High-speed superconducting maglev train damping system and damping control method

Abstract

The application discloses a high-speed superconducting maglev train damping system and a damping control method, which can be used in the technical field of vibration control of high-speed superconducting maglev trains. The system comprises a current collection coil, a superconducting coil and a suspension coil arranged on the train, the current collection coil is multiplexed as a damping coil for generating damping force while being used for supplying power to on-board equipment; a three-phase PWM rectifier is connected with the current collection coil and is used for adjusting the power factor angle of the current flowing through the current collection coil to control the size of the reactive current; the magnetic field generated by the current collection coil is coupled with the suspension coil to induce a current collection-suspension current in the suspension coil, the current collection-suspension current interacts with the magnetic field of the superconducting coil to generate a damping force acting on the train body; and a control system is connected with the three-phase PWM rectifier and is used for adjusting the output of the three-phase PWM rectifier in real time based on the vibration state of the train to dynamically control the damping force.

Description

Technical Field

[0001] This application relates to the field of vibration control technology for high-speed superconducting maglev trains, specifically to a damping system and damping control method for high-speed superconducting maglev trains. Background Technology

[0002] During operation, high-speed superconducting maglev trains are prone to vibration due to multiple sources of excitation, including track irregularities, aerodynamics, and electromagnetic coupling, which affects operational stability and passenger comfort. Traditional vibration suppression methods typically require the addition of mechanical damping devices or dedicated damping coils, which increases train weight, occupies space, and hinders lightweight and integrated system design.

[0003] In existing technologies, vibration control of maglev trains is mostly concentrated on mechanical damping or active control strategies of the secondary suspension. There are also schemes that achieve electromagnetic damping by adding damping coils, but all of them have problems such as complex structure, high cost, and heavy weight. Summary of the Invention

[0004] To address at least some of the aforementioned technical problems, embodiments of this application provide a damping system and damping control method for a high-speed superconducting maglev train.

[0005] This application provides a high-speed superconducting maglev train damping system, comprising: The train is equipped with current collector coils, superconducting coils, and suspension coils. The current collector coils are used to supply power to the on-board equipment and are also reused as damping coils to generate damping force. The PWM rectification control module includes a three-phase PWM rectifier connected to the collector coil, used to adjust the power factor angle of the current flowing through the collector coil to control the magnitude of the reactive current; wherein, the magnetic field generated by the collector coil is coupled to the levitation coil, inducing a collector-levitation current in the levitation coil, and the collector-levitation current interacts with the magnetic field of the superconducting coil to generate a damping force acting on the vehicle body; The control system, connected to the PWM rectifier control module, is used to adjust the output of the three-phase PWM rectifier in real time based on the vibration state of the train, so as to dynamically control the damping force.

[0006] In some embodiments, the control system employs a dual closed-loop control strategy based on a dq rotating coordinate system, dynamically controlling the power factor angle by adjusting the q-axis current setpoint. The dual closed-loop control strategy includes an inner current control strategy and an outer voltage control strategy.

[0007] In some embodiments, the control system is configured to control the power factor angle within the range of -45° to 45°.

[0008] In some embodiments, the control system is configured to: control the amplitude of the damping force to remain at the maximum value under the current power factor angle, and the direction of the damping force is switched in real time according to the direction of the vertical vibration velocity of the vehicle body.

[0009] This application also provides a damping control method for a high-speed superconducting maglev train, comprising the following steps: S1. Detect the vibration state of the train body; S2. Based on the vehicle body vibration state, generate a damping force control command for vibration suppression; S3. According to the damping force control command, adjust the output of the three-phase PWM rectifier connected to the train collector coil to control the power factor angle of the current flowing through the collector coil, thereby changing the reactive current component in the collector coil. S4. By utilizing the altered reactive current component, a damping force opposite to the direction of vehicle vibration is generated through the electromagnetic coupling between the current collector coil, the suspension coil, and the superconducting coil, thereby suppressing vehicle vibration.

