WO2025246147A1 - 高温超导磁悬浮列车仿真系统及方法 - Google Patents

高温超导磁悬浮列车仿真系统及方法

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Publication number
WO2025246147A1
WO2025246147A1 PCT/CN2024/125477 CN2024125477W WO2025246147A1 WO 2025246147 A1 WO2025246147 A1 WO 2025246147A1 CN 2024125477 W CN2024125477 W CN 2024125477W WO 2025246147 A1 WO2025246147 A1 WO 2025246147A1
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WO
WIPO (PCT)
Prior art keywords
simulation
vehicle
traction
temperature superconducting
force
Prior art date
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Pending
Application number
PCT/CN2024/125477
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English (en)
French (fr)
Inventor
邵晴
徐连萍
刘奥
于淼
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CRRC Changchun Railway Vehicles Co Ltd
Original Assignee
CRRC Changchun Railway Vehicles Co Ltd
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Publication date
Application filed by CRRC Changchun Railway Vehicles Co Ltd filed Critical CRRC Changchun Railway Vehicles Co Ltd
Publication of WO2025246147A1 publication Critical patent/WO2025246147A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B17/00—Systems involving the use of models or simulators of said systems
    • G05B17/02—Systems involving the use of models or simulators of said systems electric

Definitions

  • 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.
  • 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.
  • 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:
  • 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.
  • 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.
  • 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:
  • 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.
  • 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.
  • 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:
  • the line simulation module is used to respond to line input operations for high-temperature superconducting maglev trains and obtain the corresponding line information.
  • the track module is used to output track information for different operating conditions of the high-temperature superconducting maglev train
  • 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.
  • 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.
  • 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.
  • the traction control device includes a traction control system module and a traction control module connected to each other, wherein:
  • 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.
  • the traction control module outputs the traction current corresponding to the given speed based on the given speed curve
  • 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.
  • the traction control device is deployed on at least one simulator; wherein:
  • 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.
  • 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.
  • FPGA field-programmable gate array
  • the coil simulation device includes a traction coil model, a levitation coil model, and a superconducting magnet coil model, wherein:
  • the superconducting magnet coil model outputs a simulated magnetic field based on the superconducting magnet's property parameters
  • the levitation coil model outputs levitation force and guiding force under the action of the simulated magnetic field
  • 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.
  • 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.
  • 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.
  • 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:
  • the traction control device obtains the line information, operation control information and vehicle attribute information for the high-temperature superconducting maglev train.
  • 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.
  • 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.
  • the high-temperature superconducting maglev train simulation method further includes:
  • 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.
  • 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.
  • 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.
  • the system 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.
  • Figure 1 is a schematic diagram of an optional embodiment of the high-temperature superconducting magnetic levitation train simulation system proposed in this application;
  • 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.
  • 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.
  • 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;
  • 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;
  • 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;
  • 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;
  • 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.
  • 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;
  • 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;
  • 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;
  • 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;
  • 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.
  • this application proposes a hardware-in-the-loop simulation system for high-temperature superconducting maglev trains.
  • the system connects to a superconducting dynamic and static suspension test bench and real superconducting magnet components.
  • the system 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 system then performs another simulation based on this, updating the vehicle's response on the track, such as the latest vehicle position, acceleration, and speed for each car.
  • the system achieves low-cost and comprehensive simulation verification of the high-temperature superconducting maglev train's speed and safety stability, providing a reliable guarantee for further research and application of high-temperature superconducting maglev trains.
  • 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 losses caused by wire resistance, nor magnetic losses caused by the presence of an iron core.
  • 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.
  • 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:
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • vehicle operation control commands such as those for controlling the start, end, or turnout of the vehicle
  • vehicle operation control commands can be input into the host computer of the traction control device 200.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • vehicle's i.e., high-temperature superconducting maglev train's
  • levitation and guiding force i.e., electromagnetic force
  • 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.
  • a preset step size such as 1ms, etc. This application does not limit its value and can be determined according to the situation.
  • the next simulation is performed based on the simulation results (such as the vehicle operating status obtained in this simulation).
  • 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.
  • 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.
  • 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.
  • 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.
  • this embodiment also proposes to realize the simulation verification of high-temperature superconducting maglev train through full-model simulation analysis.
  • 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.
  • 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.).
  • guiding force i.e., electromagnetic force
  • magnetic resistance i.e., magnetic resistance
  • action force i.e., traction force or braking force
  • 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.
  • 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).
  • simulation data such as suspension gap and guide gap
  • vehicle operating status suspension and guide acceleration, vehicle speed, etc.
  • vehicle attribute information such as vehicle weight, center of gravity, and suspension frame arrangement
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • this application can also construct a circuit model to provide circuit information required for simulation, so as to realize data transmission with other models.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the simulation operator can control the track information output by the track model by inputting corresponding control commands through the host computer.
  • 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.
  • 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.
  • 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.
  • vehicle dynamics model 111 vehicle suspension dynamics model 111
  • vehicle guidance dynamics model 112 vehicle guidance dynamics model
  • wheel-rail vehicle dynamics model 113 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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. It may include, but is not limited to, implementation based on SVPWM (Space Vector Pulse Width Modulation).
  • SVPWM Space Vector Pulse Width Modulation
  • the aforementioned linear motor model 221 can be a long-stator synchronous linear motor model.
  • 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.
  • 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.
  • a motor control unit i.e., a converter model
  • stator switch station model/feeder line model etc.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • guiding force i.e., electromagnetic force
  • 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.
  • 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 can include a line simulation module 120, i.e., a line model, and may also include a vehicle dynamics model
  • the simulation step size can be controlled to be less than the communication cycle, such as a simulation step size better than 1ms.
  • 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.
  • 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.
  • 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 ⁇ s).
  • 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 ⁇ s).
  • the first time threshold is greater than the second time threshold; this application does not limit its value.
  • 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.
  • 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.
  • 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.
  • 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.
  • the high-temperature superconducting maglev train simulation method proposed in this application embodiment can include, but is not limited to, the following steps:
  • step S121 the traction control device obtains the line information, operation control information, and vehicle attribute information for the high-temperature superconducting maglev train;
  • 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.
  • 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.
  • 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.
  • this high-temperature superconducting maglev train simulation system also includes a coil simulation device to achieve full model simulation.
  • the high-temperature superconducting maglev train simulation method proposed in this application may include, but is not limited to, the following steps:
  • Step S131 The traction control device obtains the line information, operation control information and vehicle attribute information for the high-temperature superconducting maglev train;
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • vehicle safety control verification under corresponding operating conditions including extreme operating conditions
  • dynamic characteristic verification and speed verification 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.
  • 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.
  • This application also provides a computer-readable storage medium carrying one or more computer programs.
  • 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.
  • 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.
  • 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.
  • wired e.g., coaxial cable, fiber optic, digital subscriber line (DSL)
  • wireless e.g., infrared, wireless, microwave, etc.
  • 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., which can be determined according to actual needs.
  • magnetic media e.g., floppy disks, hard disks, magnetic tapes
  • optical media e.g., DVDs
  • semiconductor media e.g., solid-state drives (SSDs)
  • 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.
  • 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.

