A traction simulation model based on a power supply and signal system and its simulation method

Abstract

The present invention provides a traction simulation method based on a power supply and signal system, comprising the following steps: inputting line parameters, vehicle parameters, train operation parameters, power supply parameters, and signal parameters; calculating the maximum traction current and regenerative current of the train according to the traction network voltage; calculating the running resistance of the train; calculating the safety distance based on the signal section passing permission and the position of the preceding train; calculating the train operation conditions according to the train running resistance, maximum traction current, regenerative current, and safety distance; calculating the train current, traction force or braking force, speed, and position according to the train operation conditions; jumping to the next time node and updating the train information; determining whether the simulation is completed: if so, outputting the calculation result; if not, updating the power supply and signal parameters and calculating again. A traction simulation model is also provided, including a line, a vehicle, train operation, a power supply, and a signal. The present invention can consider various factors in the operation of urban rail transit trains in a coordinated manner, and the simulation result has higher accuracy and is more in line with the actual situation.

Description

Technical Field

[0001] The present invention belongs to the technical field of urban rail transit simulation, and particularly relates to a traction simulation model based on a power supply and signal system and a simulation method thereof. Background Art

[0002] The operation of urban rail transit trains is very complex, and various factors need to be considered collaboratively. The train operation is the basis and core of the design and operation of the entire urban rail transit system. All systems of urban rail transit revolve around the train operation. The purpose of traction simulation is to simulate the train behavior: judge the train working conditions, and calculate parameters such as the train speed, position, and current.

[0003] Existing traction simulation models can only be based on the influence of one or several influencing factors on train operation, for example: line, vehicle, power supply, or line, vehicle, operation diagram, and signal. Under normal operation, the power supply system and signal system are generally not restrictive factors for train operation. When an accident or incident occurs, the power supply system or signal system may become a restrictive factor for train operation. Existing traction simulation models are generally limited to the influence of a single system on train operation and cannot consider the mutual influence of multiple systems. Conducting traction simulation based on multiple systems such as power supply, signal, line, train operation, and vehicle is impossible to achieve with existing models.

[0004] During the actual operation of a train, it will be affected by multiple systems such as line, train operation, vehicle, power supply, and signal. Considering all systems collaboratively, the result of traction simulation can be closer to the actual train operation. However, due to the limitation of existing traction simulation models, the accuracy of traction simulation results is not ideal. Summary of the Invention

[0005] In view of the technical problems existing in the prior art, the present invention provides a traction simulation model based on a power supply and signal system and a simulation method thereof, which can consider various factors collaboratively during the operation of urban rail transit trains, and the simulation result has higher accuracy and is more in line with the actual situation.

[0006] The technical solution adopted by the present invention is: a traction simulation method based on a power supply and signal system, comprising the following steps:

[0007] Step 1: Input line parameters, vehicle parameters, train operation parameters, power supply parameters, and signal parameters;

[0008] Step 2: Initialize vehicle parameters, line parameters, and train operation parameters;

[0009] Step 3: Initialize power supply parameters and signal parameters;

[0010] Step 4: Set the time granularity;

[0011] Step 5: Calculate the maximum traction current and regenerative current of the train based on the catenary voltage;

[0012] Step 6: Calculate the basic resistance based on the vehicle weight, basic resistance formula, and passenger load factor; calculate the additional resistance based on the gradient, curve, tunnel, and passenger load factor; the train running resistance is equal to the sum of the basic resistance and the additional resistance.

[0013] Step 7: Calculate the safety distance based on the signal section passing permission and the position of the preceding train;

[0014] Step 8: Calculate the train running condition based on the train running resistance, maximum traction current, regenerative current, and safety distance;

[0015] Step 9: Calculate the train current, traction force, or braking force according to the train running condition;

[0016] Step 10: Calculate the train speed and position according to the train current, traction force, or braking force;

[0017] Step 11; Jump to the next time node and update the train information;

[0018] Step 12: Determine whether the simulation is completed: If so, output the calculation results; if not, update the power supply and signal parameters and return to Step 5;

[0019] Step 13: Output the simulation results.