[0010] In some embodiments, step S3 specifically includes: A dual-loop control strategy based on the dq rotating coordinate system is adopted, which dynamically changes the power factor angle by adjusting the given value of the q-axis current. The dual-loop control strategy includes an inner current control strategy and an outer voltage control strategy.

[0011] In some embodiments, the power factor angle is controlled to vary within the range of -45° to 45°.

[0012] In some embodiments, the damping force is controlled using a maximum force control law: The amplitude of the damping force is controlled to be the maximum value that can be generated at the current power factor angle.

[0013] In some embodiments, after step S4, the method further includes: S5. Verify the vertical vibration suppression effect on the vehicle body; S6. If the vertical vibration suppression effect on the vehicle body does not meet the preset requirements, the power factor angle is increased, and the process returns to step S1.

[0014] This application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the methods described in any of the above embodiments.

[0015] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods described in any of the above embodiments.

[0016] This application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the methods described in any of the above embodiments.

[0017] The high-speed superconducting maglev train damping system and damping control method provided in this application reuse the existing current collector coil 1 of the train to realize the damping function without adding new hardware, reducing system complexity and cost, and saving space and weight; based on the reactive power regulation of PWM rectifier 41, real-time damping force control is realized, with fast response and precise control; under high-speed operation conditions, the stability and comfort of the train are effectively improved, and the vibration suppression effect is significant. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, 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 this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings: Figure 1 This is a schematic diagram of the structure of a high-speed superconducting maglev train damping system provided in an embodiment of this application.

[0019] Figure 2 This is a flowchart illustrating a damping control method for a high-speed superconducting maglev train provided in an embodiment of this application.

[0020] Figure 3 This is a spatial distribution diagram of the superconducting coils provided in the embodiments of this application.

[0021] Figure 4 This is a schematic diagram of the magnetomotive force distribution model of the superconducting coil provided in the embodiments of this application.

[0022] Figure 5 This is a schematic diagram of the current collector coil arrangement of a high-speed superconducting maglev train provided in an embodiment of this application.

[0023] Figure 6 This is a schematic diagram of the magnetomotive force distribution model of the collector coil provided in the embodiments of this application.

[0024] Figure 7 This is a structural diagram of the levitation coil provided in the embodiments of this application.

[0025] Figure 8This is a structural diagram of the high-speed superconducting maglev train suspension system provided in the embodiments of this application.

[0026] Figure 9 This is a schematic diagram showing the relationship between damping force and power factor angle provided in an embodiment of this application.

[0027] Figure 10 This is a topology diagram of the main circuit of a three-phase PWM rectifier provided in the embodiments of this application.

[0028] Figure 11 This is a schematic diagram of the PWM rectifier input / output model provided in the embodiments of this application.

[0029] Figure 12 This is a schematic block diagram of the controller provided in the embodiments of this application.

[0030] Figure 13 This is a schematic diagram of the PWM rectifier controller model provided in the embodiments of this application.

[0031] Figure 14 This is a schematic diagram of the PWM rectifier simulation model provided in the embodiments of this application.

[0032] Figure 15 This is a schematic diagram of the AC side voltage / current of phase a of the rectifier provided in the embodiment of this application.

[0033] Figure 16 This is a schematic diagram of the DC side voltage of the rectifier provided in the embodiments of this application.

[0034] Figure 17 This is a schematic diagram of the vertical vibration displacement of the vehicle body provided in the embodiments of this application.

[0035] Figure 18 This is a schematic diagram of the vertical vibration velocity of the vehicle body provided in the embodiments of this application.

[0036] Figure 19 This is a schematic diagram of the vertical vibration acceleration of the vehicle body provided in the embodiments of this application.

[0037] Figure 20 This is a PSD diagram of the vertical vibration acceleration of the vehicle body provided in an embodiment of this application.

[0038] Figure 21 This is a schematic diagram of the physical structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the embodiments of this application will be further described in detail below with reference to the accompanying drawings. Here, the illustrative embodiments and their descriptions are used to explain this application, but are not intended to limit this application. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be arbitrarily arranged.

