Linear motor traction converter system

Abstract

The invention relates to the technical field of rail transit, in particular to a linear motor traction converter system which comprises a linear motor carrying truck, a traction carrying truck, an energy supplementing carrying truck and a quick plug connector. Wherein the linear motor carrying truck carries a linear motor and a section switch which are connected with each other; the traction carrying truck carries a traction converter and a super capacitor which are connected with each other; the energy supplementing carrying truck carries the battery charging unit; the quick-plug connectors comprise a first quick-plug connector and a second quick-plug connector; wherein the section switch is connected with the traction converter through the first quick plug connector. According to the scheme, through function decoupling and vehicle-mounted design, an original integrated system is decomposed into three core modules with independent maneuvering capacity, on-site hour-level rapid electrical assembly is achieved, and the core pain point of long deployment period is solved.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to a linear motor traction converter system. Background Technology

[0002] Pulsed linear motor traction converter systems, as a high-performance electromagnetic propulsion technology, have significant application value in fields such as large civilian fixed-wing UAVs carrying cargo and rail transportation. These systems typically include core components such as linear motors, high-power traction converters, and energy storage units capable of providing short-duration, large pulse currents. Traditional systems are mostly fixed deployments, with large, cumbersome equipment that is tightly coupled with infrastructure (such as dedicated power transformers and fixed tracks), and are considered permanent ground facilities. The construction of such fixed systems is time-consuming and costly, and once built, their location and application scenarios are strictly limited, lacking mobility.

[0003] In the architecture of the aforementioned fixed system, to achieve full-range acceleration of the mover by the linear motor, segmented switches are typically used to control which segment of the stator winding is energized, constituting its core traction control function. Simultaneously, to meet the demands of megawatt-level pulse power, supercapacitors are commonly used as the primary energy storage element, supplemented by an energy management system based on batteries and DC / DC chargers, forming the system's energy supply function. These functional modules (traction control, energy supply) are physically integrated with the linear motor body or connected via permanent cables, forming an inseparable fixed whole. However, it is precisely this fixed integration that fundamentally limits the application flexibility of this type of system.

[0004] With the expansion of application scenarios, especially the urgent need in the civilian sector for high-payload, long-range, and energy-efficient transportation of fixed-wing cargo drones, unprecedented demands have been placed on the rapid assembly of pulse linear motor traction converter systems. Traditional fixed systems are completely unable to meet these requirements. The root of the technical problem lies in the fact that the large system equipment cannot be quickly and easily transported, and the various functional modules rely on heavy and complex permanent cable connections, requiring specialized engineers and equipment, and consuming a significant amount of time for on-site installation and commissioning. Therefore, the urgent technical problem to be solved in this field is: how to transform the originally fixed and bulky pulse linear motor traction converter system into a deployable system that can be quickly mobilized, assembled and put into use, thereby fundamentally changing its application mode. Summary of the Invention

[0005] This invention at least partially solves the above-mentioned technical problems and provides a linear motor traction converter system, comprising: Linear motor transport truck: transports interconnected linear motors and sectionalizing switches; Tractor trucks: transport interconnected traction converters and supercapacitors; Rechargeable truck: carries battery charging units; Quick-connect connectors: including a first quick-connect connector and a second quick-connect connector; The sectionalizing switch is connected to the traction converter via the first quick-connect connector; The supercapacitor is connected to the battery charging unit via the second quick-connect connector.

[0006] The technical solution provided in this application brings at least the following beneficial effects: Through the above-mentioned truck assembly structure, the physical separation and rapid connection of the various functional modules of the system are realized, which significantly improves the mobility and assembly efficiency of the system.

[0007] In other embodiments of this application, in order to solve the problem of unclear energy flow and control logic under different operating conditions, the system further includes a control unit, which is connected to the traction converter and the battery charging unit. The operating modes of the system include traction mode, braking mode and charging mode. When the system is operating in the traction mode, the control unit is configured to: control the traction converter to convert the DC voltage output by the supercapacitor into AC voltage and output it to the linear motor; When the system is operating in the braking mode, the control unit is configured to: control the traction converter to convert the AC power output by the linear motor into DC power and output it to the supercapacitor; When the voltage of the supercapacitor is lower than the voltage threshold, the system operates in the charging mode, and the control unit is configured to control the battery charging unit to charge the supercapacitor.

[0008] The technical solution provided in this application brings at least the following beneficial effects: by setting up multi-mode control logic, the system achieves automatic switching and efficient energy management under different operating conditions. In other embodiments of this application, to address the problem of untimely data acquisition and response during high-speed system operation, the control unit includes: High-speed information processing unit: connected to the traction converter, supercapacitor, sectionalizing switch and battery charging unit, used for information interaction with the traction converter, supercapacitor, sectionalizing switch and battery charging unit; When the system operates in the traction mode, the high-speed information processing unit is configured to: collect the current of the traction converter, the current of the supercapacitor, and the status information of the sectionalizing switch; the control unit is configured to: control the traction converter to convert the DC voltage output by the supercapacitor into AC voltage and output it to the linear motor according to the current of the traction converter, the current of the supercapacitor, and the status information of the sectionalizing switch. When the system operates in the braking mode, the high-speed information processing unit is configured to: collect the current of the traction converter, the current of the supercapacitor, and the status information of the sectionalizing switch; the control unit is configured to: control the traction converter to convert the AC power output by the linear motor into DC power based on the current of the traction converter, the current of the supercapacitor, and the status information of the sectionalizing switch, and output it to the supercapacitor. When the voltage of the supercapacitor is lower than the voltage threshold, the system operates in the charging mode. The high-speed information processing unit is configured to collect the power of the battery charging unit and the power of the supercapacitor. The control unit is configured to control the battery charging unit to charge the supercapacitor based on the power of the battery charging unit and the power of the supercapacitor.