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Abstract

本申请提出了一种高温超导磁悬浮列车仿真系统及方法，在没有真实列车线路和无法达速运行的条件下，本申请的仿真机通过接入超导电动静悬试验台和超导磁体真件，通过半实物仿真分析方式，实现了对高温超导磁悬浮列车的达速验证和动力学特性验证等，大幅降低了试验线建设费用，缩短了试验验证时间周期，且通过输入包含极端工况等不同运行工况下的线路信息进行仿真验证，减少了车辆开发成本和时间，实现极端工况下的主线运行测试，提高了验证结果的可靠性和准确性。

Description

高温超导磁悬浮列车仿真系统及方法
本申请要求于2024年5月30日提交国家知识产权局、申请号为202410692080.5、申请名称为“高温超导磁悬浮列车仿真系统及方法”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请主要涉及仿真技术领域，更具体地说是涉及一种高温超导磁悬浮列车仿真系统及方法。
背景技术
高温超导磁悬浮列车作为一种将高温超导技术和磁悬浮技术相结合的新型交通工具，其利用了高温超导材料的零电阻特性，可以通入大电流、产生强磁场，再通过车载超导磁体与地面线圈磁场的相互作用，实现靠磁力支撑、导向、驱动的无接触运输方式。
在高温超导磁悬浮列车的研究过程中，通常需要对其相应性能进行仿真验证，以确定研究结果以及改进方向等。对此，通常是建设等比例缩放或等尺寸的全实物仿真模型实现，费时费力，成本较高，其无法验证一些极端工况，降低了高温超导磁悬浮列车性能可靠性。
发明内容
鉴于上述问题，本申请提供了以下技术方案：
本申请第一方面提供了一种高温超导磁悬浮列车仿真系统，所述高温超导磁悬浮列车仿真系统包括：针对高温超导磁悬浮列车构建的车辆系统仿真装置和牵引运控装置，连接所述牵引运控装置的超导电动静悬试验台，以及分别连接所述车辆系统仿真装置和所述超导电动静悬试验台的超导磁体真件，其中：
所述牵引运控装置依据针对所述高温超导磁悬浮列车的线路信息和运行控制信息，向所述超导电动静悬试验台传输给定速度对应的牵引电流；
所述超导电动静悬试验台依据所述牵引电流以及车辆属性信息，获得所述超导磁体真件的仿真数据，以及所述车辆系统仿真装置在所述仿真数据下的车辆运行状态，以依据所述车辆运行状态继续执行下一次仿真；所述仿真数据包括悬浮间隙和导向间隙。
在一种可能的实现中，所述高温超导磁悬浮列车仿真系统还包括：连接所述牵引运控装置和所述车辆系统仿真装置的线圈仿真装置，其中：
所述线圈仿真装置依据来自所述牵引运控装置的所述牵引电流以及超导磁体属性参数，向所述车辆系统仿真装置传输相应的悬浮力、导向力、磁阻力以及作用力；所述作用力为牵引力或制动力；
所述车辆系统仿真装置，还用于依据所述悬浮力、所述导向力、所述磁阻力、所述作用力、所述线路信息以及所述车辆属性信息，获得对应的仿真数据和车辆运行状态，以依据所述车辆运行状态继续执行下一次仿真。
在一种可能的实现中，所述车辆系统仿真装置包括车辆动力学模块，以及分别连接所述车辆动力学模块的线路仿真模块和轨道模块，其中：
所述线路仿真模块，用于响应针对高温超导磁悬浮列车的线路输入操作，得到对应的线路信息；
所述轨道模块，用于输出针对高温超导磁悬浮列车的不同运行工况下的轨道信息；
所述车辆动力学模块，用于依据接收到的所述线路信息、所述轨道信息、所述悬浮力、所述导向力、所述磁阻力、所述作用力和所述车辆属性信息，获得对应的仿真数据和车辆运行状态。
在一种可能的实现中，所述车辆动力学模块包括多个不同类型的车辆动力学模型，所述多个不同类型的车辆动力学模型包括车辆悬浮动力学模型、车辆导向动力学模型和轮轨车辆动力学模型；
所述轨道模型包括轨向不平顺模型、轨道高低不平顺模型、轨道梁模型以及气动载荷模型之中的至少一个。
在一种可能的实现中，所述牵引运控装置包括相连接的运控系统模块和牵引控制模块，其中：
所述运控系统模块依据针对所述高温超导磁悬浮列车的运行控制信息以及线路信息，获得给定速度曲线后输出；
所述牵引控制模块依据所述给定速度曲线，输出给定速度对应的牵引电流；
其中，所述牵引控制模块包括至少一个直线电机模型和矢量控制模型，由所述矢量控制模型依据所述给定速度曲线，控制所述直线电机模型输出牵引电流。
在一种可能的实现中，所述牵引运控装置部署于至少一台仿真机上；其中：
所述运控系统模块部署于所述仿真机的中央处理器中，且相邻两次仿真间隔时间小于第一时间阈值；
所述牵引控制模块部署于所述仿真机的现场可编程门阵列FPGA处理器中，且相邻两次仿真间隔时间小于第二时间阈值，所述第一时间阈值大于所述第二时间阈值。
在一种可能的实现中，所述线圈仿真装置包括牵引线圈模型、悬浮线圈模型以及超导磁体线圈模型，其中：
所述超导磁体线圈模型依据超导磁体属性参数，输出仿真磁场；
所述悬浮线圈模型在所述仿真磁场作用下输出悬浮力和导向力；
所述牵引线圈模型依据输入的所述牵引电流，在所述仿真磁场作用下输出牵引力，或者制动力和磁阻力。
在一种可能的实现中，所述车辆系统仿真装置与所述牵引运控装置之间通过反射内存网络进行数据传输，以使得车辆系统仿真装置与所述牵引运控装置均按照通信周期，对所述反射内存网络执行读取或写入操作；
所述车辆系统仿真装置部署于基于实时并行计算机平台构建的仿真机中，且相邻两次仿真间隔时间小于所述通信周期。
本申请第二方面提供了一种高温超导磁悬浮列车仿真方法，应用于上第一方面提供的高温超导磁悬浮列车仿真系统，所述高温超导磁悬浮列车仿真系统包括车辆系统仿真装置、牵引运控装置、超导电动静悬试验台以及超导磁体真件，所述高温超导磁悬浮列车仿真方法包括：
所述牵引运控装置获得针对所述高温超导磁悬浮列车的线路信息、运行控制信息和车辆属性信息；
所述牵引运控装置依据所述线路信息和所述运行控制信息，向超导电动静悬试验台传输给定速度对应的牵引电流；
所述超导电动静悬试验台依据所述牵引电流和所述车辆属性信息，获得超导磁体真件的仿真数据，以及所述车辆系统仿真装置在所述仿真数据下的车辆运行状态，以依据所述车辆运行状态继续执行下一次仿真；所述仿真数据包括悬浮间隙和导向间隙。
在一种可能的实现中，在所述高温超导磁悬浮列车仿真系统还包括线圈仿真装置的情况下，所述高温超导磁悬浮列车仿真方法还包括：
所述线圈仿真装置依据所述牵引电流以及超导磁体属性参数，向所述车辆系统仿真装置传输相应的悬浮力、导向力、磁阻力以及作用力；所述作用力为牵引力或制动力；
车辆系统仿真装置依据所述悬浮力、所述导向力、所述磁阻力、所述作用力、所述线路信息以及所述车辆属性信息，获得对应的仿真数据和车辆运行状态，以依据所述车辆运行状态继续执行下一次仿真。