[0040] The terms “first,” “second,” etc., used in this application are not intended to specifically refer to any order or sequence, nor are they intended to limit this application. They are merely used to distinguish elements or operations described using the same technical terms.

[0041] The terms “comprising,” “including,” “having,” “containing,” etc., used in this application are all open-ended terms, meaning that they include but are not limited to.

[0042] The term "and / or" as used in this application includes any or all of the items in the order described.

[0043] Figure 1 This is a schematic diagram of the structure of a high-speed superconducting maglev train damping system provided in an embodiment of this application. Figure 1 As shown in the figure, a high-speed superconducting maglev train damping system 100 provided in this application embodiment includes: The train is equipped with a current collector coil 1, a superconducting coil 2, and a suspension coil 3. The current collector coil 1 is used to supply power to the on-board equipment and is also reused as a damping coil to generate damping force. The PWM rectification control module 4 includes a three-phase PWM rectifier 41, which is connected to the collector coil 1 and is used to adjust the power factor angle of the current flowing through the collector coil 1 to control the magnitude of the reactive current. The magnetic field generated by the collector coil 1 is coupled to the levitation coil 3 to induce a collector-levitation current in the levitation coil 3. The collector-levitation current interacts with the magnetic field of the superconducting coil 2 to generate a damping force acting on the vehicle body. The control system 5 is connected to the PWM rectifier control module 4 and is used to adjust the output of the three-phase PWM rectifier 41 in real time based on the vibration state of the train in order to dynamically control the damping force.

[0044] The high-speed superconducting maglev train damping system 100 provided in this application embodiment reuses the existing current collector coil 1 of the train to realize the damping function without adding new hardware, reducing system complexity and cost, and saving space and weight; based on the reactive power regulation of PWM rectifier 41, it realizes real-time damping force control, with fast response and precise control; under high-speed operation conditions, it effectively improves the stability and comfort of the train, and the vibration suppression effect is significant.

[0045] In some embodiments, the control system 5 adopts a dual closed-loop control strategy based on the dq rotating coordinate system, and dynamically controls the power factor angle by adjusting the q-axis current setpoint. The dual closed-loop control strategy includes an inner current control strategy and an outer voltage control strategy.

[0046] In some embodiments, the control system 5 is configured to control the power factor angle within the range of -45° to 45°.

[0047] In some embodiments, the control system 5 is configured to: control the amplitude of the damping force to remain at the maximum value under the current power factor angle, and the direction of the damping force is switched in real time according to the direction of the vertical vibration velocity of the vehicle body.

[0048] In some embodiments, the damping force is related to the vertical acceleration of the car body or bogie, and its direction is opposite to the direction of the vertical acceleration.

[0049] Based on the same inventive concept, this application also provides a damping control method for high-speed superconducting maglev trains.

[0050] Figure 2 This is a flowchart illustrating a damping control method for a high-speed superconducting maglev train provided in an embodiment of this application. Figure 2 As shown in the figure, a damping control method for a high-speed superconducting maglev train provided in this application includes the following steps: S1. Detect the vibration state of the train body; In step S1, the vertical vibration acceleration of the train body can be collected in real time using acceleration sensors or displacement sensors installed on the train body. a z ( t or vertical vibration displacement z ( t This can be used to measure the vertical vibration acceleration. a z ( t or vertical vibration displacement z ( t The vertical vibration velocity of the vehicle body is obtained by filtering and processing. v z ( t This serves as the basis for damping force control. For example, if the vertical vibration acceleration of the vehicle body is collected... a z ( t The vertical vibration velocity of the vehicle body is then obtained through integration. v z ( t ): ; in, az ( t () represents the vertical vibration acceleration. v z ( t ) represents the vertical vibration velocity of the vehicle body.

