A train power supply method, device and system

Abstract

The application discloses a train power supply method, device and system, and relates to the technical field of electric energy transmission. The non-contact power supply and the light weight of the train are realized by embedding the transmitting coil in the slot position of the stator magnetic core, the ground-to-vehicle power supply model is called to ensure that the calculated induced voltage is accurate and reliable. The nonlinear relationship between the current phase angle difference and the induced voltage is quantified through the model, the target current phase angle difference is determined according to the voltage superposition principle of the advancing coil and / or the exciting coil of the transmitting coil in each cycle in each induced voltage, the embedding treatment is performed on the transmitting coil, the embedding treatment is directly converted into the manufacturing process, and the system is ensured to run in the best state from the root of the physical structure, so that the interference is reduced.

Description

Technical Field

[0001] This application relates to the field of power transmission technology, and in particular to a method, apparatus and system for powering a train. Background Technology

[0002] The onboard power supply system of a maglev train, serving as the sole energy source for onboard equipment such as control, communication, and ventilation, is one of the core systems ensuring the safe operation of the train. However, the core structure of this power supply system, the linear generator, relies on the train's high-speed operation to generate electricity by cutting through harmonic magnetic fields, thus powering the onboard electrical equipment. Conventional solutions, in order to achieve contactless power supply and reduce train weight, place the transmitting coil on the track, forming a system where the transmitting coil on the track and the receiving coil on the train supply power to the maglev train.

[0003] During contactless power supply, when a train passes over the track, the train's receiving coil moves relative to the strong magnetic field on the track, cutting magnetic field lines and generating an induced voltage. This causes serious interference to the train's power supply system, affecting normal power supply.

[0004] Therefore, how to reduce interference while achieving lightweight design is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this application is to provide a train power supply method, device, and system to solve the problem of induced voltage interference with the normal operation of the train power supply system during non-contact power supply.

[0006] To solve the above-mentioned technical problems, this application provides a train power supply method, applied to a train power supply device. The train power supply device includes a stator core and a mover core arranged opposite each other and having an air gap. A transmitting coil and a propulsion coil are respectively embedded in the upper and lower parts of the slots of the stator core; a generating coil and an excitation coil are respectively wound around the teeth of the mover core; the method includes: Obtain the current phase angle difference corresponding to the number of each transmitting coil of the stator core; A ground-to-vehicle power supply model is pre-called, and the phase angle differences of each current are input to output the induced voltage of each transmitting coil in the propulsion coil or the excitation coil in each cycle. The ground-to-vehicle power supply model is a model that uses the Fourier analytical method to calculate the induced voltage of the ground-to-vehicle bilateral coupling structure under the cogging effect by establishing a coordinate system transformation between the stator core and the moving core. The construction process of the ground-to-vehicle power supply model includes: analytically processing the current density of the transmitting coils based on the Fourier analytical method to obtain the total current density and Fourier series expansion coefficients; integrating the first position coordinates of the moving core based on the Fourier series expansion coefficients and the total current density to obtain the magnetomotive force; determining the magnetic flux value linked by each transmitting coil based on the magnetomotive force and the air gap permeability distribution value; and determining the induced voltage of each transmitting coil in the propulsion coil or the excitation coil in each cycle according to the law of electromagnetic induction and the number of coil turns to establish the ground-to-vehicle power supply model. In each induced voltage, the target current phase angle difference is determined based on the voltage superposition principle of the propulsion coil and / or the excitation coil of the transmitting coil in each cycle, and the transmitting coil is embedded according to the target current phase angle difference to provide non-contact power supply to the train.

[0007] On the one hand, the process of determining the air gap magnetic permeability distribution value includes: Obtain the first position coordinates of the moving core of the train; A coordinate system for the stator core and the mover core is established in advance, and the second position coordinates of the stator core are determined based on the first position coordinates and the coordinate system for the stator core and the mover core. The air gap magnetic permeability distribution value under the cogging effect is determined based on the first position coordinate and the second position coordinate.

[0008] On the other hand, the analytical processing of the current density of the transmitting coil based on the Fourier analytical method to obtain the total current density and the Fourier series expansion coefficients includes: The first distribution value of the current density of each of the transmitting coils in the stator core coordinate system is determined according to the Fourier analytical method. The total current density of each of the transmitting coils is determined based on the first distribution value; The Fourier series expansion coefficients are obtained by performing Fourier expansion on each of the total current densities.

[0009] On the other hand, determining the magnetic flux value linked by each of the transmitting coils based on the magnetomotive force and the air gap permeability distribution includes: The magnetic flux density corresponding to the propulsion coil or the excitation coil is determined based on the magnetomotive force and the air gap magnetic permeability distribution value. The magnetic flux value linked by each of the transmitting coils is determined based on the magnetic flux density corresponding to the propulsion coil or the excitation coil.

[0010] On the other hand, the target current phase angle difference is determined based on the principle of voltage superposition of the propulsion coil or the excitation coil in each cycle of the transmitting coil in each induced voltage, including: Obtain the direction of each induced voltage; among the induced voltages corresponding to the propulsion coil or excitation coil in each cycle, select the first target cycle corresponding to the equal induced voltages; when the induced voltage directions of the propulsion coil or excitation coil corresponding to the first target cycle are opposite, determine the target current phase angle difference of the transmitting coil corresponding to the opposite induced voltage directions; Correspondingly, the target current phase angle difference is determined in each induced voltage based on the principle of voltage superposition between the propulsion coil and the excitation coil in each cycle of the transmitting coil, including: The direction of each induced voltage is obtained; among the induced voltages corresponding to the propulsion coils in each cycle, a second target cycle with equal induced voltages is selected; among the induced voltages corresponding to the excitation coils in each cycle, a third target cycle with equal induced voltages is selected; when the induced voltage directions of the propulsion coils corresponding to the second target cycle are opposite, a first target current phase angle difference of the transmitting coil corresponding to the opposite induced voltage direction is determined; when the induced voltage directions of the excitation coils corresponding to the third target cycle are opposite, a second target current phase angle difference of the transmitting coil corresponding to the opposite induced voltage direction is determined; when the first target current phase angle difference and the second target current phase angle difference are the same, the final target current phase angle difference is determined.

[0011] On the other hand, after determining the target current phase angle difference, but before performing the embedding process of the transmitting coil according to the target current phase angle difference, the method further includes: Determine the number of phase angle differences of the target current; When the number of target current phase angle differences is one, the process proceeds to the step of embedding the transmitting coil according to the target current phase angle difference; When there are multiple target current phase angle differences, the line length of the transmitting coil corresponding to each target current phase angle difference is obtained; Select the transmitting coil with the shortest line length among all line lengths, and determine the target current phase angle difference corresponding to the transmitting coil with the shortest line length as the final target current phase angle difference. Then proceed to the step of embedding the transmitting coil according to the target current phase angle difference.

[0012] To solve the above-mentioned technical problems, this application also provides a train power supply device, including a stator core and a mover core arranged opposite to each other and having an air gap; The transmitting coil and the propulsion coil are respectively embedded in the upper and lower parts of the slots of the stator core; The generating coil and the excitation coil are respectively wound around the teeth of the moving core; The phase angle difference of the current in the transmitting coil is obtained by the steps of the train power supply method described above, so as to provide non-contact power supply to the train.