[0009] The technical solution provided in this application brings at least the following benefits: by setting up a high-speed information processing unit, real-time acquisition and rapid response of system operation data are realized, ensuring the accuracy of control and the stability of the system.

[0010] In other embodiments of this application, due to the distributed structure of the system, data interaction is complex and control command transmission efficiency is low. To solve this problem, the high-speed information processing unit includes: Acquisition and execution module: includes multiple acquisition and execution cards, each of which communicates bidirectionally with the acquired unit to acquire the operating data of the acquired unit, which includes the sectionalizing switch, traction converter, supercapacitor, and battery charging unit; Communication module: includes multiple communication cards, each of the acquisition and execution cards is connected to one of the communication cards, and is used for bidirectional data interaction with the corresponding acquisition and execution card; The control unit includes: Main communication card: Connects to each of the aforementioned communication cards and is used for bidirectional data interaction with each communication card; Control card: Connected to the main communication card, capable of bidirectional interaction with the main communication card, used to generate control commands for the system based on the operating data of the sectionalizing switch, traction converter, supercapacitor, and battery charging unit; When the system operates in traction mode or braking mode, the status information of the sectionalizing switch, the current of the traction converter, and the current of the supercapacitor are collected by the corresponding acquisition and execution card, and transmitted to the main communication card and control card via the corresponding communication card. The control card generates control commands for the sectionalizing switch based on the status information of the sectionalizing switch, control commands for the traction converter based on the current of the traction converter, and control commands for the supercapacitor based on the current of the supercapacitor, and transmits them to the corresponding communication card and the corresponding acquisition and execution card via the main communication card. When the system is operating in the charging mode, the acquisition execution card acquires the status of the battery charging unit and the power of the supercapacitor, and transmits them to the main communication card and the control card via the corresponding communication card; the control card generates control commands for the battery charging unit and the supercapacitor based on the status of the battery charging unit and the power of the supercapacitor, and transmits them to the corresponding communication card and the corresponding acquisition execution card via the main communication card.

[0011] The technical solution provided in this application brings at least the following benefits: through a modular acquisition, communication and control architecture, efficient interaction of system data and rapid issuance of control commands are achieved, thereby improving the overall response speed and reliability of the system.

[0012] In other embodiments of this application, since the system has a high communication rate, data conflicts and delays are often encountered in high-speed communication. Therefore, the main communication card is connected to the communication card through two parallel optical fibers, including a data upload optical fiber and a data download optical fiber. The upload optical fiber is used by the communication card to transmit the collected operating data to the main communication card; The downlink optical fiber is used by the main communication card to transmit corresponding control command signals to the other communication card.

[0013] The technical solution provided in this application brings at least the following benefits: Through the dual-fiber parallel communication architecture, physical isolation between data uploading and command issuance is achieved, effectively avoiding data conflicts and improving communication efficiency and system real-time performance.

[0014] In other embodiments of this application, since the multi-node communication of this system often produces problems such as poor communication synchronization between nodes and unstable data packet reception, in order to solve this problem, both the main communication card and the communication card include a receiving end and a sending end. The receiving end of the main communication card is connected to the sending end of the communication card through the data upload optical fiber, and the sending end of the main communication card is connected to the receiving end of the communication card through the data download optical fiber.

[0015] The high-speed information processing unit is configured to: perform communication synchronization via a triangular carrier wave; when the main communication card issues the control command to the communication card, the transmitting end of the main communication card sends a pre-synchronization command to the communication card at the first time point before the start point of each cycle of the triangular carrier wave; and sends a data packet at the second time point before the start point of the cycle, wherein the second time point is later than the first time point and the difference between the two is at least the transmission time of one data packet. Each of the communication cards is configured such that, upon receiving the pre-synchronization instruction, its receiver enters a waiting state to initiate the data packet reception process when the start point of the cycle arrives.

[0016] The technical solution provided in this application brings at least the following benefits: by using a pre-synchronization mechanism and a periodic data packet sending strategy, the synchronization of multi-node communication and the stability of data reception are ensured, further improving the control accuracy and operational reliability of the system.

[0017] In other embodiments of this application, the traction converter includes: DC-DC voltage conversion module: The first terminal is connected to the supercapacitor and is used for voltage conversion; DC-AC voltage conversion module: The first terminal is connected to the second terminal of the DC voltage conversion module, and the second terminal is connected to the segmented switch for voltage type conversion; When the system is operating in traction mode, the DC voltage conversion module steps down the DC voltage output by the supercapacitor to output an intermediate DC voltage. The DC-AC voltage converter then converts the intermediate DC voltage into an AC voltage and outputs it to the linear motor. When the system is operating in braking mode, the DC-AC voltage conversion module converts the AC power output by the linear motor into the intermediate DC voltage. The DC voltage conversion module then boosts the intermediate DC voltage and outputs it to the supercapacitor.

[0018] The technical solution provided in this application brings at least the following beneficial effects: through a clear voltage conversion path and module division of labor, efficient energy conversion and recovery in traction and braking modes are achieved.

[0019] In other embodiments of this application, the control unit is configured to perform a traction test before the system enters the traction mode, the traction test including: Generate and issue traction test commands based on system instructions; According to the traction test command, control the segmented switch connected to the linear motor to close and the contactor connected to the supercapacitor to close; According to the traction test command, the power switching transistors of the traction converter are controlled to switch on and off in accordance with the test sequence; The high-speed information processing unit receives the output current of the traction converter and the voltage of the supercapacitor and uses them as the first feedback signal. When the first feedback signal is within the first preset normal range, the traction test ends; when the first feedback signal exceeds the first preset normal range, the system stops operating.