[0051] S2. Based on the vehicle body vibration state, generate a damping force control command for vibration suppression; In step S2, the vibration state of the vehicle body, such as the vertical vibration velocity of the vehicle body, can be used as a basis. v z ( t ) and / or vertical vibration displacement z ( t The damping force used for vibration suppression is determined by methods such as maximum force switching control, proportional-derivative (PD) control, adaptive control, optimal control (LQR), or model predictive control (MPC), and then a damping force control command for vibration suppression is generated.

[0052] For example, using the maximum force control law, the direction of the damping force is determined in real time based on the direction of the vehicle's vertical vibration velocity, while maintaining the maximum amplitude of the damping force. The expression for the damping force is: ; in, F max The maximum damping force that the system can provide is determined by the current in the collector coil. I 2M and power factor angle θ 2. Together, sign is the sign function, ensuring that the direction of the damping force is always opposite to the direction of the vibration velocity.

[0053] S3. According to the damping force control command, adjust the output of the three-phase PWM rectifier connected to the train collector coil, thereby controlling the power factor angle of the current flowing through the collector coil to change the reactive current component in the collector coil. In step S3, the three-phase PWM rectifier can employ a dual closed-loop control strategy based on the dq coordinate system, including an inner current loop and an outer voltage loop. In the dq coordinate system, the control strategy is implemented by adjusting the setpoint of the q-axis current (the q-axis current reference value). i q The power factor angle is dynamically changed by adjusting the reactive component of the collector coil current. θ 2. Dynamic adjustment.

[0054] S4. By utilizing the altered reactive current component, a damping force opposite to the direction of vehicle vibration is generated through the electromagnetic coupling between the current collector coil, the suspension coil, and the superconducting coil, thereby suppressing vehicle vibration.

[0055] In step S4, after a current containing a controllable reactive component flows through the collector coil, the alternating magnetic field it generates couples with the levitation coil, inducing a collector-levitation current in the levitation coil. i 12η The current interacts with the static magnetic field of the superconducting coil, generating a vertical damping force. Damping force The direction is always opposite to the vertical vibration velocity of the vehicle body, thereby achieving the dissipation and suppression of vibration energy.

[0056] In some embodiments, after step S4, the method further includes: S5. Verify the vertical vibration suppression effect on the vehicle body; S6. If the vertical vibration suppression effect on the vehicle body does not meet the preset requirements, the power factor angle is increased, and the process returns to step S1.

[0057] Specifically, a power factor angle can be pre-set. During train operation, steps S1 to S4 are followed to monitor the train's vibration in real time. The direction of the damping force is adjusted based on the vibration, which means adjusting the sign of the power factor angle of the current flowing through the collector coil (switching between positive and negative values ​​following the direction of train vibration). After completing step S4, the effectiveness of the power factor angle in suppressing train vibration can be verified. If it does not meet expectations, the absolute value of the power factor angle is increased, and step S1 is repeated. This process continues until the power factor angle meets the expected vibration suppression effect, at which point the power factor angle is no longer adjusted.

[0058] To better understand this application, the following specific embodiment will be used to illustrate the damping system and damping control method of the high-speed superconducting maglev train provided in this application.

[0059] For ease of analysis, this embodiment establishes a dynamic coordinate system that moves with the train: with the train's direction of travel as the coordinate system. x Positive axis direction, horizontal direction is y The axis, perpendicular to the direction is z The coordinate system origin is fixed directly above the center of the superconducting coil, at a distance of [axis missing]. z At point 0, it moves synchronously with the train. For ease of analysis, assume... x direction and z There exist an infinite number of superconducting coils with opposite polarities arranged in all directions, such as... Figure 3 The diagram shows the spatial distribution of the superconducting coils.

[0060] The magnetomotive force distribution model of the superconducting coil can be obtained from the spatial distribution diagram of the superconducting coil, such as... Figure 4 As shown.

[0061] The magnetomotive force of the superconducting coil is expanded into a Fourier series, as shown in equation (1).