[0013] On the one hand, the transmitting coil is embedded in the upper part of the slot of the stator core as a rectangular coil or a wave winding coil.

[0014] On the other hand, the power generation coil is wound on both sides of the adjacent teeth in the moving core; and the number of turns of the power generation coil is M times the number of turns of the coil wound around each tooth of the moving core.

[0015] To solve the above-mentioned technical problems, this application also provides a train power supply system, including a first high-frequency inverter, a second high-frequency inverter, an uncontrolled rectifier, and the train power supply device described above; The output terminal of the first high-frequency inverter is connected to the sinusoidal phase transmitting coil of the train power supply device; the output terminal of the second high-frequency inverter is connected to the cosine phase transmitting coil of the train power supply device. The generator coil of the train power supply device is connected to the uncontrolled rectifier.

[0016] This application provides a train power supply method. First, the train power supply device includes a stator core and a mover core arranged opposite each other and having an air gap. A transmitting coil and a propulsion coil are respectively embedded in the upper and lower parts of the slots of the stator core. Compared with installing the transmitting coil at the train end, this reduces the weight of the train end and achieves train lightweighting. A generating coil and an excitation coil are respectively wound around the teeth of the mover core. This structure of the transmitting coil and generating coil is arranged opposite each other in the direction perpendicular to the air gap to form a wireless power supply coupling circuit. The propulsion coil is used to generate a driving magnetic field, which interacts with the mover core to achieve non-contact power supply. Second, the phase angle difference of each current corresponding to the number of each transmitting coil of the stator core is obtained, and then the ground-to-vehicle power supply model is called. This model uses the Fourier analytical method to calculate the induced voltage of the bilateral coupling structure between the ground and the vehicle under the cogging effect by establishing a coordinate system transformation between the stator core and the mover core. By introducing the cogging effect and accurate coordinate transformation, the nonlinear change of the magnetic field distribution during train operation can be reflected to ensure that the calculated induced voltage is accurate and reliable. During the construction process, Fourier analytical methods are used to process the current density and magnetomotive force, rather than relying solely on finite element analysis. This approach maintains high computational accuracy while exponentially increasing computational speed. By integrating the magnetomotive force and combining it with position coordinates, the combined influence of the transmitting coil on the propulsion and excitation coils can be simultaneously reflected, effectively reducing interference. Furthermore, this model is used to output the induced voltage in the propulsion or excitation coil of each transmitting coil in each cycle. The model quantifies the nonlinear relationship between the current phase angle difference and the induced voltage. Considering that the transmitting coil is an active excitation source, the alternating magnetic field it generates will simultaneously penetrate both the propulsion and excitation coils. Due to the tight magnetic coupling between these two coils and the transmitting coil, they will also have a reverse effect on the magnetic field changes in the transmitting coil's location, representing the largest factor in the power supply system. Finally, the target current phase angle difference is determined based on the voltage superposition principle of the transmitting coil in each cycle's propulsion and / or excitation coils. Based on the voltage superposition principle, i.e., vector synthesis, the optimal current phase angle difference is selected, ensuring that the induced voltages corresponding to the propulsion and / or excitation coils of each transmitting coil in each cycle are superimposed, suppressing interference and improving the stability of the power supply system. Then, the transmitting coil is embedded according to the phase angle difference of the selected target current to directly convert it into a manufacturing process, ensuring that the system operates in the best state from the root of the physical structure and reducing interference.

[0017] In addition, this application also provides a train power supply device and system that has the same beneficial effects as the train power supply method described above. Attached Figure Description

[0018] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments 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.

[0019] Figure 1 A flowchart illustrating a train power supply method provided in this application embodiment; Figure 2 A structural diagram of a train power supply device provided in an embodiment of this application; Figure 3a Simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 180° in different propulsion coils, provided for embodiments of this application; Figure 3b Simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 90° in different propulsion coils, provided for embodiments of this application; Figure 3c Simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 60° in different propulsion coils, provided for embodiments of this application; Figure 3d Simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 45° in different propulsion coils, provided for embodiments of this application; Figure 3e Simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 36° in different propulsion coils, provided for embodiments of this application; Figure 3f Simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 30° in different propulsion coils, provided for embodiments of this application; Figure 4a A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 180° in different excitation coils, provided for embodiments of this application; Figure 4b A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 90° in different excitation coils, provided for an embodiment of this application; Figure 4c A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 60° in different excitation coils, provided for an embodiment of this application; Figure 4d A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 45° in different excitation coils, provided for an embodiment of this application; Figure 4e A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 36° in different excitation coils, provided for an embodiment of this application; Figure 4fA simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 30° in different excitation coils, provided for an embodiment of this application; Figure 5a A schematic diagram of a transmitting coil structure with a phase angle difference of 180° is provided for an embodiment of this application; Figure 5b A schematic diagram of a transmitting coil structure with a phase angle difference of 90° is provided for an embodiment of this application; Figure 5c A schematic diagram of a transmitting coil structure with a phase angle difference of 60° is provided for an embodiment of this application; Figure 5d A schematic diagram of a transmitting coil structure with a phase angle difference of 45° is provided for an embodiment of this application; Figure 5e A schematic diagram of a transmitting coil structure with a phase angle difference of 36° is provided for an embodiment of this application; Figure 5f A schematic diagram of a transmitting coil structure with a phase angle difference of 30° is provided for an embodiment of this application; Figure 6 A schematic diagram of the coil configuration during the embedding process of a transmitting coil, provided in an embodiment of this application; Figure 7 This is a schematic diagram of the winding of a conventional power generation coil. Figure 8 A schematic diagram of the winding of a power generation coil provided in an embodiment of this application; Figure 9 A comparative schematic diagram of the winding of a transmitting coil provided in an embodiment of this application; Figure 10 A structural diagram of a train power supply system provided in an embodiment of this application; Figure 11 An equivalent circuit diagram of a train power supply system provided in this application embodiment; Figure 12 A structural diagram of a train power supply device provided in an embodiment of this application; Figure 13 This is a structural diagram of another train power supply device provided in an embodiment of this application. Detailed Implementation

[0020] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this application.

[0021] The core of this application is to provide a train power supply method, device, and system to solve the problem of induced voltage interference with the normal operation of the train power supply system during non-contact power supply.

[0022] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0023] In contactless power supply, the onboard generator coil is in a complex electromagnetic environment. Maglev trains move because a strong propulsive current (usually a low-frequency, high-current used to generate a traveling wave magnetic field to propel the train) flows through the track coil. When the train moves at high speed, the receiving coil under the train cuts magnetic field lines relative to the strong magnetic field on the track. The onboard power management system typically determines whether it is connected to ground power or performs synchronous rectification control by detecting the voltage or current of the receiving coil. The induced voltage generated here can be misinterpreted by the onboard controller as a lack of ground power connection, leading to load disconnection, or interference with the sampling signal can prevent accurate control of the switching transistor's on-time, causing system oscillation or shutdown. Not only does it fail to provide energy, but it also cancels out the mutual inductance voltage, resulting in a decrease in the actual energy transferred to the load at specific speed points or locations, and even the possibility of energy flowing back from the onboard side to the track side. Simultaneously, it limits the power density of the power supply system. At ultra-high speeds, to protect equipment, the system may actively reduce the power obtained from the track, resulting in the inability to fully charge the battery at high speeds. Therefore, the train power supply method provided in this application can solve the above-mentioned technical problems.