[0020] Preferably, in Step 2, set the arrival and departure times of each station; The train starts from the originating station and stops at the terminal station according to a certain operation route, or the train starts from a given position and given speed and runs according to the operation route and stops at a given position, given speed, or given time.

[0021] Preferably, in Step 4, the time granularity is set to 0.1 seconds.

[0022] Specifically, in Step 8, the determination of the train running condition is based on the position, speed, and train running resistance of the train, and is affected by the catenary voltage and safety distance at the same time.

[0023] Specifically, in Step 8, there are five train running conditions, namely: traction condition, cruise condition, coasting condition, parking condition, and braking condition; The calculation steps of the train running condition are as follows:

[0024] S1: Calculate the current maximum traction current and regenerative current according to the catenary voltage, and jump to Step S2;

[0025] S2: Determine whether the train is in the braking condition interval: If so, the braking condition, jump to Step S8; If not, jump to Step S3;

[0026] S3: Determine whether the train has reached the set operating speed: If yes, jump to step S4; if no, under traction condition, jump to step S5;

[0027] S4: Calculate the train running resistance. If the maximum traction force is greater than or equal to the train running resistance, under cruise condition, jump to step S5; if the maximum traction force is less than the train running resistance, under traction condition, jump to step S5;

[0028] S5: Determine whether the train is within the coasting interval: If yes, under coasting condition, jump to step S6; if no, jump to step S6;

[0029] S6: Determine whether the train is in the stopped state: If yes, under stopped condition, jump to step S8; if no, jump to step S7;

[0030] S7: Check and calculate whether the train needs to brake: If yes, under braking condition, update the braking condition interval and jump to step S8; if no, jump to step S8;

[0031] S8: Output the train operating condition.

[0032] Specifically, to determine whether the train is in the braking condition interval: Calculate whether, when the train brakes immediately from the current position at the current speed until it stops, it meets the requirements of the line speed limit (line parameters) and the safety distance (signal parameters); if it does not exceed the speed limit until it stops, and the distance between the stop point and the rear of the preceding train or the starting point of the signal section without traffic permission is greater than the safety distance, it is determined that no braking is required; if it exceeds the speed limit or is less than the safety distance, it is determined that braking is required, and then the current position, the starting point of the speed limit interval where the speed limit is exceeded or the stop point is stored as the braking condition interval data. The braking condition interval data is directly called in the calculation of subsequent time nodes.

[0033] Specifically, when the train is in different operating conditions, the mechanical characteristics are as follows:

[0034] Under traction condition: C = (F - R) / mg, where C represents the unit resultant force, F represents the traction force, R represents the train running resistance, and m represents the train mass.

[0035] The train running resistance R includes two parts, the basic resistance and the additional resistance. The train basic resistance is calculated according to the Davis formula, and the additional resistance is calculated based on the gradient, curve, and tunnel of the line.

[0036] Under cruise condition: C = 0;

[0037] Under coasting condition: C = -R / mg;

[0038] Under stopped condition: C = 0;

[0039] Under braking condition: C = (Bele +B mech -R) / mg, where B ele represents the electric braking force, and B mech represents the mechanical braking force. The electric braking force and the mechanical braking force are collectively referred to as the braking force.

[0040] Specifically, when the train is in different operating conditions, the electrical characteristics are as follows:

[0041] During the traction condition: F = P tra ×η c / v

[0042] During the cruise condition: F ≤ P tra ×η c / v or B ele ≤ P bra / η d / v

[0043] During the coasting condition: I = P aux / U

[0044] During the parking condition: I = P aux / U

[0045] During the braking condition: B ele = P bra / η d / v,

[0046] where I represents the train current, P aux represents the auxiliary power, P tra represents the traction power, P bra represents the electric braking power, represents the maximum traction current of the train under the traction network voltage U, represents the maximum regenerative current of the train under the traction network voltage U, η d represents the electric braking efficiency, η c represents the traction efficiency, and v represents the train operating speed. and both include the current of the train auxiliary equipment.