[0062] (1)

[0063] In equation (1), N 0 represents the number of turns in the superconducting coil. I 0 represents the superconducting coil current. a 0 represents the length of the superconducting coil. b 0 represents the width of the superconducting coil. z 0 is the center point of the superconducting coil z Axis coordinates k xm = m π / τ 0, k zn = n π / W z , τ 0 represents the actual pole spacing of the superconducting coil. W z For a hypothetical superconducting coil z Pole distance, in this embodiment W z Take 12 b 0.

[0064] The Laplace equation is written based on the boundary conditions satisfied by the scalar magnetic potential, as shown in equation (2).

[0065] (2)

[0066] The scalar magnetic potential of the superconducting coil can be obtained from equation (2). ψ The expression for 0 is shown in equation (3).

[0067] (3)

[0068] Depend on B 0=- μ 0grad ψ 0, from which the superconducting magnetic field can be obtained y The axial components are shown in equation (4).

[0069] (4)

[0070] c 0, λ mn and f 0( m , n The expressions for ) are shown in equations (5), (6) and (7).

[0071] (5) (6) (7) In equation (5), μ 0 represents the permeability of free space.

[0072] The arrangement of the current collector coils in a high-speed superconducting maglev train is as follows: Figure 5 As shown, one side of a bogie has 15 collector coils, with 5 collector coils forming one phase, thus forming a three-phase collector coil system.

[0073] Let the currents flowing through the collector coils of phases a, b, and c be respectively: (8) In equation (8), I 2M The amplitude of the collector current. ω The collector current angular frequency, θ 2 represents the power factor angle of the collector coil.

[0074] according to Figure 5 The spatial distribution diagram of the collector coil shown can be used to obtain the magnetomotive force distribution model of the collector coil, such as... Figure 6 As shown.

[0075] Figure 6 middle, N 2 represents the number of turns in the collector coil. F 2( x )and F 2( x , z ) is the collector coil along x direction and xz Magnetomotive force on a plane.

[0076] The magnetomotive force of the collector coil is expanded into a Fourier series, as shown in the following equation.

[0077] (9)

[0078] In the above formula (9), N 2 represents the number of turns in the collector coil. τ 2 represents the actual pole pitch of the collector coil. z 2U Midpoint of the collector coil z Axis coordinates m , n All are even numbers. k 2xm , k 2zn ,f 2U ( m , n The representation of ) is: (10) (11) In equation (11), a 2 represents the width of the collector coil. b 2U This refers to the width of the coil on the collector coil.

[0079] The magnetomotive force of all collector coils is: (12)

[0081] Similarly, the magnetomotive force of all collector coils is: (13)

[0083] In the above formula, z 2B Midpoint of the lower coil of the collector coil z Axis coordinates f 2B ( m , n The expression for ) is: (14) In equation (14), b 2B This refers to the width of the lower coil of the collector coil.

[0084] Therefore, the magnetomotive force of the collector coil can be derived as follows: xoz The distribution function on the plane is: (15) in, P 2( m , n , z The expression for ) is: (16) Based on the scalar magnetic potential of the collector coil ψ 2( x , y , z Write the Laplace equations to satisfy the boundary conditions: (17) Depend on B 2=- μ grad ψ 2. The electromagnetic field can be obtained. y The axial components are shown in equation (18): (18) in, c 2 and λ 2mn The expression is as follows: (19) The levitation coil is a figure-eight coil wound in opposite directions, which generates a current-collecting levitation current by cutting the electromagnetic field.

[0085] Suspended coil structure as follows Figure 7 As shown.

[0086] The first in space η The electromagnetic field of the coils suspended above the ground converges. y The axial component magnetic flux is: (20) In equation (20), a 1 represents the length of the levitation coil. b 1 represents the width of the levitation coil. x 1η For the first η Midpoint of each levitation coil x Axis coordinates y 1 is the midpoint of the levitation coil y Axis coordinates z 1U The midpoint of the upper coil of the levitation coil z Axis coordinates y 2 is the midpoint of the collector coil. y Axis coordinates. Please refer to formula (16) for the calculation formula.

[0087] x 1η The expression is: (twenty one) In the above formula, τ 1 represents the pole spacing of the levitation coil. v For train speed, t For time.

