A traction control method and device for a maglev train

Abstract

The present invention relates to a maglev train, a traction control method and device, and a computer-readable storage medium. The traction control method includes the steps of: determining a target traction force of the maglev train; and distributing the target traction force to at least one stator segment located at the train position according to the train position of the maglev train, the stator segment positions and the stator segment operating conditions of a plurality of stator segments provided on both sides of the running line, wherein only one of the plurality of stator segments on the same side of the track operates, and the corresponding stator segments on both sides of the track alternatively step. The present invention can overcome defects such as a decrease in the total traction force of the train and power loss while retaining the advantages of the two-step method, thereby improving the comfort of passengers.

Description

Technical Field

[0001] The present invention relates to the traction control technology of maglev trains, and particularly to a traction control method for maglev trains and a traction control device for maglev trains. Background Art

[0002] Maglev railways rely on the characteristics of "like poles repel, opposite poles attract" of electromagnetic fields to lift the whole train and suspend it on the track. Through the planning and command of the operation control system, and the precise adjustment and control of the traction and braking forces (hereinafter collectively referred to as traction force) of the maglev train by the traction control system, the maglev train can accelerate and brake comfortably along the calculated speed curve quickly, safely and reliably.

[0003] Different from the conventional wheel-rail traction system, the traction system of high-speed maglev trains is a long-stator linear traction system, and its basic principle is based on linear synchronous motor drive technology. In order to be able to continuously traction the maglev train, multiple stator segments are usually properly connected to one or more feeder cable systems. These feeder cable systems are separated from each other and can supply power to the stator segments from multiple converters at the same time. During the process of the train moving from one stator segment to the next, the vacuum contactors in the stator switch station perform opening and closing actions according to the working conditions of each stator segment, and control the converter to supply power from the previous stator segment to the next stator segment. This process is called stator segment step change.

[0004] According to the current operating line configuration and research situation of scientific research, the commonly used step change methods include the three-step method and the two-step method. The advantage of the three-step method is that the traction force does not decrease, there is no power loss and the redundancy is relatively high during the step change process, while its disadvantage is that the cost of the feeder cable and the converter is relatively high, and there is a greater requirement for equipment and layout space. On the contrary, the existing two-step method has the advantages of lower cost of the feeder cable system and the converter, and lower requirements for equipment and layout space, while its disadvantage is that the traction force will decrease, there is power loss, and it will affect the comfort of passengers during the step change process.

[0005] Please refer to Figures 1A to 1C , Figure 1A which shows a single-phase circuit schematic diagram of a traction system, Figure 1B which shows a schematic diagram of the switch switching process of a two-step method, Figure 1C which shows a current timing schematic diagram of a two-step method.

[0006] As Figure 1AAs shown in the figure, in the existing two-step method, multiple stator segments n to n + 5 can be arranged staggeredly on the left and right sides of the train operation track, and two sets of feeding cable systems 11 and 12 are respectively connected to four converters 111, 112, 121, and 122. The stator segments arranged on the same side of the track (for example: n, n + 2, n + 4) can be arranged on the same side of the line track together with the corresponding feeding cable 11, so as to be powered by the same converters 111 and 112. Compared with the above three-step method, the feeding cable systems 11 and 12 and the converter architecture of converters 111, 112, 121, and 122 of this two-step method have the advantages of low cost and low requirements for equipment and layout space.

[0007] However, as Figure 1B shown, during the step-changing process of the existing two-step method, since adjacent stator segments on the same side of the track (for example: n and n + 2) are powered by the same converter, they cannot be powered simultaneously. That is to say, when changing the circuit, it is necessary to first cut off the power supply of the previous stator segment n and then power on the next stator segment n + 2. Therefore, as Figure 1C shown, during the step-changing process of the existing two-step method, there are disadvantages such as a decrease in the total traction force of the train and power loss, which easily affect the comfort of passengers.

[0008] In order to overcome the above-mentioned defects existing in the prior art, there is an urgent need in the art for a traction control technology for maglev trains, which is used to overcome defects such as a decrease in the total traction force of the train and power loss while retaining the advantages of the two-step method, thereby improving the comfort of passengers. Summary of the Invention

[0009] The following gives a brief overview of one or more aspects to provide a basic understanding of these aspects. This overview is not an exhaustive survey of all contemplated aspects, and is neither intended to identify key or decisive elements of all aspects nor to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description to follow.

[0010] In order to overcome the above-mentioned defects existing in the prior art, the present invention provides a traction control method for a maglev train, a traction control device for a maglev train, a computer-readable storage medium, and a maglev train, which can overcome defects such as a decrease in the total traction force of the train and power loss while retaining the advantages of the two-step method, thereby improving the comfort of passengers.

[0011] The traction control method for the maglev train provided by the present invention includes the steps of: determining the target traction force of the maglev train; and distributing the target traction force to at least one stator segment located at the train position according to the train position of the maglev train, the stator segment positions of a plurality of stator segments provided on both sides of the running line, and the operating conditions of the stator segments, wherein, among the plurality of stator segments on the same side of the track, only one operates, and the corresponding stator segments on both sides of the track alternate steps.