[0020] The technical solution provided in this application brings at least the following benefits: through the traction test process, the system achieves automatic detection and fault prevention before the traction mode is started, thereby improving the safety and reliability of the system.

[0021] In other embodiments of this application, the control unit is configured to perform a charging test before the system enters the traction mode, the charging test including: Generate and issue charging test commands according to the system instructions; According to the charging test command, control the circuit connecting the battery charging unit and the supercapacitor to be turned on; The high-speed information processing unit receives the current in the battery charging unit and the voltage of the supercapacitor and uses them as a second feedback signal. When the second feedback signal is within the second preset normal range, the charging test ends; when the second feedback signal exceeds the second preset normal range, the system stops operating.

[0022] The technical solution provided in this application brings at least the following benefits: the charging test process ensures the normal start-up of the charging system and the reliability of energy supply, further guaranteeing the continuous operation capability of the system.

[0023] In other embodiments of this application, the quick-connect connector includes a plug and a socket, wherein the plug is fixedly connected to a high-voltage cable by soldering.

[0024] The technical solution provided in this application brings at least the following benefits: the quick-connect connector design with welding and fixing ensures the mechanical strength and electrical reliability of the high-voltage connection parts, and adapts to the high-power transmission requirements in fast, continuous, large-scale heavy-duty freight scenarios.

[0025] Compared with existing technologies, this invention achieves high mobility, rapid assembly and reliable operation of the linear motor traction converter system through the combination of modular vehicle design, rapid connection technology, multi-mode intelligent control and high-speed information processing system, and is suitable for high-requirement scenarios such as large ports or airport freight.

[0026] The above description is merely an overview of the technical solution disclosed herein. In order to better understand the technical means of this disclosure and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this disclosure more apparent and understandable, specific embodiments of this disclosure are described below. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the linear motor traction converter system according to an embodiment of this application; Figure 2 This is a schematic diagram of the high-speed information processing unit structure of the linear motor traction converter system according to an embodiment of this application; Figure 3 This is a schematic diagram of the high-speed information processing unit triangular carrier communication in an embodiment of this application; Figure 4 This is a schematic diagram of the triangular carrier data frame structure of the high-speed information processing unit in an embodiment of this application; Figure 5 This is a schematic diagram of the triangular carrier data packet structure of the high-speed information processing unit in an embodiment of this application; Figure 6 This is a structural diagram of the traction converter according to an embodiment of this application; Figure 7 This is a flowchart of the low-voltage test of the linear motor traction converter system according to an embodiment of this application; Figure 8 This is a schematic diagram of the cross-sectional structure of the quick-connect connector according to an embodiment of this application; Figure 9 This is a schematic diagram of the longitudinal section structure of the quick-connect connector according to an embodiment of this application; In the above figures, 1. Cable; 101. Cable shield; 102. Cable core; 2. Quick-connect connector; 201. Plug; 202. Socket; 203. Mounting base. Detailed Implementation

[0029] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0030] The prefixes such as "first" and "second" used in this application embodiment are merely for distinguishing different descriptive objects and do not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes used to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is given in the claims or the context of the embodiments, and should not constitute unnecessary restrictions due to the use of such prefixes. Furthermore, in the description of this embodiment, unless otherwise stated, "multiple" means two or more.

[0031] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B; the term "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone.

[0032] In the embodiments provided in this application, it should be understood that the disclosed systems and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0033] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0034] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0035] In realizing a rapidly assembleable linear motor traction converter system, a core contradiction arises: the conflict between the system's highly modular and distributed deployment and the extremely high requirements for the real-time performance and reliability of overall control. Specifically, by placing the linear motor, traction converter, energy storage unit, and supplementary energy unit on different transport trucks, the electrical connections and control information exchange between subsystems shift from fixed cabinet wiring to flexible connections between onboard units. This not only presents the challenge of requiring high-voltage, high-current connectors to meet the requirements of rapid plugging and unplugging while maintaining high reliability, but also imposes stringent requirements on the coordinated control of the distributed system.

[0036] For example, at the electrical connection level, traditional fixed cable crimping or bolting methods are time-consuming and labor-intensive, and cannot meet the mobile requirements of large-scale heavy-duty freight transport. At the same time, megawatt-level pulse power transmission requires connectors to have extremely low contact resistance and extremely high mechanical strength and electrical insulation performance. Conventional connection methods are prone to becoming system failure points under frequent plugging and unplugging and harsh operating conditions.

[0037] At the control system level, the distributed architecture lengthens the path for acquiring status information and issuing control commands, and increases the number of nodes. If traditional centralized or low-speed communication solutions are used, the system struggles to achieve precise and coordinated control of traction converter power devices, sectionalizing switch actions, and supercapacitor charging and discharging within milliseconds. Asynchronous data acquisition, delayed command transmission, or packet loss can lead to reduced control performance and energy recovery efficiency, or even serious equipment failure.

[0038] In addition, since the system modules are transported separately and quickly assembled on site, there must be a mechanism to quickly verify the correctness and health status of the main power circuit and control circuit to avoid potential short circuits, open circuits or device failures that could lead to system startup failure or equipment damage.

[0039] To address the aforementioned technical challenges, this application provides a linear motor traction converter system. The following will describe the system's structure, the connection relationships between its components, the implementation flow of the control logic, and the communication synchronization mechanism in detail, with reference to the accompanying drawings.

[0040] like Figure 1 As shown in the illustration, an embodiment of this disclosure provides a linear motor traction converter system, including a linear motor transport truck, a traction transport truck, a power replenishment transport truck, and a quick-connect connector. The linear motor transport truck carries interconnected linear motors and sectionalizing switches.

[0041] The tractor-carrying truck carries interconnected traction converters and supercapacitors, as well as a main controller connected to the traction converters.

[0042] The energy replenishment truck carries battery charging units, DC chargers, and batteries.

