空气动力制动机构，所述控制单元，用于：
若确定所述行驶速度位于从第六速度减速至第七速度的过程中，确定所述翻折式空气动力制动机构和所述垂直升降空气动力制动机构为所述目标制动机构；
若确定所述行驶速度位于从所述第七速度减速至第八速度的过程中，确定所述空气动力制动机构为所述目标制动机构；
若确定所述行驶速度位于从所述第八速度减速至第九速度的过程中，确定所述空气动力制动机构和所述轮盘制动机构为所述目标制动机构。
可选的，若所述目标制动工况为落车制动工况或停放制动工况，所述目标制动机构为所述滑撬制动机构。
第三方面，本申请实施例提供了一种高速超导电动磁悬浮列车，所述高速超导电动磁悬浮列车包括多节车厢、走行轮、制动装置和制动控制单元，所述制动装置包括电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构：
所述滑撬制动机构安装在列车悬浮架的底部；
所述空气动力制动机构安装在所述多节车厢的目标位置；
所述轮盘制动机构安装在所述列车悬浮架的走行轮内侧；
所述制动控制单元用于执行第一方面任一项所述的方法。
可选的，所述空气动力制动机构包括垂直升降空气动力制动机构，所述目标位置为所述多节车厢中每节车厢的端墙上。
可选的，所述垂直升降空气动力制动机构包括空气动力制动翼板和所述垂直升降空气动力制动机构内部的气缸，所述垂直升降空气动力制动机构用于在压力空气对所述气缸驱动，推动所述空气动力制动翼板向上升起。
可选的，所述多节车厢包括头车车厢和非头车车厢，所述空气动力制动机构包括翻折式空气动力制动机构和垂直升降空气动力制动机构，所述翻折式空气动力制动机构安装在所述头车车厢的列车悬浮架上方的车体结构上，所述垂直升降空气动力制动机构安装在所述非头车车厢的端墙上，所述目标位置为所述头车车厢的列车悬浮架上方的车体结构上和所述非头车车厢的端墙上。
可选的，所述翻折式空气动力制动机构包括空气动力制动翼板和所述翻折式空气动力制动机构内部的油缸，所述翻折式空气动力制动机构用于在压力油对所述油缸驱动，推动所述空气动力制动翼板向竖直方向翻开；
所述垂直升降空气动力制动机构包括空气动力制动翼板和所述垂直升降空气动力制动机构内部的气缸，用于在压力空气对所述气缸驱动，推动所述空气动力制动翼板向上升起。
可选的，所述走行轮为橡胶轮。
由上述技术方案可以看出，本申请提供一种高速超导电动磁悬浮列车的制动控制方法，该方法在高速超导电动磁悬浮列车上设置电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构，在需要对高速超导电动磁悬浮列车进行制动时，获取高速超导电动磁悬浮列车的状态信息，根据状态信息确定高速超导电动磁悬浮列车的目标制动工况，根据目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构中确定目标制动机构，进而控制目标制动机构执行制动任务以实现高速超导电动磁悬浮列车的制动。该方法填补高速超导电动磁悬浮列车制动方案的空白，通过增加空气动力制动机构和轮盘制动机构，实现在不同的目标制动工况下，选择对应的电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构组合作为目标制动机构对高速超导电动磁悬浮列车进行制动，从而满足高速超导电动磁悬浮列车各种制动工况需求。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1为本申请实施例提供的一种高速超导电动磁悬浮列车的结构图；
图2为本申请实施例提供的一种空气动力制动机构布置示意图；
图3为本申请实施例提供的一种高速超导电动磁悬浮列车的制动控制方法的流程图；
图4为本申请实施例提供的一种常用制动工况下控制曲线示意图；
图5为本申请实施例提供的一种紧急制动工况下的控制曲线示意图；
图6为本申请实施例提供的一种安全制动工况下的控制曲线示意图；
图7为本申请实施例提供的另一种安全制动工况下的控制曲线示意图；
图8为本申请实施例提供的一种高速超导电动磁悬浮列车的制动控制装置的结构图。
具体实施方式
下面结合附图，对本申请的实施例进行描述。
国内尚无解决高速超导电动磁悬浮列车制动系统的成熟方案，当前技术处于空白阶段。
为此，本申请提供了一种高速超导电动磁悬浮列车的制动控制方法、装置和列车，填补高速超导电动磁悬浮列车制动方案的空白，满足高速超导电动磁悬浮列车各种制动工况需求。
参见图1，图1示出了一种高速超导电动磁悬浮列车的结构示意图。该高速超导电动磁悬浮列车包括多节车厢101、走行轮102、制动装置103和制动控制单元104，制动装置103包括电制动机构1031、滑撬制动机构1032、空气动力制动机构1033和轮盘制动机构1034。