[0024] Figure 1 A flowchart of a train power supply method provided in an embodiment of this application is shown below. Figure 1 As shown, this method is applied to train power supply devices. Figure 2 A structural diagram of a train power supply device provided in an embodiment of this application is shown below. Figure 2 As shown, the train power supply device includes a stator core 1 and a mover core 2 arranged opposite each other and having an air gap; a transmitting coil 3 and a propulsion coil 4 are respectively embedded in the upper and lower parts of the slots of the stator core 1; a generating coil 5 and an excitation coil 6 are respectively wound around the teeth of the mover core 2; the method includes: S11: Obtain the phase angle difference of each current corresponding to the number of each transmitting coil of the stator core; S12: Pre-call the ground power supply model for the vehicle, input the phase angle difference of each current, and output the induced voltage of each transmitting coil in the propulsion coil or excitation coil in each cycle; The ground-to-vehicle power supply model utilizes the Fourier analytical method to calculate the induced voltage of the ground-to-vehicle bilateral coupling structure under the cogging effect by establishing a coordinate system transformation between the stator core and the mover core. The construction process of the ground-to-vehicle power supply model includes: analytically processing the current density of the transmitting coils using the Fourier analytical method to obtain the total current density and Fourier series expansion coefficients; integrating the first position coordinates of the mover core using the Fourier series expansion coefficients and the total current density to obtain the magnetomotive force; determining the magnetic flux linked by each transmitting coil based on the magnetomotive force and the air gap permeability distribution; and determining the induced voltage in the propulsion coil or excitation coil of each transmitting coil in each cycle based on the law of electromagnetic induction and the number of coil turns, thus establishing the ground-to-vehicle power supply model. S13: The target current phase angle difference is determined based on the voltage superposition principle of the propulsion coil and / or excitation coil of the transmitting coil in each cycle in each induced voltage, and the transmitting coil is embedded according to the target current phase angle difference to provide non-contact power supply to the train.

[0025] Specifically, Figure 2 The stator core 1 has multiple slots arranged longitudinally at intervals. The mover core 2 is arranged parallel to the stator core 1, with a non-contact air gap between them. The stator core 1 is fixed to the track side, while the mover core 2 is installed at the bottom of the train, together forming a magnetic coupling channel. The slot structure of the stator core 1 adopts a layered embedding method. Specifically, the transmitting coil 3 is embedded in the upper part of the stator core 1 slot, mainly responsible for energy transmission; the propulsion coil 4 is embedded in the lower part of the slot, mainly responsible for providing the electromagnetic thrust required for train operation. The two are physically isolated in space through the slot distribution, but are interconnected in the magnetic circuit. The teeth of the mover core 2 are wound with a generator coil 5 and an excitation coil 6. The generator coil 5 is used to receive the energy transmitted by the stator core 1 and power the on-board load, while the excitation coil 6 is used to adjust the magnetic field strength of the mover core 2 to cooperate with the stator core 1 to achieve efficient energy coupling and propulsion control. In other words, the transmitting coil 3 and the generating coil 5 are arranged opposite each other in a direction perpendicular to the air gap to form a wireless power supply coupling circuit, and the propulsion coil 4 is used to generate a driving magnetic field to interact with the moving core 2.

[0026] In step S11, the phase angle difference of each current corresponding to the number of each transmitting coil in the stator core is obtained. These phase angle differences are the fundamental variables for subsequent calculations, reflecting the phase relationship of different coils when energized. The specific conversion formulas are as follows: ; The current supplied according to the phase angle difference based on the number of transmitting power supply coils corresponds to the transmitting current. , , ; , It is a positive integer, and its maximum value is . ; The amplitude of the transmitting coil current. The angular frequency of the transmitting coil current. This refers to the number of transmitting coils, which is also the number of winding phases. t For example, in a motor, only two orthogonal phases can form a rotating magnetic field, therefore... When =2, the phase difference is =90°. It should be noted that the above formula is a set of formulas; for example, for 5 phases, it corresponds to... , , For example, 3 phases, corresponding to , , .

[0027] The selection of phase angle difference is based on the slot structure of the long stator of high-speed maglev trains. The smaller the phase angle difference, the more transmitting coils are required, and the more complex the coil structure and power supply inverter become. The transmitting coil structure with inter-slot current phase angle differences of 180°, 90°, 60°, 45°, 36°, and 30° is based on the consideration of a single-layer winding for the transmitting coil, without considering multi-layer winding structures. Multi-layer winding structures are complex, and each slot requires more space. The slots of the long stator of a high-speed maglev train need to accommodate the stator windings and the transmitting coil, and space is limited.

[0028] In step S12, the ground-to-vehicle power supply model is invoked. This model utilizes the Fourier analytical method to calculate the induced voltage of the ground-to-vehicle bilateral coupling structure under the cogging effect by establishing a coordinate system transformation between the stator core and the mover core. Its core advantage lies in its ability to accurately calculate the magnetic field distribution and induced voltage of the bilateral coupling structure under the cogging effect by establishing a coordinate system transformation between the stator core and the mover core.

[0029] First, perform a coordinate transformation on the coordinate systems of the stator core and the mover core, and set the train's running direction as... The axis, the direction of suspension is The axis is determined, and the transformation relationship between the two coordinate systems is established. An additional axis is added above the existing three-phase stator coils. A set of transmitting coils is used to form a rotating magnetic field. Based on an idealized infinitely thin current layer model, the current density of the transmitting coils is expanded into a Fourier series over the full width of the stator slots to obtain the current density distribution expression. The magnetic permeability distribution in the air gap is calculated, and combined with the current density distribution, the magnetomotive force of the transmitting coils and the magnetic flux density in the air gap are solved. Finally, according to Faraday's law of electromagnetic induction, based on the derivative of the magnetic flux density with respect to time, the magnetic flux linked by the vehicle-mounted receiving coil and its induced voltage are calculated.

[0030] In other words, the total current density and Fourier series expansion coefficients are determined by analytically processing the current density of the transmitting coil using the Fourier analytical method. Then, the magnetomotive force (MOMF) is obtained by integrating these two coefficients with the first position coordinates. Using Fourier series expansion, the current density is decomposed into the fundamental and harmonic components, yielding the expression for the total current density and the corresponding Fourier series expansion coefficients. Based on these coefficients and the total current density, the first position coordinates (moving core) are integrated to obtain the MOMF generated by the transmitting coil, which can accurately describe the MOMF waveform generated by non-sinusoidal currents or distributed windings.

[0031] The magnetic flux linked by each transmitting coil is determined based on the magnetomotive force and the air gap magnetic permeability distribution. The air gap magnetic flux density is calculated using the field-circuit combination form of Ohm's law for magnetic circuits. Then, the air gap magnetic flux density is integrated over the span of the transmitting coils to determine the magnetic flux linked by each transmitting coil.

[0032] Finally, based on the law of electromagnetic induction and the number of coil turns, the induced voltage in the propulsion coil or excitation coil of each transmitting coil in each cycle is determined. This calculation process completes the establishment of the ground-to-vehicle power supply model. This model can input arbitrary position coordinates and current parameters and output the corresponding induced voltage response. The propulsion coil or excitation coil in each cycle of step S12, combined with... Figure 2 In the stator core, the AX, BY, and CZ phase coils are used as a single periodic unit to generate the induced voltage in the propulsion coils across multiple cycles (1, 2, 3, 4, etc.). In the mover core, the two coils on either side of the central tooth are used as a single periodic unit to generate the induced voltage in the excitation coils across multiple cycles (1, 2, 3, 4, etc.). The determination of the target current phase angle difference is based on the consideration that the main factors affecting power supply system interference are the propulsion coil and the excitation coil.