[0047] The technical solution adopted by the present invention is also: a traction simulation model used in the above-mentioned traction simulation method based on the power supply and signal system, including a line, vehicles, train operation, power supply, and signal, where

[0048] the line parameters include gradient, curve, and tunnel,

[0049] the train operation parameters include the passenger load factor,

[0050] The vehicle parameters include the maximum traction current - line voltage curve, the maximum regenerative current - line voltage curve, vehicle weight, vehicle length, and the basic resistance formula.

[0051] The power supply parameters include the traction line voltage.

[0052] The signal parameters include signal sections and safety distances.

[0053] In the line parameters, the gradient, curve, and tunnel, the passenger load factor in the operation parameters, and the vehicle length and vehicle weight in the vehicle parameters are used to calculate the additional resistance. The vehicle weight, the basic resistance formula, and the passenger load factor in the operation parameters are used to calculate the basic resistance; the sum of the basic resistance and the additional resistance equals the train operation resistance.

[0054] Based on the position and speed of the train, as well as the train operation resistance, traction line voltage, maximum traction current - line voltage curve, maximum regenerative current - line voltage curve, and safety distance, the train operation condition is determined.

[0055] The parameters of the line also include stations and speed limits.

[0056] The parameters of the vehicle also include the moment of inertia, traction force - speed curve, electric braking force - speed curve, mechanical braking force - speed curve, traction current - speed curve, regenerative current - speed curve, traction efficiency - speed curve, electric braking efficiency - speed curve, auxiliary power, and power factor.

[0057] The parameters of the operation also include the operation route, stop time, and departure time.

[0058] Principle of operation: When the train is in traction, it draws current from the traction network (rail); during electric braking, it may feed back current to the traction network (rail). During traction, the traction line voltage drops. If the traction line voltage drops to a certain level, the traction power of the train will be limited; during electric braking, the traction line voltage rises. If the traction line voltage rises to a certain level, the electric braking power of the train will be limited. Therefore, regardless of whether the train is in the traction or braking state, it is restricted by the traction line voltage. The present invention meets the vehicle - power supply interface specifications and standards, adds the maximum current - voltage curve to the electrical parameters of the vehicle, and conducts traction simulation. The train operation and the traction line voltage are coupled, and the traction line voltage needs to be calculated based on the position and current of the train at each moment.

[0059] The signal system generally performs tracking calculations based on a determined train operation curve to judge whether the train operation meets the safety distance requirement. Generally, moving block systems are adopted in urban rail transit; however, fixed blocks are still used in areas such as stations and turnback lines, that is, signal sections are divided. The train operation and the safety distance affect each other, and the safety distance needs to be calculated based on the position and speed of the train at each moment. During the operation of the train of the present invention, the safety distance is calculated according to the position of the preceding train and the traffic permission of the signal section. When the train does not meet the safety distance requirement, braking is applied.

[0060] Before the train operation, a predetermined operation diagram is input; when the train is running in the section or stopping at the station, it may deviate from the predetermined operation diagram due to interference from other factors. The departure interval of urban rail transit trains is small. When a train deviates from the operation diagram for some reason, the subsequent trains may be interfered with and may affect even more subsequent trains, resulting in congestion. The present invention simulates the working conditions similar to but not limited to the above to obtain simulation results that conform to the actual situation.