[0088] No. η The electromagnetic field of the suspended coils is linked together. y The axial component magnetic flux is: (twenty two) in, z1B Midpoint of the lower coil of the levitation coil z Axis coordinates f 12 ( m , n The expression for ) is: (twenty three) No. η The electromagnetic fields of the levitation coils are linked together. y The axial component magnetic flux is: (twenty four) in, P 12 ( m , n The expression for ) is: (25) From the law of electromagnetic induction, we can obtain the first... η The induced voltage generated by the electromagnetic field cut by the levitation coil, i.e., the collector-levitation voltage, is: (26) In the above formula, N 1 represents the number of turns of the levitation coil.

[0089] From the circuit model, we can obtain that the first η The current collector—the floating current in each suspension coil satisfies the formula: (27) In the above formula, R 1 represents the resistance of the floating coil. L 1 represents the inductance of the floating coil.

[0090] Solving equation (27) yields the expression for the collector levitation-levitation current: (28) In equation (28), g 1( m The expression for ) is: (29) θ 12 ( m )for u 12η and i 12η The phase angle difference between them is expressed as: (30) The positional relationship between the superconducting coil and the levitation coil of a high-speed superconducting maglev train is as follows: Figure 8As shown.

[0091] The first in space η The damping force provided by the suspension coil can be obtained by the virtual displacement method, and the calculation formula is shown in equation (17).

[0092] (31)

[0093] in, W For the first η The energy between the levitating coil and its opposite superconducting coil. M 0η For the first η The mutual inductance between the levitation coil and its opposing superconducting coil can be obtained by the conservation of magnetic flux. M 0η The expression is shown in equation (32).

[0094] (32)

[0095] In equation (32), 1η For the first η The magnetic flux of a superconducting magnetic field coupled to a levitated coil.

[0096] The first on the ground A superconducting magnetic field linked by a suspended coil. y The axial component magnetic flux is: (33) The first on the ground A suspended coil links a superconducting magnetic field. y The axial component magnetic flux is: (34) Since the superconducting flux linking the upper and lower coils is in the same direction, but the upper and lower half-coils of the levitation coil are wound in opposite directions, the net flux linking them is: (35) in, P 10 ( m The function reflecting the tightness of coupling between the superconducting coil and the levitation coil is expressed as follows: (36) in, f 1( m , n ) is a function related to the parameters of the levitation coil, and its expression is: (37) The pole pitch of a superconducting coil is three times that of a levitating coil, so the damping force on a superconducting coil can be expressed as shown in equation (38).

[0097] (38)

[0098] In equation (38), T The time it takes for a levitated coil to pass through a superconducting coil.

[0099] A high-speed superconducting maglev train has eight superconducting coils on one bogie, therefore the damping force on one bogie is as follows: Figure 9 As shown.

[0100] The power factor angle of the collector coil is controlled by the PWM rectifier. Therefore, the PWM rectifier must be designed reasonably to ensure that it does not affect the power consumption of the vehicle equipment while controlling the power factor angle of the collector coil.

[0101] The collector coil cutting through the suspended magnetic field generates an induced current. This current needs to be rectified by a three-phase PWM rectifier before it can power the vehicle's electrical equipment. The equivalent circuit model of the collector coil and the three-phase PWM rectifier is as follows: Figure 10 As shown.

[0102] Based on Kirchhoff's voltage law, establish the AC side loop equation: (39) (40) In equation (39), e a , e b , e c This is the voltage of the three-phase collector coil. R s For the collector coil resistance, L s For collector coil inductance, u aN , u bN , u cN The voltage between nodes a, b, c and node N. u NO This represents the voltage between node N and node O.

