High-temperature superconducting maglev train simulation system and method

Abstract

The present application sets forth a high-temperature superconducting maglev train simulation system, and a method. When an actual train line and full-speed operations are not available, a simulator of the present application accesses a superconducting electric static levitation testing platform and a real superconducting magnet, and enables full-speed verification, kinetic characteristic verification, etc., for a high-temperature superconducting maglev train by means of hardware-in-the-loop simulation analysis. This significantly reduces the costs for constructing a testing line, shortens the time cycle for testing verification, and allows simulation verification by means of inputting line information under different operating conditions, including extreme operating conditions, thereby saving costs and time for vehicle development, realizing main line operation testing under extreme operating conditions, and improving the reliability and accuracy of verification results.

Description

High-Temperature Superconducting Maglev Train Simulation System and Method

[0001] This application claims priority to Chinese patent application filed on May 30, 2024, with application number 202410692080.5 and entitled "Simulation System and Method for High Temperature Superconducting Maglev Train", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application mainly relates to the field of simulation technology, and more specifically to a high-temperature superconducting magnetic levitation train simulation system and method. Background Technology

[0003] High-temperature superconducting maglev trains are a new type of transportation that combines high-temperature superconducting technology and magnetic levitation technology. They utilize the zero-resistance characteristics of high-temperature superconducting materials to allow large currents to pass through and generate strong magnetic fields. Through the interaction between the onboard superconducting magnet and the magnetic field of the ground coil, a contactless transportation method that is supported, guided, and driven by magnetic force is achieved.

[0004] In the research process of high-temperature superconducting maglev trains, it is usually necessary to simulate and verify their performance to determine the research results and directions for improvement. This is typically achieved by constructing a fully physical simulation model that is scaled down to the same size or the same dimensions. This process is time-consuming, labor-intensive, and costly. Furthermore, it cannot verify some extreme operating conditions, thus reducing the reliability of the high-temperature superconducting maglev train's performance.

[0005] Summary of the Invention

[0006] In view of the above problems, this application provides the following technical solution:

[0007] The first aspect of this application provides a high-temperature superconducting maglev train simulation system, comprising: a vehicle system simulation device and a traction control device constructed for a high-temperature superconducting maglev train; a superconducting dynamic and static suspension test bench connected to the traction control device; and superconducting magnet prototypes respectively connected to the vehicle system simulation device and the superconducting dynamic and static suspension test bench, wherein:

[0008] The traction control device transmits the traction current corresponding to the given speed to the superconducting dynamic and static suspension test bench based on the line information and operation control information of the high-temperature superconducting magnetic levitation train.

[0009] The superconducting dynamic and static suspension test bench obtains simulation data of the superconducting magnet component and the vehicle system simulation device under the simulation data based on the traction current and vehicle attribute information, so as to continue to execute the next simulation based on the vehicle operating state; the simulation data includes suspension gap and guide gap.

[0010] In one possible implementation, the high-temperature superconducting magnetic levitation train simulation system further includes: a coil simulation device connecting the traction control device and the vehicle system simulation device, wherein:

[0011] The coil simulation device transmits corresponding levitation force, guiding force, magnetic resistance, and action force to the vehicle system simulation device based on the traction current and superconducting magnet property parameters from the traction control device; the action force is either traction force or braking force.

[0012] The vehicle system simulation device is also used to obtain corresponding simulation data and vehicle operating status based on the levitation force, the guiding force, the magnetic resistance, the action force, the route information, and the vehicle attribute information, so as to continue to execute the next simulation based on the vehicle operating status.

[0013] In one possible implementation, the vehicle system simulation device includes a vehicle dynamics module, and a line simulation module and a track module respectively connected to the vehicle dynamics module, wherein:

[0014] The line simulation module is used to respond to line input operations for high-temperature superconducting maglev trains and obtain the corresponding line information.

[0015] The track module is used to output track information for different operating conditions of the high-temperature superconducting maglev train;

[0016] The vehicle dynamics module is used to obtain corresponding simulation data and vehicle operating status based on the received route information, track information, levitation force, guiding force, magnetic resistance, action force and vehicle attribute information.

[0017] In one possible implementation, the vehicle dynamics module includes multiple different types of vehicle dynamics models, including a vehicle suspension dynamics model, a vehicle steering dynamics model, and a wheel-rail vehicle dynamics model.

[0018] The track model includes at least one of the following: a track alignment irregularity model, a track elevation irregularity model, a track beam model, and an aerodynamic load model.

[0019] In one possible implementation, the traction control device includes a traction control system module and a traction control module connected to each other, wherein:

[0020] The operation control system module obtains a given speed curve and outputs it based on the operation control information and line information of the high-temperature superconducting maglev train.

[0021] The traction control module outputs the traction current corresponding to the given speed based on the given speed curve;

[0022] The traction control module includes at least one linear motor model and a vector control model. The vector control model controls the linear motor model to output traction current based on the given speed curve.

[0023] In one possible implementation, the traction control device is deployed on at least one simulator; wherein:

[0024] The operation control system module is deployed in the central processing unit of the simulator, and the time interval between two adjacent simulations is less than a first time threshold.

[0025] The traction control module is deployed in the field-programmable gate array (FPGA) processor of the simulator, and the time interval between two adjacent simulations is less than the second time threshold, while the first time threshold is greater than the second time threshold.

[0026] In one possible implementation, the coil simulation device includes a traction coil model, a levitation coil model, and a superconducting magnet coil model, wherein:

[0027] The superconducting magnet coil model outputs a simulated magnetic field based on the superconducting magnet's property parameters;

[0028] The levitation coil model outputs levitation force and guiding force under the action of the simulated magnetic field;

[0029] The traction coil model outputs traction force, or braking force and magnetic resistance, under the action of the simulated magnetic field, based on the input traction current.

[0030] In one possible implementation, the vehicle system simulation device and the traction control device transmit data through a reflective memory network, so that both the vehicle system simulation device and the traction control device perform read or write operations on the reflective memory network according to the communication cycle.

[0031] The vehicle system simulation device is deployed in a simulator built on a real-time parallel computer platform, and the interval between two adjacent simulations is less than the communication cycle.

[0032] The second aspect of this application provides a simulation method for a high-temperature superconducting maglev train, applied to the high-temperature superconducting maglev train simulation system provided in the first aspect. The high-temperature superconducting maglev train simulation system includes a vehicle system simulation device, a traction and control device, a superconducting dynamic and static suspension test bench, and real superconducting magnet components. The high-temperature superconducting maglev train simulation method includes:

[0033] The traction control device obtains the line information, operation control information and vehicle attribute information for the high-temperature superconducting maglev train.