[0012] Optionally, in some embodiments of the present invention, the traction control method may further include the steps of: planning the target speed curve of the maglev train according to the target position instruction provided by the operation control system; calculating the target acceleration of the maglev train according to the target speed curve and the actual speed feedback of the maglev train; and calculating the target traction force according to the target acceleration.

[0013] Preferably, in some embodiments of the present invention, the traction control method may further include the steps of: collecting the relative displacement of the maglev train in real time; calculating the actual speed feedback of the maglev train according to the relative displacement; calculating the actual acceleration feedback of the maglev train according to the actual speed feedback; and performing PID control according to the relative displacement, the actual speed feedback, and the actual acceleration feedback to calculate the target traction force.

[0014] Optionally, in some embodiments of the present invention, the step of distributing the target traction force may include: determining at least one stator segment located at the train position according to the train position and the stator segment positions of the plurality of stator segments; judging whether the at least one stator segment is in an operating condition; calculating the coupling length between the at least one stator segment and the train according to the train position and the stator segment positions of the at least one stator segment; and distributing the target traction force to the stator segments in the operating condition according to the coupling length between the at least one stator segment and the train.

[0015] Preferably, in some embodiments of the present invention, the plurality of stator segments may be respectively powered by corresponding converters, wherein the plurality of stator segments on the same side of the track are powered by the same converter, and the plurality of stator segments on different sides of the track are powered by different converters. The step of distributing the target traction force to the stator segments in the operating condition may further include: sending a traction force distribution instruction to the converter corresponding to the stator segment in the operating condition to control the converter to output a corresponding supply current to the stator segment in the operating condition.

[0016] Preferably, in some embodiments of the present invention, the step of distributing the target traction force to the stator segments in the operating condition may further include: determining the maximum traction force of the corresponding side stator segment according to the maximum allowable output current of the converter; in response to the traction force distributed to any stator segment being greater than the maximum traction force of the stator segment, controlling the stator segment to output the maximum traction force; and redistributing the remaining target traction force to the remaining stator segments in the operating condition according to the maximum traction forces corresponding to the remaining stator segments at the train position.

[0017] Optionally, in some embodiments of the present invention, the step of distributing the target traction force to the stator segments in the operating condition may further include: in response to the stator segment on the first side track changing steps, separately distributing the target traction force to the stator segments in the operating condition on the second side track.

[0018] Optionally, in some embodiments of the present invention, the traction force control method may further include the steps of: controlling the stator segments in the operating condition to output traction force according to the input supply current to tow the maglev train; collecting the actual output traction force of the stator segments in the operating condition; and performing closed-loop control on the supply current output to the stator segments in the operating condition according to the traction force distribution instruction and the actual output traction force.

[0019] According to another aspect of the present invention, there is also provided a traction force control device for a maglev train herein.

[0020] The traction force control device for the maglev train provided by the present invention includes a memory and a processor. The processor is connected to the memory and includes a first control unit. The first control unit is configured to: determine the target traction force of the maglev train; and distribute the target traction force to at least one stator segment at the train position according to the train position of the maglev train, the stator segment positions and the stator segment operating conditions of a plurality of stator segments provided on both sides of the operating line, wherein only one of the plurality of stator segments on the same side track operates, and the corresponding stator segments on both sides of the track change steps alternately.

[0021] Optionally, in some embodiments of the present invention, the first control unit may further be configured to: plan the target speed curve of the maglev train according to the target position instruction provided by the operation control system; calculate the target acceleration of the maglev train according to the target speed curve and the actual speed feedback of the maglev train; and calculate the target traction force according to the target acceleration.

[0022] Preferably, in some embodiments of the present invention, the first control unit may further be configured to: collect the relative displacement of the maglev train in real time; calculate the actual speed feedback of the maglev train according to the relative displacement; calculate the actual acceleration feedback of the maglev train according to the actual speed feedback; and perform PID control according to the relative displacement, the actual speed feedback and the actual acceleration feedback to calculate the target traction force.

[0023] Optionally, in some embodiments of the present invention, the first control unit may be further configured to: determine at least one stator segment located at the train position according to the train position and the stator segment positions of the plurality of stator segments; determine whether the at least one stator segment is in an operating condition; calculate the coupling length between the at least one stator segment and the train according to the train position and the stator segment positions of the at least one stator segment; and distribute the target traction force to the stator segments in the operating condition according to the coupling length between the at least one stator segment and the train.

[0024] Preferably, in some embodiments of the present invention, the plurality of stator segments may be respectively powered by corresponding converters, wherein the plurality of stator segments on the same side of the track are powered by the same converter, and the plurality of stator segments on different sides of the track are powered by different converters. The first control unit is further configured to: send a traction force distribution instruction to the converter corresponding to the stator segment in the operating condition to control the converter to output a corresponding supply current to the stator segment in the operating condition.

[0025] Preferably, in some embodiments of the present invention, the first control unit may be further configured to: determine the maximum traction force of the corresponding side stator segment according to the maximum allowable output current of the converter; in response to the traction force allocated to any stator segment being greater than the maximum traction force of the stator segment, allocate the maximum traction force to the stator segment; and re-allocate the remaining target traction force to the remaining stator segments in the operating condition according to the maximum traction forces corresponding to the remaining stator segments at the train position.