借由上述技术方案，本申请提供的高温超导磁悬浮列车仿真系统及方法中，将针对高温超导磁悬浮列车构建车辆系统仿真装置和牵引运控装置，连接牵引运控装置的超导电动静悬试验台，以及分别连接车辆系统仿真装置和超导电动静悬试验台的超导磁体真件，从而使牵引运控装置获得针对高温超导磁悬浮列车的线路信息、运行控制信息和车辆属性信息，依据线路信息和运行控制信息，向超导电动静悬试验台传输给定速度对应的牵引电流，使得超导电动静悬试验台依据牵引电流和车辆属性信息，获得超导磁体真件的仿真数据，以及车辆系统仿真装置在仿真数据(如悬浮间隙和导向间隙)下的车辆运行状态，以依据车辆运行状态继续执行下一次仿真，如此经过多次仿真，实现对高温超导磁悬浮列车的达速验证和动力学特性验证等，大幅降低了试验线建立费用，缩短了试验验证时间周期，且通过输入包含极端工况等不同运行工况下的线路信息进行仿真验证，减少了车辆开发成本和时间，实现对极端工况下的主线运行测试，提高了验证结果的可靠性和准确性。
附图说明
结合附图并参考以下具体实施方式，本公开各实施例的上述和其他特征、优点及方面将变得更加明显。贯穿附图中，相同或相似的附图标记表示相同或相似的元素。应当理解附图是示意性的，原件和元素不一定按照比例绘制。
图1为本申请提出的高温超导磁悬浮列车仿真系统的可选实施例一的结构示意图；
图2为适用于本申请提出的高温超导磁悬浮列车仿真系统中，牵引运控装置与车辆系统仿真装置之间的通信示意图；
图3为适用于本申请提出的高温超导磁悬浮列车仿真系统中，展示仿真过程中产生仿真数据的示意图；
图4为本申请提出的高温超导磁悬浮列车仿真系统的可选实施例二的结构示意图；
图5为本申请提出的高温超导磁悬浮列车仿真系统的可选实施例三的结构示意图；
图6为本申请提出的高温超导磁悬浮列车仿真系统的可选实施例四的结构示意图；
图7为本申请提出的高温超导磁悬浮列车仿真系统的可选实施例五的结构示意图；
图8为适用于本申请提出的高温超导磁悬浮列车仿真系统中，为直流电机模型供电，控制直线电机输出牵引电流的控制过程示意图；
图9为本申请提出的高温超导磁悬浮列车仿真系统的可选实施例六的结构示意图；
图10为本申请提出的高温超导磁悬浮列车仿真系统的可选实施例七的仿真场景示意图；
图11为适用于本申请提出的高温超导磁悬浮列车仿真系统的部署结构示意图；
图12为本申请提出的高温超导磁悬浮列车仿真方法的可选实施例一的信令流程示意图；
图13为本申请提出的高温超导磁悬浮列车仿真方法的可选实施例二的信令流程示意图。
具体实施方式
针对背景技术部分的描述，本申请提出一种针对高温超导磁悬浮列车的半实物仿真系统，在没有高温超导磁悬浮列车的真实线路和无法达速运行的条件下，通过接入超导电动静悬试验台和超导磁体真件，输入设计的线路信息，模拟高温超导磁悬浮列车的各种运行工况，获得相应的悬浮间隙和导向间隙以及车辆运行状态等，由此确定该运行工况下车辆控制安全性，再在此基础上执行下一次仿真，即更新车辆在线路中的响应情况，如每节车辆最新的车辆移动位置、车辆加速度、车辆速度等，如此经过多次迭代仿真，低成本且全方面地实现高温超导磁悬浮列车达速和安全稳定等性能的仿真验证，为高温超导磁悬浮列车的进一步改进研究以及使用提供可靠保障。
其中，超导磁体是指低温下用具有高转变温度和临界磁场特别高的第二类超导体制成线圈的一种电磁体，其是无导线电阻产生的电损耗，也没有因铁芯存在而产生的磁损耗。
超导电动静悬试验台是搭建单悬浮架超导电动磁浮静悬试验台，其通过悬浮控制器向地面线圈输入交变电流，与超导磁体真件作用，实现静悬并模拟高速运行振动状态，为超导车辆(本申请是指高温超导磁悬浮列车)关键部件及动力学特性提供试验验证平台，本申请对超导电动静悬试验台的搭建方式及其结构不做限制，且可以依据实际仿真需求对其结构进行灵活配置，实现过程本申请不做详述。
下面结合本申请实施例中的附图对本申请实施例进行描述。本申请的实施方式部分使用的术语仅用于对本申请的具体实施例进行解释，而非旨在限定本申请，且结合对本申请实施例进行描述，本领域普通技术人员可知，随着技术的发展和新场景的出现，本申请实施例提供的技术方案对于类似的技术问题，同样适用。
另外，本申请的说明书和权利要求书及上述附图中的术语“第一”、“第二”等是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的术语在适当情况下可以互换，这仅仅是描述本申请的实施例中对相同属性的对象在描述时所采用的区分方式。此外，术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含，以便包含一系列单元的过程、方法、系统、产品或设备不必限于那些单元，而是可包括没有清楚地列出的或对于这些过程、方法、产品或设备固有的其它单元。
参照图1，为本申请提出的高温超导磁悬浮列车仿真系统的可选实施例一的结构示意图，如图1所示，该高温超导磁悬浮列车仿真系统包括：针对高温超导磁悬浮列车构建的车辆系统仿真装置100和牵引运控装置200，连接牵引运控装置200的超导电动静悬试验台300，以及分别连接车辆系统仿真装置100和超导电动静悬试验台300的超导磁体真件400，其中：
车辆系统仿真装置100和牵引运控装置200可以部署在至少一台仿真机上，利用仿真机所具有的器件功能，针对所设计的高温超导磁悬浮列车中不同部件的特性等配置相应的软件模块和器件，模拟相应部件在不同运行工况下的工作情况，或者是因其他软件模块和器件的输出信息所产生的响应信息等，工作过程可以参照下文相应部分的描述。
本申请实施例中，可以依据高温超导磁悬浮列车的运行线路多样化需求，配置各种运行工况下的线路信息，其包括但并不局限于线路长度、坡度、转弯开始坐标(包括平曲线和竖曲线各自的转弯开始坐标值，本申请的坐标可以是世界坐标系下的坐标，或者是经由世界坐标系转换得到的其他坐标系下的坐标，本申请对坐标表示方式不做限制)、转弯结束坐标(包括平曲线和竖曲线各自对应转弯结束位置的坐标信息)、转弯半径(包括平曲线和竖曲线各自的转弯半径)、曲线超高等信息，可以依据对高温超导磁悬浮列车的设计要求配置线路信息内容，包括但并不局限于本实施例列举的多种信息，且对于每一种信息可以配置多种信息值，经过组合得到多组线路信息，实现多种路况的模拟，以在后续仿真过程中，可以针对每一组线路信息进行迭代仿真，实现过程类似，本申请不做一一详述。
牵引运控装置200可以获得针对高温超导磁悬浮列车的线路信息和运行控制信息，本申请对这两路信息的获得方法不做限制，之后，可以依据该线路信息和运行控制信息，向超导电动静悬试验台300传输给定速度对应的牵引电流，以使得超导电动静悬试验台300在该牵引电流下运行，结合高温超导磁悬浮列车的车辆属性信息，利用该超导电动静悬试验台300中的实物器件进行仿真分析，通过与超导磁体真件400作用，实现静悬浮，模拟高温超导磁悬浮列车的高速运行振动状态，获得该超导磁体真件400在该过程中产生的仿真数据，如悬浮间隙和导向间隙，以通过不同时间产生的悬浮间隙和导向间隙各自的变化，实现相应运行工况下的车辆安全控制验证。