其中，制动装置103包括的电制动机构1031、滑撬制动机构1032、空气动力制动机构1033和轮盘制动机构1034分布在高速超导电动磁悬浮列车的不同位置。
如图1所示，滑撬制动机构1032安装在列车悬浮架的底部，以便依靠滑撬制动机构1032与轨道的摩擦力实施制动。图1仅仅示例性的体现滑撬制动机构1032的安装位置，只要保证滑撬制动机构1032的安装位置位于列车悬浮架的底部，能够与轨道摩擦，提供摩擦力实施制动即可，对其具体安装位置不做限定。
空气动力制动机构1033安装在多节车厢的目标位置；轮盘制动机构1034安装在列车悬浮架的走行轮内侧，如图1中虚线框矩形框所示，其将走行轮放大体现走行轮与轮盘制动机构1034之间的安装关系。制动控制单元(Braking Control Unit，BCU)1035是高速超导电动磁悬浮列车上进行制动控制的设备，用于确定目标制动工况，以根据目标制动工况从电制动机构1031、滑撬制动机构1032、空气动力制动机构1033和轮盘制动机构1034中确定目标制动机构，进而控制目标制动机构执行制动任务，以实现高速超导电动磁悬浮列车的制动。
制动装置103中包括的不同制动机构用于对高速超导电动磁悬浮列车实施不同的制动方式，电制动机构1031用于对高速超导电动磁悬浮列车实施电制动，滑撬制动机构1032 用于对高速超导电动磁悬浮列车实施滑撬制动，空气动力制动机构1033用于对高速超导电动磁悬浮列车实施空气动力制动，轮盘制动机构1034用于对高速超导电动磁悬浮列车实施轮盘制动。其中电制动、空气动力制动属于非黏着制动，轮盘制动与滑撬制动属于黏着制动。下面对上述四种制动方式进行详细介绍。
1)电制动：再生制动与电阻制动均是高速超导电动磁悬浮列车的电制动形式，使用的是电制动机构，是通过调整牵引控制系统对逆变模块的控制策略，将直线电机由电动状态转为发电状态实现的，当直线电机处于发电状态时，地面线圈对超导磁体施加与高速超导电动磁悬浮列车运行方向相反的制动力，迫使高速超导电动磁悬浮列车减速，与此同时，高速超导电动磁悬浮列车的动能将转化为电能回馈至供电侧。
2)空气动力制动：依靠安装在高速超导电动磁悬浮列车上的空气动力制动机构中包括的空气动力制动翼板来实现制动减速的方法。在一种可能的实现方式中，高速超导电动磁悬浮列车的空气动力制动机构包括翻折式空气动力制动机构和垂直升降空气动力制动机构两种，其空气动力制动机构布置见图2。
翻折式空气动力制动机构：高速超导电动磁悬浮列车的多节车厢包括头车车厢和非头车车厢，翻折式空气动力制动机构安装在头车车厢的列车悬浮架上方的车体结构上(参见图2中1标识所示)。依靠压力油来对安装在机构内部的油缸驱动，推动整个空气动力制动翼板向竖直方向翻开。翻折式空气动力制动机构包括空气动力制动翼板和翻折式空气动力制动机构内部的油缸，翻折式空气动力制动机构可以依靠压力油对油缸驱动，推动空气动力制动翼板向竖直方向翻开。
垂直升降空气动力制动机构：垂直升降空气动力制动机构安装在非头车车厢的端墙上(参见图2中2标识所示)。垂直升降空气动力制动机构包括空气动力制动翼板和垂直升降空气动力制动机构内部的气缸，垂直升降空气动力制动机构可以依靠压力空气对气缸驱动，推动空气动力制动翼板向上升起。
当空气动力制动机构包括翻折式空气动力制动机构和垂直升降空气动力制动机构时，目标位置为头车车厢的列车悬浮架上方的车体结构上和非头车车厢的端墙上。
在一些情况下，空气动力制动机构可以仅包括垂直升降空气动力制动机构，此时目标位置为多节车厢中每节车厢的端墙上。垂直升降空气动力制动机构包括空气动力制动翼板和垂直升降空气动力制动机构内部的气缸，垂直升降空气动力制动机构用于在压力空气对气缸驱动，推动空气动力制动翼板向上升起。
在空气动力制动机构仅包括垂直升降空气动力制动机构的情况下，可以简化空气动力制动机构的结构和驱动系统。
在上述两种情况下，空气动力制动机构的控制可以采用不同的速度对应开启不同数量的垂直升降空气动力制动机构来实现速度与制动减速的匹配。
3)轮盘制动：轮盘制动机构安装在列车悬浮架的走行轮内侧，由压力油实施制动与缓解。
可以理解的是，在本申请实施例中，走行轮可以为橡胶轮。由于高速超导电动磁悬浮列车的走行轮采用橡胶轮结构，与水泥路面的附着系数相较传统铁路的轮轨结构，其附着力更大，受湿滑轨面影响更小，因此轮盘制动能够发挥的制动力更大、更稳定。
4)滑撬制动：滑撬制动机构安装在列车悬浮架的底部，依靠滑撬与轨道的摩擦力实施制动。滑撬制动用于超导体失超时列车悬浮架降落实施落车制动公开及停放制动工况。
基于上述提供的高速超导电动磁悬浮列车的制动方式，高速超导电动磁悬浮列车可能存在多种制动工况，不同的制动工况可能需要至少一种制动方式实施制动。
通常制动工况可以包括正常启动加速工况、常用制动工况、保持制动工况、紧急制动工况、安全制动工况、停放制动工况、落车制动工况，制动力可以根据载荷进行调整。