[0026] Optionally, in some embodiments of the present invention, the first control unit may further be configured to: in response to the step change of the stator segment on the first side track, allocate the target traction force to the stator segments in the operating condition on the second side track alone.

[0027] Optionally, in some embodiments of the present invention, the processor may further include a second control unit. The second control unit may be configured to: control the stator segment in the operating condition to output a traction force according to the input supply current to tow the maglev train; collect the actual output traction force of the stator segment in the operating condition; and close-loop control the supply current output to the stator segment in the operating condition according to the traction force distribution instruction and the actual output traction force.

[0028] According to another aspect of the present invention, there is also provided a computer-readable storage medium herein.

[0029] The above computer-readable storage medium provided by the present invention stores computer instructions thereon. When the computer instructions are executed by a processor, the traction force control method provided by any one of the above embodiments can be implemented, while retaining the advantages of the two-step method and overcoming defects such as the decrease in the total traction force of the train and power loss, thereby improving the comfort of passengers.

[0030] According to another aspect of the present invention, there is also provided a maglev train herein.

[0031] The above maglev train provided by the present invention may include the traction force control device provided by any one of the above embodiments, and can retain the advantages of the two-step method while overcoming defects such as the decrease in the total traction force of the train and power loss, thereby improving the comfort of passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] After reading the detailed description of the embodiments of the present disclosure in conjunction with the following drawings, the above features and advantages of the present invention can be better understood. In the drawings, the components are not necessarily drawn to scale, and components with similar related characteristics or features may have the same or similar reference numerals.

[0033] Figure 1A Shows a single-phase circuit schematic diagram of a traction system.

[0034] Figure 1B Shows a schematic diagram of the switch switching process of a two-step method.

[0035] Figure 1C Shows a current timing schematic diagram of a two-step method.

[0036] Figure 2 Shows a schematic diagram of the architecture of the traction force control device of a maglev train provided according to some embodiments of the present invention.

[0037] Figure 3 Shows a schematic diagram of the flow of the traction force control method of a maglev train provided according to one aspect of the present invention.

[0038] Figure 4The figure shows a coupling schematic diagram of a maglev train and a stator segment provided according to some embodiments of the present invention.

[0039] Figure 5 The figure shows a current timing schematic diagram of a two-step method provided according to some embodiments of the present invention. Detailed implementation manners

[0040] The following specific embodiments illustrate the implementation manners of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention will be introduced in conjunction with preferred embodiments, this does not mean that the features of this invention are limited to this implementation manner. On the contrary, the purpose of introducing the invention in conjunction with the implementation manner is to cover other alternatives or modifications that may extend based on the claims of the present invention. To provide a deep understanding of the present invention, many specific details will be included in the following description. The present invention can also be implemented without using these details. In addition, in order to avoid confusion or obscuring the key points of the present invention, some specific details will be omitted in the description.

[0041] In the description of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "installed", "connected", and "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0042] In addition, the "upper", "lower", "left", "right", "top", "bottom", "horizontal", and "vertical" used in the following description should be understood as the orientations shown in this section and the related drawings. This relative term is only for convenience of description, and it does not mean that the device described needs to be manufactured or operated in a specific orientation. Therefore, it should not be construed as a limitation to the present invention.

[0043] It can be understood that although terms such as "first", "second", and "third" can be used here to describe various components, regions, layers, and / or parts, these components, regions, layers, and / or parts should not be limited by these terms, and these terms are only used to distinguish different components, regions, layers, and / or parts. Therefore, the first component, region, layer, and / or part discussed below can be called the second component, region, layer, and / or part without departing from some embodiments of the present invention.

[0044] As mentioned above, in the step-changing process of the existing two-step method, there are generally defects such as reduced traction and power loss, which will have an adverse effect on the comfort of passengers. In order to overcome the above-mentioned defects in the prior art, the present invention provides a traction control method for a maglev train, a traction control device for a maglev train, a computer-readable storage medium, and a maglev train, which can overcome the defects such as reduced total traction and power loss of the train while retaining the advantages of the two-step method, thereby improving the comfort of passengers.

[0045] In some non-limiting embodiments, the traction control method of the maglev train provided by the present invention can be used in Figure 1A The circuit architecture shown is implemented and follows Figure 1B The switching process shown requires that the defects of the total traction force reduction and power loss of the train can be overcome only by optimizing the traction system control strategy, thereby improving the comfort of passengers. By using the circuit architecture of the existing two-step method and following the switching process requirements of the existing two-step method, the present invention can retain the advantages of the existing two-step method in terms of low cost and low equipment and layout space requirements.

[0046] In some embodiments, the traction control method of the maglev train can be implemented by a traction control device of the maglev train. Specifically, the traction control device may include a memory and a processor. The memory may include a computer-readable storage medium on which computer instructions are stored. The processor may be connected to the memory and is suitable for executing the computer instructions stored in the memory to implement the traction control method of the maglev train.