[0043] The quick-connect connector includes a first quick-connect connector and a second quick-connect connector; wherein, the sectionalizing switch is connected to the traction converter via the first quick-connect connector; and the supercapacitor is connected to the battery charging unit via the second quick-connect connector.

[0044] The technical solution provided in this application achieves physical separation and rapid connection of various functional modules of the system through the above-mentioned truck deployment structure, which significantly improves the system's mobility and deployment efficiency.

[0045] In other embodiments of this application, in order to solve the problem of unclear energy flow and control logic under different operating conditions, the system also includes a control unit. The control unit is connected to the traction converter and the battery charging unit. The system's operating modes include traction mode, braking mode and charging mode. When the system is operating in traction mode, the control unit controls the traction converter to convert the DC voltage output from the supercapacitor into AC voltage and output it to the linear motor. When the system is operating in braking mode, the control unit controls the traction converter to convert the AC power output from the linear motor into DC power and output it to the supercapacitor. When the voltage of the supercapacitor is lower than the voltage threshold, the system operates in charging mode, and the control unit controls the battery charging unit to charge the supercapacitor.

[0046] In one specific exemplary embodiment, the system is applied to a large civilian fixed-wing UAV cargo-carrying equipment, which is used in large cargo ports or airports, and its core consists of three functional trucks: a linear motor cargo truck, a traction cargo truck, and a refueling cargo truck.

[0047] The equipment, after transportation, arrived at the cargo port. Each truck was parked in its pre-set location. Operators quickly connected the linear motor carrier truck, traction carrier truck, and refueling carrier truck via the first and second quick-connect connectors. After the operator issued the "Ready" command, the control unit confirmed the system had entered traction mode. The control unit first closed the sectionalizing switch at the starting position of the drone. Subsequently, it sent a full-power inverter command to the traction converter. The traction converter converted the 750V DC power provided by the supercapacitor into three-phase AC power with precisely controlled frequency and amplitude, driving the stator segment of the linear motor and generating powerful electromagnetic thrust. As the trolley accelerated, the control unit, according to a pre-set algorithm, controlled the downstream sectionalizing switches to open and close in real time and sequentially, ensuring that the motor's traveling wave magnetic field always acted synchronously on the trolley until the drone accelerated to takeoff speed and detached.

[0048] The drone took off successfully, and the trolley began to decelerate under the action of inertia and braking devices.

[0049] Upon detecting the termination of the traction command and the generation of a reverse induced electromotive force at the linear motor, the control unit immediately determines that the system has entered braking mode. The control unit then switches the traction converter from inverter mode to rectifier mode. The linear motor then acts as a generator, converting its three-phase AC power into DC power by the traction converter.

[0050] Because the sled decelerates with enormous kinetic energy, direct feedback would cause the supercapacitor voltage to rise sharply and damage it. The control unit dynamically adjusts the rectified current to smoothly and controllably deliver regenerative energy to the supercapacitor, raising its voltage from 550V to approximately 620V.

[0051] At the same time, the control unit controls the mechanical brakes to work together to ensure that the trolley stops smoothly at the end of the track.

[0052] After the system is powered on or during traction and braking, the control unit located on the traction truck monitors the status of the supercapacitor in real time. When the supercapacitor's voltage is detected to be only 300V, far below its normal operating voltage threshold (set to 650V), the control unit automatically determines that the system has entered charging mode. The control unit sends a start command and charging parameters (such as constant current 100A) to the battery charging unit on the refueling truck. At the same time, the control unit logic locks the enable signal of the traction converter to ensure charging safety. The battery charging unit starts working, boosting and stabilizing the 400V DC power from its own battery pack through a DC / DC converter, and then charging the supercapacitor via the second quick-connect connector.

[0053] The technical solution provided in this application achieves automatic switching and efficient energy management of the system under different operating conditions by setting up multi-mode control logic.

[0054] In other embodiments of this application, to address the problem of untimely data acquisition and response during high-speed system operation, such as... Figure 1 As shown, the control unit includes a high-speed information processing unit, which is connected to the traction converter, supercapacitor, sectionalizing switch and battery charging unit, and is used to exchange information with the traction converter, supercapacitor, sectionalizing switch and battery charging unit. When the system operates in traction mode, the high-speed information processing unit collects the current of the traction converter, the current of the supercapacitor, and the status information of the sectionalizing switch. Based on the current of the traction converter, the current of the supercapacitor, and the status information of the sectionalizing switch, the control unit controls the traction converter to convert the DC voltage output by the supercapacitor into AC voltage and output it to the linear motor.

[0055] When the system operates in braking mode, the high-speed information processing unit collects the current of the traction converter, the current of the supercapacitor, and the status information of the sectionalizing switch. Based on the current of the traction converter, the current of the supercapacitor, and the status information of the sectionalizing switch, the control unit controls the traction converter to convert the AC power output from the linear motor into DC power and output it to the supercapacitor.

[0056] When the voltage of the supercapacitor is below the voltage threshold, the system operates in charging mode. The high-speed information processing unit collects the power levels of the battery charging unit and the supercapacitor. Based on the power levels of the battery charging unit and the supercapacitor, the control unit controls the battery charging unit to charge the supercapacitor.

[0057] In a specific exemplary embodiment, the operator quickly makes electrical connections to the linear motor transport truck, traction transport truck, and refueling transport truck through the first quick-connect connector and the second quick-connect connector. After the operator issues the "ready" command, the control unit confirms that the system has entered the traction mode. The high-speed information processing unit collects the current of the traction converter, the current of the supercapacitor, and the status information of the sectionalizing switch. Based on the above information, the control unit first controls the sectionalizing switch at the starting position of the UAV to close. Then, it sends a full-power inverter command to the traction converter. The traction converter inverts the 750V DC power provided by the supercapacitor into three-phase AC power with precise frequency and amplitude control, which drives the stator segment of the linear motor to generate a powerful electromagnetic thrust.