在一些实施例中，上述针对高温超导磁悬浮列车配置的线路信息可以由车辆系统仿真装置100获得后发送至牵引运控装置200的。本申请对该线路信息的内容及其获得方法不做限制。优选的，在本申请实际应用中，工作人员可以通过上位机直接输入该线路信息，之后，可以通过编译将该线路信息加载到牵引运控装置200(如其包含的运控下位机)中，以结合针对高温超导磁悬浮列车的车辆运行控制信息，如磁悬浮列车标准中道路限速信息、车辆加速以及制动性能等运行要求，获得高温超导磁悬浮列车包含的各节车辆在具有该线路信息的道路上运行的给定速度，生成相应的给定速度曲线，即随着运行时间变化(或对应的运行里程)的给定速度的变化曲线，之后，可以按照该给定速度曲线，输出与当前运行时间的给定速度对应的牵引电流，以控制车辆系统仿真装置100模拟高温超导磁悬浮列车运行，实现其达速验证。
其中，在车辆运行控制过程中，可以通过牵引运控装置200中的上位机输入如用于控制车辆开始运行、结束运行或道岔转折信息等的车辆运行控制指令，以使得牵引运控装置200依据该车辆运行控制指令，实现高温超导磁悬浮列车的运行控制，即模拟高温超导磁悬浮列车在输入线路信息所表征运行工况下运行，获得对应的车辆运行状态(如运行速度等)，由此确定高温超导磁悬浮列车在给定运行工况下运行是否达到期望给定速度或者是其他方面的仿真测试结果，可以依据实际设计需求确定。
在一种可能的实现中，车辆系统仿真装置100与牵引运控装置200之间可以通过反射内存网络进行数据传输，模拟车地无线通信过程。如图2所示，车辆系统仿真装置100可以将仿真过程中传输的如线路信息、车辆运行状态信息(其包括车辆运行速度、里程和悬浮状态等)等内容，写入该反射内存网络，以使得牵引运控装置200可以从该反射内存网络读取来自车辆系统仿真装置100的相应信息。同理，牵引运控装置200可以将所能提供的牵引力、制动力等车辆动力控制参数(其可以通过改变所传输牵引电流的方向，实现对车辆系统仿真装置100提供牵引力和制动力之间的切换控制，还可以结合牵引电流的大小、幅度以及相位等，实现对牵引力或制动力的强度控制)，以及各种运控指令(如开始运行、结束运行或道岔转折等)等信息写入该反射内存网络，以使得车辆系统仿真装置100可以依据需求从中读取所需的信息，以更新车辆运行状态，确定车辆在线路上的响应结果，据此执行下一次仿真验证。
优选的，对于车辆系统仿真装置100与牵引运控装置200之间的通信可以按照预设的通信周期实现，如间隔1ms等通信周期，对反射内存网络进行数据读取/写入操作，实现过程可以依据该反射内存网络的通信原理以及模拟该通信过程的仿真机接口特性确定，本申请不做详述。且对于车辆系统仿真装置100与牵引运控装置200之间的数据交互实现方式，包括但并不局限于本实施例描述的反射内存通信方式。
另外，结合上文对超导电动静悬试验台300的相关描述，在其输入给定速度对应的牵引电流(交变电流)后，该超导电动静悬试验台300中的悬浮控制器可以向地面线圈装置输入相应的电流，使得该线圈装置产生磁场与超导磁体真件400相互作用，结合高温超导磁悬浮列车的如车辆车重、质心和悬浮架布置方式等车辆属性信息，获得该超导磁体真件400实际产生的悬浮间隙和导向间隙，本申请对超导电动静悬试验台300和超导磁体真件400的工作原理不做详述。与此同时，车辆系统仿真装置100还可以获得在超导磁体真件400实际产生的悬浮力和导向力(即电磁力)下，车辆(即高温超导磁悬浮列车)的悬浮导向加速度、运行速度等车辆运行状态，还可以结合线路信息和给定速度，获得高温超导磁悬浮列车中每节车辆的车辆移动位置、加速度等车辆运行状态，作为高温超导磁悬浮列车在输入线路信息和车辆运行控制信息所表征的对应运行工况下的响应结果，以在该基础上实现下一次仿真验证。
在实际仿真验证过程中，按照上文描述的方式执行一次仿真后，使系统中的各装置可以运行一个预设步长(如1ms等，本申请对其数值不做限制，可视情况而定)后，在本次仿真结果(如本次仿真得到的车辆运行状态)的基础上执行下一次仿真，以此经过连续多次仿真，完成在不同所需运行工况的线路信息下的仿真验证，实现过程类似，本申请不做一一详述。
优选的，在上述仿真验证过程中，所产生的给定速度曲线以及悬浮间隙变化、导向间隙变化等仿真数据，可以在仿真界面的对应窗口展示，如图3所示，根据研究需求，所需获取的仿真数据还可以包括悬浮加速度、悬浮电流、导向加速度以及导向电流等数据，以从多维度仿真数据，更准确且全面得到高温超导磁悬浮列车的仿真验证结果，本申请对所需检测展示的仿真数据内容及其展示方式不做限制。
由此可见，在没有真实列车线路和无法达速运行的条件下，本申请的仿真机通过接入超导电动静悬试验台和超导磁体真件，通过半实物仿真分析方式，实现了对高温超导磁悬浮列车的达速验证和动力学特性验证等，大幅降低了试验线建立费用，缩短了试验验证时间周期，且通过输入包含极端工况等不同运行工况下的线路信息进行仿真验证，减少了车辆开发成本和时间，实现对极端工况下的主线运行测试，提高了验证结果的可靠性和准确性。
在本申请提出的另一些实施例中，区别于上文实施例中利用超导电动静悬试验台300及超导磁体真件400实现的半实物仿真分析方式，本实施例还提出了通过全模型仿真分析方式，实现高温超导磁悬浮列车仿真验证，这种情况下，如图4所示，高温超导磁悬浮列车仿真系统还可以包括连接牵引运控装置200和车辆系统仿真装置100的线圈仿真装置500，可见，相对于上文描述的半实物仿真分析方式中，将牵引运控装置200接入超导电动静悬试验台300，本实施例的牵引运控装置200接入线圈仿真装置500，其输出的牵引电流输入该线圈仿真装置500，使得线圈仿真装置500可以依据该牵引电流(此处可以是指电流传输方向、大小、幅度以及相位等信息)和超导磁体属性参数(如超导磁体几何参数、磁动势等)，向车辆系统仿真装置100传输相应的悬浮力、导向力(即电磁力)、磁阻力以及作用力(即牵引力或制动力)。
其中，本申请可以控制通过线圈仿真装置500的牵引电流的方向，实现对高温超导磁悬浮列车的牵引力和制动力的切换控制，来模拟对高温超导磁悬浮列车的驱动或制动控制，同时结合对牵引电流的大小、幅度以及相位等信息的动态控制，实现对高温超导磁悬浮列车的驱动和制动过程中的稳定性、舒适性、承载能力等方面仿真测试，同时也能够实现对高温超导磁悬浮列车的牵引供电系统的性能仿真测试，实现过程可以结合设计要求确定。且结合上述分析，本申请可以通过控制给定速度，实现对牵引电流的大小、幅度以及相位等信息控制，控制实现过程可以依据电机工作原理确定，本实施例不做详述。