[0047] Please refer to Figure 2 , Figure 2 A schematic diagram of the architecture of a traction control device for a maglev train provided according to some embodiments of the present invention is shown.

[0048] like Figure 2As shown in the above embodiments, the processor of the traction control device may include a traction power supply control unit (Motor Power Supply Control Unit, MCU) and two converter control units (Converter Control Unit, CCU). The traction power supply control unit MCU is mainly used to calculate the target traction force to be allocated to each stator segment (for example: stator segments n, n+2, n+4), and send the traction force allocation instruction to the corresponding converters 111 and 112. The converter control unit CCU1 is adapted to control the converters 111 and 112 to output supply currents to the corresponding stator segments n, n+2, n+4 according to the traction force allocation instruction provided by the MCU, so as to be responsible for the tracking and realization of the traction force of the stator segments n, n+2, n+4. Correspondingly, the converter control unit CCU2 is adapted to control the converters 121 and 122 to output supply currents to the corresponding stator segments n+1, n+3, n+5 according to the traction force allocation instruction provided by the MCU, so as to be responsible for the tracking and realization of the traction force of the stator segments n+1, n+3, n+5. That is to say, multiple stator segments n, n+2, n+4 on the same side of the track can be powered by the same converters 111 and 112, and multiple stator segments n+1, n+3, n+5 on the same side of the track can be powered by the same converters 121 and 122. Conversely, each stator segment on different sides of the track is powered by different converters.

[0049] It can be understood that the above traction power supply control unit MCU and converter control units CCU1 and CCU2 can be physical controllers provided in the traction control device, or virtual software units configured in the traction control device. In some embodiments, the above converter control units CCU1 and CCU2 can be replaced by an integrated converter control unit CCU.

[0050] The following will be combined with Figure 2 the traction control device shown to describe the traction control method of the maglev train. Those skilled in the art can understand that the solution of implementing the traction control method with Figure 2 the traction control device shown is only a non-limiting embodiment provided by the present invention, aiming to clearly show the main concept of the present invention and provide a specific solution convenient for the public to implement, rather than being used to limit the protection scope of the present invention.

[0051] Please refer to Figure 2 and Figure 3 , Figure 3 which shows a schematic flow diagram of the traction control method of the maglev train provided by an aspect of the present invention.

[0052] As Figure 3As shown in the figure, the traction control method of the maglev train provided by the present invention may include step 301: determining the target traction force of the maglev train.

[0053] In some embodiments of the present invention, the traction power supply control unit MCU may be communicatively connected to the operation control system of the maglev train and is adapted to obtain the target position command S0(t) of the maglev train in real time. The target position command S0(t) indicates the target position that the train should reach at each moment and is used to command the maglev train to run on time and orderly according to the established schedule. The traction power supply control unit MCU may plan the target speed curve v0(t) of the maglev train according to the mileage difference ΔS0 and the time difference Δt between the target positions S0(t), and calculate the target acceleration a of the maglev train according to the target speed curve v0(t) and the actual speed feedback v(t) of the maglev train. Then, the traction power supply control unit MCU may calculate the target traction force F of the maglev train according to the calculated target acceleration a and the mass M of the maglev train ref , that is, F ref = M * a.

[0054] Those skilled in the art can understand that the above solution of the traction power supply control unit MCU planning the target speed curve v0(t), calculating the target acceleration a, and calculating the target traction force F ref is only a non-limiting implementation manner provided by the present invention and is not used to limit the protection scope of the present invention.

[0055] Optionally, in other embodiments, the traction power supply control unit MCU may also collect the relative displacement S(t) of the maglev train in real time. Then, the traction power supply control unit MCU may perform a differential operation on the collected relative displacement S(t) to calculate the actual speed feedback v(t) of the maglev train. The traction power supply control unit MCU may also perform a differential operation on the actual speed feedback v(t) of the maglev train to calculate the actual acceleration feedback a(t) of the maglev train. Then, the traction power supply control unit MCU may perform PID control according to the relative displacement S(t), the actual speed feedback v(t), and the actual acceleration feedback a(t) of the maglev train to calculate the target traction force F ref .

[0056] Optionally, in other embodiments, the traction power supply control unit MCU may also directly obtain the target speed curve v0(t), the target acceleration a, or the target traction force F of the maglev train from the operation control system of the maglev train or other modules, devices, interfaces ref , to determine the target traction force F of the maglev train ref .

[0057] Such as Figure 3As shown, the traction force control method for the maglev train provided by the present invention may further include step 302: distributing the target traction force to at least one stator segment located at the train position according to the train position of the maglev train, the stator segment positions of each stator segment, and the operating conditions of the stator segments.

[0058] As described above, the traction system of the high-speed maglev train is a long stator linear traction system. Based on the principle of linear synchronous motor drive technology, this linear motor can be understood as obtained by cutting a rotary motor axially and unfolding it longitudinally. The vehicle body of the maglev train is equivalent to the rotor of the synchronous motor. The running track of the maglev railway is equivalent to the stator of the synchronous motor. The stator of the motor is powered by a three-phase current with variable frequency and amplitude provided by a static converter arranged along the track. The converters 111, 112, 121, and 122 are arranged along the track in the traction substation.