正常启动加速工况：随着高速超导电动磁悬浮列车不断加速，可以先采用电制动、空气动力制动和轮盘制动混合制动方式，之后再使用电制动、空气动力制动混合制动方式。
常用制动工况：采用电制动和轮盘制动混合制动方式，优先使用电制动，电制动和轮盘制动配合时应能平稳转换。制动系统应具有防滑控制功能，以充分利用附着力。
常用制动工况下，制动系统会根据空气弹簧压力进行空重车的调整，以保证高速超导电动磁悬浮列车在不同载荷下具备相同的制动减速度要求。
常用制动工况下，采用电制动与轮盘制动实时协调配合。其中以电制动优先的原则，尽可能地使用电制动。起落架下放后高速超导电动磁悬浮列车依靠走行轮承载，当电制动不能满足制动指令要求的制动力时，则不足的制动力由轮盘制动补充，使电制动力与轮盘制动力之和能满足制动指令要求的制动减速度。整车制动力计算由BCU完成，电子制动控制单元(Electronic Braking Control Unit，EBCU)将采集空簧压力计算的载重信号发送给BCU，BCU根据当前载重及制动指令计算整车制动力，牵引控制单元(Drive Control Unit，DCU)根据实际能够发挥的电制动力反馈给BCU，BCU根据当前发挥电制动力及整车制动力计算所需补充的轮盘制动力发送给EBCU。电制动力可满足全列高速超导电动磁悬浮列车所需的制动力时，高速超导电动磁悬浮列车不补充轮盘制动；当总的电制动力不能满足高速超导电动磁悬浮列车所需的制动力时，则所需补充的轮盘制动力的大小为高速超导电动磁悬浮列车所需的制动力与总的电制动力的差值，该差值将优先平均分配在每个悬浮架上，实现轮盘制动补偿，制动系统具有防滑控制功能，以充分利用走行轮与轨面的附着力。常用制动工况下，有硬线传输和网络传输两种方式，高速超导电动磁悬浮列车以网络信号为主，硬线信号作为备份。
保持制动工况：用于高速超导电动磁悬浮列车停止后的制动，通过安装在走行轮上的轮盘制动机构对高速超导电动磁悬浮列车实施制动，使高速超导电动磁悬浮列车持续保持 停止状态。确保超员的高速超导电动磁悬浮列车在最大坡道上不会发生溜逸。高速超导电动磁悬浮列车的牵引力克服保持制动力后，保持制动缓解。
制动控制单元的保持制动控制功能或坡道启动功能可以使高速超导电动磁悬浮列车在坡道上停车时保持静止，防止高速超导电动磁悬浮列车在坡道上起动时倒溜。
在正常情况下，EBCU根据BCU发出的保持制动指令施加保持制动。轮盘制动机构将施加足以使高速超导电动磁悬浮列车在坡道上能保持静止的轮盘制动。
紧急制动工况：紧急制动工况下，可以采用电制动、空气动力制动、液压轮盘制动协调完成。紧急情况下，通过升起空气动力制动翼板，拓展迎风投影面积，同时电制动施加以满足制动减速度要求，高速超导电动磁悬浮列车减速至200km/h后起落架开始放下，待起落架完全放下后，轮盘制动机构补充制动力的不足部分。
紧急制动工况下，可以采用实时恒减速度控制，BCU进行整车制动管理，进行电制动、空气动力制动、轮盘制动的协调配合。
紧急制动是由紧急安全环路列车线直接控制的一种电制动、空气动力制动和轮盘制动协调施加的制动模式，紧急制动的载荷补偿根据采集到的空簧压力调节。紧急制动发生后，在高速超导电动磁悬浮列车完全停止前不允许缓解制动。下列任一情况，均会导致紧急制动的实施：
击打紧急制动按钮；
列车分离；
液压欠压；
列车紧急制动电气环路中断或失电；
BCU发出紧急制动指令
紧急制动实施的要求：
紧急制动指令发出后不能被撤除，列车必须减速直到停止；
不管什么原因触发了紧急制动，高速超导电动磁悬浮列车必须以紧急制动减速度实施制动作用；
紧急制动作用时，高速超导电动磁悬浮列车的制动不受其纵向冲击率的限制；
紧急制动过程中，高速超导电动磁悬浮列车紧急制动电气环路失电；
紧急制动指令发出后，制动力由电制动、空气动力制动、轮盘制动共同承担。
紧急制动工况下，有硬线传输和网络传输两种方式，高速超导电动磁悬浮列车以网络信号为主，硬线信号作为备份。
安全制动工况：高速超导电动磁悬浮列车在电制动出现目标级别的故障后，通过空气动力制动、轮盘制动协调完成安全制动。安全制动工况下，采用实时减速度控制，BCU进行整车制动管理，进行空气动力制动、轮盘制动的协调配合，要求轮盘制动进行防滑控制和载荷补偿。安全制动工况下，有硬线传输和网络传输两种方式，高速超导电动磁悬浮列车以网络信号为主，硬线信号作为备份。
一般情况下，电制动故障分为3级故障模式，电制动1级故障：电制动失效不大于10％；电制动2级故障：电制动失效10％～30％；电制动3级故障：电制动失效大于30％。当高速超导电动磁悬浮列车的电制动处于1级故障，列车采用降速运行的方式，当高速超导电动磁悬浮列车的电制动处于2级故障，高速超导电动磁悬浮列车依靠常用制动工况下的制动方式实施制动停车，当高速超导电动磁悬浮列车的电制动处于3级故障时，开启安全制动。此时，目标级别为3级。