基于此，车辆系统仿真装置100将依据接收到的悬浮力、导向力、磁阻力、作用力、线路信息以及车辆属性信息(如车辆车重、质心以及悬浮架布置方式等信息)，获得对应的仿真数据(如悬浮间隙和导向间隙)以及车辆运行状态(悬浮导向加速度、车辆运行速度等)，还可以据此获得高温超导磁悬浮列车中每节车辆的车辆移动位置、加速度等其他车辆运行状态，将其作为用以下一次仿真的车辆在线路中的响应结果，即在所得车辆运行状态基础上继续下一次仿真，如此实现连续多次仿真，验证高温超导磁悬浮列车在实际线路(其是由输入的线路信息表征)的运行情况，满足在没有真实线路和实验条件的情况下对高温超导磁悬浮列车的达速验证需求，以及高温超导磁悬浮列车的其他方面的验证。其中，关于悬浮间隙、导向间隙以及车辆运行状态的获得方式，可以依据相应的车辆动力学原理确定，本实施例在此不做详述。
综上所述，相对于上述利用超导电动静悬试验台中的各真实器件产生电磁力、磁阻力，与超导磁体真件作用，获得超导磁体真件真实产生的悬浮间隙和导向间隙，本实施例采用上文描述的全模型仿真分析方式，无需配置实物，进一步降低了验证硬件成本，且避免了因验证操作不当对实物造成的损坏。
需要说明，为了模拟高温超导磁悬浮列车的悬浮运行状态，上述线圈仿真装置500可以配置多种类型的线圈模型，以模拟输出对应类型的悬浮力、导向力、磁阻力、制动力和牵引力，本申请对各类线圈模型的构建方法不做限制。因此，在一些实施例中，如图5所示，上述线圈仿真装置500可以包括牵引线圈模型510、悬浮线圈模型520以及超导磁体线圈模型530，该超导磁体线圈模型530可以依据超导磁体属性参数，输出仿真磁场(交变电磁场)，以使得悬浮线圈模型520在该仿真磁场下输出悬浮力和导向力。在此期间，牵引运控装置200输出的牵引电流(交变电流)输入牵引线圈模型510，使得牵引线圈模型510依据输入的牵引电流，在该仿真磁场下输出牵引力，或者制动力和磁阻力。至于该牵引线圈模型510当前模拟输出的作用力类型，可以依据通过该牵引线圈模型510的牵引电流的方向确定。
例如，本申请中的牵引力可以是指按照第一方向(其可以称为正向)通过牵引线圈模型510的牵引电流产生，也可以称为驱动力，用以驱动高温超导磁悬浮列车正向运行；制动力可以是指按照第二方向(即第一方向的反方向，可以称为反向)通过牵引线圈模型510的牵引电流产生，其作为高温超导磁悬浮列车运行的阻力，降低运行速度。因此，本申请可以通过控制牵引线圈模型510的传输电流方向、大小、幅度以及相位等信息，控制其与超导磁体线圈模型530相互配合产生的牵引力或制动力，传输至车辆系统仿真装置100，实现车辆运行控制，本申请对该控制过程不做详述，可以依据实际验证需求确定。关于上文悬浮力、导向力、牵引力、制动力和磁阻力，可以依据相应模型的产生原理计算得到，本申请对其计算过程不做详述。
结合上文各实施例描述的高温超导磁悬浮列车仿真系统，如图6所示，其中的车辆系统仿真装置100可以包括车辆动力学模块110，分别连接该车辆动力学模块110的线路仿真模块120和轨道模块130，其中：
线路仿真模块120可以用于响应针对高温超导磁悬浮列车的线路输入操作，得到对应的线路信息，这样，无需建设高温超导磁悬浮列车的真实线路，本申请可以直接输入需要试验验证的各工况对应的线路信息，以使得仿真系统模拟该线路信息表征的工况，实现对高温超导磁悬浮列车在该工况下的线路运行测试，包括但并不局限于各种极端工况下的运行验证。依据上文实施例对车辆系统仿真装置100的相应部分的描述，线路仿真模块120可以包括上位机和下位机，以使得工作人员可以直接通过上位机进入仿真系统的线路配置界面，在该线路配置界面中输入待验证线路的线路信息，或从线路配置界面中的候选项中选择本次仿真验证的线路信息等，本申请对线路信息的内容及其输入方式不做限制。线路仿真模块120的下位机可以通过对上位机得到的线路信息进行编译加载，以结合车辆系统仿真装置100(此处可以是其包含的车辆动力学模块110)输出的悬浮间隙、导向间隙、悬浮导向加速度以及运行速度等，以及来自牵引运控装置200的给定速度，获得每节车辆的移动位置和加速度等车辆运行状态，用以实现下一次仿真验证，本申请对线路信息的编译实现方法不做限制。
在一种可能的实现中，本申请也可以构建用于提供仿真所需的线路信息的线路模型，以实现与其他模型之间的数据传输，如控制线路模型输出通过控制线路模型，输出仿真不同运行工况的线路信息，以使得如车辆动力学模型、运控系统模块等可以依据线路信息实现各自的功能，实现过程可以参照上下文实施例对应部分的描述，本实施例在此不做详述。
轨道模块130可以用于输出针对高温超导磁悬浮列车的不同运行工况下的轨道信息，如轨道梁模型提供的轨道梁挠度、轨向不平顺模型提供的轨向不平顺信号、高低不平顺模型提供的轨道高低不平顺信号、气动载荷模型提供的侧向力和纵向力信号等，可以依据对高温超导磁悬浮列车的行驶轨道的设计要求确定轨道信息内容，以模拟验证多种运行工况，尤其是无法真实验证的极端运行工况，本申请对轨道模块130的结构及其构建方法不做限制，可视情况而定。
在一种可能的实现中，结合上文对轨道模块130输出的轨道信息的举例，该轨道模块130可以包括多种不同类型的轨道模型，如轨向不平顺模型、轨道高低不平顺模型、轨道梁模型以及气动载荷模型等之中的至少一个，在仿真过程中，可以通过调用对应类型的轨道模型输出该类型的轨道信息，并通过改变该类型的轨道信息对运行工况的变化程度，综合实现不同运行工况。示例性的，通过控制气动载荷模型，提供不同程度的侧向力和纵向力；通过控制轨向不平顺模型提供轨道不同平顺程度的不平顺信号；通过控制轨道梁模型提供不同轨道挠度等，本申请对各轨道模型的控制方式不做限制，如仿真人员可以通过上位机输入对应的控制指令，来控制轨道模型输出的轨道信息内容。
车辆动力学模块110可以部署在动力学仿真下位机，可以接收上述线路信息，轨道信息、悬浮力、导向力、磁阻力、作用力和车辆属性信息等，从而据此获得对应的仿真数据(如悬浮间隙和导向间隙等)和车辆运行状态。本申请实施例中，车辆动力学模块110可以综合接收到的各内容，直接计算具有该车辆属性信息的高温超导磁悬浮列车，在接收到的该悬浮力、导向力、磁阻力、作用力等作用下，行驶于该线路信息和轨道信息表征的运行工况下，所产生或达到的悬浮间隙、导向间隙、悬浮加速度、导向加速度等仿真数据，以及车辆速度、速度、各节车辆的悬浮导向点的状态等车辆运行状态，可以依据实际仿真计算需求确定仿真数据和车辆运行状态各自的内容，包括但并不局限于本申请上下文实施例对应部分列举的信息内容。
在一种可能的实现中，如图7所示，上述车辆动力学模块110可以包括多个不同类型的车辆动力学模型，如车辆悬浮动力学模型111、车辆导向动力学模型112和轮轨车辆动力学模型113等之中的一个或多个，可以接收来自线路仿真模块120的线路信息、来自轨道模块的轨道信息、车辆属性信息以及来自线圈仿真装置500对应的悬浮力、导向力、磁阻力和/或作用力(如牵引力或制动力)，据此计算得到相应的仿真数据和车辆运行状态。其中，