[0103] For ease of analysis, we first define a unipolar binary logic switching function. S k for: (41) From the main circuit, we can obtain: (42) Considering a three-phase symmetrical system, then: (43) From equations (39) and (43), we get: (44) From equations (42) and (44), we get: (45) From the main circuit, we can obtain: (46) From equations (42) and (46), we get: (47) Applying Kirchhoff's current law to the positive node of the DC-side capacitor, we can obtain: (48) In conclusion: (49) To simplify the design, the three-phase symmetrical stationary coordinate system (a, b, c) is transformed into a rotating coordinate system (d, q). This application employs a "constant amplitude" transformation. Let: (50) (51) In summary, equation (39) can be simplified to: (52) Taking the Laplace transform of the above equation, we get: (53) by i d , i q As output, u d , u q Input yields: (54) The input / output model of a PWM rectifier is as follows: Figure 11 As shown: Design a controller on the d and q axes. G c ( s To control G ( s The schematic diagram is as follows: Figure 12 As shown: make: (55) but: (56) And because: (57) From equations (56) and (57), we can obtain: (58) Using the outputs of ① and ② in equation (58) as the controller output command signals, we can construct the inner loop controller model of the PWM rectifier. Similarly, we can construct the outer loop controller model of the PWM rectifier. The PWM rectifier controller model is as follows: Figure 13 As shown.

[0104] By integrating the above models and parameters using Simulink, a simulation model of the PWM rectifier can be obtained as follows: Figure 14 As shown.

[0105] By adjusting i q The proportion of reactive current in the AC side current of a PWM rectifier can be changed, thereby controlling the power factor angle of the collector coil. θ 2.

[0106] Depend on Figure 9 It can be seen that if the power factor angle is small, the damping force generated is too small; however, if the power factor angle is too large, the reactive power will be too large, which will inevitably affect the power consumption of the vehicle equipment. Therefore, this application will... θ 2. Control within the range of [-45°, 45°].

[0107] Figure 15 and Figure 16 It shows when the power factor angle θ 2. The AC side voltage / current waveform and DC side voltage waveform of the rectifier when changing from 0° to 45°. It can be seen that the PWM rectifier designed in this application has excellent dynamic response, which can not only ensure the power demand of the vehicle equipment, but also generate a large damping force (3000N).

[0108] To verify the effectiveness of the damping system proposed in this application in suppressing train vibration, a dynamic model of a high-speed superconducting electric magnetic levitation train was established in SIMPACK, such as... Figure 17 As shown.

[0109] The model established in this application is based on a series of simplifications: both the car body and the bogie are treated as rigid bodies, and their elastic deformation is ignored. The vertical force of the primary suspension is equivalent to four linear magnetic springs, which are symmetrically distributed in pairs at the front and rear of the bogie. Under high-speed vehicle operation conditions, the damping coefficient between the track and the bogie is extremely low, so it is neglected in the model. The car body and the bogie are connected by air springs and passive dampers in the secondary suspension. The former can store and release vibration energy, while the latter is used to dissipate energy. This combination constitutes a passive damping device. At the same time, the model defines the input point of track irregularity excitation as the bottom position of the magnetic springs on the bogie.

[0110] The control strategy of this application adopts the maximum force control law, characterized by maintaining the damping force amplitude at its maximum while switching the direction in real time according to the speed.

[0111] Based on the analysis above, when θ The damping system generates the maximum damping force at an angle of 45°. The relationship between the change in damping force and the vertical acceleration of the bogie can be expressed by the following formula: (59) Simulations were performed using SIMPACK and MATLAB / SIMULINK to simulate the vibration response of a superconducting electric maglev vehicle under a damping system. The vertical vibration displacement, vertical vibration velocity, and vertical acceleration of the vehicle body with and without a damping system were recorded when the train was running at 600 km / h. Figure 17 , Figure 18 , Figure 19 As shown, the damping system designed in this application can significantly suppress train vibration.

[0112] Figure 20 The vertical vibration acceleration PSD of the vehicle body shows that when the train adopts the damping system designed in this application, the vertical acceleration PSD of the vehicle body at 1-2Hz and 5-10Hz can meet the UTACV standard.