[0058] Upon detecting the termination of the traction command and the generation of a reverse induced electromotive force at the linear motor, the control unit immediately determines that the system has entered braking mode. The high-speed information processing unit collects the current of the traction converter, the current of the supercapacitor, and the status information of the sectionalizing switch. Based on this information, the control unit controls the traction converter to switch from inverter mode to rectifier mode. At this time, the linear motor acts as a generator, and the three-phase AC power it generates is converted into DC power by the traction converter and delivered to the supercapacitor.

[0059] After the system is powered on or during traction and braking, the high-speed information processing unit collects the power levels of the battery charging unit and the supercapacitor in real time. When the supercapacitor's voltage is detected to be only 300V, far below its normal operating voltage threshold (set to 650V), the control unit automatically determines that the system has entered charging mode. The control unit sends a start command and charging parameters (such as constant current 100A) to the battery charging unit on the refueling truck. The battery charging unit then starts working, charging the supercapacitor with its own 400V DC power from the battery pack via the second quick-connect connector.

[0060] The technical solution provided in this application, through the setting of a high-speed information processing unit, realizes real-time acquisition and rapid response of system operation data, ensuring the accuracy of control and the stability of the system.

[0061] In other embodiments of this application, due to the distributed structure of the system, data interaction is complex and control command transmission efficiency is low, such as... Figure 2 As shown, to solve this problem, the high-speed information processing unit includes an acquisition and execution module and a communication module, and the control unit includes a main communication card and a control card.

[0062] The acquisition and execution module includes multiple acquisition and execution cards. Each acquisition and execution card communicates bidirectionally with the acquired unit to acquire the operating data of the acquired unit. The acquired unit includes a sectionalizing switch, a traction converter, a supercapacitor, and a battery charging unit.

[0063] The communication module includes multiple communication cards, with each acquisition and execution card connected to one communication card, which are used for bidirectional data interaction with the corresponding acquisition and execution card.

[0064] The main communication card connects to each other's communication cards and is used for bidirectional data exchange between them.

[0065] The control card connects to the main communication card and can interact with it bidirectionally. It is used to generate system control commands based on the operating data of the sectionalizing switch, traction converter, supercapacitor, and battery charging unit.

[0066] When the system operates in traction or braking mode, the data transmission path is as follows: the first acquisition execution card collects the status information of the sectionalizing switches; the second acquisition execution card collects the position and speed information of the mover; the third acquisition execution card collects the output current of the traction converter; and the fourth acquisition execution card collects the output current and voltage of the supercapacitor. The collected data is then transmitted to the main communication card via the corresponding communication card. The main communication card edits the input data and transmits it to the control card. The control card generates control commands for the sectionalizing switches (such as activation or deactivation commands) based on the status information of the sectionalizing switches; generates control commands for the mover based on the position and speed information of the mover; generates control commands for the traction converter based on the current of the traction converter (such as power switch pulse commands); and generates control commands for the supercapacitor based on the output current and voltage of the supercapacitor. All these control commands are transmitted to the corresponding acquisition execution cards via the main communication card and the corresponding communication cards.

[0067] When the system is operating in charging mode, the data transmission path is as follows: the fifth acquisition execution card collects the charging current of the battery charging unit and the charge of the supercapacitor; the sixth acquisition execution card collects the battery charge, i.e., the battery status. This data is then transmitted to the main communication card via the corresponding communication card. The main communication card edits the input data and transmits it to the control card. Based on the status of the battery charging unit and the charge of the supercapacitor, the control card generates control commands for the battery charging unit and the supercapacitor, which are then transmitted to the corresponding acquisition execution card via the main communication card and the corresponding communication card.

[0068] The technical solution provided in this application achieves efficient data interaction and rapid issuance of control commands through a modular acquisition, communication and control architecture, thereby improving the overall response speed and reliability of the system.

[0069] In other embodiments of this application, because the system has a high communication rate, high-speed communication is often accompanied by data conflicts and delays. Therefore, such as Figure 2 As shown, the main communication card is connected to the communication card through two parallel optical fibers, including a data upload fiber and a data download fiber.

[0070] The uplink fiber optic cable is used by the communication card to transmit the collected operational data to the main communication card.

[0071] The downlink fiber is used by the main communication card to transmit corresponding control command signals to the other communication card.

[0072] The technical solution provided in this application achieves physical isolation between data uploading and command issuance through a dual-fiber parallel communication architecture, effectively avoiding data conflicts and improving communication efficiency and system real-time performance.

[0073] In other embodiments of this application, since the multi-node communication of this system often produces problems such as poor communication synchronization between nodes and unstable data packet reception, in order to solve this problem, both the main communication card and the communication card include a receiving end and a sending end. The receiving end of the main communication card is connected to the sending end of the communication card through the data upload optical fiber, and the sending end of the main communication card is connected to the receiving end of the communication card through the data download optical fiber.

[0074] The high-speed information processing unit uses triangular carrier waves for communication synchronization. When the main communication card sends control commands to the communication card, the main communication card's transmitting end sends a pre-synchronization command to the communication card at the first time point before the start point of each cycle of the triangular carrier wave; and sends data packets at the second time point before the start point of the cycle. The second time point is later than the first time point, and the difference between the two is at least the transmission time of one data packet.

[0075] After receiving the pre-synchronization instruction, the receiver of each communication card enters a waiting state to start the data packet reception process when the cycle start point arrives.