示例性的，车辆悬浮动力学模型111可以依据线路信息、轨道信息、车辆属性信息以及悬浮力，计算具有该车辆属性信息的高温超导磁悬浮列车在对应运行工况下行驶产生的悬浮间隙；车辆导向动力学模型112可以依据线路信息、轨道信息、车辆属性信息以及导向力，计算具有该车辆属性信息的高温超导磁悬浮列车在对应运行工况下行驶产生的导向间隙；轮轨车辆动力学模型113可以依据线路信息、轨道信息、车辆属性信息以及磁阻力和/或作用力，计算具有该车辆属性信息的高温超导磁悬浮列车在对应运行工况下行驶达到的悬浮加速度、导向加速度以及车辆速度等车辆运行状态。但并不局限于本实施例描述的计算方式。
在又一些实施例中，如图7所示，上述牵引运控装置200可以包括相连接的运控系统模块210和牵引控制模块220，该运控系统模块210可以依据针对高温超导磁悬浮列车的运行控制信息以及线路信息，获得给定速度曲线后输出。牵引控制模块220可以依据该给定速度曲线，输出给定速度对应的牵引电流。
基于此，在一种可能的实现中，运控系统模块210可以依据运行控制信息和给定速度曲线，向车辆动力学模块传输相应的运行控制指令，以实现车辆运行控制。牵引控制模块220可以接收该给定速度曲线，依据给定速度曲线，向超导电动静悬试验台传输对应的牵引电流。
在实际应用中，如图8所示，为高温超导磁悬浮列车提供运行所需动力的牵引供电系统，通常由供电、变流、馈电电缆、轨旁开关和直线电机长定子绕组等部分组成，该牵引供电系统可以将供电电网的高压电变换成牵引运控装置200所需要的电压。变流系统能够对输出的电压和电流进行调节，并通过馈电电缆和轨旁开关分段对长定子同步直线电机进行供电
基于此，在一种可能的实现中，如图9所示，牵引控制模块220可以包括至少一个直线电机模型221(即图8所示的电机模型)和矢量控制模型222，由矢量控制模型222依据接收到的给定速度曲线，或者运控系统模块210依据给定速度曲线输出的控制指令，控制直线电机模型221输出给定速度对应的牵引电流，为车辆动力学模型提供运行所需的牵引力或制动力，该作用力类型及其大小可以基于牵引电流的方向、大小、幅度以及相位等信息确定，关于基于牵引电流的后续控制过程可以参照上文实施例对应部分的描述，还可以结合车辆运行状态的变化，以及仿真数据的变化，动态调整直线电机模型221输出的牵引电流等，本申请对矢量控制模型222与直线电机模型221之间的控制过程不做详述，可以结合直线电机的矢量控制原理确定，其可以包括但并不局限于基于SVPWM(Space Vector Pulse Width Modulation，空间矢量脉宽调制)方式实现。
由于高温超导磁悬浮列车采用长定子同步直线电机(即一种利用电磁力实现直线运动的电机)工作，上述直线电机模型221可以是长定子同步直线电机模型，通过改变电流的大小和方向，实现长定子同步直线电机模型的控制，即控制实现高速、高精度的直线运动，本申请对长定子同步直线电机模型的工作原理不做详述。可以理解，在高温超导磁悬浮列车采用其他类型电机的场景下，在仿真过程中，可以创建对应类型的电机模型。
另外，结合图8所示的牵引供电过程中，参照图10所示的系统结构示意图，牵引运控装置200还可以包括但并不局限于电机控制单元、变流器控制单元(即变流器模型)、定子开关站模型/馈线线路模型等，以在依据获得的给定速度曲线，实现直线电机矢量控制过程中，通过这些单元/模型为直线电机模型221进行供电，控制直线电机模型221输出给定速度对应的牵引电流，本申请对实现直线电机供电的各单元/模型的工作过程不做详述。
综合上文实施例描述的高温超导磁悬浮列车仿真系统，如图10所示，可以向运控系统模块210的运控上位机输入各种车辆运行控制指令，如控制车辆开始运行、结束运行或道岔转折等，并在线路仿真模块120(线路上位机)输入预设计的各线路信息，经过编译传输至运控系统模块210的运控下位机，以使运控下位机结合依据线路信息，按照符合磁悬浮标准的运行控制信息(如道路限速、车辆加速和制动性能等)，输出给定速度曲线，据此由电机控制单元、变流器控制单元以及定子开关站模型等构成的牵引供电模块为直线电机模型供电，通过矢量控制模型控制该直线电机模型输出与给定速度对应的牵引电流。
之后，在半实物仿真方案中，可以向超导电动静悬试验台传输该牵引电流，以控制超导磁体真件产生的悬浮力、电磁力，并获得超导磁体真件真实的悬浮间隙、导向间隙的变化情况，与此同时，车辆动力学模型可以基于对应的悬浮力、电磁力作用下，计算车辆运行状态，以更新下一个仿真步长下车辆在线路中的响应情况，如在下一个仿真步长的实际线路信息等，按照上述仿真方式继续进行验证。
而在全模型仿真方案下，牵引电流可以输入线圈仿真装置中的牵引线圈模型，依据该牵引电流的输入方向、大小、相位等信息，与超导磁体线圈模型相互作用，计算由此产生的牵引力或制动力，传输至车辆动力学模型。与此同时，悬浮线圈模型与超导磁体线圈模型相互作用，计算悬浮线圈模型在相应磁场下产生的悬浮力和导向力(即电磁力)，传输至车辆动力学模型，以使车辆动力学模型结合线路信息和车辆属性信息，计算列车在多种轨道模型输出的轨道信息表征的轨道路况下，所产生的各种仿真数据和车辆运行状态，在线路仿真装置更新下一次仿真时列车的实际线路信息和车辆运行状态，以完成下一次仿真验证，如此经过多次迭代仿真，实现高温超导磁悬浮列车的半实物仿真分析，实现过程可以参照上文实施例对应部分的描述，本实施例不做详述。
在实际应用中，高温超导磁悬浮列车中的运控系统作为整个磁悬浮交通系统正常运转的根本保障，通常包括用于安全保护、控制、执行和计划的各设备，以及用于不同设备之间信号交互的通信设备，可以依据控制功能的不同，分为中央运行控制系统、分区运行控制系统和车载运行控制系统等组成不同，各系统的具体结构本申请不做详述。基于此，本申请在仿真机部署高温超导磁悬浮列车仿真系统时，可以结合其实际控制需求构建对应的模型，或配置对应的器件，包括但并不局限于本申请上文描述的各组成部分。
本申请实施例中，可以使用多台仿真机实现高温超导磁悬浮列车仿真系统的部署。这样，在一种可能的实现中，上述车辆系统仿真装置100可以部署于基于实时并行计算机平台构建的仿真机中，如基于Linux的高性能实时计算机平台构建的Concurrent仿真机，以满足高性能的分布式仿真的需求，可以控制该车辆系统仿真装置100(具体可以是其包含的线路仿真模块120，即一种线路模型，还可以包括车辆动力学模型)中的控制器模型的仿真步长(即仿真速率)小于通信周期，如仿真步长优于1ms，对于其他模型的仿真步长可以优于10ms的需求等，可以依据相应的模型的仿真精度要求确定，本申请对各模型的仿真步长的数值不做限制，可视情况而定。