[0033] In step S13, the target current phase angle difference is determined based on the voltage superposition principle of the propulsion coil and / or excitation coil in each cycle of the transmitting coil within each induced voltage. This can be determined solely by the voltage superposition principle of the propulsion coil, or solely by the voltage superposition principle of the excitation coil, or a combination of both. No limitation is imposed here; it can be set according to the actual situation. The voltage superposition principle considers that under multiple excitation sources, the total response at any point is equal to the algebraic sum of the responses generated by each excitation source acting individually. Based on this principle, the total voltage is 0, achieving physical cancellation and reducing interference from the induced voltage. For example, if the propulsion coil generates an induced voltage in the second cycle and simultaneously generates an induced voltage in the fourth cycle, based on the superposition principle, the combined total voltage is 0, thus canceling out the voltage. This corresponds to the number of transmitting coils or the phase angle difference reflected in the second and fourth cycles, thereby determining the target current phase angle difference.

[0034] The transmitting coil is embedded according to the phase angle difference of the target current. The number of transmitting coils can be determined based on the phase angle difference of the target current, so as to carry out subsequent non-contact power supply.

[0035] This application provides a train power supply method. First, the train power supply device includes a stator core and a mover core arranged opposite each other and having an air gap. A transmitting coil and a propulsion coil are respectively embedded in the upper and lower parts of the slots of the stator core. Compared with installing the transmitting coil at the train end, the weight of the train end is reduced, achieving train lightweighting. A generating coil and an excitation coil are respectively wound around the teeth of the mover core. The transmitting coil and generating coil of this structure are arranged opposite each other in the direction perpendicular to the air gap to form a wireless power supply coupling circuit. The propulsion coil is used to generate a driving magnetic field, which interacts with the mover core to achieve non-contact power supply. Second, the phase angle difference of each current corresponding to the number of each transmitting coil of the stator core is obtained, and then the ground-to-vehicle power supply model is called. This model uses the Fourier analytical method to calculate the induced voltage of the bilateral coupling structure between the ground and the vehicle under the cogging effect by establishing a coordinate system transformation between the stator core and the mover core. By introducing the cogging effect and accurate coordinate transformation, the nonlinear change of the magnetic field distribution during train operation can be reflected to ensure that the calculated induced voltage is accurate and reliable. During the construction process, Fourier analytical methods are used to process the current density and magnetomotive force, rather than relying solely on finite element analysis. This approach maintains high computational accuracy while exponentially increasing computational speed. By integrating the magnetomotive force and combining it with position coordinates, the combined influence of the transmitting coil on the propulsion and excitation coils can be simultaneously reflected, effectively reducing interference. Furthermore, this model is used to output the induced voltage in the propulsion or excitation coil of each transmitting coil in each cycle. The model quantifies the nonlinear relationship between the current phase angle difference and the induced voltage. Considering that the transmitting coil is an active excitation source, the alternating magnetic field it generates will simultaneously penetrate both the propulsion and excitation coils. Due to the tight magnetic coupling between these two coils and the transmitting coil, they will also have a reverse effect on the magnetic field changes in the transmitting coil's location, representing the largest factor in the power supply system. Finally, the target current phase angle difference is determined based on the voltage superposition principle of the transmitting coil in each cycle's propulsion and / or excitation coils. Based on the voltage superposition principle, i.e., vector synthesis, the optimal current phase angle difference is selected, ensuring that the induced voltages corresponding to the propulsion and / or excitation coils of each transmitting coil in each cycle are superimposed, suppressing interference and improving the stability of the power supply system. Then, the transmitting coil is embedded according to the phase angle difference of the selected target current to directly convert it into a manufacturing process, ensuring that the system operates in the best state from the root of the physical structure and reducing interference.

[0036] In some embodiments, the process of determining the air gap permeability distribution value includes: Obtain the first position coordinates of the moving core of the train; A coordinate system for the stator core and the mover core is established in advance. The second position coordinate of the stator core is determined based on the first position coordinate and the coordinate system for the stator core and the mover core. The air gap magnetic permeability distribution value under the cogging effect is determined based on the first position coordinate and the second position coordinate.

[0037] Specifically, let the train's direction of travel be... x The axis, the direction of suspension is y Axle. Since the air gap of a conventionally guided train is relatively small, it can be considered the same. x The magnetic fields are the same under the same coordinate system. The relationship between the established coordinate systems of the stator core and the mover core is as follows: ; in,( , ) is the first position coordinate, ( , () represents the second position coordinates. Represents the train's running speed, that is, the speed of the moving core relative to the stator core along the direction of travel. x The moving speed in the axial direction. It should be noted that the stator core coordinate system is an absolute coordinate system fixed on the track, while the mover core coordinate system is fixed on the train core and moves with the train at a speed... Along The axis moves, therefore, the two coordinate systems... The axis coordinates differ only by the displacement caused by the motion, that is ;and Since there is no vertical relative displacement along the axis, the two coordinates remain the same, i.e. Based on the coordinate system transformation described above, the expression for the air gap permeability distribution under the cogging effect is as follows: ; in, For stator magnetic permeability, For the motor's magnetic permeability, This is the part that is repeatedly calculated.

[0038] The derivation of the above expression is as follows: 1. According to Ohm's law for magnetic circuits, magnetic reluctance and magnetic permeability are reciprocals of each other. Let the magnetic reluctance be... Magnetic permeability is The relation is: ; 2. The total air gap reluctance, formed by the stator and mover, is equivalent to the stator-side reluctance. and the magnetoresistance of the moving side Connected together, that is ; 3. Because the stator and mover permeability coefficients, when calculated separately, both include the overlapping portion of the magnetic circuit between the stator and mover teeth. This results in a portion of the magnetic reluctance being calculated twice when the two parts of the reluctance are added together. Therefore, it is necessary to subtract the magnetic reluctance corresponding to this overlapping portion from the total magnetic reluctance. The corrected total magnetic reluctance is: ; 4. Substitute the reciprocal relationship from step 1 into the formula from step 3 to obtain the expression: ; 5. Taking the reciprocal of both sides of the equation in step 4, we can obtain the expression for the final air gap permeability distribution value under the cogging effect: .

[0039] The process of determining the air gap magnetic permeability distribution value provided in this embodiment is to establish a coordinate system and calculate the air gap magnetic permeability distribution value. This can accurately quantify the modulation effect of the tooth groove on the air gap magnetic field when the stator and mover move relative to each other, so that the model can accurately predict the induced voltage pulsation and higher harmonics caused by the tooth groove.

[0040] In some embodiments, the total current density and Fourier series expansion coefficients are obtained by analytically processing the current density of the transmitting coil based on the Fourier analytical method, including: The first distribution value of the current density of each transmitting coil in the stator core coordinate system is determined according to the Fourier analytical method. The total current density of each transmitting coil is determined based on the first distribution value; Fourier expansion is performed on each total current density to obtain the corresponding Fourier series expansion coefficients.