[0113] Figure 21 This is a schematic diagram of the physical structure of an electronic device provided in an embodiment of this application, as shown below. Figure 21 As shown, the electronic device may include a processor 301, a communications interface 302, a memory 303, and a communication bus 304, wherein the processor 301, the communications interface 302, and the memory 303 communicate with each other via the communication bus 304. The processor 301 may call logical instructions in the memory 303 to execute the methods described in any of the above embodiments.

[0114] Furthermore, the logical instructions in the aforementioned memory 303 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0115] This embodiment discloses a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium. The computer program includes program instructions, and when the program instructions are executed by a computer, the computer can perform the methods provided in the above-described method embodiments.

[0116] This embodiment provides a computer-readable storage medium storing a computer program that causes the computer to perform the methods provided in the above-described method embodiments.

[0117] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0118] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0119] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0120] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0121] In the description of this specification, the references to terms such as "an embodiment," "a specific embodiment," "some embodiments," "for example," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example 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.

[0122] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of this application. It should be understood that the above descriptions are merely specific embodiments of this application and are not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A damping system for a high-speed superconducting maglev train, characterized in that, include: The train is equipped with current collector coils, superconducting coils, and suspension coils. The current collector coils are used to supply power to the on-board equipment and are also reused as damping coils to generate damping force. The PWM rectification control module includes a three-phase PWM rectifier connected to the collector coil, used to adjust the power factor angle of the current flowing through the collector coil to control the magnitude of the reactive current; wherein, the magnetic field generated by the collector coil is coupled to the levitation coil, inducing a collector-levitation current in the levitation coil, and the collector-levitation current interacts with the magnetic field of the superconducting coil to generate a damping force acting on the vehicle body; The control system, connected to the PWM rectifier control module, is used to adjust the output of the three-phase PWM rectifier in real time based on the vibration state of the train, so as to dynamically control the damping force.

2. The system according to claim 1, characterized in that, The control system adopts a dual closed-loop control strategy based on the dq rotating coordinate system. The power factor angle is dynamically controlled by adjusting the q-axis current setpoint. The dual closed-loop control strategy includes an inner current control strategy and an outer voltage control strategy.

3. The system according to claim 1 or 2, characterized in that, The control system is configured to control the power factor angle within the range of -45° to 45°.

4. The system according to claim 1, characterized in that, The control system is configured to maintain the amplitude of the damping force at the maximum value under the current power factor angle, and the direction of the damping force is switched in real time according to the direction of the vertical vibration velocity of the vehicle body.

5. A damping control method for a high-speed superconducting maglev train, characterized in that, Includes the following steps: S1. Detect the vibration state of the train body; S2. Based on the vehicle body vibration state, generate a damping force control command for vibration suppression; S3. According to the damping force control command, adjust the output of the three-phase PWM rectifier connected to the train collector coil to control the power factor angle of the current flowing through the collector coil, thereby changing the reactive current component in the collector coil. S4. By utilizing the altered reactive current component, a damping force opposite to the direction of vehicle vibration is generated through the electromagnetic coupling between the current collector coil, the suspension coil, and the superconducting coil, thereby suppressing vehicle vibration.

6. The method according to claim 5, characterized in that, Step S3 specifically includes: A dual-loop control strategy based on the dq rotating coordinate system is adopted, which dynamically changes the power factor angle by adjusting the given value of the q-axis current. The dual-loop control strategy includes an inner current control strategy and an outer voltage control strategy.

7. The method according to claim 5 or 6, characterized in that, The power factor angle is controlled to vary within the range of -45° to 45°.

8. The method according to claim 7, characterized in that, The damping force is controlled using a maximum force control law: The amplitude of the damping force is controlled to be the maximum value that can be generated at the current power factor angle.

9. The method according to claim 7, characterized in that, After step S4, the method further includes: S5. Verify the vertical vibration suppression effect on the vehicle body; S6. If the vertical vibration suppression effect on the vehicle body does not meet the preset requirements, the power factor angle is increased, and the process returns to step S1.

10. An electronic device, characterized in that, The method includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method described in any one of claims 5 to 9.

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