[0034] The traction control device transmits the traction current corresponding to the given speed to the superconducting dynamic and static suspension test bench based on the line information and the operation control information.

[0035] The superconducting dynamic and static suspension test bench obtains simulation data of the superconducting magnet component and the vehicle operating state of the vehicle system simulation device under the simulation data based on the traction current and the vehicle attribute information, so as to continue to execute the next simulation based on the vehicle operating state; the simulation data includes suspension gap and guide gap.

[0036] In one possible implementation, where the high-temperature superconducting maglev train simulation system further includes a coil simulation device, the high-temperature superconducting maglev train simulation method further includes:

[0037] The coil simulation device transmits corresponding levitation force, guiding force, magnetic resistance, and action force to the vehicle system simulation device based on the traction current and the superconducting magnet property parameters; the action force is either traction force or braking force.

[0038] The vehicle system simulation device obtains corresponding simulation data and vehicle operating status based on the levitation force, the guiding force, the magnetic resistance, the action force, the route information, and the vehicle attribute information, so as to continue to execute the next simulation based on the vehicle operating status.

[0039] Using the above technical solution, the high-temperature superconducting maglev train simulation system and method provided in this application will construct a vehicle system simulation device and a traction control device for the high-temperature superconducting maglev train, a superconducting dynamic and static suspension test bench connected to the traction control device, and superconducting magnet prototypes connected to the vehicle system simulation device and the superconducting dynamic and static suspension test bench respectively. This allows the traction control device to obtain track information, operation control information, and vehicle attribute information for the high-temperature superconducting maglev train. Based on the track information and operation control information, it transmits a traction current corresponding to a given speed to the superconducting dynamic and static suspension test bench, enabling the superconducting dynamic and static suspension test bench to adjust the traction current according to the given speed. The system obtains vehicle attribute information, simulation data of the superconducting magnet components, and the vehicle operating status of the vehicle system simulation device under simulation data (such as suspension gap and guide gap). Based on the vehicle operating status, the next simulation is performed. After multiple simulations, the speed verification and dynamic characteristics verification of the high-temperature superconducting maglev train are achieved. This significantly reduces the cost of establishing the test line and shortens the test verification cycle. Furthermore, by inputting line information under different operating conditions, including extreme conditions, simulation verification is performed, reducing vehicle development costs and time. It also enables mainline operation testing under extreme conditions, improving the reliability and accuracy of the verification results. Attached Figure Description

[0040] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0041] Figure 1 is a schematic diagram of an optional embodiment of the high-temperature superconducting magnetic levitation train simulation system proposed in this application;

[0042] Figure 2 is a schematic diagram of the communication between the traction control device and the vehicle system simulation device in the high-temperature superconducting magnetic levitation train simulation system proposed in this application.

[0043] Figure 3 is a schematic diagram showing the simulation data generated during the simulation process in the high-temperature superconducting magnetic levitation train simulation system proposed in this application.

[0044] Figure 4 is a schematic diagram of an optional embodiment two of the high-temperature superconducting magnetic levitation train simulation system proposed in this application;

[0045] Figure 5 is a schematic diagram of an optional embodiment three of the high-temperature superconducting magnetic levitation train simulation system proposed in this application;

[0046] Figure 6 is a schematic diagram of an optional embodiment four of the high-temperature superconducting magnetic levitation train simulation system proposed in this application;

[0047] Figure 7 is a schematic diagram of an optional embodiment five of the high-temperature superconducting magnetic levitation train simulation system proposed in this application;

[0048] Figure 8 is a schematic diagram of the control process for powering the DC motor model and controlling the output traction current of the linear motor in the high-temperature superconducting magnetic levitation train simulation system proposed in this application.

[0049] Figure 9 is a schematic diagram of an optional embodiment six of the high-temperature superconducting magnetic levitation train simulation system proposed in this application;

[0050] Figure 10 is a schematic diagram of the simulation scenario of optional embodiment seven of the high-temperature superconducting magnetic levitation train simulation system proposed in this application;

[0051] Figure 11 is a schematic diagram of the deployment structure applicable to the high-temperature superconducting magnetic levitation train simulation system proposed in this application;

[0052] Figure 12 is a schematic diagram of the signaling flow of an optional embodiment of the high-temperature superconducting magnetic levitation train simulation method proposed in this application;

[0053] Figure 13 is a schematic diagram of the signaling flow of an optional embodiment of the high-temperature superconducting magnetic levitation train simulation method proposed in this application. Detailed Implementation

[0054] Based on the description in the background section, this application proposes a hardware-in-the-loop simulation system for high-temperature superconducting maglev trains. Under conditions where a real high-temperature superconducting maglev train line is unavailable and speed cannot be achieved, the system connects to a superconducting dynamic and static suspension test bench and real superconducting magnet components. By inputting the designed line information, it simulates various operating conditions of the high-temperature superconducting maglev train, obtaining the corresponding suspension clearance, guide clearance, and vehicle operating status. This determines the vehicle control safety under these operating conditions. The next simulation is then performed based on this, updating the vehicle's response on the line, such as the latest vehicle position, acceleration, and speed for each car. Through multiple iterative simulations, the system achieves low-cost and comprehensive simulation verification of the high-temperature superconducting maglev train's speed achievement and safety stability, providing a reliable guarantee for further research and application of high-temperature superconducting maglev trains.

[0055] Among them, superconducting magnets refer to an electromagnet made of coils of type II superconductors with high transition temperatures and particularly high critical magnetic fields at low temperatures. It has no electrical loss caused by wire resistance, nor magnetic loss caused by the presence of an iron core.

[0056] The superconducting dynamic and static suspension test rig is a single-suspension superconducting dynamic and magnetic levitation static suspension test rig. It inputs alternating current to the ground coil through the suspension controller, which interacts with the superconducting magnet to achieve static suspension and simulate high-speed operation vibration. It provides an experimental verification platform for key components and dynamic characteristics of superconducting vehicles (in this application, it refers to high-temperature superconducting magnetic levitation trains). This application does not restrict the construction method and structure of the superconducting dynamic and static suspension test rig, and its structure can be flexibly configured according to actual simulation needs. The implementation process is not described in detail in this application.

[0057] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is only for explaining specific embodiments and is not intended to limit the application. Furthermore, as will be apparent to those skilled in the art from the description of the embodiments, the technical solutions provided by the embodiments of this application are equally applicable to similar technical problems as technology develops and new scenarios emerge.

