A real-time calculation method and system for high-speed maglev train traction characteristic curve

Abstract

The present invention relates to the field of rail transit technology, and more specifically, to a method and system for real-time calculation of the traction characteristic curve of a high-speed maglev train. The method comprises: step S1, calculating the induced electromotive force of each long-stator synchronous linear motor coupled to the current train according to the speed of the train; step S2, calculating the winding leakage reactance parameters and feeder leakage reactance parameters of each long-stator synchronous linear motor coupled to the current train according to the position of the train; step S3, calculating the maximum output current; step S4, calculating the maximum traction force that each long-stator synchronous linear motor can exert; step S5, calculating the maximum total traction force that the entire vehicle can exert at the current position; step S6, calculating the maximum total traction force that the entire vehicle can exert at each train position in the entire traction section, and forming the traction characteristic curve of the current traction section. The present invention can accurately calculate the maximum traction force that can be exerted at any position and at different speeds in real time.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, and more particularly to a method and system for real-time calculation of a traction characteristic curve of a high-speed maglev transportation train. Background Art

[0002] The locomotive traction characteristic curve is a curve showing the maximum traction and braking force of a train over the entire speed range under ideal external conditions. Ideal external conditions refer to dry, straight track, rated load, and rated power supply voltage.

[0003] For conventional locomotives driven by rotating electric machines, the traction characteristic curve of the locomotive is determined once the electromagnetic scheme, mechanical size, material of the traction motor and the capacity of the traction inverter are determined.

[0004] Figure 1 The schematic diagram of the general locomotive traction characteristic curve of the prior art is disclosed, such as Figure 1 As shown in the locomotive traction characteristic curve, the stator, rotor, air gap, pole pitch and other parameters of the traction motor remain unchanged during the operation of the train. The traction force that the traction motor can exert is basically determined by the voltage and current applied by the traction inverter. Under different speed conditions, the maximum voltage and maximum current that the traction inverter can output are certain. Therefore, the traction force that the traction motor can exert is only related to the speed of the train.

[0005] Figure 2 The schematic diagram of the relationship between the rotary motor and the linear motor in the prior art is disclosed, such as Figure 2 The relationship between the rotating motor 210 and the long stator linear motor 220 is shown. The high-speed maglev train adopts a long stator linear motor solution. The long stator linear motor 220 can be understood as the rotating motor 210 being cut and unfolded, and then the stator 211 is lengthened to a primary long stator 221, which is laid on the track along the track, and the rotor 212 of the rotating motor 210 is arranged on the train as a secondary rotor 222.

[0006] Alternating current flows through the stator, generating a traveling magnetic field that interacts with the rotor, thereby propelling the train. The drive system for high-speed maglev transportation requires a stator to be laid along the entire length of the track.

[0007] In engineering applications, to minimize power loss in sections without trains, feeders are laid along the track and connected to traction converters. The stator on the track is then segmented, forming multiple stator windings, staggered on the left and right sides. To improve both traction capacity and system reliability, two or three traction converters are typically used to power the stator windings on either side of the track. The traction system then distributes power to different stator windings in a time-sharing manner, depending on the train's location. Stator windings in unpowered sections are disconnected from the feeders via stator switches, while stator windings coupled to the rotor are closed.

[0008] Since the high-speed maglev transportation system has a completely different architecture from traditional transportation systems (medium- and low-speed maglev transportation systems and locomotives, EMUs, and urban rail systems driven by rotating motors), the calculation method of the traction characteristic curve of the traditional transportation system is no longer applicable. The calculation method of the traction characteristic curve of traditional locomotives driven by rotating motors is not suitable for the operation scenarios of high-speed maglev trains driven by linear motor drive systems. Therefore, there is an urgent need for a real-time calculation method for the traction characteristic curve of high-speed maglev trains. Summary of the Invention

[0009] The purpose of the present invention is to provide a real-time calculation method and system for the traction characteristic curve of a high-speed maglev transportation train, so as to solve the problem in the prior art that it is difficult to accurately calculate the traction characteristic curve of a high-speed maglev transportation train.