[0041] Specifically, an idealized infinitely thin current layer model is used to simulate the transmitting coil current core equivalently. Assuming the current is uniformly distributed across the entire width of the stator slot, the current density can be approximated as a periodic square wave. A Fourier series expansion yields the first distribution value of the transmitting coil current density in the ground-based stator coordinate system: ; in, for k The current density of the phase current, The number of turns of the transmitting coil. The number of pole pairs of the motor is set to 1. The tooth groove width, For polar distance, Represents the order of each spatial harmonic derived from the decomposition. =1,2,3,…… Indicates the first The current density amplitude coefficient of subspace harmonics, i.e., complex amplitude. This represents the instantaneous current of the first transmitting coil (or the first phase). Indicates the first k The first transmitting coil (or the first) k The instantaneous current of the phase.

[0042] The total current density of each transmitting coil is determined based on the first distribution value, using the following formula: ; in, Indicates the number of transmitting coils.

[0043] The Fourier series expansion coefficients are obtained by performing Fourier expansion on each total current density, and the formula is as follows: ; ; ; in, , All are coefficients after Fourier expansion. The coefficient of the cosine phase. The coefficient of the sin phase. n For harmonic order, It is a non-negative integer (or a positive integer) that represents the spatial harmonic order. The order index or sequence number.

[0044] It should be noted that the above formula is derived from the general spatial Fourier expansion formula, and its specific derivation process is as follows: Step 1, the general space Fourier expansion formula is: Among them, the calculation formulas for the Fourier coefficients of each order, and the DC component coefficients are as follows: Cosine component coefficients: , Sine component coefficients: ; here n It is a positive integer.

[0045] The physical quantity is current density. Along spatial coordinates x The distribution exhibits periodicity, with a spatial period of 2. L (In electrical machinery, L That is, the polar distance, corresponding to The periodic constant in the general form. L Replace with the pole pitch of a magnetic levitation linear motor Therefore, the space wavenumber becomes .

[0046] Considering that this application discusses a symmetrical multiphase alternating current distribution, the magnetic field does not have a constant DC offset in space, therefore the general formula... This item is directly omitted in engineering applications.

[0047] In static mathematics, and It is a constant. However, in the fields of electric motors and magnetic levitation trains, the current alternates sinusoidally with time, so the originally fixed coefficient becomes a constant that varies with time. t The function is a time-varying function. Therefore, it is written as... and This forms a specific spatial expansion of the current density. In other words, any current density along spatial coordinates... Physical quantities that exhibit periodic distribution (current density) All of these can be expanded into a universal Fourier series of countless spatial harmonic superpositions. The general form is the sum of the cosine and sine terms representing the amplitude variation with time. In this specific magnetic levitation system, the expanded spatial period is taken as 2. Therefore, the space wavenumber (angular frequency) is This naturally leads to the following summation formula structure: .

[0048] Step 2, the motor or magnetic levitation system has Phase winding, i.e. There are two transmitting coils. According to classical winding function theory, the magnetomotive force generated in space by a multi-phase symmetrical winding will only have its harmonic components superimposed and retained when certain conditions are met, while other harmonics will cancel each other out.

[0049] This specific harmonic order condition ,in It must be a non-negative integer (or a positive integer). This changes the original infinite number of terms... It is limited to these specific discrete orders.

[0050] Step 3, the current itself is alternating with time (the angular frequency of the transmitting coil current is...). When alternating current is applied to the aforementioned specific spatial harmonics, the electric field or magnetomotive force will decompose into components along the path of the harmonics. A traveling wave (i.e., a rotating magnetomotive force) that travels in the positive or negative direction of the axis.

[0051] 1. For The resulting harmonic components typically represent reverse-rotating (or negative-sequence) traveling waves. In mathematical composition, when the sine and cosine of the time term are combined with the spatial term, a negative sign needs to be added to the sine term to reflect its reverse-moving characteristic. This corresponds to the condition... Coefficients at time: and .

[0052] 2. For The resulting harmonic components typically represent reverse-rotating (or negative-sequence) traveling waves. In mathematical composition, when the sine and cosine of the time term are combined with the spatial term, a negative sign needs to be added to the sine term to reflect its reverse-moving characteristic. This corresponds to the condition... Coefficients at time: and .

[0053] Step 4, based on the formula above ,in, and Represents the fundamental magnitude and the first phase current n The current density amplitude coefficient of subspace harmonics, i.e., complex amplitude; It is the amplitude scaling factor generated when the multiphase system synthesizes the magnetic field.

[0054] exist When =2, Let's consider it again. The value of changes, in a two-phase winding, if offset by 90°, for the first phase... n The shift of the subspace harmonics, the actual phase difference is: General The formula only produces odd harmonics and cannot intuitively distinguish between forward and reverse harmonic components.

[0055] If we discuss it according to modulo 4: ,like n =1, 5, 9, etc., substitute into the phase difference formula: This indicates that the spatial phase is always equivalent to a 90° lag, producing a positively rotating magnetic field component, corresponding to... ,like n =3, 7, 11, etc., substitute into the phase difference formula: The spatial phase is equivalent to a 90° lead, producing a magnetic field component that rotates in the opposite direction, which corresponds to the following formula: For example, considering the modulo 4 classification, ; ; .

[0056] The Fourier analytical method provided in this embodiment derives the Fourier series expansion coefficients without requiring tedious re-simulation. By simply substituting the new parameters, the new current density distribution and magnetic field characteristics can be quickly obtained through analytical formulas, thus improving versatility.

[0057] In some embodiments, determining the flux linked by each transmitting coil based on the magnetomotive force and the air gap permeability distribution includes: The magnetic flux density corresponding to the propulsion coil or excitation coil is determined based on the magnetomotive force and the air gap magnetic permeability distribution value. The magnetic flux value linked by each transmitting coil is determined based on the magnetic flux density corresponding to the propulsion coil or excitation coil.

[0058] Specifically, the total current density is first integrated using the magnetomotive force, as shown in the following formula: ; in, For magnetomotive force, the first position coordinates of the mover core are... The second position coordinates of the stator core obtained through the above embodiment are... This is for integration processing. This represents the total current density.

[0059] The formula for determining magnetic flux density is as follows: ; in, The magnetic flux density of the transmitting coil in the air gap is given by... We obtain the magnetic flux density of the stator winding. Similarly, we can obtain the magnetic flux density of the stator winding. magnetic flux density of the mover winding .

[0060] The formulas for calculating the magnetic flux density corresponding to the propulsion coil or excitation coil are the same, but the specific values ​​for each parameter are different.

[0061] The formula for determining the magnetic flux value is as follows: ; in, This is the magnetic flux linked by the transmitting coil.

[0062] Based on this, and according to Faraday's law of electromagnetic induction, the corresponding induced voltage is obtained, as shown in the following formula: ; in, For induced voltage, The number of turns of the transmitting coil. The change in magnetic flux. This represents the change over time.

[0063] The magnetic flux determination process provided in this embodiment directly incorporates the nonlinear change in air gap permeability caused by the cogging effect into the calculation. This accurately reflects the relative motion between the stator and mover, improves the accuracy of induced voltage calculation, clearly distinguishes and calculates the magnetic flux density corresponding to the propulsion coil or excitation coil respectively, and thus determines the magnetic flux value linked to the transmitting coil.