[0058] Furthermore, the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. In addition, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0059] Referring to Figure 1, which is a schematic diagram of an optional embodiment of the high-temperature superconducting maglev train simulation system proposed in this application, the high-temperature superconducting maglev train simulation system includes: a vehicle system simulation device 100 and a traction control device 200 constructed for a high-temperature superconducting maglev train; a superconducting dynamic and static suspension test bench 300 connected to the traction control device 200; and superconducting magnet prototypes 400 respectively connected to the vehicle system simulation device 100 and the superconducting dynamic and static suspension test bench 300, wherein:

[0060] The vehicle system simulation device 100 and the traction control device 200 can be deployed on at least one simulator. Utilizing the device functions of the simulator, corresponding software modules and devices are configured for the characteristics of different components in the designed high-temperature superconducting maglev train. The simulation simulates the working conditions of the corresponding components under different operating conditions, or the response information generated by the output information of other software modules and devices. The working process can be referred to the description in the corresponding section below.

[0061] In this embodiment, the line information under various operating conditions can be configured according to the diverse needs of the high-temperature superconducting maglev train's operating route. This includes, but is not limited to, line length, gradient, turning start coordinates (including the turning start coordinates of horizontal and vertical curves respectively; the coordinates in this application can be coordinates in the world coordinate system or coordinates in other coordinate systems obtained through the transformation of the world coordinate system; this application does not limit the coordinate representation method), turning end coordinates (including the coordinate information of the corresponding turning end position of horizontal and vertical curves respectively), turning radius (including the turning radius of horizontal and vertical curves respectively), curve superelevation, and other information. The line information content can be configured according to the design requirements of the high-temperature superconducting maglev train, including, but not limited to, the various information listed in this embodiment. For each type of information, multiple information values ​​can be configured, and multiple sets of line information can be obtained through combination to realize the simulation of various road conditions. In the subsequent simulation process, iterative simulation can be performed for each set of line information. The implementation process is similar, and this application will not describe it in detail.

[0062] The traction control device 200 can obtain the line information and operation control information for the high-temperature superconducting maglev train. This application does not limit the method of obtaining these two types of information. Then, based on the line information and operation control information, it can transmit the traction current corresponding to the given speed to the superconducting dynamic and static suspension test bench 300 so that the superconducting dynamic and static suspension test bench 300 can operate under the traction current. Combined with the vehicle attribute information of the high-temperature superconducting maglev train, the device uses the physical components in the superconducting dynamic and static suspension test bench 300 to perform simulation analysis. By interacting with the superconducting magnet component 400, static suspension is achieved, simulating the high-speed operation vibration state of the high-temperature superconducting maglev train. The simulation data generated by the superconducting magnet component 400 in this process, such as the suspension gap and guide gap, is obtained. By observing the changes in the suspension gap and guide gap generated at different times, the vehicle safety control verification under the corresponding operating conditions is achieved.

[0063] In some embodiments, the route information configured for the high-temperature superconducting maglev train can be obtained by the vehicle system simulation device 100 and sent to the traction control device 200. This application does not limit the content of the route information or the method of obtaining it. Preferably, in practical applications of this application, staff can directly input the route information through a host computer. Then, the route information can be loaded into the traction control device 200 (such as its subordinate control device) through compilation. Combined with the vehicle operation control information for the high-temperature superconducting maglev train, such as road speed limits, vehicle acceleration, and braking performance requirements in the maglev train standard, the given speed of each car in the high-temperature superconducting maglev train running on the road with the route information is obtained, and a corresponding given speed curve is generated, that is, the curve of the given speed changing with the running time (or the corresponding running mileage). Then, according to the given speed curve, the traction current corresponding to the given speed at the current running time can be output to control the vehicle system simulation device 100 to simulate the operation of the high-temperature superconducting maglev train and realize its speed verification.

[0064] During vehicle operation control, vehicle operation control commands, such as those for controlling the start, end, or turnout of the vehicle, can be input into the host computer of the traction control device 200. This allows the traction control device 200 to control the operation of the high-temperature superconducting maglev train according to the vehicle operation control commands. In other words, it simulates the operation of the high-temperature superconducting maglev train under the operating conditions represented by the input line information, obtains the corresponding vehicle operation status (such as operating speed), and determines whether the high-temperature superconducting maglev train has reached the expected given speed or other simulation test results under the given operating conditions. This can be determined based on actual design requirements.

[0065] In one possible implementation, the vehicle system simulation device 100 and the traction control device 200 can transmit data via a reflective memory network to simulate vehicle-to-ground wireless communication. As shown in Figure 2, the vehicle system simulation device 100 can write information transmitted during the simulation, such as route information and vehicle operating status information (including vehicle speed, mileage, and suspension status), into the reflective memory network, so that the traction control device 200 can read the corresponding information from the vehicle system simulation device 100 from the reflective memory network. Similarly, the traction control device 200 can write the vehicle power control parameters such as traction force and braking force (which can switch between traction force and braking force for the vehicle system simulation device 100 by changing the direction of the transmitted traction current, and can also control the intensity of traction force or braking force by combining the magnitude, amplitude and phase of the traction current) and various operation control commands (such as start operation, end operation or turnout) into the reflective memory network, so that the vehicle system simulation device 100 can read the required information from it as needed to update the vehicle operating status, determine the vehicle's response results on the line, and perform the next simulation verification accordingly.

[0066] Preferably, the communication between the vehicle system simulation device 100 and the traction control device 200 can be implemented according to a preset communication cycle, such as a communication cycle of 1ms, to perform data read / write operations on the reflective memory network. The implementation process can be determined based on the communication principle of the reflective memory network and the characteristics of the simulator interface simulating the communication process, which will not be described in detail in this application. Furthermore, the data interaction implementation method between the vehicle system simulation device 100 and the traction control device 200 includes, but is not limited to, the reflective memory communication method described in this embodiment.

[0067] Furthermore, based on the above description of the superconducting dynamic and static suspension test bench 300, after inputting the traction current (alternating current) corresponding to a given speed, the suspension controller in the superconducting dynamic and static suspension test bench 300 can input the corresponding current to the ground coil device, so that the coil device generates a magnetic field that interacts with the superconducting magnet 400. Combining the vehicle attribute information of the high-temperature superconducting maglev train, such as vehicle weight, center of gravity, and suspension frame arrangement, the actual suspension gap and guide gap generated by the superconducting magnet 400 can be obtained. This application does not elaborate on the working principle of the superconducting dynamic and static suspension test bench 300 and the superconducting magnet 400. Meanwhile, the vehicle system simulation device 100 can also obtain the vehicle's (i.e., high-temperature superconducting maglev train's) levitation and guiding force (i.e., electromagnetic force) under the actual levitation force and guiding force (i.e., electromagnetic force) generated by the superconducting magnet real component 400, as well as the vehicle's levitation and guiding acceleration, running speed, and other vehicle operating states. It can also combine the line information and the given speed to obtain the vehicle's moving position, acceleration, and other vehicle operating states of each car in the high-temperature superconducting maglev train, as the response results of the high-temperature superconducting maglev train under the corresponding operating conditions represented by the input line information and vehicle operation control information, so as to realize the next simulation verification on the basis of this.