在一种可能的实现中，上述牵引运控装置200可以部署于至少一台仿真机上，实现实时仿真。对于具有不同仿真对象特性的模块/模型所需功能不同，可以部署在仿真机的不同类别的处理器中，参照图11所示的系统部署场景示意图，可以将牵引运控装置200中的运控系统模块210可以部署于仿真机的中央处理器CPU中，且相邻两次仿真间隔的仿真步长小于第一时间阈值(如50us等)。牵引运控装置200中的牵引控制模块220(直线电机模型221)可以部署于仿真机的现场可编程门阵列FPGA处理器中，且相邻两次仿真间隔的仿真步长小于第二时间阈值(如1us)，第一时间阈值大于第二时间阈值，本申请对其数值不做限制。
另外，如图11所示，对于上述实现直线电机供电的变流器模型、定子开关站模型(其可以实现直线电机的定位测速)等，也可以部署在FPGA处理器中，并不局限于图11所示的仿真机4和仿真机5，以及各自包含的处理器类型以及各处理器部署的模型类型和数量。需要说明，图11中的MCU(Microcontroller Unit，微控制单元)、TCU(Transmission Control Unit，自动变速箱控制单元，即牵引控制器)都是实现牵引控制模块220的牵引控制器，相互之间可以通过反射内存网络进行通信，以实现对列车的牵引控制，即控制直线电机模型输出牵引电流。
其中，MCU与运控系统模块210(可以是实现上述运控系统模块210所具有功能的运控系统激励模型)和CPU之间的通信可以采用以太网实现，而对于TCU与运控系统模块210和牵引控制模块220中各模型之间的通信可以通过I/O(输入/输出)线实现，对于该通信传输的信号可以通过BOB和信号调理方式，实现接口适配，保证对端能够可靠获得信号内容，实现过程本申请不做详述。
结合上文本申请实施例提供的高温超导磁悬浮列车仿真系统的组成结构及其功能描述，下面将对该高温超导磁悬浮列车仿真系统实现的高温超导磁悬浮列车仿真方法的实现过程进行描述。
参照图12，为本申请提出的高温超导磁悬浮列车仿真方法的可选实施例一的信令流程示意图，该高温超导磁悬浮列车仿真方法可以适用于如上文实施例描述的高温超导磁悬浮列车仿真系统，其至少可以包括车辆系统仿真装置、牵引运控装置、超导电动静悬试验台以及超导磁体真件，关于各组成部分之间的连接关系可以参照上文系统实施例的描述，本实施例在此不做赘述。基于此，如图12所示，本申请实施例提出的高温超导磁悬浮列车仿真方法可以包括但并不局限于以下步骤：
步骤S121，牵引运控装置获得针对高温超导磁悬浮列车的线路信息、运行控制信息和车辆属性信息；
步骤S122，牵引运控装置依据线路信息和运行控制信息，向超导电动静悬试验台传输给定速度对应的牵引电流；
步骤S123，超导电动静悬试验台依据牵引电流和车辆属性信息，获得超导磁体真件的仿真数据，以及车辆系统仿真装置在仿真数据下的车辆运行状态，以依据车辆运行状态继续执行下一次仿真。
本申请实施例中，上述仿真数据至少可以包括悬浮间隙和导向间隙等，可以依据实际试验需求确定。关于上述步骤S121-步骤S123的实现过程可以参照上文实施例对应部分的描述，本实施例在此不做详述。
参照图13，为本申请提出的高温超导磁悬浮列车仿真方法的可选实施例二的信令流程示意图，如图4、图5、图6或图7所示的系统结构，结合上文实施例描述的高温超导磁悬浮列车仿真系统的组成结构下，该高温超导磁悬浮列车仿真系统还包括线圈仿真装置，以实现全模型仿真。基于此，如图13所示，本申请实施例提出的高温超导磁悬浮列车仿真方法可以包括但并不局限于以下步骤：
步骤S131，牵引运控装置获得针对所述高温超导磁悬浮列车的线路信息、运行控制信息和车辆属性信息；
步骤S132，牵引运控装置依据线路信息和运行控制信息，向线圈仿真装置传输给定速度对应的牵引电流；
步骤S133，线圈仿真装置依据牵引电流以及超导磁体属性参数，向车辆系统仿真装置传输相应的悬浮力、导向力、磁阻力以及作用力；
步骤S134，车辆系统仿真装置依据悬浮力、导向力、磁阻力、作用力、线路信息以及车辆属性信息，获得对应的仿真数据和车辆运行状态，以依据车辆运行状态继续执行下一次仿真。
本申请实施例中，上述作用力为牵引力或制动力，关于线圈仿真装置如何在输入的牵引电流作用下，产生悬浮力、导向力、磁阻力、作用力的实现过程，以及车辆系统仿真装置中的车辆动力学模型依据输入的悬浮力、导向力、磁阻力、作用力、线路信息以及车辆属性信息，获得仿真数据和车辆运行状态的计算实现过程，可以参照上文实施例对应部分的描述，本实施例在此不做赘述。
综上，在本申请实施例中，通过构建本申请实施例提出的高温超导磁悬浮列车仿真系统，模拟高温超导磁悬浮列车的高速运行振动状态，获得运行过程中的悬浮间隙和导向间隙，以通过不同时间产生的悬浮间隙和导向间隙各自的变化，实现相应运行工况(其包括极端运行工况)下的车辆安全控制验证，如动力学特性验证、达速验证等，且通过输入包含极端工况等不同运行工况下的线路信息进行仿真验证，减少了车辆开发成本和时间，实现对极端工况下的主线运行测试，提高了验证结果的可靠性和准确性。
本申请实施例中还提供一种包括计算机程序产品，包括计算机可读指令，当计算机可读指令在电子设备(仿真机)上运行时，使得电子设备实现本申请实施例提供的任一种高温超导磁悬浮列车仿真方法。
本申请实施例中还提供一种计算机可读存储介质，该存储介质承载有一个或多个计算机程序，当一个或多个计算机程序被电子设备执行时，能够使电子设备实现本申请实施例提供的任一种高温超导磁悬浮列车仿真方法。上述实施例中，可以全部或部分地通过软件、硬件、固件或者其任意组合来实现。当使用软件实现时，可以全部或部分地以计算机程序产品的形式实现。该计算机程序产品包括一个或多个计算机指令。在计算机(上述仿真机，也可以称为电子设备)上加载和执行计算机指令时，全部或部分地产生按照本申请实施例所述的流程或功能。上述电子设备可以是通用计算机、专用计算机、计算机网络、或者其他可编程装置。计算机指令可以存储在计算机可读存储介质中，或者从一个计算机可读存储介质向另一计算机可读存储介质传输，例如，计算机指令可以从一个网站站点、计算机、训练设备或数据中心通过有线(例如同轴电缆、光纤、数字用户线(DSL))或无线(例如红外、无线、微波等)方式向另一个网站站点、计算机、训练设备或数据中心进行传输。上述计算机可读存储介质可以是计算机能够存储的任何可用介质或者是包含一个或多个可用介质集成的训练设备、数据中心等数据存储设备。该可用介质可以是磁性介质，(例如，软盘、硬盘、磁带)、光介质(例如，DVD)、或者半导体介质(例如固态硬盘(Solid State Disk，SSD))等，可以依据实际需求确定。
需要说明，以上描述的系统实施例仅仅是示意性的，其中作为分离部件说明的单元/模块/装置可以是或者也可以不是物理上分开的，作为单元/模块/装置显示的部件可以是或者也可以不是物理部件，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。另外，本申请提供的系统实施例附图中，模块/装置之间的连接关系表示它们之间具有通信连接，具体可以实现为一条或多条通信总线或信号线。