[0064] In some embodiments, determining the target current phase angle difference in each induced voltage based on the principle of voltage superposition of the propulsion coil or excitation coil of the transmitting coil in each cycle includes: Obtain the direction of each induced voltage; among the induced voltages corresponding to the propulsion coil or excitation coil in each cycle, select the first target cycle corresponding to the equal induced voltage; if the induced voltage directions of the propulsion coil or excitation coil corresponding to the first target cycle are opposite, determine the target current phase angle difference of the transmitting coil corresponding to the opposite induced voltage directions. Correspondingly, the target current phase angle difference is determined in each induced voltage based on the principle of voltage superposition between the propulsion coil and the excitation coil in each cycle, including: Obtain the direction of each induced voltage; among the induced voltages corresponding to the propulsion coils in each cycle, select the second target cycle corresponding to the equal induced voltages; among the induced voltages corresponding to the excitation coils in each cycle, select the third target cycle corresponding to the equal induced voltages; if the induced voltage directions of the propulsion coils corresponding to the second target cycle are opposite, determine the first target current phase angle difference of the transmitting coils corresponding to the opposite induced voltage directions; if the induced voltage directions of the excitation coils corresponding to the third target cycle are opposite, determine the second target current phase angle difference of the transmitting coils corresponding to the opposite induced voltage directions; if the first target current phase angle difference and the second target current phase angle difference are the same, determine the final target current phase angle difference.

[0065] Specifically, Figure 3a A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 180° in different propulsion coils is provided for an embodiment of this application. Figure 3b A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 90° in different propulsion coils is provided for an embodiment of this application. Figure 3c A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 60° in different propulsion coils is provided for an embodiment of this application. Figure 3d A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 45° in different propulsion coils is provided for an embodiment of this application. Figure 3e A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 36° in different propulsion coils is provided for an embodiment of this application. Figure 3f A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 30° in different propulsion coils is provided for an embodiment of this application, as shown below. Figures 3a to 3f As shown, in each diagram, circles connect the propulsion coils for the first cycle, squares for the second cycle, triangles for the third cycle, and rhombuses for the fourth cycle. It should be noted that these different shape designations are only applicable to the current... Figures 3a to 3fThis is unrelated to other diagrams. Obtain the direction of each induced voltage. Among the induced voltages corresponding to the propulsion coil or excitation coil in each cycle, select the first target cycle corresponding to the equal induced voltage. Taking the propulsion coil as an example, its first target cycle is when the second and fourth cycles have a current phase angle difference of 90°. The first target cycle is when the induced voltages of the first and second cycles have a current phase angle difference of 30°, meaning they are equal in magnitude and opposite in direction, thus canceling each other out.

[0066] Similarly, Figure 4a A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 180° in different excitation coils, provided as an embodiment of this application. Figure 4b A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 90° in different excitation coils is provided for an embodiment of this application. Figure 4c A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 60° in different excitation coils is provided for an embodiment of this application. Figure 4d A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 45° in different excitation coils is provided for an embodiment of this application. Figure 4e A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 36° in different excitation coils is provided for an embodiment of this application. Figure 4f A simulation diagram of the induced voltage of a transmitting coil with a phase angle difference of 30° in different excitation coils is provided for an embodiment of this application, as shown below. Figures 4a to 4f As shown, in each diagram, circles indicate the excitation coil for the first cycle, squares for the second cycle, triangles for the third cycle, and rhombuses for the fourth cycle. It should be noted that these different shape designations are only applicable to the current... Figures 4a to 4f This is unrelated to other diagrams. The first target period is when the current phase angle difference between the first and third periods is 90°, and the first target period is when the current phase angle difference between the second and third periods is 30°. The induced voltages are equal in magnitude and opposite in direction, thus canceling each other out.

[0067] It should be noted that the current phase angle difference can be determined based on the induced voltages generated by the propulsion coil and the excitation coil, or the current phase angle differences generated by them can be compared. If they are equal, then the final target current phase angle difference is determined.

[0068] This embodiment utilizes the principle of voltage superposition to actively identify and lock the induced voltages in opposite directions that appear in the propulsion coil or excitation coil in each cycle. By determining the target current phase angle difference that makes these reverse voltages cancel each other out, internal electromagnetic interference can be fundamentally weakened or even eliminated, thereby improving the stability and safety of the train's contactless power supply.

[0069] In some embodiments, after determining the target current phase angle difference and before performing the embedding process on the transmitting coil according to the target current phase angle difference, the method further includes: Determine the number of phase angle differences of the target current; When the number of target current phase angle differences is one, the process proceeds to the step of embedding the transmitting coil according to the target current phase angle difference. When there are multiple target current phase angle differences, obtain the line length of the transmitting coil corresponding to each target current phase angle difference; Select the transmitting coil with the shortest line length from each line length, and determine the target current phase angle difference corresponding to the transmitting coil with the shortest line length as the final target current phase angle difference. Then proceed to the step of embedding the transmitting coil according to the target current phase angle difference.

[0070] Specifically, if there is only one target current phase angle difference, then it is the final target current phase angle difference. If there are multiple target current phase angle differences, they can be further compared based on the length of the line. Figure 5a This application provides a schematic diagram of a transmitting coil structure with a phase angle difference of 180°. Figure 5b This application provides a schematic diagram of a transmitting coil structure with a phase angle difference of 90°, as shown in the embodiment. Figure 5c This application provides a schematic diagram of a transmitting coil structure with a phase angle difference of 60°, as shown in the embodiment. Figure 5d This application provides a schematic diagram of a transmitting coil structure with a phase angle difference of 45°, as shown in the embodiment. Figure 5e This application provides a schematic diagram of a transmitting coil structure with a phase angle difference of 36°, as shown in the embodiment. Figure 5f A schematic diagram of a transmitting coil structure with a phase angle difference of 30° is provided for an embodiment of this application, as shown below. Figures 5a to 5f As shown, in the above embodiments, when the target current phase angle difference is two, namely a phase angle difference of 90° and a phase angle difference of 30°, and then according to... Figures 5a to 5f The line length of the transmitting coil under different phase angle differences is selected, and the structure with the shortest line length is selected, which is the final target current phase angle difference of 90°.

[0071] This embodiment uses the shortest introductory line length as the final screening criterion, actively selecting the configuration with the least coil usage, effectively avoiding material waste and saving costs.

[0072] Furthermore, this application also provides a train power supply device, including a stator core and a mover core arranged opposite to each other and having an air gap; The transmitting coil and the propulsion coil are respectively embedded in the upper and lower parts of the slots of the stator core; The generating coil and the excitation coil are respectively wound around the teeth of the moving core; The phase angle difference of the current in the transmitting coil is obtained by the steps of the power supply method described above, so as to provide contactless power supply to the train.

[0073] like Figure 2 As shown, the transmitting coil 3 is added to the slot of the stator silicon steel sheet. The optimal transmitting coil structure is selected, and the structure of the generating coil 3 is optimized. This method can meet the power demand in the low-speed stage without increasing the weight of the train, and can replace the contact rail for power supply.

[0074] For a description of the train power supply device provided in this application, please refer to the above method embodiments. This application will not repeat the description here, as it has the same beneficial effects as the above train power supply method.

[0075] In some embodiments, the transmitting coil is embedded in the upper part of the slot of the stator core as a rectangular coil or a wave winding coil.