[0068] In the actual simulation verification process, after performing a simulation as described above, each device in the system can run for a preset step size (such as 1ms, etc. This application does not limit its value and can be determined according to the situation). Then, the next simulation is performed based on the simulation results (such as the vehicle operating status obtained in this simulation). Through multiple simulations, the simulation verification under different required operating conditions of the line information is completed. The implementation process is similar and will not be described in detail in this application.

[0069] Preferably, during the above simulation verification process, the generated given velocity curve and simulation data such as the changes in suspension gap and guide gap can be displayed in the corresponding window of the simulation interface, as shown in Figure 3. According to research needs, the simulation data to be obtained may also include data such as suspension acceleration, suspension current, guide acceleration and guide current, so as to obtain the simulation verification results of the high-temperature superconducting magnetic levitation train more accurately and comprehensively from multi-dimensional simulation data. This application does not limit the content of the simulation data to be detected and displayed and its display method.

[0070] Therefore, even without a real train line and unable to reach the required speed, the simulator in this application, by connecting to a superconducting dynamic and static suspension test bench and real superconducting magnet components, and through hardware-in-the-loop simulation analysis, has achieved speed verification and dynamic characteristic verification of high-temperature superconducting maglev trains. This significantly reduces the cost of establishing test lines, shortens the test verification time cycle, and reduces vehicle development costs and time by inputting line information under different operating conditions, including extreme conditions. It also enables mainline operation testing under extreme conditions, improving the reliability and accuracy of the verification results.

[0071] In other embodiments proposed in this application, unlike the hardware-in-the-loop simulation analysis method implemented using the superconducting dynamic and static suspension test bench 300 and the superconducting magnet prototype 400 in the above embodiments, this embodiment also proposes to realize the simulation verification of high-temperature superconducting maglev train through full-model simulation analysis. In this case, as shown in Figure 4, the high-temperature superconducting maglev train simulation system may also include a coil simulation device 500 connecting the traction control device 200 and the vehicle system simulation device 100. It can be seen that, compared with the hardware-in-the-loop simulation analysis method described above, the traction control device 500 is used to realize the simulation verification of high-temperature superconducting maglev train through full-model simulation analysis. The device 200 is connected to the superconducting dynamic and static suspension test bench 300. In this embodiment, the traction control device 200 is connected to the coil simulation device 500. The traction current output by the device is input to the coil simulation device 500, so that the coil simulation device 500 can transmit the corresponding levitation force, guiding force (i.e., electromagnetic force), magnetic resistance, and action force (i.e., traction force or braking force) to the vehicle system simulation device 100 according to the traction current (which may refer to information such as the direction, magnitude, amplitude, and phase of current transmission) and the superconducting magnet property parameters (such as the geometric parameters of the superconducting magnet, magnetomotive force, etc.).

[0072] This application can control the direction of the traction current through the coil simulation device 500 to achieve switching control of the traction and braking forces of the high-temperature superconducting maglev train, simulating the driving or braking control of the train. Simultaneously, by combining dynamic control of the magnitude, amplitude, and phase of the traction current, it can simulate and test the stability, comfort, and load-bearing capacity of the high-temperature superconducting maglev train during driving and braking. It can also simulate and test the performance of the traction power supply system of the high-temperature superconducting maglev train. The implementation process can be determined according to design requirements. Furthermore, based on the above analysis, this application can control the magnitude, amplitude, and phase of the traction current by controlling a given speed. The control implementation process can be determined based on the working principle of the motor, which will not be detailed in this embodiment.

[0073] Based on this, the vehicle system simulation device 100 will obtain corresponding simulation data (such as suspension gap and guide gap) and vehicle operating status (suspension and guide acceleration, vehicle speed, etc.) according to the received levitation force, guiding force, magnetic resistance, action force, track information, and vehicle attribute information (such as vehicle weight, center of gravity, and suspension frame arrangement). It can also obtain the vehicle's position, acceleration, and other vehicle operating status of each car in the high-temperature superconducting maglev train, using this as the response result of the vehicle on the track for the next simulation. That is, based on the obtained vehicle operating status, the next simulation continues, thus achieving continuous multiple simulations to verify the operation of the high-temperature superconducting maglev train on an actual track (characterized by the input track information). This satisfies the need for speed verification of the high-temperature superconducting maglev train in the absence of a real track and experimental conditions, as well as other aspects of the high-temperature superconducting maglev train verification. The methods for obtaining the suspension gap, guide gap, and vehicle operating status can be determined based on the corresponding vehicle dynamics principles, which will not be detailed in this embodiment.

[0074] In summary, compared to the above method of using the electromagnetic force and magnetic resistance generated by the actual components in the superconducting dynamic and static suspension test bench to interact with the actual superconducting magnet to obtain the actual suspension gap and guide gap generated by the actual superconducting magnet, this embodiment adopts the full model simulation analysis method described above, which does not require the configuration of physical objects, further reducing the verification hardware cost and avoiding damage to the physical objects caused by improper verification operations.

[0075] It should be noted that, in order to simulate the levitation operation of a high-temperature superconducting maglev train, the aforementioned coil simulation device 500 can be configured with various types of coil models to simulate and output corresponding types of levitation force, guiding force, magnetic reluctance, braking force, and traction force. This application does not limit the construction method of various coil models. Therefore, in some embodiments, as shown in Figure 5, the aforementioned coil simulation device 500 may include a traction coil model 510, a levitation coil model 520, and a superconducting magnet coil model 530. The superconducting magnet coil model 530 can output a simulated magnetic field (alternating electromagnetic field) according to the superconducting magnet property parameters, so that the levitation coil model 520 outputs levitation force and guiding force under the simulated magnetic field. During this period, the traction current (alternating current) output by the traction control device 200 is input to the traction coil model 510, so that the traction coil model 510 outputs traction force, or braking force and magnetic reluctance, under the simulated magnetic field according to the input traction current. As for the type of force currently simulated and output by the traction coil model 510, it can be determined according to the direction of the traction current passing through the traction coil model 510.

