阅读说明：本技术 一种磁浮列车、悬浮控制系统及其掉点砸轨的保护方法 (Magnetic-levitation train, levitation control system and protection method for dropping and rail smashing of magnetic-levitation train ) 是由 陈启发 佟来生 汤彪 蒋毅 张文跃 姜宏伟 朱琳 周源 于 2021-09-01 设计创作，主要内容包括：本发明公开了一种磁浮列车、悬浮控制系统及其掉点砸轨保护方法,涉及中低速磁浮列车悬浮控制技术领域。本发明通过判断一定时间内出现的砸轨次数,判定是否出现持续型砸轨和间歇性砸轨,以判定悬浮控制器是否需要封锁输出,进而提高列车的可用性。当悬浮控制器封锁输出后,判定一定时间内的复位次数,可避免反复复位,影响悬浮的稳定性。(The invention discloses a magnetic-levitation train, a levitation control system and a point-dropping and rail-smashing protection method thereof, and relates to the technical field of levitation control of medium-low speed magnetic-levitation trains. The invention judges whether continuous rail smashing and intermittent rail smashing occur or not by judging the rail smashing times occurring in a certain time so as to judge whether the suspension controller needs to block output or not, thereby improving the usability of the train. After the suspension controller blocks the output, the reset times within a certain time are judged, so that repeated reset can be avoided, and the suspension stability is not influenced.)

1. A protection method for a suspension system to drop points and smash rails is characterized by comprising the following steps:

a, collecting a suspension gap S in real time;

b, judging whether track smashing for 1 time is detected within 1 s; if yes, entering the step C; if not, returning to the step A;

c, judging whether the number of times of rail smashing in the time interval t1 is not less than n1 times, if so, entering the step E; if not, entering the step D; the value range of t1 is 4-7 s, and the value range of n1 is 4-6;

d, judging whether the number of times of rail hitting in the time interval t2 is not less than n2 times, if so, entering the step E; if not, returning to the step B; the value range of t2 is 30-60 s, and the value range of n2 is 10-15;

and E, the suspension controller blocks the output.

2. The method for protecting a suspension system from being broken by points and hitting a rail as claimed in claim 1, wherein the method for judging whether the rail hitting occurs comprises the following steps: the suspension gap S > 15mm or/and the suspension gap S < 3mm occurs one or more times within a period of 1S.

3. The method for protecting a suspension system from being broken by a point and a rail as claimed in claim 2, wherein after the suspension controller blocks the output, the method for controlling the suspension controller to reset comprises the following steps:

f, after a time interval t3, the suspension controller automatically resets for 1 time; t3 is in the range of 40 s-60 s;

g, judging whether the self-resetting is successful or not; if the reset is successful, adding 1 to the reset times, and entering the step H, and if the reset is unsuccessful, entering the step I;

h, judging whether the reset times of the suspension controller in the time interval t4 are greater than n3, if so, entering the step I, and if not, entering the step J; t2 is more than or equal to 1h, and the value range of n3 is 2-3;

i, the suspension controller blocks output and is not reset;

j, resetting the number of times and returning to the step A.

4. A levitation control system comprising a computer device; the computer device is configured or programmed for carrying out the steps of the method according to any one of claims 1 to 3.

5. A magnetic levitation train comprising the levitation control system of claim 4.

Technical Field

The invention relates to the technical field of suspension control of medium-low speed maglev trains, in particular to a maglev train, a suspension control system and a drop-point rail-hitting protection method thereof.

Background

At present, domestic medium and low speed maglev trains rely on electromagnetic attraction to hold and suspend the trains in the air, and a suspension controller controls suspension electromagnets to enable the trains and the tracks to keep a rated suspension gap. Due to the influences of complex factors such as rail irregularity, load change, vehicle rail coupling and the like, the suspension gap exceeds a rated range, and when the suspension gap is larger than 15mm, the vehicle is in a falling state; when the suspension clearance is smaller than 3mm, the suspension electromagnet is possibly in a dead-suction state, and the two states both mean that the suspension system has the phenomena of point falling and rail smashing.

When the phenomenon of track breaking due to the point dropping of the suspension system occurs, if the emergency disposal of the suspension point dropping problem is improper, the multi-point suspension system is unstable, and the operation of the magnetic-levitation train is seriously influenced. The patent document with the publication number CN213085564A discloses a method and a system for self-recovery of a magnetic suspension train by hitting a point and hitting a rail, which combines a fault diagnosis method and a control switching strategy to solve the problem of self-recovery of the magnetic suspension train by hitting a point and hitting a rail. However, this method requires a method of combining the failure diagnosis, and is relatively complicated.

Disclosure of Invention

The invention aims to solve the technical problem that the defects in the prior art are overcome, and the magnetic-levitation train, the levitation control system and the method for protecting the falling point and the hitting rail thereof are provided.

In order to solve the technical problems, the technical scheme adopted by the invention is as follows: a suspension system point-falling and rail-hitting protection method comprises the following steps:

a, collecting a suspension gap S in real time;

b, judging whether track smashing for 1 time is detected within 1 s; if yes, entering the step C; if not, returning to the step A;

c, judging whether the number of times of rail smashing in the time interval t1 is not less than n1 times, if so, entering the step E; if not, entering the step D; the value range of t1 is 4-7 s, and the value range of n1 is 4-6;

d, judging whether the number of times of rail hitting in the time interval t2 is not less than n2 times, if so, entering the step E; if not, returning to the step B; the value range of t2 is 30-60 s, and the value range of n2 is 10-15;

and E, the suspension controller blocks the output.