[0076] In a specific illustrative embodiment, such as Figure 3 As shown, the FPGA in the communication card of the high-speed information processing unit sets the fiber optic communication baud rate (assumed to be 40MHz) according to the system clock. Communication uses a triangular carrier pattern (carrier frequency assumed to be 2kHz), and the smallest unit of data transmission is a data frame, such as... Figure 4 As shown, a data frame includes one start bit, one stop bit, and 8 bits (1 byte) of valid data. Data is sent in the form of data packets, such as... Figure 5 As shown, the data contains 15 data frames. The first frame is a synchronization signal and does not participate in CRC verification. The FPGA immediately parses the first byte after receiving it. Frames 1-6 are critical data, which can store 36 bits of data; frames 7-10 are non-critical data, which can store 28 bits of data; the 12th frame is an attribute byte, which is a life signal; and frames 13-14 are the CRC verification results (including bytes 1-12). Therefore, the communication time for one data packet is (15 bytes x 11dclk (clock cycles) + 19dclk (idle time)) / 40MHz = 4.6us. The main communication card's transmitter sends a synchronization frame 10dclk before the arrival of the triangular carrier zero point and sends a pre-synchronization command 10clk + 184clk (one data packet communication time) before the arrival of the triangular carrier zero point. After detecting the pre-synchronization command, the receiving end of the communication card jumps to the state of waiting to receive the synchronization frame. This ensures that when the main communication card sends the synchronization frame, the corresponding communication card is in the initial state of receiving a large packet of data, and can immediately recognize the synchronization frame, thus completing the carrier synchronization process between the main communication card and the communication card.

[0077] The technical solution provided in this application ensures the synchronization of multi-node communication and the stability of data reception through a pre-synchronization mechanism and a periodic data packet sending strategy, thereby further improving the control accuracy and operational reliability of the system.

[0078] In other embodiments of this application, the traction converter includes a DC voltage conversion module and a DC-AC voltage conversion module. The DC voltage conversion module is responsible for stabilizing the intermediate DC bus voltage and achieving efficient conversion between the wide voltage range of the supercapacitor and the optimal voltage required by the subsequent inverter. For example... Figure 6 As shown, in a specific illustrative embodiment, its first end is connected to a supercapacitor, and the first end of the DC voltage conversion module will withstand the wide range of voltage fluctuations of the supercapacitor from 400V to 750V. Its second end outputs a stable and controllable intermediate DC voltage, exemplarily 600V DC.

[0079] The DC-AC voltage conversion module is responsible for converting DC power to AC power, such as... Figure 6 As shown, in a specific illustrative embodiment, a three-phase full-bridge IGBT inverter circuit is used. Its first terminal is connected to the second terminal of the DC voltage conversion module. A stable and controllable intermediate DC voltage is input through the second terminal of the DC voltage conversion module. Its second terminal is connected to a sectionalizing switch to output the converted AC power to the stator winding of the linear motor.

[0080] In a specific illustrative embodiment, the supercapacitor voltage is 750V in the initial state of the system.

[0081] When the system receives the start-up traction mode, firstly, the DC-DC voltage conversion module starts. Since the supercapacitor voltage of 750V is higher than the target intermediate voltage of 600V, this module operates in buck mode. In buck mode, the system efficiently reduces and stabilizes the continuously decreasing voltage from 750V provided by the supercapacitor at an intermediate DC voltage of 600V by precisely controlling the duty cycle of the power switching transistors. This process ensures that even if the capacitor voltage fluctuates, the subsequent circuits always obtain the optimal operating voltage. Secondly, the DC-AC voltage conversion module draws power from the stable 600V intermediate DC bus. The control unit generates a high-frequency PWM signal to drive its IGBT according to the motor control algorithm, converting the stable 600V DC power into three-phase AC power with controllable amplitude and frequency, thereby driving the linear motor to generate a smooth and powerful electromagnetic thrust.

[0082] Through the buffering and voltage regulation of the DC voltage conversion module, the downstream inverter always operates at the optimal voltage. Its modulation algorithm can always stay in the most efficient modulation zone, thereby significantly reducing switching losses and conduction losses, improving the power conversion efficiency of the entire traction process, and ensuring stable motor output.

[0083] When the system receives the start-up braking mode, firstly, the DC-AC voltage conversion module switches to active rectification mode. Active rectification mode rectifies the AC power generated by the linear motor, which varies in amplitude and frequency, into DC power. Since the motor's back electromotive force may be low, the DC voltage generated at this stage (i.e., the intermediate DC voltage) may only be 450V. Secondly, the DC voltage conversion module detects that the intermediate DC voltage of 450V is lower than the current supercapacitor voltage, for example, 500V. The module immediately switches to boost mode. In boost mode, the system controls its switching transistors to boost the 450V intermediate DC voltage to a level slightly higher than the current supercapacitor voltage, for example, 510V. Driven by this voltage difference, regenerative braking energy is efficiently and controllably pumped into the supercapacitor, completing energy recovery.

[0084] This architecture solves the problem of insufficient energy feedback to the capacitor during the initial braking phase due to low motor speed and low generator voltage. The boost function of the DC-DC voltage conversion module ensures that the system can effectively recover energy under any reasonable braking conditions, greatly improving the energy recovery rate and system energy efficiency.

[0085] The technical solution provided in this application decouples the voltage regulation and current conversion functions through a two-stage converter architecture. The DC-DC voltage conversion module is specifically designed to handle the wide voltage range of the supercapacitor, creating a stable operating environment for the subsequent stages; the DC-AC voltage conversion module focuses on high-performance energy conversion at the optimal voltage. Together, they enable the system to always operate in an efficient, stable, and controllable state under the two distinctly different operating conditions of traction and braking.