[0076] For example, the traction force in this application can refer to the traction current generated through the traction coil model 510 in a first direction (which can be called the forward direction), also known as the driving force, used to drive the high-temperature superconducting maglev train to run forward; the braking force can refer to the traction current generated through the traction coil model 510 in a second direction (i.e., the opposite direction of the first direction, which can be called the reverse direction), which acts as resistance to the operation of the high-temperature superconducting maglev train, reducing its running speed. Therefore, this application can control the traction force or braking force generated by the traction coil model 510 in cooperation with the superconducting magnet coil model 530 by controlling the direction, magnitude, amplitude, and phase of the transmitted current, and transmit it to the vehicle system simulation device 100 to realize vehicle operation control. This application does not describe the control process in detail, and it can be determined according to actual verification needs. Regarding the levitation force, guiding force, traction force, braking force, and magnetic resistance mentioned above, they can be calculated based on the generation principle of the corresponding models. This application does not describe the calculation process in detail.

[0077] As shown in Figure 6, the high-temperature superconducting magnetic levitation train simulation system described in the above embodiments includes a vehicle system simulation device 100 that may include a vehicle dynamics module 110, with a line simulation module 120 and a track module 130 respectively connected to the vehicle dynamics module 110.

[0078] The line simulation module 120 can be used to respond to line input operations for high-temperature superconducting maglev trains and obtain corresponding line information. Thus, there is no need to construct a real line for the high-temperature superconducting maglev train. This application can directly input the line information corresponding to each operating condition that needs to be tested and verified, so that the simulation system can simulate the operating conditions represented by the line information, realizing the line operation test of the high-temperature superconducting maglev train under that operating condition, including but not limited to operation verification under various extreme operating conditions. Based on the description of the corresponding part of the vehicle system simulation device 100 in the above embodiments, the line simulation module 120 may include a host computer and a slave computer, so that staff can directly access the line configuration interface of the simulation system through the host computer, input the line information of the line to be verified in the line configuration interface, or select the line information for this simulation verification from the candidate options in the line configuration interface, etc. This application does not limit the content of the line information or the input method. The lower-level computer of the line simulation module 120 can compile and load the line information obtained from the upper-level computer, and combine it with the suspension gap, guide gap, suspension guide acceleration and running speed output by the vehicle system simulation device 100 (which may be the vehicle dynamics module 110 included therein), as well as the given speed from the traction control device 200, to obtain the vehicle running status such as the moving position and acceleration of each vehicle, so as to realize the next simulation verification. This application does not limit the compilation implementation method of the line information.

[0079] In one possible implementation, this application can also construct a circuit model to provide circuit information required for simulation, so as to realize data transmission with other models. For example, the control circuit model outputs circuit information for different operating conditions in simulation, so that vehicle dynamics models, operation control system modules, etc. can realize their respective functions based on the circuit information. The implementation process can be referred to the description of the corresponding part of the context embodiment, which will not be described in detail here.

[0080] The track module 130 can be used to output track information for different operating conditions of the high-temperature superconducting maglev train, such as track beam deflection provided by the track beam model, track irregularity signal provided by the track irregularity model, track height irregularity signal provided by the height irregularity model, and lateral force and longitudinal force signals provided by the aerodynamic load model. The track information content can be determined according to the design requirements of the high-temperature superconducting maglev train's running track to simulate and verify various operating conditions, especially extreme operating conditions that cannot be realistically verified. This application does not limit the structure of the track module 130 and its construction method, which can be determined as appropriate.

[0081] In one possible implementation, referring to the example of track information output by track module 130 above, track module 130 can include at least one of various types of track models, such as a track alignment irregularity model, a track elevation irregularity model, a track beam model, and an aerodynamic load model. During simulation, track information of that type can be output by calling the corresponding type of track model, and different operating conditions can be comprehensively achieved by changing the degree of change of the operating conditions through the track information of that type. For example, by controlling the aerodynamic load model, different degrees of lateral and longitudinal forces can be provided; by controlling the track alignment irregularity model, different degrees of track smoothness irregularity signals can be provided; and by controlling the track beam model, different track deflections can be provided. This application does not limit the control method of each track model. For example, the simulation operator can control the track information output by the track model by inputting corresponding control commands through the host computer.

[0082] The vehicle dynamics module 110 can be deployed on the lower-level machine of the dynamics simulation. It can receive the aforementioned line information, track information, levitation force, guiding force, magnetic resistance, action force, and vehicle attribute information, thereby obtaining corresponding simulation data (such as suspension gap and guiding gap) and vehicle operating status. In this embodiment, the vehicle dynamics module 110 can integrate the received content and directly calculate the simulation data such as suspension gap, guiding gap, suspension acceleration, and guiding acceleration generated or reached by the high-temperature superconducting magnetic levitation train with the vehicle attribute information under the action of the received levitation force, guiding force, magnetic resistance, action force, etc., and under the operating conditions represented by the line information and track information, as well as the vehicle operating status such as vehicle speed, velocity, and the state of the suspension guiding points of each vehicle. The content of the simulation data and vehicle operating status can be determined according to the actual simulation calculation requirements, including but not limited to the information content listed in the corresponding part of the embodiments in this application.

[0083] In one possible implementation, as shown in Figure 7, the vehicle dynamics module 110 may include one or more of several different types of vehicle dynamics models, such as vehicle suspension dynamics model 111, vehicle guidance dynamics model 112, and wheel-rail vehicle dynamics model 113. It can receive track information from the track simulation module 120, track information from the track module, vehicle attribute information, and corresponding levitation force, guidance force, magnetic resistance, and / or forces (such as traction or braking force) from the coil simulation device 500, and calculate the corresponding simulation data and vehicle operating status accordingly.

[0084] For example, vehicle suspension dynamics model 111 can calculate the suspension gap generated by a high-temperature superconducting maglev train with the vehicle attribute information under corresponding operating conditions based on line information, track information, vehicle attribute information, and suspension force; vehicle guidance dynamics model 112 can calculate the guidance gap generated by a high-temperature superconducting maglev train with the vehicle attribute information under corresponding operating conditions based on line information, track information, vehicle attribute information, and guidance force; wheel-rail vehicle dynamics model 113 can calculate the suspension acceleration, guidance acceleration, and vehicle speed, etc., reached by a high-temperature superconducting maglev train with the vehicle attribute information under corresponding operating conditions based on line information, track information, vehicle attribute information, and magnetic resistance and / or force. However, it is not limited to the calculation methods described in this embodiment.

[0085] In some other embodiments, as shown in FIG7, the traction control device 200 may include a control system module 210 and a traction control module 220 connected to each other. The control system module 210 can obtain a given speed curve and output it based on the operation control information and track information for the high-temperature superconducting maglev train. The traction control module 220 can output the traction current corresponding to the given speed based on the given speed curve.