[0059] Please further refer to Figure 4 , Figure 4 which shows a coupling schematic diagram of a maglev train and stator segments provided according to some embodiments of the present invention.

[0060] As Figure 1A and Figure 4 shown, in some embodiments, the long stator winding may be composed of a plurality of stator segments n, n + 1, n + 2, n + 3, n + 4, n + 5 respectively laid on the left and right tracks. The lengths of these stator segments may be greater than the length of the maglev train. In order to be able to continuously traction the maglev train, along with the process of the train moving from one stator segment n to the next stator segment n + 2, the vacuum contactors in the stator switch stations installed along the track may perform closing or opening actions according to the moving direction of the maglev train to realize the power supply of the converter changing from the previous stator segment n to the next stator segment n + 2. By only allowing power supply to the stator segments at the train position (for example: stator segments n and n + 1), and not power supply to the remaining stator segments without train load, in the present invention, multiple stator segments on the same side of the track (for example: stator segments n, n + 2, n + 4) operate alternately, so as to effectively reduce losses and improve the energy efficiency of the maglev railway.

[0061] In some embodiments, the stator segments n, n + 1, n + 2, n + 3, n + 4, n + 5 may be laid on the left and right tracks of the running line alternately along the running direction of the maglev train. By adopting this alternate laying form, the corresponding stator segments on both tracks can alternate and step by step, so as to improve the redundancy of the traction system and the comfort of the maglev train.

[0062] When distributing the target traction force F ref of the maglev train, the traction power supply control unit MCU may first obtain the real-time position of the maglev train and judge the stator segment located at the current position of the train based on this. Figure 4For example, the left side of the train is located on the stator section n + 1, while its right side is located on the stator sections n and n + 2. Therefore, the traction power supply control unit MCU can determine that the stator sections n, n + 1, and n + 2 are all located at the train position.

[0063] In some embodiments, the traction power supply control unit MCU can query the working status of the corresponding converters in real time according to the numbers of the stator sections n, n + 1, and n + 2 and the line configuration file to determine the working conditions of each stator section. Specifically, each uniquely numbered stator section can correspond to two converters that supply power to it. For example, the stator sections n, n + 2, and n + 4 correspond to the converters 111 and 112, while the stator sections n + 1, n + 3, and n + 5 correspond to the converters 121 and 122. When determining the working condition of the stator section n, the traction power supply control unit MCU can first query the working status of the corresponding converters 111 and 112. If the inverter current output of the converters 111 and 112 is in a stopped state, the traction power supply control unit MCU can determine that the stator section n is in a standby working condition. Conversely, if the inverter current output of the converters 111 and 112 is in a working state, the traction power supply control unit MCU can determine that the stator section n is in an operating working condition. Based on the same principle, the stator sections n + 1 and n + 2 located at the train position can also determine their working conditions in the same way.

[0064] After that, the traction power supply control unit MCU can calculate the coupling length between the maglev train and each stator section according to the train position and the stator section positions of the stator sections n, n + 1, and n + 2. Then, the traction power supply control unit MCU can distribute the target traction force F ref to the stator sections in the operating working condition among them. Specifically, the traction power supply control unit MCU can calculate the target traction force F to be distributed to each stator section according to the following formula nref :

[0065]

[0066] In the formula: S n is the coupling length between the stator section n and the train; S n+1 is the coupling length between the stator section n + 1 and the train; S n+2 is the coupling length between the stator section n + 2 and the train; k n , k n+1 , k n+2 are the working conditions of each stator section.

[0067] In Figure 1B the shown stage 1 and stage 2, the left side of the maglev train is fully coupled with the stator section n + 1, and its coupling length S n+1Always equal to the train length. Relatively, the right side of the maglev train is stepping from stator section n to stator section n + 2, and the coupling length S n decreases with time, while the coupling length S n+2 increases with time. Since the midpoint of the maglev train does not pass through the junction of stator section n and stator section n + 2, stator section n and n + 1 are in the operating condition, while stator section n + 2 is in the standby condition. The traction power supply control unit MCU can, according to the coupling lengths of the maglev train with each stator section, implement and distribute the target traction force F ref proportionally to the operating stator sections n and n + 1, that is, F ref = F nref + F (n+1)ref . By distributing the target traction force F ref according to the coupling lengths, the target traction forces distributed to each of the stator sections n and n + 1 can change continuously with the coupling areas between the rotors arranged on the train bottom and each stator section, so as to adapt to the continuously changing motor parameters and maintain the stability of the total traction force of the train.

[0068] After that, the traction power supply control unit MCU can send the traction force distribution instruction indicating the target traction force F nref to the corresponding converters 111 and 112. The converter control unit CCU1 controls the converters 111 and 112 to output the corresponding power supply current i n to the stator section n, so as to generate the corresponding traction force F n . Specifically, according to the formula F = Cm * i, the converter control unit CCU1 can define that the stator current i is in direct proportion to the traction force F, where Cm is the motor parameter of the maglev train. As Figure 2 shown, the converter control unit CCU1 can, according to the traction force distribution instruction F nref provided by the traction power supply control unit MCU, control the converters 111 and 112 to output the corresponding stator current i n , and control the stator section n to output the corresponding traction force F n according to the input power supply current i n , so as to complete the tracking implementation of the target traction force F nref .