[0010] To achieve the above object, the present invention provides a method for real-time calculation of a high-speed maglev train traction characteristic curve, comprising the following steps:

[0011] Step S1: Calculate the induced electromotive force of each long-stator synchronous linear motor coupled to the current train according to the train speed;

[0012] Step S2: Calculate the winding leakage reactance parameters and feeder leakage reactance parameters of each long-stator synchronous linear motor coupled to the current train according to the train position;

[0013] Step S3: Calculate the maximum output current based on the output voltage, induced potential, and line parameters of the traction converter corresponding to each motor;

[0014] Step S4: Calculate the maximum traction force that each long-stator synchronous linear motor can exert based on the maximum output current of each long-stator synchronous linear motor and the current proportional coefficient and the train coupling proportional coefficient;

[0015] Step S5: Calculate the maximum total traction that the vehicle can exert at the current position;

[0016] Step S6: Repeat steps S2 to S5 to calculate the maximum total traction force that the entire vehicle can exert at each train position in the entire traction zone, and form a traction characteristic curve of the current traction zone.

[0017] In one embodiment, the induced electromotive force U of the long stator synchronous linear motor in step S1 is p , the corresponding expression is:

[0018] U P =k p1 v

[0019] Among them, k p1 is the speed proportional coefficient, and ν is the train speed.

[0020] In one embodiment, the feeder leakage reactance parameter X in step S2 is k , the corresponding expression is:

[0021] X k =k p2 s

[0022] Among them, k p2 is the feeder length proportional coefficient, and s is the feeder length from the high-speed maglev train to the converter output end.

[0023] In one embodiment, the maximum output current I of each long-stator synchronous linear motor in step S3 is max , the corresponding expression is:

[0024]

[0025] in, is the voltage output by the converter, is the induced potential, X k is the feeder leakage reactance parameter, X m is the leakage reactance parameter of the long stator winding.

[0026] In one embodiment, the long stator winding leakage reactance parameter X m , determined by the resistance r of the long stator winding m and reactance L m composition.

[0027] In one embodiment, the feeder leakage reactance parameter X k , given the feeder impedance r k and reactance L k composition.

[0028] In one embodiment, the step S4 further includes:

[0029] According to the different lengths (different types) of stator windings coupled to the rotors on the train, different current proportional coefficients are selected to calculate the coupling ratios between the rotors on the left and right sides of the train and each stator winding.

[0030] In one embodiment, the step S5 further includes:

[0031] The maximum traction force that each long-stator synchronous linear motor can exert is summed to obtain the maximum total traction force that the entire vehicle can exert at the current position.

[0032] In order to achieve the above object, the present invention provides a real-time calculation system for a high-speed maglev train traction characteristic curve, comprising:

[0033] a memory for storing instructions executable by the processor;

[0034] A processor is configured to execute the instructions to implement any of the methods described above.

[0035] In order to achieve the above object, the present invention provides a computer storage medium having computer instructions stored thereon, wherein when the computer instructions are executed by a processor, any of the above methods is executed.

[0036] The present invention provides a real-time calculation method and system for the traction characteristic curve of a high-speed maglev transportation train. According to the traction power supply division and line layout, the system can accurately calculate the maximum traction force that can be exerted at any position and at different speeds in real time. The system is used for early traction division design planning, high-speed maglev train operation speed curve planning, high-speed maglev train operation control planning, and real-time speed control of the high-speed maglev train during operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The above and other features, properties and advantages of the present invention will become more apparent through the following description in conjunction with the accompanying drawings and embodiments, in which like reference numerals represent like features throughout, wherein:

[0038] Figure 1 A schematic diagram of a general locomotive traction characteristic curve in the prior art is disclosed;

[0039] Figure 2 A schematic diagram of the relationship between a rotary motor and a linear motor in the prior art is disclosed;

[0040] Figure 3 A schematic diagram of a two-step power supply relationship according to an embodiment of the present invention is disclosed;

[0041] Figure 4 A schematic diagram of a three-step power supply relationship according to an embodiment of the present invention is disclosed;

[0042] Figure 5 A first schematic diagram of the relationship between a train and a stator winding according to an embodiment of the present invention is disclosed;

[0043] Figure 6 A second schematic diagram of the relationship between a train and a stator winding according to an embodiment of the present invention is disclosed;

[0044] Figure 7 A flow chart of a method for real-time calculation of a high-speed maglev train traction characteristic curve according to an embodiment of the present invention is disclosed;

[0045] Figure 8 A simplified schematic diagram of an equivalent main circuit of a traction power supply section according to an embodiment of the present invention is disclosed;

[0046] Figure 9 A schematic diagram of a traction characteristic curve of a high-speed maglev train under a three-step working condition according to an embodiment of the present invention is disclosed;

[0047] Figure 10 It is a block diagram of a real-time calculation system for a high-speed maglev train traction characteristic curve according to another embodiment of the present invention. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the invention and are not intended to limit the invention.