[0086] Based on this, in one possible implementation, the motion control system module 210 can transmit corresponding motion control commands to the vehicle dynamics module according to the motion control information and the given speed curve to achieve vehicle motion control. The traction control module 220 can receive the given speed curve and transmit the corresponding traction current to the superconducting dynamic and static suspension test bench according to the given speed curve.

[0087] In practical applications, as shown in Figure 8, the traction power supply system for providing the power required for the operation of a high-temperature superconducting maglev train typically consists of a power supply unit, a converter, feeder cables, trackside switches, and long stator windings of a linear motor. This traction power supply system converts the high-voltage electricity from the power grid into the voltage required by the traction control device 200. The converter system can regulate the output voltage and current, and supplies power to the long stator synchronous linear motor in sections via feeder cables and trackside switches.

[0088] Based on this, in one possible implementation, as shown in Figure 9, the traction control module 220 may include at least one linear motor model 221 (i.e., the motor model shown in Figure 8) and a vector control model 222. The vector control model 222 controls the linear motor model 221 to output a traction current corresponding to a given speed based on the received given speed curve, or the motion control system module 210 outputs a control command based on the given speed curve, to provide the traction or braking force required for the vehicle dynamics model to operate. The type and magnitude of this force can be determined based on information such as the direction, magnitude, amplitude, and phase of the traction current. The subsequent control process based on the traction current can be referred to the description in the corresponding part of the above embodiment. It can also be combined with changes in the vehicle's operating state and changes in simulation data to dynamically adjust the traction current output by the linear motor model 221. This application does not describe in detail the control process between the vector control model 222 and the linear motor model 221. It can be determined based on the vector control principle of the linear motor, which may include but is not limited to implementation based on SVPWM (Space Vector Pulse Width Modulation).

[0089] Since the high-temperature superconducting maglev train uses a long-stator synchronous linear motor (i.e., a motor that uses electromagnetic force to achieve linear motion), the aforementioned linear motor model 221 can be a long-stator synchronous linear motor model. By changing the magnitude and direction of the current, the long-stator synchronous linear motor model can be controlled, that is, high-speed, high-precision linear motion can be achieved. This application does not elaborate on the working principle of the long-stator synchronous linear motor model. It is understood that in scenarios where the high-temperature superconducting maglev train uses other types of motors, corresponding motor models can be created during the simulation process.

[0090] In addition, in conjunction with the traction power supply process shown in Figure 8 and referring to the system structure diagram shown in Figure 10, the traction control device 200 may also include, but is not limited to, a motor control unit, a converter control unit (i.e., a converter model), a stator switch station model / feeder line model, etc., so that in the process of realizing the vector control of the linear motor based on the obtained given speed curve, these units / models supply power to the linear motor model 221 and control the linear motor model 221 to output the traction current corresponding to the given speed. This application does not describe in detail the working process of each unit / model that realizes the power supply of the linear motor.

[0091] Based on the high-temperature superconducting maglev train simulation system described in the above embodiments, as shown in Figure 10, various vehicle operation control commands can be input to the operation control system module 210's host computer, such as controlling the vehicle to start running, stop running, or turn around the switch. Pre-designed line information is input into the line simulation module 120 (line host computer), and after compilation, it is transmitted to the operation control system module 210's slave computer. The slave computer combines the line information with the operation control information that conforms to the maglev standard (such as road speed limits, vehicle acceleration and braking performance, etc.) to output a given speed curve. Accordingly, the traction power supply module, composed of the motor control unit, converter control unit, and stator switch station model, supplies power to the linear motor model. The vector control model controls the linear motor model to output the traction current corresponding to the given speed.

[0092] Subsequently, in the hardware-in-the-loop simulation scheme, the traction current can be transmitted to the superconducting dynamic and static suspension test bench to control the levitation force and electromagnetic force generated by the superconducting magnet component, and to obtain the actual changes in the levitation gap and guide gap of the superconducting magnet component. At the same time, the vehicle dynamics model can calculate the vehicle's operating state based on the corresponding levitation force and electromagnetic force to update the vehicle's response on the track in the next simulation step, such as the actual track information in the next simulation step, and continue to verify according to the above simulation method.

[0093] In the full-model simulation scheme, the traction current can be input into the traction coil model in the coil simulation device. Based on the input direction, magnitude, phase, and other information of the traction current, it interacts with the superconducting magnet coil model to calculate the resulting traction or braking force, which is then transmitted to the vehicle dynamics model. Simultaneously, the levitation coil model interacts with the superconducting magnet coil model to calculate the levitation force and guiding force (i.e., electromagnetic force) generated by the levitation coil model under the corresponding magnetic field, which is then transmitted to the vehicle dynamics model. This allows the vehicle dynamics model to combine track information and vehicle attribute information to calculate various simulation data and vehicle operating states generated under track conditions represented by track information output from multiple track models. When the track simulation device updates the actual track information and vehicle operating state for the next simulation, the next simulation verification is completed. Through multiple iterative simulations, a semi-physical simulation analysis of the high-temperature superconducting magnetic levitation train is achieved. The implementation process can be referred to the description in the corresponding section of the above embodiment; this embodiment will not elaborate further.

[0094] In practical applications, the operation control system of a high-temperature superconducting maglev train serves as the fundamental guarantee for the normal operation of the entire maglev transportation system. It typically includes various devices for safety protection, control, execution, and planning, as well as communication equipment for signal exchange between different devices. Depending on the control functions, it can be divided into different components such as a central operation control system, zone operation control systems, and onboard operation control systems. The specific structure of each system is not detailed in this application. Therefore, when deploying a high-temperature superconducting maglev train simulation system on a simulator, this application can construct a corresponding model or configure corresponding devices based on actual control requirements, including but not limited to the components described above.

[0095] In this embodiment, multiple simulators can be used to deploy a high-temperature superconducting magnetic levitation train simulation system. Thus, in one possible implementation, the vehicle system simulation device 100 can be deployed in a simulator built on a real-time parallel computer platform, such as a Concurrent simulator built on a high-performance real-time computer platform based on Linux, to meet the requirements of high-performance distributed simulation. The simulation step size (i.e., simulation rate) of the controller model in the vehicle system simulation device 100 (specifically, it can include a line simulation module 120, i.e., a line model, and may also include a vehicle dynamics model) can be controlled to be less than the communication cycle, such as a simulation step size better than 1ms. For other models, the simulation step size can be better than 10ms, etc., which can be determined according to the simulation accuracy requirements of the corresponding model. This application does not limit the value of the simulation step size for each model; it can be determined as appropriate.