[0069] Based on the same principle, the traction power supply control unit MCU can also send the traction force distribution instruction indicating the target traction force F (n+1)ref to the corresponding converters 121 and 122. The converter control unit CCU2 controls the converters 121 and 122 to output the corresponding power supply current i n+1 to the stator section n + 1, so as to generate the corresponding traction force F n+1 . The converter control unit CCU2 can, according to the traction force distribution instruction F (n+1)ref, control the converters 121 and 122 to output the corresponding stator current i n+1 , and control the stator section n + 1 to output the corresponding traction force F according to the input supply current i n+1 n+1 , to complete the tracking implementation of the target traction force F (n+1)ref .

[0070] In some preferred embodiments, the traction power supply control unit MCU can determine the maximum traction forces F of the corresponding stator sections n, n + 2, and n + 4 according to the maximum allowable output currents i of the converters 111 and 112 max1 . If the target traction force F assigned to the stator section n max1 is greater than the maximum traction force F of the stator section n nref , the traction power supply control unit MCU can send the traction force distribution instruction indicating the maximum traction force F max1 to the corresponding converters 111 and 112. The converter control unit CCU1 controls the converters 111 and 112 to output the corresponding supply current i to the stator section n max1 , to generate the corresponding traction force F max1 . After that, the traction power supply control unit MCU can also re - distribute the remaining target traction force F n = F max2 - F rem to the stator section n + 1 according to the maximum traction force F of the stator section n + 1 ref max1 .

[0071] Specifically, if F rem ≤ F max2 , the traction power supply control unit MCU can send the traction force distribution instruction indicating the remaining traction force F rem to the converters 121 and 122. The converter control unit CCU2 controls the converters 121 and 122 to output the corresponding supply current i to the stator section n + 1 rem , to generate the corresponding traction force F n+1 . Conversely, if F rem > F max2 , the traction power supply control unit MCU can send the traction force distribution instruction indicating the maximum traction force F max2 to the converters 121 and 122. The converter control unit CCU2 controls the converters 121 and 122 to output the corresponding supply current i to the stator section n + 1 max2 , to generate the corresponding traction force F n+1 . At this time, the traction system can output a traction force of F = F n + F n+1 to tow the maglev train to run.

[0072] ​​As described above, according to the requirements of the two-step switching process, the power converters 111 and 112 of two adjacent stator segments n and n + 2 in the same-side track are the same. As Figure 1B shown, since the vacuum contactor of the switch station can only be switched on and off under the condition of no current, the switching process of the two-step method requires the switch of the previous stator segment n to be disconnected first. After the supply current of the previous stator segment n drops from the rated value to 0, the switch of the next stator segment n + 2 is then closed.

[0073] As the train advances, in Figure 1B the stage 3 shown, when the right track of the maglev train switches from the stator segment n to the stator segment n + 2, the midpoint of the maglev train is exactly located at the junction of the stator segment n and the stator segment n + 2. The vacuum contactor switches of the stator segment n and the stator segment n + 2 are both disconnected, and both the stator segment n and n + 2 are in the standby working condition. At this time, the stator segment n no longer generates traction force, and the traction system can only output a traction force of F = F n+1 to tow the maglev train. In order to alleviate the power loss of the traction system during the two-step switching and improve the comfort of passengers, the traction power supply control unit MCU can maximize the target traction force F max1 within the range of the maximum allowable output current i ref and allocate it separately to the stator segment n + 1 on the left track. The traction force generated by the stator segment n + 1 rises from the original F nref = Cm * i n to F nref = Cm * i max1 .

[0074] Please refer to Figure 5 , Figure 5 which shows the current timing diagram of the two-step method provided according to some embodiments of the present invention.

[0075] As Figure 5 shown, when the right track of the maglev train switches from the stator segment n to the stator segment n + 2, the traction power supply control unit MCU can maximize the target traction force F max1 within the range of the maximum allowable output current i ref and allocate it separately to the stator segment n + 1 on the left track. Conversely, when the left track of the maglev train switches from the stator segment n + 1 to the stator segment n + 3, the traction power supply control unit MCU can maximize the target traction force F max2 within the range of the maximum allowable output current i ref and allocate it separately to the stator segment n + 2 on the right track. In some embodiments, by configuring a converter with a sufficiently large maximum allowable output current for the traction system, the traction force of the other side stator segment can be increased to completely compensate for the power loss of the traction system when any side stator segment switches, thereby further improving the comfort of passengers.