[0049] In the high-speed magnetic levitation linear motor drive system, according to the power supply relationship and layout of the converter and stator winding, there are generally two power supply methods: two-step power supply and three-step power supply, as shown below: Figure 3 and Figure 4 As shown in the schematic diagram.

[0050] Figure 3 A schematic diagram of a two-step power supply relationship according to an embodiment of the present invention is disclosed. Figure 3 As shown, under the two-step working condition, the stator windings 301, 302, 303, 304, and 305 are powered by the converter A2, and the stator windings 306, 307, 308, 309, and 310 are powered by the converter A1. The current loop of the converter A1 is represented by a solid line with an arrow, and the current loop of the converter A2 is represented by a dotted line with an arrow.

[0051] Assume the train is located at Figure 3As shown in , at this time, the rotor on the train is coupled with the stator windings 302, 303, and 308. Under the two-step working condition, the stator windings 302 and 303 need to be powered in a time-sharing manner. Assuming that the stator winding 302 is powered at this time, the stator switch connecting the stator windings 302 and 308 is closed, and the traction converters A1 and A2 respectively power the stator windings 308 and 302.

[0052] Figure 4 A schematic diagram of a three-step power supply relationship according to an embodiment of the present invention is disclosed. Figure 4 As shown, under the three-step working conditions, Figure 4 As shown, stator windings 401, 404, and 408 are powered by converter A1, stator windings 402, 405, and 409 are powered by converter A2, and stator windings 403, 407, and 410 are powered by converter A3. The current loop of converter A1 is represented by a solid line with an arrow, the current loop of converter A2 is represented by a dotted line with an arrow, and the current loop of converter A3 is represented by a dotted line with an arrow.

[0053] Assume the train is located at Figure 4 As shown in , at this time, the rotor on the train is coupled to the stator windings 402, 403, and 408, the stator switches connecting the stator windings 402, 403, and 408 are closed, and the traction converters A1, A2, and A3 supply power to the stator windings 408, 402, and 403, respectively. The current loops of the three converters are shown as the red, green, and blue lines with arrows in the figure below.

[0054] like Figure 3 and Figure 4 As shown in the figure, the differences between the high-speed magnetic levitation linear motor drive system and the traditional rotary motor are as follows:

[0055] 1) In high-speed magnetic levitation linear motor drive system, such as Figure 4 Under the three-step operating condition shown, the stator of the motor driven by traction converter A1 is the stator winding 408, and the rotor is all the magnetic poles on the train. The stator of the motor driven by traction converter A2 is the stator winding 402, and the rotor is the portion of effective magnetic poles coupled between the train and the stator winding 402. The stator of the motor driven by traction converter A3 is the stator winding 403, and the rotor is the portion of effective magnetic poles coupled between the train and the stator winding 403. As the train moves, the portion of effective magnetic poles coupled with the stator winding 402 decreases, while the portion of effective magnetic poles coupled with the stator winding 403 increases, resulting in continuous changes in the motor parameters. In contrast, the stator and rotor of a traditional rotating motor are always in a fully coupled state, and the motor parameters remain essentially unchanged.

[0056] like Figure 3As shown in the two-step working condition, the stator windings 302 and 303 are powered by the same converter. During the stator winding power supply switching process, the stator switch needs to be opened and closed without power, and the unloaded stator winding cannot be powered. Therefore, the stator windings 302 and 303 are powered in a time-sharing manner. There is also a situation where the motor parameters are constantly changing during the movement of the train.