[0096] In one possible implementation, the traction control device 200 can be deployed on at least one simulator to achieve real-time simulation. Modules / models with different simulation object characteristics require different functionalities and can be deployed in different types of processors on the simulator. Referring to the system deployment scenario diagram shown in Figure 11, the motion control system module 210 in the traction control device 200 can be deployed in the central processing unit (CPU) of the simulator, and the simulation step size between two adjacent simulations is less than a first time threshold (e.g., 50 µs). The traction control module 220 (linear motor model 221) in the traction control device 200 can be deployed in the field-programmable gate array (FPGA) processor of the simulator, and the simulation step size between two adjacent simulations is less than a second time threshold (e.g., 1 µs). The first time threshold is greater than the second time threshold; this application does not limit its value.

[0097] Furthermore, as shown in Figure 11, the converter model and stator switch station model (which can realize the positioning and speed measurement of the linear motor) that implement the power supply of the linear motor can also be deployed in the FPGA processor, and are not limited to the simulators 4 and 5 shown in Figure 11, nor to the processor types they contain, or the types and numbers of models deployed in each processor. It should be noted that the MCU (Microcontroller Unit) and TCU (Transmission Control Unit, i.e., traction controller) in Figure 11 are both traction controllers that implement the traction control module 220. They can communicate with each other through a reflective memory network to realize the traction control of the train, that is, to control the output traction current of the linear motor model.

[0098] The communication between the MCU and the motion control system module 210 (which can be the motion control system excitation model that implements the functions of the above-mentioned motion control system module 210) and the CPU can be implemented using Ethernet. The communication between the TCU and the various models in the motion control system module 210 and the traction control module 220 can be implemented using I / O (input / output) lines. The signals transmitted in this communication can be adapted to the interface using BOB and signal conditioning methods to ensure that the other end can reliably obtain the signal content. The implementation process is not described in detail in this application.

[0099] Based on the composition and functional description of the high-temperature superconducting maglev train simulation system provided in the above embodiments, the implementation process of the high-temperature superconducting maglev train simulation method implemented by the high-temperature superconducting maglev train simulation system will be described below.

[0100] Referring to Figure 12, which is a schematic diagram of the signaling flow of an optional embodiment of the high-temperature superconducting maglev train simulation method proposed in this application, this high-temperature superconducting maglev train simulation method can be applied to the high-temperature superconducting maglev train simulation system described in the above embodiments. It can at least include a vehicle system simulation device, a traction control device, a superconducting dynamic and static suspension test bench, and a superconducting magnet prototype. The connection relationship between the components can be referred to the description of the system embodiments above, and will not be repeated here. Based on this, as shown in Figure 12, the high-temperature superconducting maglev train simulation method proposed in this application embodiment can include, but is not limited to, the following steps:

[0101] In step S121, the traction control device obtains the line information, operation control information, and vehicle attribute information for the high-temperature superconducting maglev train;

[0102] In step S122, the traction control device transmits the traction current corresponding to the given speed to the superconducting dynamic and static suspension test bench based on the line information and operation control information.

[0103] In step S123, the superconducting dynamic and static suspension test bench obtains the simulation data of the superconducting magnet component and the vehicle operating status of the vehicle system simulation device under the simulation data based on the traction current and vehicle attribute information, so as to continue to execute the next simulation based on the vehicle operating status.

[0104] In this embodiment, the simulation data may include at least the suspension gap and guide gap, which can be determined according to actual experimental requirements. The implementation process of steps S121-S123 can be referred to the description of the corresponding parts of the above embodiments; this embodiment will not elaborate further.

[0105] Referring to Figure 13, which is a schematic diagram of the signaling flow of an optional embodiment two of the high-temperature superconducting maglev train simulation method proposed in this application, and considering the system structure shown in Figures 4, 5, 6, or 7, in conjunction with the composition structure of the high-temperature superconducting maglev train simulation system described in the above embodiments, this high-temperature superconducting maglev train simulation system also includes a coil simulation device to achieve full model simulation. Based on this, as shown in Figure 13, the high-temperature superconducting maglev train simulation method proposed in this application may include, but is not limited to, the following steps:

[0106] Step S131: The traction control device obtains the line information, operation control information and vehicle attribute information for the high-temperature superconducting maglev train;

[0107] In step S132, the traction control device transmits the traction current corresponding to the given speed to the coil simulation device based on the line information and operation control information.

[0108] In step S133, the coil simulation device transmits the corresponding levitation force, guiding force, magnetic resistance, and action force to the vehicle system simulation device based on the traction current and the superconducting magnet property parameters.

[0109] In step S134, the vehicle system simulation device obtains the corresponding simulation data and vehicle operating status based on the levitation force, guiding force, magnetic resistance, action force, track information and vehicle attribute information, so as to continue to execute the next simulation based on the vehicle operating status.

[0110] In this embodiment, the aforementioned force is traction force or braking force. The process by which the coil simulation device generates levitation force, guiding force, magnetic resistance, and force under the action of the input traction current, and the calculation process by which the vehicle dynamics model in the vehicle system simulation device obtains simulation data and vehicle operating status based on the input levitation force, guiding force, magnetic resistance, force, line information, and vehicle attribute information, can be referred to the description of the corresponding part of the above embodiment. This embodiment will not repeat it here.

[0111] In summary, in this embodiment of the application, by constructing the high-temperature superconducting maglev train simulation system proposed in this embodiment, the high-speed operation vibration state of the high-temperature superconducting maglev train is simulated, and the suspension gap and guide gap during operation are obtained. By observing the changes in the suspension gap and guide gap generated at different times, vehicle safety control verification under corresponding operating conditions (including extreme operating conditions) can be achieved, such as dynamic characteristic verification and speed verification. Furthermore, by inputting line information including extreme operating conditions and other different operating conditions for simulation verification, the vehicle development cost and time are reduced, and mainline operation testing under extreme operating conditions is achieved, thereby improving the reliability and accuracy of the verification results.

[0112] This application also provides a computer program product including computer-readable instructions, which, when executed on an electronic device (simulator), cause the electronic device to implement any of the high-temperature superconducting magnetic levitation train simulation methods provided in this application.

[0113] This application also provides a computer-readable storage medium carrying one or more computer programs. When these programs are executed by an electronic device, the electronic device can implement any of the high-temperature superconducting magnetic levitation train simulation methods provided in this application. The above embodiments can be implemented entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. This computer program product includes one or more computer instructions. When the computer instructions are loaded and executed on a computer (the aforementioned simulator, also referred to as an electronic device), all or part of the processes or functions described in the embodiments of this application are generated. The aforementioned electronic device can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions can be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The aforementioned computer-readable storage medium can be any available medium that a computer can store, or a data storage device such as a training device or data center that integrates one or more available media. This available medium can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)), etc., and can be determined according to actual needs.