停放制动工况：高速超导电动磁悬浮列车需要长期停放时，采用滑橇制动实施停放制动。依靠滑橇与轨面接触产生摩擦力，从而保证列车能够满足超员载荷下，在最大风速、最大坡道上安全停放的要求。
落车制动工况：当出现超导体失超且起落架无法正常着陆的极端工况时，采用安装在列车悬浮架底部的滑橇制动实施制动。
接下来，将基于前述提供的高速超导电动磁悬浮列车，对高速超导电动磁悬浮列车的制动控制方法进行介绍。参见图3，所述方法包括：
S301、获取所述高速超导电动磁悬浮列车的状态信息。
S302、根据所述状态信息确定所述高速超导电动磁悬浮列车的目标制动工况。
S303、根据所述目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构中确定目标制动机构。
S304、控制所述目标制动机构执行制动任务，以实现所述高速超导电动磁悬浮列车的制动。
在一种可能的实现方式中，若目标制动工况为正常启动加速工况，目标制动机构为电制动机构、空气动力制动机构和轮盘制动机构，或者目标制动机构为电制动机构和空气动力制动机构。
高速超导电动磁悬浮列车静止状态，起落架放下，利用安装在起落架上的走行轮将整车支撑起来，高速超导电动磁悬浮列车的速度从0加速至150km/h的加速过程中依靠走行轮实施走行，此阶段具备实施电制动、空气动力制动、轮盘制动的条件，此时目标制动机构为电制动机构、空气动力制动机构和轮盘制动机构；高速超导电动磁悬浮列车的速度从150km/h开始收起起落架，速度达到180km/h时起落架完全收起，高速超导电动磁悬浮列车进入悬浮状态，即高速超导电动磁悬浮列车加速过程中，在车速大于150km/h后具备实 施电制动、空气动力制动的条件，不具备实施轮盘制动的条件，此时目标制动机构为电制动机构和空气动力制动机构。
在一种可能的实现方式中，若目标制动工况为常用制动工况或保持制动工况，目标制动机构为电制动机构和轮盘制动机构。
高速超导电动磁悬浮列车高速正常减速运行，利用电制动将高速超导电动磁悬浮列车的速度降至200km/h，开始放下起落架，利用安装在起落架上的走行轮将整车支撑起来，此过程中依靠电制动实施减速，待起落架完全放下后依靠走行轮支撑起整车走行，此阶段利用电制动和轮盘制动实施减速制动。
常用制动工况下实施制动功能稳定。高速超导电动磁悬浮列车在常用制动工况下，完全依靠电制动将高速超导电动磁悬浮列车从高速平稳的降至7km/h后进行电-轮盘制动切换，在速度降至3km/h后利用轮盘制动施加保持制动直至高速超导电动磁悬浮列车完全停止，在此过程中能够维持1m/s2的恒减速度。高速超导电动磁悬浮列车电制动不受黏着因素影响，能够实现恒减速控制。常用制动工况下控制曲线见图4所示。
高速超导电动磁悬浮列车停止后的制动，通过安装在走行轮上的轮盘制动机构对高速超导电动磁悬浮列车实施制动，使高速超导电动磁悬浮列车持续保持停止状态。确保超员的高速超导电动磁悬浮列车在最大坡道上不会发生溜逸。高速超导电动磁悬浮列车的牵引力克服保持制动力后，保持制动缓解。
在一种可能的实现方式中，若目标制动工况为紧急制动工况，目标制动机构为电制动机构、空气动力制动机构和轮盘制动机构。
当遇到紧急制动工况，需要实施紧急制动。紧急制动能够充分发挥制动的控制能力，针对不同的速度区段采用不同的制动控制策略。高速阶段制动以空气动力制动与电制动为主，由于高速超导电动磁悬浮列车的空气动力制动力基本与运行速度的平方成正比，随着车速的降低空气动力制动力也会成指数下降，因此可以安排头车翻折式空气动力制动和中间车垂直升降空气动力制动两种空气动力制动在不同的速度阶段介入制动，这样既能充分利用空气动力制动的制动能力，又能控制高速阶段空气动力制动过大对列车运行平稳性的影响。紧急制动工况下，要求高速超导电动磁悬浮列车维持1.8m/s2的恒减速度。紧急制动工况下的控制曲线见图5所示。
基于此，在一种可能的实现方式中，根据目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构中确定目标制动机构的方式可以是获取高速超导电动磁悬浮列车的行驶速度；根据行驶速度和目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构中确定目标制动机构。
在一种可能的实现方式中，若目标制动工况为紧急制动工况，空气动力制动机构包括翻折式空气动力制动机构和垂直升降空气动力制动机构，根据行驶速度和目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构中确定目标制动机构的方 式可以是若确定行驶速度位于从第一速度减速至第二速度的过程中，确定垂直升降空气动力制动机构和电制动机构为目标制动机构；若确定行驶速度位于从第二速度减速至第三速度的过程中，确定垂直升降空气动力制动机构、翻折式空气动力制动机构和电制动机构为目标制动机构；若确定行驶速度位于从第三速度减速至第四速度的过程中，确定空气动力制动机构和电制动机构为目标制动机构；若确定行驶速度位于从第四速度减速至第五速度的过程中，确定空气动力制动机构、电制动机构和轮盘制动机构为目标制动机构。