[0057] 2) During train operation, in a high-speed maglev linear motor drive system, the traction system supplies power to the stator windings coupled to the train in a time-sharing manner. However, the length of each stator winding may vary (corresponding to different types of stator windings). In this case, a traction inverter needs to drive multiple motors in a time-sharing manner, and the stator parameters of each motor may vary. In contrast, in a traditional rotating motor drive system, the stator of the motor driven by each traction inverter is fixed, and its parameters are fixed.

[0058] 3) During train operation, the train's distance from the traction substation constantly changes, ranging from a few hundred meters to 50 km. Due to the existence of feeder leakage reactance and the fact that the stator winding length is much longer than the train length, the output voltage of the traction inverter forms a voltage drop on the feeder and the uncoupled stator winding, resulting in a reduction in the effective voltage that can be utilized by the motor, which changes in real time and limits the maximum current. However, the voltage utilization rate of traditional rotating motors remains basically unchanged, and the voltage drop of the traction inverter output voltage on the feeder cable is negligible.

[0059] Figure 5 and Figure 6 The first and second schematic diagrams of the relationship between the train and the stator winding according to an embodiment of the present invention are respectively disclosed, as shown in FIG. Figure 5 and Figure 6 As shown in the figure, during the train's movement, there are two relationships between the train and the stator windings it covers: Figure 4 Taking the three-step working condition shown as an example, the stator winding 501 (area enclosed by the dotted circle), the stator winding 502 (area enclosed by the dotted circle) and the stator winding 503 (area enclosed by the dotted circle) of the linear motor are respectively arranged on the left and right sides of the track. The direction of the arrow is the direction of train travel (track direction), and the two sides of the arrow are the left and right sides. The left and right sides of the high-speed maglev train 500 are respectively arranged with magnetic poles (the oblique shaded part in the figure, the rotor of the linear motor), which just cover and couple with the stator winding. The stator on the track and the rotor on the train together constitute a linear motor. Since the length of a single stator winding is much larger than the length of the train, and the stator windings on the left and right sides are staggered.

[0060] Figure 5 The left rotor of the medium- and high-speed maglev train 500 is entirely coupled to the stator winding 501 , and the right rotor is entirely coupled to the stator winding 503 . The entire train is driven by two motors.

[0061] Figure 6The left rotor of the medium- and high-speed maglev train 500 is partially coupled to the stator winding 501 and partially coupled to the stator winding 502 , while the right rotor is fully coupled to the stator winding 503 . The entire train is driven by three motors.

[0062] Figure 7 A flow chart of a method for real-time calculation of a high-speed maglev train traction characteristic curve according to an embodiment of the present invention is disclosed. Figure 7 As shown, the present invention proposes a real-time calculation method for the traction characteristic curve of a high-speed maglev train, comprising the following steps:

[0063] Step S1: Calculate the induced electromotive force of each long-stator synchronous linear motor coupled to the current train according to the train speed;

[0064] Step S2: Calculate the winding leakage reactance parameters and feeder leakage reactance parameters of each long-stator synchronous linear motor coupled to the current train according to the train position;

[0065] Step S3: Calculate the maximum output current based on the output voltage, induced potential, and line parameters of the traction converter corresponding to each motor;

[0066] Step S4: Calculate the maximum traction force that each long-stator synchronous linear motor can exert based on the maximum output current of each long-stator synchronous linear motor and the current proportional coefficient and the train coupling proportional coefficient;

[0067] Step S5: Calculate the maximum total traction that the vehicle can exert at the current position;

[0068] Step S6: Repeat steps S2 to S5 to calculate the maximum total traction force that the entire vehicle can exert at each train position in the entire traction zone, and form a traction characteristic curve of the current traction zone.

[0069] It should be understood that within the scope of the present invention, the above-mentioned technical features of the present invention and the technical features specifically described below (such as in the embodiments) can be combined with each other and interrelated to form a preferred technical solution.

[0070] Step S1: Calculate the induced electromotive force of each long-stator synchronous linear motor coupled to the current train according to the speed of the train.

[0071] Train speed ν and the induced electromotive force U of the long stator synchronous linear motor p It is a proportional function relationship, and the corresponding relationship is as shown in formula (1):

[0072] U P =k p1 v (1)

[0073] Among them, k p1is the speed proportional coefficient.

[0074] Step S2: Calculate the winding leakage reactance parameters and feeder leakage reactance parameters of each long-stator synchronous linear motor coupled to the current train according to the train position.