[0086] In other embodiments of this application, before the system enters the traction mode, the control unit performs a traction test, which includes: Generate and issue traction test commands based on system instructions; According to the traction test command, control the segment switch connected to the linear motor to close and the contactor connected to the supercapacitor to close; According to the traction test command, control the power switching transistors of the traction converter to turn on and off in accordance with the test sequence; The high-speed information processing unit receives the output current of the traction converter and the voltage of the supercapacitor and uses them as the first feedback signal. The traction test ends when the first feedback signal is within the first preset normal range; the control system stops operating when the first feedback signal exceeds the first preset normal range.

[0087] In a specific illustrative embodiment, a linear motor traction converter system has just been rapidly assembled at a large port. Facing an upcoming drone cargo delivery mission, both the operators and the system itself must verify that all high-voltage circuit connections are correct and well-insulated, that power switching devices are functioning properly, and that current sensor feedback is accurate. Any potential wiring errors, device malfunctions, or sensor drift could lead to catastrophic consequences during full-power operation. Therefore, after the system's control circuit is connected, a hardware connection reliability test is performed, specifically, such as... Figure 7As shown, the main controller verifies the status of sensors, contactors, etc., based on signal feedback. After the sensors and contactors pass the tests, the system enters the low-voltage power-on test, which is divided into traction test and charging test. Before the traction test starts, the main controller receives system commands (actual mover load, required end speed, traction test start) through the high-speed information processing system, runs the logic and algorithm program, and issues instructions (contactor energizing command connected to the supercapacitor, sectionalizing switch energizing command, etc.) to connect the high-voltage circuit. The mover traction process is completed by the IGBT switching action of the traction converter. During the process, the feedback variables are monitored in real time. If all data are within the normal range, the test ends. If abnormal data occurs, the system is shut down for maintenance.

[0088] The technical solution provided in this application achieves automatic detection and fault prevention of the system before the start of the traction mode through the traction test process, thereby improving the safety and reliability of the system.

[0089] In other embodiments of this application, before the system enters traction mode, the control unit performs a charging test, which includes: Generate and issue charging test commands based on system instructions; According to the charging test command, control the circuit connecting the battery charging unit and the supercapacitor to conduct; The high-speed information processing unit receives the current from the battery charging unit and the voltage of the supercapacitor and uses them as a second feedback signal. The charging test ends when the second feedback signal is within the second preset normal range; the control system stops operating when the second feedback signal exceeds the second preset normal range.

[0090] After the system is connected to the control circuit, a hardware connection reliability test is performed. The main controller verifies the status of sensors, contactors, etc., based on signal feedback. Once the tests on the sensors and contactors are passed, the system enters the low-voltage power-on test, which is divided into traction test and charging test. Figure 7 As shown, during the charging test phase, the main controller receives system commands (overcapacity capacity, battery capacity, DC charger status, charging test start) through the high-speed information processing system. Based on the battery and capacitor capacities, it runs logic and algorithm programs and issues commands (battery contactor engagement command, contactor engagement command connected to the supercapacitor) to connect the charging circuit. The charging process is completed through the IGBT switching action of the DC charger. During the process, the feedback variables are monitored in real time. If all data are within the normal range, the charging test ends. If abnormal data occurs, the system is shut down for maintenance.

[0091] The technical solution provided in this application ensures the normal startup of the charging system and the reliability of energy supply through a charging test process, further guaranteeing the continuous operation capability of the system.

[0092] In other embodiments of this application, such as Figure 8 , 9 As shown, the quick-connect connector includes a plug and a socket, with the plug being soldered to a high-voltage cable. Figure 8 As shown in a specific illustrative embodiment, the high-voltage cable core (copper core) and the quick-connect connector plug are fixed by welding to increase the contact surface between the core and the plug. The plug and socket are connected through the contact surface to form a current loop. At the same time, in order to adapt to the short-term high current operation of the system, both the plug and the socket are made of silver material with high conductivity.

[0093] The technical solution provided in this application ensures the mechanical strength and electrical reliability of the high-voltage connection parts through the design of a quick-connect connector that is fixed by welding, and adapts to the high-power transmission requirements in rapid assembly scenarios.

[0094] The above embodiments are only used to illustrate the technical solutions of this application and not to limit them; although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of this application or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of this application, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in this application.

Claims

1. A linear motor traction converter system, characterized in that, include: Linear motor transport truck: transports interconnected linear motors and sectionalizing switches; Tractor trucks: transport interconnected traction converters and supercapacitors; Rechargeable truck: carries battery charging units; Quick-connect connectors: including a first quick-connect connector and a second quick-connect connector; The sectionalizing switch is connected to the traction converter via the first quick-connect connector; The supercapacitor is connected to the battery charging unit via the second quick-connect connector.

2. The linear motor traction converter system according to claim 1, characterized in that, The system also includes a control unit, which is connected to the traction converter and the battery charging unit. The system's operating modes include traction mode, braking mode, and charging mode. When the system is operating in the traction mode, the control unit is configured to: control the traction converter to convert the DC voltage output by the supercapacitor into AC voltage and output it to the linear motor; When the system is operating in the braking mode, the control unit is configured to: control the traction converter to convert the AC power output by the linear motor into DC power and output it to the supercapacitor; When the voltage of the supercapacitor is lower than the voltage threshold, the system operates in the charging mode, and the control unit is configured to control the battery charging unit to charge the supercapacitor.