例如，将上述紧急制动工况分为四个阶段，每个阶段选择对应的目标制动机构实施制动：
1)第一阶段：650km/h减速至500km/h过程，使用非头车车厢安装的垂直升降空气动力制动机构与电制动机构，以空气动力制动机构实施的空气动力制动为主，电制动机构实施的电制动为辅。为保证高速超导电动磁悬浮列车在650km/h运行时的空气动力制动减速度不高于1.8m/s2，在这一阶段仅投入垂直升降空气动力制动机构，头车车厢安装的翻折式空气动力制动机构不介入，同时为保证紧急制动时高速超导电动磁悬浮列车维持1.8m/s2的恒减速度，高速超导电动磁悬浮列车的控制系统会利用电制动实时补充空气动力制动的不足部分。此时，第一速度是减速650km/h，第二速度是500km/h。
2)第二阶段：500km/h减速至200km/h过程，使用翻折式空气动力制动机构、垂直升降空气动力制动机构与电制动机构共同实施制动。随着高速超导电动磁悬浮列车的速度的降低，垂直升降空气动力制动机构发挥的制动能力随之降低，此阶段翻折式空气动力制动机构介入会补充中间车垂直升降空气动力制动机构提供的制动力的不足，但此阶段二者提供的紧急制动减速度仍不高于1.8m/s2，为保证紧急制动时高速超导电动磁悬浮列车维持1.8m/s2的恒减速度，高速超导电动磁悬浮列车的控制系统会利用电制动实时补充空气动力制动的不足部分。随着速度的进一步降低，电制动将会起主导作用，空气动力制动提供减速能力迅速下降。此时，第二速度是500km/h，第三速度是200km/h。
3)第三阶段：200km/h减速至150km/h过程，此阶段高速超导电动磁悬浮列车由悬浮状态向依靠走行轮支撑行走的状态转换阶段高速超导电动磁悬浮列车放下起落架，利用安装在起落架上的走行轮将整车支撑起来，此过程中依靠空气动力制动机构和电制动机构实施减速，由于此阶段空气动力制动力极弱，高速超导电动磁悬浮列车为维持1.8m/s2的恒减速度，电制动机构将会最大限度发挥其制动力。此时，第三速度是200km/h，第四速度是150km/h。
4)第四阶段：150km/h减速至0km/h过程，利用空气动力制动机构、电制动机构和轮盘制动机构实施减速制动。由于速度的降低，空气动力制动机构发挥的减弱，此阶段以电制动机构为主，轮盘制动机构对电制动机构提供的制动力的不足部分进行补充。此时，第四速度是150km/h，第五速度是0km/h。
在一种可能的实现方式中，状态信息为高速超导电动磁悬浮列车的电制动机构的工作状态，根据状态信息确定高速超导电动磁悬浮列车的目标制动工况的方式可以是若电制动 机构的工作状态指示电制动机构处于目标级别的故障状态，确定目标制动工况为安全制动工况。依据前述介绍的电制动故障级别，目标级别可以是3级。
当高速超导电动磁悬浮列车的电制动机构处于3级故障(目标级别的故障)时，进入安全制动工况，安全制动工况下，电制动机构提供的电制动完全撤销，最大限度发挥高速超导电动磁悬浮列车的空气动力制动。安全制动工况下，要求高速超导电动磁悬浮列车平均制动减速度不低于1.5m/s2。安全制动工况下的控制分为两种，第一种是当列车起落架放下后，制动控制系统正常工作的情况下，实现恒减速度控制，其控制曲线见图6所示；第二种是当高速超导电动磁悬浮列车起落架放下后，制动控制系统异常工作的情况下，实现恒定轮盘制动力，其制动曲线见图7所示。
在一种可能的实现方式中，若目标制动工况为安全制动工况，空气动力制动机构包括翻折式空气动力制动机构和垂直升降空气动力制动机构，根据行驶速度和目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构中确定目标制动机构的方式可以是若确定行驶速度位于从第六速度减速至第七速度的过程中，确定翻折式空气动力制动机构和垂直升降空气动力制动机构为目标制动机构；若确定行驶速度位于从第七速度减速至第八速度的过程中，确定空气动力制动机构为目标制动机构；若确定行驶速度位于从第八速度减速至第九速度的过程中，确定空气动力制动机构和轮盘制动机构为目标制动机构。
例如，将上述安全制动工况分为三个阶段，每个阶段选择对应的目标制动机构实施制动：
1)第一阶段：650km/h减速至400km/h过程，翻折式空气动力制动机构与垂直升降空气动力制动机构联合实施制动，其最大制动力将会大于1.5m/s2。此时，第六速度是650km/h，第七速度是400km/h。