[0075] Feeder leakage reactance parameter X k It is proportional to the feeder length s between the high-speed maglev train and the converter output terminal, as shown in formula (2):

[0076] X k =k p2 s (2)

[0077] Among them, k p2 is the feeder length proportional coefficient.

[0078] Since the distance within a traction power supply section reaches tens of kilometers, the voltage drop caused by the resistance and leakage reactance on the feeder between the output end of the converter and the location of the high-speed maglev train is already non-negligible, thereby limiting the current output of the converter. In addition, the maximum current that can flow through the stator winding varies at different positions of the high-speed maglev train.

[0079] Figure 8 A simplified schematic diagram of an equivalent main circuit of a traction power supply section according to an embodiment of the present invention is disclosed. Figure 8 As shown, X k is the leakage reactance of the feeder, and the impedance of the feeder r k and reactance L k Composition, X m is the leakage reactance of the long stator winding, which is determined by the resistance r of the long stator winding. m and reactance L m composition.

[0080] The maximum value of the converter output voltage at the two ends of the traction substation in a traction power supply section is determined by the maximum output capacity of the traction converter and is a constant value.

[0081] The stator windings of the linear synchronous motor are laid along the line in a power supply section that follows certain physical laws. The outgoing line of the power supply section is connected and controlled by the converter in the traction substation through feeder cables and stator switch stations.

[0082] Therefore, when the train is in different positions of the stator segment, the train speed, feeder cable, and stator winding coverage length are all changing.

[0083] Step S3: Calculate the maximum output current according to the output voltage, induced potential and line parameters of the traction converter corresponding to each motor.

[0084] For any high-speed maglev train position at any moment, the maximum current I that can flow through the stator winding ismax The expression of is as shown in formula (3), is the voltage output by the converter, is the induced potential.

[0085]

[0086] Where: X m is the leakage reactance parameter of the long stator winding.

[0087] Combining equations (1) to (3), we can see that when the speed of the high-speed maglev train is constant, the maximum current that can flow through the stator winding is determined by the distance between the high-speed maglev train and the converter;

[0088] When the train position is constant, the maximum current that can flow through the stator winding is determined by the speed value of the train position.

[0089] Therefore, the different positions and speeds of the train determine that the maximum current capacity that can flow through the stator segment winding coupled to the train is also different.

[0090] In summary, in the high-speed maglev transportation system driven by linear motors, due to the unique structure of the power supply system and the drive system, the calculation method of the traction characteristics of the transmission rotating motor is no longer applicable.

[0091] Step S4: Calculate the maximum traction force that each long-stator synchronous linear motor can exert based on the maximum output current of each long-stator synchronous linear motor and the current proportional coefficient and the train coupling proportional coefficient.

[0092] On a track line, the electromagnetic scheme and material parameters of the stator windings at different positions are generally the same. When the motor rotor and stator winding of the same high-speed maglev train are fully coupled, the maximum traction force F1 that the stator winding can exert is directly proportional to the maximum current I1 that can currently flow through the stator winding. Assuming that the current proportional coefficient is k1, when the stator winding length is different (different types), the proportional coefficient is different, so Figure 5 For example, when the rotor of a high-speed maglev train is fully coupled with a stator winding on the left or right side, the maximum traction force F1 that the stator winding 501 on the left side can exert is calculated as follows:

[0093] F1=k1I1 (4)

[0094] Using the same principle, the maximum traction force F3 that can be exerted by the stator winding 503 on the right side can be calculated as follows:

[0095] F3=k3I3 (5)

[0096] Wherein, k3 is the current proportionality coefficient, and I3 is the maximum current that can flow through the stator winding 503 on the right side.

[0097] Step S5: Calculate the maximum total traction that the vehicle can exert at the current position.