3. The linear motor traction converter system according to claim 2, characterized in that, The control unit includes: High-speed information processing unit: connected to the traction converter, supercapacitor, sectionalizing switch and battery charging unit, used for information interaction with the traction converter, supercapacitor, sectionalizing switch and battery charging unit; When the system operates in the traction mode, the high-speed information processing unit is configured to: collect the current of the traction converter, the current of the supercapacitor, and the status information of the sectionalizing switch; the control unit is configured to: control the traction converter to convert the DC voltage output by the supercapacitor into AC voltage and output it to the linear motor according to the current of the traction converter, the current of the supercapacitor, and the status information of the sectionalizing switch. When the system operates in the braking mode, the high-speed information processing unit is configured to: collect the current of the traction converter, the current of the supercapacitor, and the status information of the sectionalizing switch; the control unit is configured to: control the traction converter to convert the AC power output by the linear motor into DC power based on the current of the traction converter, the current of the supercapacitor, and the status information of the sectionalizing switch, and output it to the supercapacitor. When the voltage of the supercapacitor is lower than the voltage threshold, the system operates in the charging mode. The high-speed information processing unit is configured to collect the power of the battery charging unit and the power of the supercapacitor. The control unit is configured to control the battery charging unit to charge the supercapacitor based on the power of the battery charging unit and the power of the supercapacitor.

4. The linear motor traction converter system according to claim 3, characterized in that, The high-speed information processing unit includes: Acquisition and execution module: includes multiple acquisition and execution cards, each of which communicates bidirectionally with the acquired unit to acquire the operating data of the acquired unit, which includes the sectionalizing switch, traction converter, supercapacitor, and battery charging unit; Communication module: includes multiple communication cards, each of the acquisition and execution cards is connected to one of the communication cards, and is used for bidirectional data interaction with the corresponding acquisition and execution card; The control unit includes: Main communication card: Connects to each of the aforementioned communication cards and is used for bidirectional data interaction with each communication card; Control card: Connected to the main communication card, capable of bidirectional interaction with the main communication card, used to generate control commands for the system based on the operating data of the sectionalizing switch, traction converter, supercapacitor, and battery charging unit; When the system operates in traction mode or braking mode, the status information of the sectionalizing switch, the current of the traction converter, and the current of the supercapacitor are collected by the corresponding acquisition and execution card, and transmitted to the main communication card and control card via the corresponding communication card. The control card generates control commands for the sectionalizing switch based on the status information of the sectionalizing switch, control commands for the traction converter based on the current of the traction converter, and control commands for the supercapacitor based on the current of the supercapacitor, and transmits them to the corresponding communication card and the corresponding acquisition and execution card via the main communication card. When the system is operating in the charging mode, the acquisition execution card acquires the status of the battery charging unit and the power of the supercapacitor, and transmits them to the main communication card and the control card via the corresponding communication card; the control card generates control commands for the battery charging unit and the supercapacitor based on the status of the battery charging unit and the power of the supercapacitor, and transmits them to the corresponding communication card and the corresponding acquisition execution card via the main communication card.

5. The linear motor traction converter system according to claim 4, characterized in that, The main communication card is connected to the communication card via two parallel optical fibers, including a data upload optical fiber and a data download optical fiber; The upload optical fiber is used by the communication card to transmit the collected operating data to the main communication card; The downlink optical fiber is used by the main communication card to transmit corresponding control command signals to the other communication card.

6. The linear motor traction converter system according to claim 5, characterized in that, Both the main communication card and the communication card include a receiving end and a transmitting end. The receiving end of the main communication card is connected to the transmitting end of the communication card through the data upload optical fiber, and the transmitting end of the main communication card is connected to the receiving end of the communication card through the data download optical fiber. The high-speed information processing unit is configured to: perform communication synchronization via a triangular carrier wave; when the main communication card issues the control command to the communication card, the transmitting end of the main communication card sends a pre-synchronization command to the communication card at the first time point before the start point of each cycle of the triangular carrier wave; and sends a data packet at the second time point before the start point of the cycle, wherein the second time point is later than the first time point and the difference between the two is at least the transmission time of one data packet. Each of the communication cards is configured such that, upon receiving the pre-synchronization instruction, its receiver enters a waiting state to initiate the data packet reception process when the start point of the cycle arrives.

7. The linear motor traction converter system according to claim 2, characterized in that, The traction converter includes: DC-DC voltage conversion module: The first terminal is connected to the supercapacitor and is used for voltage conversion; DC-AC voltage conversion module: The first terminal is connected to the second terminal of the DC voltage conversion module, and the second terminal is connected to the segmented switch for voltage type conversion; When the system is operating in traction mode, the DC voltage conversion module steps down the DC voltage output by the supercapacitor to output an intermediate DC voltage. The DC-AC voltage converter then converts the intermediate DC voltage into an AC voltage and outputs it to the linear motor. When the system is operating in braking mode, the DC-AC voltage conversion module converts the AC power output by the linear motor into the intermediate DC voltage. The DC voltage conversion module then boosts the intermediate DC voltage and outputs it to the supercapacitor.

8. The linear motor traction converter system according to claim 3, characterized in that, The control unit is configured to perform a traction test before the system enters the traction mode, the traction test including: Generate and issue traction test commands based on system instructions; According to the traction test command, control the segmented switch connected to the linear motor to close and the contactor connected to the supercapacitor to close; According to the traction test command, the power switching transistors of the traction converter are controlled to switch on and off in accordance with the test sequence; The high-speed information processing unit receives the output current of the traction converter and the voltage of the supercapacitor and uses them as the first feedback signal. When the first feedback signal is within the first preset normal range, the traction test ends; when the first feedback signal exceeds the first preset normal range, the system stops operating.

9. The linear motor traction converter system according to claim 3, characterized in that, The control unit is configured to perform a charging test before the system enters the traction mode, the charging test including: Generate and issue charging test commands according to the system instructions; According to the charging test command, control the circuit connecting the battery charging unit and the supercapacitor to be turned on; The high-speed information processing unit receives the current in the battery charging unit and the voltage of the supercapacitor and uses them as a second feedback signal. When the second feedback signal is within the second preset normal range, the charging test ends; when the second feedback signal exceeds the second preset normal range, the system stops operating.

10. The linear motor traction converter system according to claim 1, characterized in that, The quick-connect connector includes a plug and a socket, the plug being fixedly connected to a high-voltage cable by soldering.

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