[0076] After that, as the train continues to move forward, in Figure 1B the stage 4 shown, the midpoint of the maglev train has passed the junction of stator section n and stator section n + 2. Stator section n enters the standby condition, and stator section n + 2 enters the operating condition. At this time, the traction power supply control unit MCU can send the traction force distribution instruction indicating the target traction force F (n+2)ref to the corresponding converters 111 and 112. The converter control unit CCU1 controls the converters 111 and 112 to output the corresponding supply current i n+2 to stator section n + 2 to generate the corresponding traction force F n+2 . The converter control unit CCU1 can, according to the traction force distribution instruction F (n+2)ref provided by the traction power supply control unit MCU, control the converters 111 and 112 to output the corresponding stator current i n+2 , and control stator section n + 2 to output the corresponding traction force F n+2 according to the input supply current i n+2 to complete the tracking implementation of the target traction force F (n+2)ref . At this time, the traction system can output a traction force of F = F n+2 + F n+1 to tow the maglev train to run.

[0077] As Figure 2 shown, in some embodiments of the present invention, the converter control unit CCU1 can also collect the actual output traction force F1 provided by stator section n in the operating condition to the high-speed maglev train. After that, the converter control unit CCU1 can feedback the collected actual output traction force F1 to the input end of the traction force distribution instruction F nref to perform closed-loop control on the supply current i n output by the converters 111 and 112 to stator section n. Compared with the existing two-step method that uses the target current i ref as the distribution instruction and does not perform quantitative control on the actual output traction force of stator section n, the present invention uses the target traction force F nref as the distribution instruction to make it comparable to the actual output traction force of stator section n, so as to realize the closed-loop control of the traction force and improve the stability of the traction system.

[0078] Those skilled in the art can understand that although the above embodiments all adopt Figure 1AThe double-ended power supply circuit architecture shown, that is, an architecture in which two inverters 111 and 112 supply power to the feeder cable 11, and two inverters 121 and 122 supply power to the feeder cable 12, but this does not limit the protection scope of the present invention. Optionally, in some other embodiments, those skilled in the art can also implement the above concept of the present invention based on a single-ended power supply circuit architecture, that is, an architecture in which only one inverter supplies power to the feeder cable 11 and one inverter supplies power to the feeder cable 12.

[0079] Although the above methods are illustrated and described as a series of actions for simplicity of explanation, it should be understood and appreciated that these methods are not limited by the order of the actions, because according to one or more embodiments, some actions may occur in a different order and / or concurrently with other actions that are illustrated and described herein or that are not illustrated and described herein but are understood by those skilled in the art.

[0080] According to another aspect of the present invention, a computer-readable storage medium is also provided herein.

[0081] The above computer-readable storage medium provided by the present invention stores computer instructions. When the computer instructions are executed by a processor, the traction control method provided by any one of the above embodiments can be implemented, while retaining the advantages of the two-step method and overcoming defects such as the decrease in the total traction force of the train and power loss, thereby improving the comfort of passengers. The working principle of this computer-readable storage medium is the same as the above traction control method and will not be elaborated herein.

[0082] According to another aspect of the present invention, a maglev train is also provided herein.

[0083] The above maglev train provided by the present invention may include the traction control device provided by any one of the above embodiments, and can retain the advantages of the two-step method while overcoming defects such as the decrease in the total traction force of the train and power loss, thereby improving the comfort of passengers.

[0084] Those skilled in the art will understand that information, signals, and data can be represented using any of a variety of different technologies and techniques. For example, the data, instructions, commands, information, signals, bits, symbols, and chips described throughout the above description may be represented by voltage, current, electromagnetic waves, magnetic fields or magnetic particles, optical fields or optical particles, or any combination thereof.

[0085] Those skilled in the art will further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or a combination of both. To clearly illustrate this interchangeability of hardware and software, the various illustrative components, boxes, modules, circuits, and steps are described above in terms of their functionality in a generalized form. Whether such functionality is implemented as hardware or software depends upon the particular application and the design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.

[0086] Although the traction power supply control unit MCU and the converter control units CCU1 and CCU2 described in the above embodiments can be implemented by a combination of software and hardware. However, it can be understood that the traction power supply control unit MCU and the converter control units CCU1 and CCU2 can also be implemented separately in software or hardware. For a hardware implementation, the traction power supply control unit MCU and the converter control units CCU1 and CCU2 can be implemented in one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, other electronic devices for performing the above functions, or a selected combination of the above devices. For a software implementation, the traction power supply control unit MCU and the converter control units CCU1 and CCU2 can be implemented by independent software modules such as procedures and functions running on a general-purpose chip, where each module can perform one or more of the functions and operations described herein.

[0087] The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A traction control method for a maglev train, characterized in that, Including: Determine the target traction force of the maglev train; According to the train position of the maglev train, the stator segment positions of multiple stator segments provided on the tracks on both sides of the operation line, and the operating conditions of the stator segments, determine at least one stator segment located at the train position; Judge whether the at least one stator segment is in the operating condition; According to the train position and the stator segment positions of the at least one stator segment, calculate the coupling length between the at least one stator segment and the train; And According to the coupling length between the at least one stator segment and the train, distribute the target traction force to the stator segments in the operating condition, wherein, among the multiple stator segments on the same side track, one is selected for operation, and the corresponding stator segments on both sides of the track are selected for step change.

2. The traction control method according to claim 1, wherein Also including: According to the target position command provided by the operation control system, plan the target speed curve of the maglev train; According to the target speed curve and the actual speed feedback of the maglev train, calculate the target acceleration of the maglev train; And Calculate the target traction force according to the target acceleration.