2)第二阶段：400km/h减速至350km/h过程，此阶段高速超导电动磁悬浮列车由悬浮状态向依靠走行轮支撑行走的状态转换阶段。高速超导电动磁悬浮列车放下起落架，利用安装在起落架上的走行轮将整车支撑起来，此过程中依靠空气动力制动机构实施减速。此时，第七速度是400km/h，第八速度是350km/h。
3)第三阶段：350km/h减速至0km/h过程，利用空气动力制动机构和轮盘制动机构实施减速制动。空气动力制动机构提供的空气动力制动随着速度的降低，制动能力急剧减弱，轮盘制动机构提供的轮盘制动将会起主导作用，若此阶段制动控制系统正常工作，制动过程考虑高速超导电动磁悬浮列车的防滑，实现高速超导电动磁悬浮列车平均减速要求，但防滑要求优先级高于平均减速要求；若此阶段制动控制系统异常工作，制动过程不考虑高速超导电动磁悬浮列车的防滑，高速超导电动磁悬浮列车实施恒定轮盘制动力。
在一种可能的实现方式中，若目标制动工况为落车制动工况或停放制动工况，目标制动机构为滑撬制动机构。
当安装在高速超导电动磁悬浮列车的列车悬浮架上的超导体失超，造成高速超导电动磁悬浮列车的列车悬浮架无法正常浮起，需要控制高速超导电动磁悬浮列车对其它未失超列车悬浮架超导体进行加热，使所有列车悬浮架超导体全部失超，从而将整个高速超导电动磁悬浮列车的列车悬浮架全部落下，依靠安装在列车悬浮架底部的滑橇与轨道摩擦实施落车制动。
由上述技术方案可以看出，本申请提供一种高速超导电动磁悬浮列车的制动控制方法，该方法在高速超导电动磁悬浮列车上设置电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构，在需要对高速超导电动磁悬浮列车进行制动时，获取高速超导电动磁悬浮列车的状态信息，根据状态信息确定高速超导电动磁悬浮列车的目标制动工况，根据目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构中确定目标制动机构，进而控制目标制动机构执行制动任务以实现高速超导电动磁悬浮列车的制动。该方法填补高速超导电动磁悬浮列车制动方案的空白，通过增加空气动力制动机构和轮盘制动机构，实现在不同的目标制动工况下，选择对应的电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构组合作为目标制动机构对高速超导电动磁悬浮列车进行制动，从而满足高速超导电动磁悬浮列车各种制动工况需求。
本申请实施例提供了一种高速超导电动磁悬浮列车的制动控制装置，参见图8所示，所述装置包括：
获取单元801，用于获取所述高速超导电动磁悬浮列车的状态信息；
确定单元802，用于根据所述状态信息确定所述高速超导电动磁悬浮列车的目标制动工况；
所述确定单元802，还用于根据所述目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构中确定目标制动机构；
控制单元803，用于控制所述目标制动机构执行制动任务，以实现所述高速超导电动磁悬浮列车的制动。
可选的，若所述目标制动工况为正常启动加速工况，所述目标制动机构为所述电制动机构、所述空气动力制动机构和所述轮盘制动机构，或者所述目标制动机构为所述电制动机构和所述空气动力制动机构。
可选的，若所述目标制动工况为常用制动工况或保持制动工况，所述目标制动机构为所述电制动机构和所述轮盘制动机构。
可选的，若所述目标制动工况为紧急制动工况，所述目标制动机构为所述电制动机构、所述空气动力制动机构和所述轮盘制动机构。
可选的，所述状态信息为所述高速超导电动磁悬浮列车的电制动机构的工作状态，所述确定单元，用于：
若所述电制动机构的工作状态指示所述电制动机构处于目标级别的故障状态，确定所述目标制动工况为安全制动工况。
可选的，所述控制单元，用于：
获取所述高速超导电动磁悬浮列车的行驶速度；
根据所述行驶速度和所述目标制动工况从所述电制动机构、所述滑撬制动机构、所述空气动力制动机构和所述轮盘制动机构中确定所述目标制动机构。
可选的，若所述目标制动工况为紧急制动工况，所述空气动力制动机构包括翻折式空气动力制动机构和垂直升降空气动力制动机构，所述控制单元，用于：
若确定所述行驶速度位于从第一速度减速至第二速度的过程中，确定所述垂直升降空气动力制动机构和所述电制动机构为所述目标制动机构；
若确定所述行驶速度位于从所述第二速度减速至第三速度的过程中，确定所述垂直升降空气动力制动机构、所述翻折式空气动力制动机构和所述电制动机构为所述目标制动机构；
若确定所述行驶速度位于从所述第三速度减速至第四速度的过程中，确定所述空气动力制动机构和所述电制动机构为所述目标制动机构；
若确定所述行驶速度位于从所述第四速度减速至第五速度的过程中，确定所述空气动力制动机构、所述电制动机构和所述轮盘制动机构为所述目标制动机构。
可选的，若所述目标制动工况为安全制动工况，所述空气动力制动机构包括翻折式空气动力制动机构和垂直升降空气动力制动机构，所述控制单元，用于：