[0098] At this time, the maximum traction force F of the vehicle is the sum of the maximum traction forces that can be exerted by the stator winding 501 on the left and the stator winding 503 on the right, that is,

[0099] F=F1+F3=k1I1+k3I3 (6)

[0100] If the motor rotor is only partially coupled to the stator winding, the ratio of the traction force that can be exerted to the traction force that can be exerted in the fully coupled state is consistent with the ratio of the actual coupled length to the fully coupled length, such as Figure 6 As shown, the motor rotor is coupled with the stator winding 501 and the stator winding 502 at the same time. Assuming that the coupling ratio coefficients of the motor rotor and the stator winding 501 and the stator winding 502 are α1 and α2 respectively (α1+α2=1), the maximum traction force F1 that can be exerted by the stator winding 501 on the left is as follows:

[0101] F1=α1k1I1 (7)

[0102] The maximum traction force F2 that can be exerted by the left stator winding 502 is as follows:

[0103] F2=α2k2I2 (8)

[0104] The stator winding 503 on the right is still in a fully coupled state. The maximum traction force F of the vehicle is the sum of the maximum traction forces that can be exerted by the stator winding 501 and the stator winding 502 on the left and the stator winding 503 on the right, that is,

[0105] F=F1+F2+F3=α1k1I1+α2k2I2+α3k3I3 (α1+α2=1,α3=1) (9)

[0106] Wherein, F3 is the maximum traction force that can be exerted by the right stator winding 503 , and α3 is the coupling proportional coefficient of the right stator winding 503 .

[0107] Step S6: Repeat steps S2 to S5 to calculate the maximum total traction force that the entire vehicle can exert at each train position in the entire traction zone, and form a traction characteristic curve of the current traction zone.

[0108] when Figure 4 When the high-speed maglev train 500 is in other positions, the right rotor of the train will also be coupled with two different stator windings at the same time, and the maximum traction force F of the whole vehicle is as follows:

[0109] F=F1+F2+F3+F4=α1k1I1+α2k2I2+α3k3I3+α4k4I4 (α1+α2=1,α3+α4=1) (10)

[0110] Among them, F3 is the maximum traction force that can be exerted by the stator winding 503 on the right, F4 is the maximum traction force that can be exerted by the second stator winding on the right, α3 is the coupling proportional coefficient of the stator winding 503 on the right, α4 is the coupling proportional coefficient of the second stator winding on the right, k3 is the current proportional coefficient of the stator winding 503 on the right, k4 is the current proportional coefficient of the second stator winding on the right, and I4 is the maximum current that can flow through the second stator winding on the right.

[0111] In expression (10), different current proportional coefficients k are selected according to the different lengths (different types) of stator windings coupled to the rotor on the train. i , calculate the coupling ratio α between the rotor on the left and right sides of the train and each stator winding i , if fully coupled, then α i =1, if not coupled or not powered, then α i =0.

[0112] Through the above method, the maximum traction force that the train can exert at any position within the traction zone can be calculated in real time, and the maximum traction forces of all position points can be summarized to form the traction characteristic curve of this traction zone.

[0113] As an alternative approach, the traction loss caused by partial coupling between the high-speed maglev train and the stator segment and the traction loss during the power supply switching of the stator winding are ignored when the high-speed maglev train crosses from one stator segment to another. The traction is calculated entirely under the condition of full coupling between the rotor and stator winding, which reduces the accuracy of the traction characteristic curve.

[0114] As an alternative, it is assumed that the characteristic parameters of all stator windings and the traction converters they supply are completely consistent, ignoring the differences between different stator segments, which reduces the accuracy of the traction characteristic curve.

[0115] Although the above methods are illustrated and described as a series of acts for simplicity of explanation, it is to be understood and appreciated that these methods are not limited by the order of the acts, as some acts may occur in a different order and / or concurrently with other acts from those illustrated and described herein or not illustrated and described herein but understandable to those skilled in the art according to one or more embodiments.

[0116] The traction characteristic curve is the relationship between the traction force that the traction motor can exert and the running speed and position of the train. Taking the three-step method as an example, the traction characteristic curve of the high-speed maglev train is as follows Figure 9 As shown:

[0117] Figure 9 The traction force curve has three descending steps because there is a transformer at the output end of the traction converter. As the speed ν of the high-speed maglev train increases, the back electromotive force U p When the voltage increases and the train cannot continue to accelerate, the output transformer ratio is changed to increase the voltage on the stator winding to maintain the train's acceleration, but the current in the stator winding decreases in inverse proportion.