3. The traction control method according to claim 2, wherein, Also including: Collect the relative displacement of the maglev train in real time; Calculate the actual speed feedback of the maglev train according to the relative displacement; Calculate the actual acceleration feedback of the maglev train according to the actual speed feedback; And According to the relative displacement, the actual speed feedback and the actual acceleration feedback, perform PID control to calculate the target traction force.

4. The traction control method according to claim 1, wherein The multiple stator segments are respectively powered by corresponding converters, wherein, among the multiple stator segments on the same side track, they are powered by the same converter, and among the multiple stator segments on different side tracks, they are powered by different converters. The step of distributing the target traction force to the stator segments in the operating condition further includes: Send a traction force distribution command to the converter corresponding to the stator segment in the operating condition to control the converter to output a corresponding supply current to the stator segment in the operating condition.

5. The traction control method according to claim 4, characterized in that, The step of distributing the target traction force to the stator segments in the operating condition further includes: According to the maximum allowable output current of the converter, determine the maximum traction force of the corresponding side stator segment; In response to the traction force distributed to any stator segment being greater than the maximum traction force of the stator segment, control the stator segment to output the maximum traction force; and According to the maximum traction forces of the remaining stator segments corresponding to the train position, redistribute the remaining target traction force to the remaining stator segments in the operating condition.

6. The traction control method according to claim 4, characterized in that The step of distributing the target traction force to the stator segments in the operating condition further includes: In response to the step change of the stator segment on the first side track, separately distribute the target traction force to the stator segments in the operating condition on the second side track.

7. The traction control method according to claim 4, wherein Also including: Control the stator segments in the operating condition to output traction force according to the input supply current to tow the maglev train; Collect the actual output traction force of the stator segments in the operating condition; And According to the traction force distribution command and the actual output traction force, perform closed-loop control on the supply current output to the stator segments in the operating condition.

8. A traction control device for a maglev train, characterized in that, Including: A memory; And A processor, the processor is connected to the memory and includes a first control unit, and the first control unit is configured to: Determine the target traction force of the maglev train; Based on the train position of the maglev train, the stator segment positions of multiple stator segments provided on the tracks on both sides of the operation line, and the operating conditions of the stator segments, determine at least one stator segment located at the train position; Judge whether the at least one stator segment is in the operating condition; Based on the train position and the stator segment positions of the at least one stator segment, calculate the coupling length between the at least one stator segment and the train; And Based on the coupling length between the at least one stator segment and the train, distribute the target traction force to the stator segments in the operating condition, wherein, among the multiple stator segments on the same side track, only one operates, and the corresponding stator segments on both sides tracks alternate in steps.

9. The traction control device according to claim 8, characterized in that, The first control unit is further configured to: Based on the target position command provided by the operation control system, plan the target speed curve of the maglev train; Based on the target speed curve and the actual speed feedback of the maglev train, calculate the target acceleration of the maglev train; And Calculate the target traction force based on the target acceleration.

10. The traction control device according to claim 9, wherein, The first control unit is further configured to: Collect the relative displacement of the maglev train in real time; Calculate the actual speed feedback of the maglev train based on the relative displacement; Calculate the actual acceleration feedback of the maglev train based on the actual speed feedback; And Based on the relative displacement, the actual speed feedback, and the actual acceleration feedback, perform PID control to calculate the target traction force.

11. The traction control device according to claim 10, characterized in that, The multiple stator segments are respectively powered by corresponding converters, wherein, among the multiple stator segments on the same side track, they are powered by the same converter, and among the multiple stator segments on different side tracks, they are powered by different converters. The first control unit is further configured to: Send a traction force distribution command to the converter corresponding to the stator segment in the operating condition, so as to control the converter to output corresponding supply current to the stator segment in the operating condition.

12. The traction control device according to claim 11, characterized in that, The first control unit is further configured to: Based on the maximum allowable output current of the converter, determine the maximum traction force of the corresponding side stator segment; In response to the traction force allocated to any stator segment being greater than the maximum traction force of the stator segment, allocate the maximum traction force to the stator segment; And Based on the maximum traction forces of the remaining stator segments corresponding to the train position, re - distribute the remaining target traction force to the remaining stator segments in the operating condition.

13. The traction control device according to claim 11, characterized in that, The first control unit is further configured to: In response to the stator segment on the first side track changing steps, separately distribute the target traction force to the stator segments in the operating condition on the second side track.

14. The traction control device according to claim 11, characterized in that, The processor further includes a second control unit, and the second control unit is configured to: Control the stator segment in the operating condition to output traction force according to the input supply current to tow the maglev train; Collect the actual output traction force of the stator segment in the operating condition; And Based on the traction force distribution command and the actual output traction force, perform closed - loop control on the supply current output to the stator segment in the operating condition.

15. A computer-readable storage medium having computer instructions stored thereon, characterized in that, When the computer instructions are executed by the processor, implement the traction force control method according to any one of claims 1 to 7.

16. A maglev train, characterized in that, Comprising the traction control device according to any one of claims 8 to 14.

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