[0114] It should be noted that the system embodiments described above are merely illustrative. The units / modules / devices described as separate components may or may not be physically separate. The components shown as units / modules / devices may or may not be physical components; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the system embodiment drawings provided in this application, the connection relationship between modules / devices indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0115] Furthermore, the various embodiments in this specification are described in a progressive or parallel manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. Regarding the methods disclosed in the embodiments, since they correspond to the systems disclosed in the embodiments, the descriptions are relatively simple; relevant parts can be referred to the system section description.

[0116] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A high-temperature superconducting maglev train simulation system, characterized in that, The high-temperature superconducting maglev train simulation system comprises a vehicle system simulation device and a traction operation control device constructed for a high-temperature superconducting maglev train, a superconducting electrodynamic and static suspension test bench connected to the traction operation control device, and a superconducting magnet real object connected to the vehicle system simulation device and the superconducting electrodynamic and static suspension test bench respectively, wherein: The traction operation control device transmits a traction current corresponding to a given speed to the superconducting electrodynamic and static suspension test bench according to line information and operation control information of the high-temperature superconducting maglev train; The superconducting electrodynamic and static suspension test bench obtains simulation data of the superconducting magnet real object and a vehicle operation state of the vehicle system simulation device under the simulation data according to the traction current and vehicle attribute information, so as to continue to perform next simulation according to the vehicle operation state; the simulation data comprises a suspension gap and a guiding gap.

2. The high-temperature superconducting maglev train simulation system according to claim 1, characterized in that, The high-temperature superconducting maglev train simulation system further comprises a coil simulation device connected to the traction operation control device and the vehicle system simulation device, wherein: The coil simulation device transmits corresponding suspension force, guiding force, magnetic resistance and acting force to the vehicle system simulation device according to the traction current from the traction operation control device and superconducting magnet attribute parameters; the acting force is a traction force or a braking force; The vehicle system simulation device is further configured to obtain corresponding simulation data and a vehicle operation state according to the suspension force, the guiding force, the magnetic resistance, the acting force, the line information and the vehicle attribute information, so as to continue to perform next simulation according to the vehicle operation state.

3. The high-temperature superconducting maglev train simulation system according to claim 2, characterized in that, The vehicle system simulation device comprises a vehicle dynamics module, and a line simulation module and a track module connected to the vehicle dynamics module respectively, wherein: The line simulation module is configured to obtain corresponding line information in response to a line input operation for the high-temperature superconducting maglev train; The track module is configured to output track information under different operation conditions for the high-temperature superconducting maglev train; The vehicle dynamics module is configured to obtain corresponding simulation data and a vehicle operation state according to the received line information, track information, suspension force, guiding force, magnetic resistance, acting force and vehicle attribute information.

4. The high-temperature superconducting maglev train simulation system according to claim 3, characterized in that, The vehicle dynamics module comprises a plurality of vehicle dynamics models of different types, and the plurality of vehicle dynamics models of different types comprise a vehicle suspension dynamics model, a vehicle guiding dynamics model and a wheel-rail vehicle dynamics model; The track model comprises at least one of a track alignment irregularity model, a track height irregularity model, a track beam model and an aerodynamic load model.

5. The high-temperature superconducting maglev train simulation system according to claim 3, characterized in that, The traction operation control device comprises a connected operation control system module and a traction control module: The operation control system module outputs a given speed curve according to operation control information and line information of the high-temperature superconducting maglev train; The traction control module outputs a traction current corresponding to a given speed according to the given speed curve. The traction control module comprises at least one linear motor model and a vector control model, and the vector control model controls the linear motor model to output traction current according to the given speed curve.

6. The high-temperature superconducting maglev train simulation system according to claim 5, characterized in that, The traction control device is disposed on at least one simulation machine. The operation and control system module is disposed in the central processing unit of the simulation machine, and the interval time between adjacent simulations is less than a first time threshold. The traction control module is disposed in the field programmable gate array (FPGA) processor of the simulation machine, and the interval time between adjacent simulations is less than a second time threshold, and the first time threshold is greater than the second time threshold.

7. The high-temperature superconducting maglev train simulation system according to claim 2, characterized in that, The coil simulation device comprises a traction coil model, a levitation coil model, and a superconducting magnet coil model, wherein: The superconducting magnet coil model outputs a simulation magnetic field according to superconducting magnet attribute parameters; The levitation coil model outputs levitation force and guiding force under the action of the simulation magnetic field; The traction coil model outputs traction force, braking force, or magnetic resistance force under the action of the simulation magnetic field according to the input traction current.

8. The high-temperature superconducting maglev train simulation system according to any one of claims 1-7, characterized in that, The vehicle system simulation device and the traction control device perform data transmission through a reflective memory network, so that the vehicle system simulation device and the traction control device perform read or write operations on the reflective memory network according to a communication period. The vehicle system simulation device is disposed in a simulation machine based on a real-time parallel computer platform, and the interval time between adjacent simulations is less than the communication period.

9. A method of simulating a high-temperature superconducting maglev train, characterized by, The high-temperature superconducting maglev train simulation system of any one of claims 1-8 comprises a vehicle system simulation device, a traction control device, a superconducting electric and static suspension test bench, and a superconducting magnet real object, and the high-temperature superconducting maglev train simulation method comprises: The traction control device obtains line information, operation control information, and vehicle attribute information of the high-temperature superconducting maglev train; The traction control device transmits traction current corresponding to a given speed to the superconducting electric and static suspension test bench according to the line information and the operation control information; The superconducting electric and static suspension test bench obtains simulation data of the superconducting magnet real object and vehicle running state of the vehicle system simulation device under the simulation data according to the traction current and the vehicle attribute information, so as to continue to perform the next simulation according to the vehicle running state; the simulation data comprises levitation gap and guiding gap.

10. The high-temperature superconducting maglev train simulation method according to claim 9, characterized in that, In the case that the high-temperature superconducting maglev train simulation system further comprises a coil simulation device, the high-temperature superconducting maglev train simulation method further comprises: The coil simulation device transmits corresponding levitation force, guiding force, magnetic resistance force, and acting force to the vehicle system simulation device according to the traction current and superconducting magnet attribute parameters; the acting force is traction force or braking force; The vehicle system simulation device obtains corresponding simulation data and vehicle running state according to the levitation force, the guiding force, the magnetic resistance force, the acting force, the line information, and the vehicle attribute information, so as to continue to perform the next simulation according to the vehicle running state.

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