[0118] The transformer step-up output ratio is k1, and the converter output voltage is The output current of the converter is I max , after the transformer boosts the output, the output voltage of the transformer is The current in the stator winding is I max1 , satisfying the following conditions:

[0119]

[0120] At this time, the current in the stator winding is I max1 The calculation of is updated from formula (3) to the following expression:

[0121]

[0122] Figure 10 This is a block diagram of a high-speed maglev train traction characteristic curve real-time calculation system according to another embodiment of the present invention. The high-speed maglev train traction characteristic curve real-time calculation system may include an internal communication bus 601, a processor 602, a read-only memory (ROM) 603, a random access memory (RAM) 604, a communication port 605, and a hard disk 607. The internal communication bus 601 enables data communication between components of the high-speed maglev train traction characteristic curve real-time calculation system. The processor 602 can make judgments and issue prompts. In some embodiments, the processor 602 may be composed of one or more processors.

[0123] Communication port 605 enables data transmission and communication between the high-speed maglev train traction characteristic curve real-time calculation system and external input / output devices. In some embodiments, the high-speed maglev train traction characteristic curve real-time calculation system can send and receive information and data from the network via communication port 605. In some embodiments, the high-speed maglev train traction characteristic curve real-time calculation system can transmit and communicate data with external input / output devices in a wired manner via input / output port 606.

[0124] The high-speed maglev train traction characteristic curve real-time calculation system may also include various forms of program storage units and data storage units, such as a hard disk 607, a read-only memory (ROM) 603, and a random access memory (RAM) 604, capable of storing various data files used for computer processing and / or communication, as well as possible program instructions executed by the processor 602. The processor 602 executes these instructions to implement the main part of the method. The results processed by the processor 602 are transmitted to an external output device via a communication port 605 and displayed on the user interface of the output device.

[0125] For example, the implementation process file of the above-mentioned high-speed maglev train traction characteristic curve real-time calculation and prediction method can be a computer program, saved in the hard disk 607, and can be recorded in the processor 602 for execution to implement the method of this application.

[0126] When the implementation process file of the real-time calculation method of the traction characteristic curve of a high-speed maglev train is a computer program, it can also be stored in a computer-readable storage medium as a product. For example, a computer-readable storage medium may include, but is not limited to, magnetic storage devices (e.g., hard disks, floppy disks, magnetic strips), optical disks (e.g., compact disks (CDs), digital versatile disks (DVDs)), smart cards, and flash memory devices (e.g., electrically erasable programmable read-only memories (EPROMs), cards, sticks, key drives). In addition, the various storage media described herein can represent one or more devices and / or other machine-readable media for storing information. The term "machine-readable medium" may include, but is not limited to, wireless channels and various other media (and / or storage media) that can store, contain, and / or carry code and / or instructions and / or data.

[0127] The present invention provides a real-time calculation method and system for the traction characteristic curve of a high-speed maglev transportation train. According to the traction power supply division and line layout, the system can accurately calculate the maximum traction force that can be exerted at any position and at different speeds in real time. The system is used for early traction division design planning, high-speed maglev train operation speed curve planning, high-speed maglev train operation control planning, and real-time speed control of the high-speed maglev train during operation.

[0128] As used in this application and the claims, unless the context clearly indicates otherwise, the words "a," "an," "an," and / or "the" are not intended to refer to the singular but may include the plural. Generally speaking, the terms "comprises" and "include" only indicate the inclusion of the steps and elements specifically identified, and these steps and elements do not constitute an exclusive list. A method or apparatus may also include other steps or elements.

[0129] Those skilled in the art will appreciate that information, signals, and data may be represented using any of a variety of different technologies and techniques. For example, data, instructions, commands, information, signals, bits, symbols, and chips cited throughout the foregoing description may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.

[0130] Those skilled in the art will further appreciate that the various illustrative logic blocks, modules, circuits, and algorithmic steps described in conjunction with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or a combination of the two. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps are generally described above in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and the design constraints imposed on the overall system. A skilled person may implement the described functionality in different ways for each specific application, but such implementation decisions should not be interpreted as resulting in a departure from the scope of the present invention.

[0131] The various illustrative logic modules and circuits described in conjunction with the embodiments disclosed herein may be implemented or executed using a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general-purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.