若确定所述行驶速度位于从第六速度减速至第七速度的过程中，确定所述翻折式空气动力制动机构和所述垂直升降空气动力制动机构为所述目标制动机构；
若确定所述行驶速度位于从所述第七速度减速至第八速度的过程中，确定所述空气动力制动机构为所述目标制动机构；
若确定所述行驶速度位于从所述第八速度减速至第九速度的过程中，确定所述空气动力制动机构和所述轮盘制动机构为所述目标制动机构。
可选的，若所述目标制动工况为落车制动工况或停放制动工况，所述目标制动机构为所述滑撬制动机构。
由上述技术方案可以看出，在高速超导电动磁悬浮列车上设置电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构，在需要对高速超导电动磁悬浮列车进行制动时，获取高速超导电动磁悬浮列车的状态信息，根据状态信息确定高速超导电动磁悬浮列车的目标制动工况，根据目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮 盘制动机构中确定目标制动机构，进而控制目标制动机构执行制动任务以实现高速超导电动磁悬浮列车的制动。该方法填补高速超导电动磁悬浮列车制动方案的空白，通过增加空气动力制动机构和轮盘制动机构，实现在不同的目标制动工况下，选择对应的电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构组合作为目标制动机构对高速超导电动磁悬浮列车进行制动，从而满足高速超导电动磁悬浮列车各种制动工况需求。
本领域普通技术人员可以理解：实现上述方法实施例的全部或部分步骤可以通过程序指令相关的硬件来完成，前述程序可以存储于一计算机可读取存储介质中，该程序在执行时，执行包括上述方法实施例的步骤；而前述的存储介质可以是下述介质中的至少一种：只读存储器(英文：read-only memory，缩写：ROM)、RAM、磁碟或者光盘等各种可以存储程序代码的介质。
需要说明的是，本说明书中的各个实施例均采用递进的方式描述，各个实施例之间相同相似的部分互相参见即可，每个实施例重点说明的都是与其他实施例的不同之处。尤其，对于设备及系统实施例而言，由于其基本相似于方法实施例，所以描述得比较简单，相关之处参见方法实施例的部分说明即可。以上所描述的设备及系统实施例仅仅是示意性的，其中作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性劳动的情况下，即可以理解并实施。
以上所述，仅为本申请的一种具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到的变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应该以权利要求的保护范围为准。

Claims (16)

  1. 一种高速超导电动磁悬浮列车的制动控制方法，其特征在于，所述方法包括：
    获取所述高速超导电动磁悬浮列车的状态信息；
    根据所述状态信息确定所述高速超导电动磁悬浮列车的目标制动工况；
    根据所述目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构中确定目标制动机构；
    控制所述目标制动机构执行制动任务，以实现所述高速超导电动磁悬浮列车的制动。
  2. 根据权利要求1所述的方法，其特征在于，若所述目标制动工况为正常启动加速工况，所述目标制动机构为所述电制动机构、所述空气动力制动机构和所述轮盘制动机构，或者所述目标制动机构为所述电制动机构和所述空气动力制动机构。
  3. 根据权利要求1所述的方法，其特征在于，若所述目标制动工况为常用制动工况或保持制动工况，所述目标制动机构为所述电制动机构和所述轮盘制动机构。
  4. 根据权利要求1所述的方法，其特征在于，若所述目标制动工况为紧急制动工况，所述目标制动机构为所述电制动机构、所述空气动力制动机构和所述轮盘制动机构。
  5. 根据权利要求1所述的方法，其特征在于，所述状态信息为所述高速超导电动磁悬浮列车的电制动机构的工作状态，所述根据所述状态信息确定所述高速超导电动磁悬浮列车的目标制动工况，包括：
    若所述电制动机构的工作状态指示所述电制动机构处于目标级别的故障状态，确定所述目标制动工况为安全制动工况。
  6. 根据权利要求4或5所述的方法，其特征在于，所述根据所述目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构中确定目标制动机构，包括：
    获取所述高速超导电动磁悬浮列车的行驶速度；
    根据所述行驶速度和所述目标制动工况从所述电制动机构、所述滑撬制动机构、所述空气动力制动机构和所述轮盘制动机构中确定所述目标制动机构。