Whether rail hitting occurs or not can be judged according to the suspension clearance S acquired in real time, and when continuous rail hitting and intermittent rail hitting occur, the suspension controller needs to be blocked and output. the value range of t1 is 4 s-7 s, n1 is 4 times-6 times, rail hitting frequency is frequent, the characteristics of short time and high rail hitting frequency are met, the rail hitting frequency is continuous, the suspension system can recover by self in 4s and can continue to work, operation is not influenced, the comfort of a vehicle is influenced when the suspension system continues to hit rails for more than 7s, adverse effects are caused, and the output of the suspension system is directly blocked by a train. the value range of t2 is 30-60 s, n2 takes 10-15 times, and the phenomenon of intermittent rail hitting occurs. The method is adopted to judge whether the rail is continuously or intermittently hammered so as to determine whether the rail hammering phenomenon needs to be blocked and output to the suspension controller.

Specifically, the method for judging whether rail hitting occurs is as follows: the suspension gap S > 15mm or/and the suspension gap S < 3mm occurs one or more times within a period of 1S. Because the suspension clearance is greater than 15mm, then the vehicle is in the state of falling the car, and the suspension clearance is less than 3mm, then the suspension electro-magnet probably is in inhaling dead state, and these two kinds of states all mean that suspension system appears the phenomenon of hitting the rail by a hammer.

Specifically, after the suspension controller blocks the output, the method for controlling the suspension controller to reset comprises the following steps:

f, after a time interval t3, the suspension controller automatically resets for 1 time; t3 is in the range of 40 s-60 s;

g, judging whether the self-resetting is successful or not; if successful, the reset times is added with 1, and the step H is entered, if not, the step H is entered

Entering the step I;

h, judging whether the reset times of the suspension controller in the time interval t4 are greater than n3, if so, entering the step I, and if not, entering the step J; t4 is more than or equal to 1h, and the value range of n3 is 2-3;

i, the suspension controller blocks output and is not reset;

j, resetting the number of times and returning to the step A.

After the output of the suspension controller is blocked, the suspension controller needs to be restarted at a certain interval to avoid the problem of the main circuit, and the operation is influenced if the time is too long, so the time interval t3 ranges from 40s to 60 s. The suspension controller is reset for 2-3 times in 1h, if the reset time exceeds 3 times, the suspension stability is affected, and the vehicle needs to return to the garage to replace the suspension controller.

Compared with the prior art, the invention has the beneficial effects that: the invention judges whether continuous rail smashing and intermittent rail smashing occur or not by judging the rail smashing times occurring in a certain time so as to judge whether the suspension controller needs to block output or not, thereby improving the usability of the train. After the suspension controller blocks the output, the reset times within a certain time are judged, so that repeated reset can be avoided, and the suspension stability is not influenced.

Drawings

Fig. 1 is a front view of a rail-hitting determination method in an embodiment of the present invention.

Fig. 2 is a flowchart of a method for protecting a track hit by a dot drop in an embodiment of the present invention.

Wherein, 1 is the suspension electro-magnet and goes up the polar plate face, 2 is that the suspension clearance is the position of 3mm, 3 is the rated suspension clearance of train, 4 is that the suspension clearance is the position of 15mm, and 5 is the F rail.

Detailed Description

The suspension control system in the maglev train is a single-point control system, each carriage is provided with 20 suspension points, each suspension point comprises 1 suspension controller, 1 suspension sensor and a half-section suspension electromagnet unit, and each suspension controller is independent from each other to avoid mutual interference.

As shown in figure 1, in 1S, when S is larger than 15mm and S is smaller than 3mm, the train is marked as hitting the rail 1 time respectively.

As shown in fig. 2, each suspension controller adopts a suspension system drop-point rail-hitting protection method, which includes:

a, collecting a suspension gap S in real time;

b, judging whether the suspension clearance S is larger than 15mm or/and the suspension clearance S is smaller than 3mm within 1S for one time or more; if yes, entering the step C if rail smashing happens; if not, returning to the step A to continue real-time mining

Collecting a suspension gap S;

c, judging whether the number of times of rail smashing within the time interval of 4s is not less than 6, if so, continuously smashing the rail at the suspension point, and entering the step E; if not, entering the step D, and judging whether intermittent rail smashing occurs or not;

d, judging whether the number of times of rail smashing within the time interval of 60s is not less than 15, if so, intermittently smashing the rail, and entering the step E; if not, returning to the step A, and continuously acquiring the suspension gap S in real time;

and E, the suspension controller blocks the output.

F, after the time interval of 60s, the suspension controller automatically resets for 1 time;

g, judging whether the self-resetting is successful or not; if successful, the reset times is added with 1, and the step H is entered, if not, the step H is entered

Entering the step I;

h, judging whether the reset times of the suspension controller in the time interval 1H are more than 3, if so, entering the step

I, if not, entering a step J;

i, the suspension controller blocks output and is not reset;

j, resetting the number of times and returning to the step A.

When the maglev train of this embodiment appears pounding the rail, through judging the rail number of times of pounding that appears in the certain time, judge whether continuous type appears pounding the rail and intermittent type nature pounces the rail to judge whether suspension controller needs blockade output, avoid the train to continuously pout the rail, influence the train performance. After the output of the suspension controller is blocked, the suspension controller tries self-reset after a period of time, repeated reset can be avoided, the suspension stability is not affected, and the availability of the train is further improved.