另外，本说明书中各个实施例采用递进或并列的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。对于实施例公开的方法而言，由于其与实施例公开的系统对应，所以描述的比较简单，相关之处参见系统部分说明即可。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本申请。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本申请的精神或范围的情况下，在其它实施例中实现。因此，本申请将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (10)

  1. 一种高温超导磁悬浮列车仿真系统，其特征在于，所述高温超导磁悬浮列车仿真系统包括：针对高温超导磁悬浮列车构建的车辆系统仿真装置和牵引运控装置，连接所述牵引运控装置的超导电动静悬试验台，以及分别连接所述车辆系统仿真装置和所述超导电动静悬试验台的超导磁体真件，其中：
    所述牵引运控装置依据针对所述高温超导磁悬浮列车的线路信息和运行控制信息，向所述超导电动静悬试验台传输给定速度对应的牵引电流；
    所述超导电动静悬试验台依据所述牵引电流以及车辆属性信息，获得所述超导磁体真件的仿真数据，以及所述车辆系统仿真装置在所述仿真数据下的车辆运行状态，以依据所述车辆运行状态继续执行下一次仿真；所述仿真数据包括悬浮间隙和导向间隙。
  2. 根据权利要求1所述的高温超导磁悬浮列车仿真系统，其特征在于，所述高温超导磁悬浮列车仿真系统还包括：连接所述牵引运控装置和所述车辆系统仿真装置的线圈仿真装置，其中：
    所述线圈仿真装置依据来自所述牵引运控装置的所述牵引电流以及超导磁体属性参数，向所述车辆系统仿真装置传输相应的悬浮力、导向力、磁阻力以及作用力；所述作用力为牵引力或制动力；
    所述车辆系统仿真装置，还用于依据所述悬浮力、所述导向力、所述磁阻力、所述作用力、所述线路信息以及所述车辆属性信息，获得对应的仿真数据和车辆运行状态，以依据所述车辆运行状态继续执行下一次仿真。
  3. 根据权利要求2所述的高温超导磁悬浮列车仿真系统，其特征在于，所述车辆系统仿真装置包括车辆动力学模块，以及分别连接所述车辆动力学模块的线路仿真模块和轨道模块，其中：
    所述线路仿真模块，用于响应针对高温超导磁悬浮列车的线路输入操作，得到对应的线路信息；
    所述轨道模块，用于输出针对高温超导磁悬浮列车的不同运行工况下的轨道信息；
    所述车辆动力学模块，用于依据接收到的所述线路信息、所述轨道信息、所述悬浮力、所述导向力、所述磁阻力、所述作用力和所述车辆属性信息，获得对应的仿真数据和车辆运行状态。
  4. 根据权利要求3所述的高温超导磁悬浮列车仿真系统，其特征在于，所述车辆动力学模块包括多个不同类型的车辆动力学模型，所述多个不同类型的车辆动力学模型包括车辆悬浮动力学模型、车辆导向动力学模型和轮轨车辆动力学模型；
    所述轨道模型包括轨向不平顺模型、轨道高低不平顺模型、轨道梁模型以及气动载荷模型之中的至少一个。
  5. 根据权利要求3所述的高温超导磁悬浮列车仿真系统，其特征在于，所述牵引运控装置包括相连接的运控系统模块和牵引控制模块：
    所述运控系统模块依据针对所述高温超导磁悬浮列车的运行控制信息以及线路信息，获得给定速度曲线后输出；
    所述牵引控制模块依据所述给定速度曲线，输出给定速度对应的牵引电流；
    其中，所述牵引控制模块包括至少一个直线电机模型和矢量控制模型，由所述矢量控制模型依据所述给定速度曲线，控制所述直线电机模型输出牵引电流。
  6. 根据权利要求5所述的高温超导磁悬浮列车仿真系统，其特征在于，所述牵引运控装置部署于至少一台仿真机上；
    其中，所述运控系统模块部署于所述仿真机的中央处理器中，且相邻两次仿真间隔时间小于第一时间阈值；
    所述牵引控制模块部署于所述仿真机的现场可编程门阵列FPGA处理器中，且相邻两次仿真间隔时间小于第二时间阈值，所述第一时间阈值大于所述第二时间阈值。
  7. 根据权利要求2所述的高温超导磁悬浮列车仿真系统，其特征在于，所述线圈仿真装置包括牵引线圈模型、悬浮线圈模型以及超导磁体线圈模型，其中：
    所述超导磁体线圈模型依据超导磁体属性参数，输出仿真磁场；
    所述悬浮线圈模型在所述仿真磁场作用下输出悬浮力和导向力；
    所述牵引线圈模型依据输入的所述牵引电流，在所述仿真磁场作用下输出牵引力，或者制动力和磁阻力。
  8. 根据权利要求1-7任一项所述的高温超导磁悬浮列车仿真系统，其特征在于，所述车辆系统仿真装置与所述牵引运控装置之间通过反射内存网络进行数据传输，以使得车辆系统仿真装置与所述牵引运控装置均按照通信周期，对所述反射内存网络执行读取或写入操作；
    所述车辆系统仿真装置部署于基于实时并行计算机平台构建的仿真机中，且相邻两次仿真间隔时间小于所述通信周期。
  9. 一种高温超导磁悬浮列车仿真方法，其特征在于，应用于权利要求1-8任一项所述的高温超导磁悬浮列车仿真系统，所述高温超导磁悬浮列车仿真系统包括车辆系统仿真装置、牵引运控装置、超导电动静悬试验台以及超导磁体真件，所述高温超导磁悬浮列车仿真方法包括：
    所述牵引运控装置获得针对所述高温超导磁悬浮列车的线路信息、运行控制信息和车辆属性信息；
    所述牵引运控装置依据所述线路信息和所述运行控制信息，向超导电动静悬试验台传输给定速度对应的牵引电流；
    所述超导电动静悬试验台依据所述牵引电流和所述车辆属性信息，获得超导磁体真件的仿真数据，以及所述车辆系统仿真装置在所述仿真数据下的车辆运行状态，以依据所述车辆运行状态继续执行下一次仿真；所述仿真数据包括悬浮间隙和导向间隙。
  10. 根据权利要求9所述的高温超导磁悬浮列车仿真方法，其特征在于，在所述高温超导磁悬浮列车仿真系统还包括线圈仿真装置的情况下，所述高温超导磁悬浮列车仿真方法还包括：
    所述线圈仿真装置依据所述牵引电流以及超导磁体属性参数，向所述车辆系统仿真装置传输相应的悬浮力、导向力、磁阻力以及作用力；所述作用力为牵引力或制动力；
    车辆系统仿真装置依据所述悬浮力、所述导向力、所述磁阻力、所述作用力、所述线路信息以及所述车辆属性信息，获得对应的仿真数据和车辆运行状态，以依据所述车辆运行状态继续执行下一次仿真。
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CN118759861B (zh) * 2024-09-06 2025-05-09 同济大学 一种基于分布式模型预测控制的磁浮车辆控制方法及系统
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