[0076] Figure 6 This is a schematic diagram of the coil configuration during the embedding process of a transmitting coil, as provided in an embodiment of this application. Figure 6 As shown, using rectangular or wave-wound structures, compared to traditional figure-eight coils, the stator slot space is extremely valuable, needing to accommodate both the feed and emitter coils. Circular coils waste a significant amount of corner space. Rectangular coils can be arranged closely like building blocks, maximizing the use of the slot area and thus increasing power transmission density. Wave-wound structures are typically flat, making them ideal for embedding in narrow stator slots.

[0077] The rectangular or wave winding structure provided in this embodiment is easier to insulate than complex three-dimensional windings, and it is less prone to deformation under long-term vibration. The long side of the rectangular coil is parallel to the track direction, which can cover a longer range of stator pole pitch, making the magnetic coupling with the on-board figure-eight coil more stable and reducing voltage fluctuations caused by position changes.

[0078] In some embodiments, the power generation coil is wound on both sides of adjacent teeth within the moving core; and the number of turns of the power generation coil is M times the number of turns of the coil wound around each tooth of the moving core.

[0079] Specifically, Figure 7 This is a schematic diagram of the winding of a conventional power generation coil, as shown below. Figure 7 As shown, the coil is wound across the entire slot, filling the width of the rectangular slot, including the middle section. The label "28 turns" indicates that these 28 turns of wire are evenly distributed across the entire cross-section of the slot. While the coil occupies the entire slot space and provides a large magnetic circuit coverage area, the average cutting efficiency of a single wire may be limited by the non-uniformity of the magnetic field distribution within the slot.

[0080] Figure 8 This is a schematic diagram of the winding of a power generation coil provided in an embodiment of this application, as shown below. Figure 8 As shown, the coils no longer fill the entire slot, but are instead wound together on the far left and far right sides of the slot, leaving a gap in the middle. Figure 7 compared to, Figure 7 The 28 turns are evenly distributed throughout the space, according to this application. Figure 8 This method involves concentrating the conductors on both sides and winding them around the adjacent teeth as described above. This allows for twice the conductor count (56 turns) to be packed into the same volume. In other words, by changing the winding method within the same physical space, the number of coil turns is doubled (from the conventional 28 turns to 56 turns), thereby obtaining double the induced voltage at low speeds and solving the problem of insufficient power supply to trains at low speeds. This winding method is not simply about increasing the number of turns, but rather about optimizing the spatial layout and utilizing the characteristics of magnetic field distribution to achieve the doubling of the number of turns.

[0081] Figure 9 A comparative schematic diagram of the winding of a transmitting coil provided in an embodiment of this application is shown below. Figure 9 As shown, Figure 9 The new structure corresponds to the structure in this embodiment, while the original structure corresponds to the structure in the conventional scheme. Compared with the conventional winding, this application can not only increase the power generation at low speed, but also achieve the same power generation at high speed as the original structure.

[0082] The winding method of the power generation coil provided in this embodiment is to wind it on both sides of adjacent teeth to improve the magnetic circuit coupling efficiency. By concentrating the wires on both sides of the strongest magnetic field, the induced electromotive force generated per unit wire is maximized, thereby increasing the power generation.

[0083] Furthermore, this application also provides a train power supply system. Figure 10 A structural diagram of a train power supply system provided in this application embodiment is shown below. Figure 10 As shown, it includes a first high-frequency inverter 7, a second high-frequency inverter 8, an uncontrolled rectifier 9, and the aforementioned train power supply device. The output of the first high-frequency inverter 7 is connected to the sinusoidal phase transmitting coil of the train power supply device; the output of the second high-frequency inverter 8 is connected to the cosine phase transmitting coil of the train power supply device. The generator coil of the train power supply unit is connected to the uncontrolled rectifier 9.

[0084] Specifically, during the start-up phase of the high-speed maglev train, the ground power supply uses a high-frequency inverter to supply high-frequency current to the A-phase and B-phase transmitting coils in the long stator core. The effective value of the current is about 100A and the frequency is 10kHz. The transmitting coil and the generating coil are coupled through mutual inductance, thereby transferring energy from the transmitting coil to the generating coil. A voltage is induced in the generating coil, and the induced voltage is used to supply power to the on-board load through an uncontrolled rectifier.

[0085] Figure 11 An equivalent circuit diagram of a train power supply system provided in this application embodiment is shown below. Figure 11 As shown, Rs is the resistance of the generating coil, L1 is the inductance of the generating coil, and e0 and e1 are the induced voltages of the generating coil.

[0086] For an introduction to the train power supply system provided in this application, please refer to the above method embodiments. This application will not repeat the details here, as it has the same beneficial effects as the above train power supply method.

[0087] The various embodiments corresponding to the train power supply method have been described in detail above. Based on this, this application also discloses train power supply equipment corresponding to the above method. Figure 12 This is a structural diagram of a train power supply device provided in an embodiment of this application. Figure 12 As shown, the train's power supply equipment includes: The acquisition module 11 is used to acquire the current phase angle difference corresponding to the number of each transmitting coil of the stator core; Output module 12 is used to pre-call the ground-to-vehicle power supply model, input the phase angle difference of each current, and output the induced voltage of each transmitting coil in the propulsion coil or excitation coil in each cycle; wherein, the ground-to-vehicle power supply model is a model that uses the Fourier analytical method to calculate the induced voltage of the ground-to-vehicle bilateral coupling structure under the cogging effect by establishing the coordinate system transformation between the stator core and the mover core. The processing module 13 is used to determine the target current phase angle difference in each induced voltage according to the voltage superposition principle of the propulsion coil and / or excitation coil of the transmitting coil in each cycle, and to perform embedding processing on the transmitting coil according to the target current phase angle difference, so as to provide non-contact power supply to the train.

[0088] Since the embodiments of the device part correspond to the embodiments described above, please refer to the embodiments of the method part for details on the embodiments of the device part, and will not be repeated here.

[0089] For a description of the train power supply equipment provided in this application, please refer to the above method embodiments. This application will not repeat the description here, as it has the same beneficial effects as the above train power supply method.

[0090] Figure 13 A structural diagram of another train power supply device provided in an embodiment of this application is shown below. Figure 13 As shown, the device includes: Memory 21 is used to store computer programs; Processor 22 is used to implement the steps of the train power supply method when executing a computer program.

[0091] The processor 22 may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor 22 may be implemented using at least one of the following hardware forms: Digital Signal Processor (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 22 may also include a main processor and a coprocessor. The main processor, also known as the Central Processing Unit (CPU), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor 22 may integrate a Graphics Processing Unit (GPU), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, the processor 22 may also include an Artificial Intelligence (AI) processor, which handles computational operations related to machine learning.

[0092] The memory 21 may include one or more computer-readable storage media, which may be non-transitory. The memory 21 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In this embodiment, the memory 21 is used to store at least the following computer program 211, which, after being loaded and executed by the processor 22, is capable of implementing the relevant steps of the train power supply method disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory 21 may also include an operating system 212 and data 213, etc., and the storage method may be temporary storage or permanent storage. The operating system 212 may include Windows, Unix, Linux, etc. The data 213 may include, but is not limited to, the data involved in the train power supply method, etc.

[0093] In some embodiments, the train power supply equipment may further include a display screen 23, an input / output interface 24, a communication interface 25, a power supply 26, and a communication bus 27.

[0094] Those skilled in the field can understand, Figure 13 The structure shown does not constitute a limitation on the train's power supply equipment and may include more or fewer components than shown.