[0132] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor so that the processor can read and write information from / to the storage medium. In an alternative, the storage medium may be integrated into the processor. The processor and storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In an alternative, the processor and storage medium may reside in a user terminal as discrete components.

[0133] In one or more exemplary embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions may be stored on or transmitted via a computer-readable medium as one or more instructions or codes. Computer-readable media include both computer storage media and communication media, including any media that facilitates the transfer of a computer program from one location to another. A storage medium may be any available medium that can be accessed by a computer. By way of example and not limitation, such computer-readable media may include RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Any connection is also properly referred to as a computer-readable medium. For example, if the software is transmitted from a website, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwaves, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwaves are included in the definition of medium. As used herein, disk and disc include compact disc (CD), laser disc, optical disc, digital versatile disc (DVD), floppy disk and Blu-ray disc, where disks typically reproduce data magnetically, while discs reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.

[0134] The above embodiments are provided to persons familiar with the art for implementing or using the present invention. Personnel familiar with the art may make various modifications or changes to the above embodiments without departing from the inventive concept of the present invention. Therefore, the scope of protection of the present invention is not limited to the above embodiments, but should be the maximum scope of the innovative features mentioned in the claims.

Claims

1. A real-time calculation method for the traction characteristic curve of a high-speed maglev train, characterized in that: The following steps are involved: Step S1: Calculate the induced electromotive force of each long-stator synchronous linear motor coupled to the current train according to the train speed; Step S2: Calculate the winding leakage reactance parameters and feeder leakage reactance parameters of each long-stator synchronous linear motor coupled to the current train according to the train position; Step S3: Calculate the maximum output current based on the output voltage, induced potential, and line parameters of the traction converter corresponding to each motor; Step S4: Calculate the maximum traction force that each long-stator synchronous linear motor can exert based on the maximum output current of each long-stator synchronous linear motor and the current proportional coefficient and the train coupling proportional coefficient; Step S5: Calculate the maximum total traction that the vehicle can exert at the current position; Step S6: Repeat steps S2 to S5 to calculate the maximum total traction force that can be exerted by the entire vehicle at each train position in the entire traction zone, and form a traction characteristic curve for the current traction zone; The maximum output current I of each long stator synchronous linear motor in step S3 is max , the corresponding expression is: in, is the voltage output by the converter, is the induced potential, X k is the feeder leakage reactance parameter, X m is the winding leakage reactance parameter; The step S4 further comprises: According to the different lengths and / or types of stator windings coupled to the rotors on the train, different current proportional coefficients are selected to calculate the coupling ratios between the rotors on the left and right sides of the train and each stator winding.

2. The method for real-time calculation of the traction characteristic curve of a high-speed maglev train according to claim 1, characterized in that: The induced electromotive force U of the long stator synchronous linear motor in step S1 is p , the corresponding expression is: U P =k p1 v Among them, k p1 is the speed proportional coefficient, and ν is the train speed.

3. The method for real-time calculation of the traction characteristic curve of a high-speed maglev train according to claim 1, characterized in that: In step S2, the feeder leakage reactance parameter X k , the corresponding expression is: X k =k p2 s Among them, k p2 is the feeder length proportional coefficient, and s is the feeder length from the high-speed maglev train to the converter output end.

4. The method for real-time calculation of the traction characteristic curve of a high-speed maglev train according to claim 1, characterized in that: The winding leakage reactance parameter X m , by the winding resistance r m and reactance L m composition.

5. The method for real-time calculation of the traction characteristic curve of a high-speed maglev train according to claim 1, characterized in that: The feeder leakage reactance parameter X k , given the feeder impedance r k and reactance L k composition.

6. The method for real-time calculation of the traction characteristic curve of a high-speed maglev train according to claim 1, characterized in that: The step S5 further comprises: The maximum traction force that each long-stator synchronous linear motor can exert is summed to obtain the maximum total traction force that the entire vehicle can exert at the current position.

7. A real-time calculation system for a high-speed maglev train traction characteristic curve, comprising: a memory for storing instructions executable by the processor; A processor, configured to execute the instructions to implement the method according to any one of claims 1 to 6.

8. A computer storage medium having computer instructions stored thereon, wherein when the computer instructions are executed by a processor, the method according to any one of claims 1 to 6 is performed.

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