  7. 根据权利要求6所述的方法，其特征在于，若所述目标制动工况为紧急制动工况，所述空气动力制动机构包括翻折式空气动力制动机构和垂直升降空气动力制动机构，所述根据所述行驶速度和所述目标制动工况从所述电制动机构、所述滑撬制动机构、所述空气动力制动机构和所述轮盘制动机构中确定所述目标制动机构，包括：
    若确定所述行驶速度位于从第一速度减速至第二速度的过程中，确定所述垂直升降空气动力制动机构和所述电制动机构为所述目标制动机构；
    若确定所述行驶速度位于从所述第二速度减速至第三速度的过程中，确定所述垂直升降空气动力制动机构、所述翻折式空气动力制动机构和所述电制动机构为所述目标制动机构；
    若确定所述行驶速度位于从所述第三速度减速至第四速度的过程中，确定所述空气动力制动机构和所述电制动机构为所述目标制动机构；
    若确定所述行驶速度位于从所述第四速度减速至第五速度的过程中，确定所述空气动力制动机构、所述电制动机构和所述轮盘制动机构为所述目标制动机构。
  8. 根据权利要求6所述的方法，其特征在于，若所述目标制动工况为安全制动工况，所述空气动力制动机构包括翻折式空气动力制动机构和垂直升降空气动力制动机构，所述根据所述行驶速度和所述目标制动工况从所述电制动机构、所述滑撬制动机构、所述空气动力制动机构和所述轮盘制动机构中确定所述目标制动机构，包括：
    若确定所述行驶速度位于从第六速度减速至第七速度的过程中，确定所述翻折式空气动力制动机构和所述垂直升降空气动力制动机构为所述目标制动机构；
    若确定所述行驶速度位于从所述第七速度减速至第八速度的过程中，确定所述空气动力制动机构为所述目标制动机构；
    若确定所述行驶速度位于从所述第八速度减速至第九速度的过程中，确定所述空气动力制动机构和所述轮盘制动机构为所述目标制动机构。
  9. 根据权利要求1所述的方法，其特征在于，若所述目标制动工况为落车制动工况或停放制动工况，所述目标制动机构为所述滑撬制动机构。
  10. 一种高速超导电动磁悬浮列车的制动控制装置，其特征在于，所述装置包括：
    获取单元，用于获取所述高速超导电动磁悬浮列车的状态信息；
    确定单元，用于根据所述状态信息确定所述高速超导电动磁悬浮列车的目标制动工况；
    所述确定单元，还用于根据所述目标制动工况从电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构中确定目标制动机构；
    控制单元，用于控制所述目标制动机构执行制动任务，以实现所述高速超导电动磁悬浮列车的制动。
  11. 一种高速超导电动磁悬浮列车，其特征在于，所述高速超导电动磁悬浮列车包括多节车厢、走行轮、制动装置和制动控制单元，所述制动装置包括电制动机构、滑撬制动机构、空气动力制动机构和轮盘制动机构：
    所述滑撬制动机构安装在列车悬浮架的底部；
    所述空气动力制动机构安装在所述多节车厢的目标位置；
    所述轮盘制动机构安装在所述列车悬浮架的走行轮内侧；
    所述制动控制单元用于根据目标制动工况从所述包括的多种制动机构中选择目标制动机构实现所述高速超导电动磁悬浮列车的制动。
  12. 根据权利要求11所述的列车，其特征在于，所述空气动力制动机构包括垂直升降空气动力制动机构，所述目标位置为所述多节车厢中每节车厢的端墙上。
  13. 根据权利要求12所述的列车，其特征在于，所述垂直升降空气动力制动机构包括空气动力制动翼板和所述垂直升降空气动力制动机构内部的气缸，所述垂直升降空气动力制动机构用于在压力空气对所述气缸驱动，推动所述空气动力制动翼板向上升起。
  14. 根据权利要求11所述的列车，其特征在于，所述多节车厢包括头车车厢和非头车车厢，所述空气动力制动机构包括翻折式空气动力制动机构和垂直升降空气动力制动机构，所述翻折式空气动力制动机构安装在所述头车车厢的列车悬浮架上方的车体结构上，所述垂直升降空气动力制动机构安装在所述非头车车厢的端墙上，所述目标位置为所述头车车厢的列车悬浮架上方的车体结构上和所述非头车车厢的端墙上。
  15. 根据权利要求14所述的列车，其特征在于，所述翻折式空气动力制动机构包括空气动力制动翼板和所述翻折式空气动力制动机构内部的油缸，所述翻折式空气动力制动机构用于在压力油对所述油缸驱动，推动所述空气动力制动翼板向竖直方向翻开；
    所述垂直升降空气动力制动机构包括空气动力制动翼板和所述垂直升降空气动力制动机构内部的气缸，用于在压力空气对所述气缸驱动，推动所述空气动力制动翼板向上升起。
  16. 根据权利要求11-15任一项所述的列车，其特征在于，所述走行轮为橡胶轮。
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