[0095] The processor 22 implements the train power supply method provided in any of the above embodiments by calling instructions stored in the memory 21.

[0096] For a description of the train power supply equipment provided in this application, please refer to the above method embodiments. This application will not repeat the description here, as it has the same beneficial effects as the above train power supply method.

[0097] Furthermore, this application also provides a computer-readable storage medium storing a computer program, which, when executed by processor 22, implements the steps of the train power supply method described above.

[0098] It is understood that if the methods in the above embodiments are implemented as software functional units and sold or used as independent products, they 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 all or 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 executes all or part of the steps of the methods 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.

[0099] For a description of the computer-readable storage medium provided in this application, please refer to the above method embodiments. This application will not repeat the description here, but it has the same beneficial effects as the above train power supply method.

[0100] The foregoing has provided a detailed description of a train power supply method, apparatus, and system. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of this application.

[0101] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

Claims

1. A method for supplying power to a train, characterized in that, The method is applied to a train power supply device, which includes a stator core and a mover core arranged opposite each other and having an air gap. A transmitting coil and a propulsion coil are respectively embedded in the upper and lower parts of the slots of the stator core; a generating coil and an excitation coil are respectively wound around the teeth of the mover core; the method includes: Obtain the current phase angle difference corresponding to the number of each transmitting coil of the stator core; A ground-to-vehicle power supply model is pre-called, and the phase angle differences of each current are input to output the induced voltage of each transmitting coil in the propulsion coil or the excitation coil in each cycle. The ground-to-vehicle power supply model is a model that uses the Fourier analytical method to calculate the induced voltage of the ground-to-vehicle bilateral coupling structure under the cogging effect by establishing a coordinate system transformation between the stator core and the moving core. The construction process of the ground-to-vehicle power supply model includes: analytically processing the current density of the transmitting coils based on the Fourier analytical method to obtain the total current density and Fourier series expansion coefficients; integrating the first position coordinates of the moving core based on the Fourier series expansion coefficients and the total current density to obtain the magnetomotive force; determining the magnetic flux value linked by each transmitting coil based on the magnetomotive force and the air gap permeability distribution value; and determining the induced voltage of each transmitting coil in the propulsion coil or the excitation coil in each cycle according to the law of electromagnetic induction and the number of coil turns to establish the ground-to-vehicle power supply model. In each induced voltage, the target current phase angle difference is determined based on the voltage superposition principle of the propulsion coil and / or the excitation coil of the transmitting coil in each cycle, and the transmitting coil is embedded according to the target current phase angle difference to provide non-contact power supply to the train.

2. The train power supply method according to claim 1, characterized in that, The process of determining the air gap magnetic permeability distribution value includes: Obtain the first position coordinates of the moving core of the train; A coordinate system for the stator core and the mover core is established in advance, and the second position coordinates of the stator core are determined based on the first position coordinates and the coordinate system for the stator core and the mover core. The air gap magnetic permeability distribution value under the cogging effect is determined based on the first position coordinate and the second position coordinate.

3. The train power supply method according to claim 2, characterized in that, The analytical processing of the current density of the transmitting coil based on the Fourier analytical method to obtain the total current density and the Fourier series expansion coefficients includes: The first distribution value of the current density of each of the transmitting coils in the stator core coordinate system is determined according to the Fourier analytical method. The total current density of each of the transmitting coils is determined based on the first distribution value; The Fourier series expansion coefficients are obtained by performing Fourier expansion on each of the total current densities.

4. The train power supply method according to claim 2 or 3, characterized in that, Determining the magnetic flux value linked by each of the transmitting coils based on the magnetomotive force and the air gap permeability distribution includes: The magnetic flux density corresponding to the propulsion coil or the excitation coil is determined based on the magnetomotive force and the air gap magnetic permeability distribution value. The magnetic flux value linked by each of the transmitting coils is determined based on the magnetic flux density corresponding to the propulsion coil or the excitation coil.

5. The train power supply method according to claim 1, characterized in that, The target current phase angle difference is determined based on the principle of voltage superposition of the propulsion coil or the excitation coil in each cycle of the transmitting coil, including: Obtain the direction of each induced voltage; among the induced voltages corresponding to the propulsion coil or excitation coil in each cycle, select the first target cycle corresponding to the equal induced voltages; when the induced voltage directions of the propulsion coil or excitation coil corresponding to the first target cycle are opposite, determine the target current phase angle difference of the transmitting coil corresponding to the opposite induced voltage directions; Correspondingly, the target current phase angle difference is determined in each induced voltage based on the principle of voltage superposition between the propulsion coil and the excitation coil in each cycle of the transmitting coil, including: The direction of each induced voltage is obtained; among the induced voltages corresponding to the propulsion coils in each cycle, a second target cycle with equal induced voltages is selected; among the induced voltages corresponding to the excitation coils in each cycle, a third target cycle with equal induced voltages is selected; when the induced voltage directions of the propulsion coils corresponding to the second target cycle are opposite, a first target current phase angle difference of the transmitting coil corresponding to the opposite induced voltage direction is determined; when the induced voltage directions of the excitation coils corresponding to the third target cycle are opposite, a second target current phase angle difference of the transmitting coil corresponding to the opposite induced voltage direction is determined; when the first target current phase angle difference and the second target current phase angle difference are the same, the final target current phase angle difference is determined.

6. The train power supply method according to claim 1 or 5, characterized in that, After determining the target current phase angle difference, and before performing the embedding process on the transmitting coil based on the target current phase angle difference, the method further includes: Determine the number of phase angle differences of the target current; When the number of target current phase angle differences is one, the process proceeds to the step of embedding the transmitting coil according to the target current phase angle difference; When there are multiple target current phase angle differences, the line length of the transmitting coil corresponding to each target current phase angle difference is obtained; Select the transmitting coil with the shortest line length among all line lengths, and determine the target current phase angle difference corresponding to the transmitting coil with the shortest line length as the final target current phase angle difference. Then proceed to the step of embedding the transmitting coil according to the target current phase angle difference.

7. A train power supply device, characterized in that, It includes a stator core and a mover core that are arranged opposite each other and have an air gap; The transmitting coil and the propulsion coil are respectively embedded in the upper and lower parts of the slots of the stator core; The generating coil and the excitation coil are respectively wound around the teeth of the moving core; The phase angle difference of the current in the transmitting coil is obtained by the steps of the train power supply method according to any one of claims 1 to 6, so as to provide non-contact power supply to the train.

8. The train power supply device according to claim 7, characterized in that, The transmitting coil is embedded in the upper part of the slot of the stator core as a rectangular coil or a wave winding coil.

9. The train power supply device according to claim 7, characterized in that, The power generation coil is wound on both sides of adjacent teeth within the moving core; and the number of turns of the power generation coil is M times the number of turns of the coil wound around each tooth of the moving core.

10. A train power supply system, characterized in that, It includes a first high-frequency inverter, a second high-frequency inverter, an uncontrolled rectifier, and the train power supply device as described in any one of claims 7 to 9 above; The output terminal of the first high-frequency inverter is connected to the sinusoidal phase transmitting coil of the train power supply device; the output terminal of the second high-frequency inverter is connected to the cosine phase transmitting coil of the train power supply device. The generator coil of the train power supply device is connected to the uncontrolled rectifier.

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