[0061] Compared with the prior art, the beneficial effects of the present invention are as follows: Based on the line, train operation, and vehicle, the present invention adds inputs for the power supply system and the signal system. The power supply system analyzes the influence of the traction network voltage on the train traction and electric braking, and the signal system checks whether the train operation meets the requirements. The present invention can consider various factors in the operation of urban rail transit trains in a coordinated manner, and the simulation results have higher accuracy and are more in line with the actual situation. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] Figure 1 It is a schematic diagram of parameter input for an embodiment of the present invention;

[0063] Figure 2 It is a simulation flow chart for an embodiment of the present invention;

[0064] Figure 3 It is a schematic diagram for judging the train operation condition of an embodiment of the present invention;

[0065] Figure 4 It is a schematic diagram of the power supply section of urban rail transit for an embodiment of the present invention;

[0066] Figure 5 It is a schematic diagram of the traction network voltage distribution for an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0067] To enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0068] An embodiment of the present invention provides a traction simulation model based on the power supply and signal systems, as Figure 1 shown, including a line, a vehicle, train operation, a power supply, and a signal,

[0069] Among them, the parameters of the line include stations, gradients, curves, tunnels, and speed limits;

[0070] The parameters of the vehicle include vehicle weight, vehicle length, basic resistance formula, moment of inertia, traction force - speed curve, electric braking force - speed curve, mechanical braking force - speed curve, traction current - speed curve, regenerative current - speed curve, traction efficiency - speed curve, electric braking efficiency - speed curve, auxiliary power, power factor, maximum traction current - network voltage curve, maximum regenerative current - network voltage curve;

[0071] The parameters of train operation include operation routes, stop times, departure times, and passenger load factors;

[0072] The parameters of power supply include traction network voltage;

[0073] The parameters of signals include signal sections and safety distances.

[0074] During the simulation process, the line parameters and vehicle parameters remain unchanged. Among the train operation parameters, the operation routes and passenger load factors are maintained, and the stop times and departure times are preset target values.

[0075] There is a corresponding relationship between the maximum traction current of the train and the traction network voltage. Generally, when the traction network voltage is greater than or equal to a*U N (U N rated network voltage of the power supply system; a coefficient, less than 1, generally 0.9), the traction current reaches the maximum traction current; when the traction network voltage is lower than a*U N and greater than U min (U min is the minimum traction network voltage), the maximum current decreases linearly. When the traction network voltage is lower than U min , the maximum traction current is equal to 0.

[0076] There is a corresponding relationship between the maximum regenerative current of the train and the traction network voltage. Generally, when the traction network voltage is less than or equal to b*U N (b coefficient, greater than 1, generally 1.2), the regenerative current reaches the maximum regenerative current; when the traction network voltage is greater than b*U N , the maximum current decreases linearly; when the traction network voltage is greater than U max (U max is the maximum traction network voltage), the regenerative current is equal to 0.

[0077] The catenary voltage is the input of the power supply system. When the train is in the traction mode, the catenary voltage will limit the traction power of the train, and thus limit the tractive effort of the train. If the tractive effort used by the train is less than the required tractive effort, the operation of the train will deviate from the established operation diagram. When the train is in the braking mode, the catenary voltage will limit the electric braking power of the train. If the available electric braking power of the train is less than the required electric braking power, the train needs to increase mechanical braking to maintain normal operation.

[0078] When performing traction simulation for the train, it is necessary to determine whether the safety distance is met. When the train is running, the safety distance is calculated based on the rear of the preceding train and the starting point of the signal section where passage is not allowed. If the running speed of the train at this time does not meet the safety distance requirement, the train needs to brake.

[0079] An embodiment of the present invention provides a traction simulation method based on the power supply and signal systems, as Figure 2 shown, including the following steps:

[0080] Step 1: Input line parameters, vehicle parameters, train operation parameters, power supply parameters, and signal parameters;

[0081] Step 2: Initialize vehicle parameters, line parameters, and train operation parameters; set the arrival and departure times of each station; starting from the originating station, the train runs according to a certain operation route and stops at the terminal station, or the train starts from a given position and given speed, runs according to the operation route, and stops at a given position, given speed, or given time.

[0082] Step 3: Initialize power supply parameters and signal parameters;

[0083] Step 4: Set the time granularity; the time granularity is set according to engineering requirements.

[0084] Step 5: Calculate the maximum traction current and regenerative current of the train according to the catenary voltage;

[0085] Step 6: Calculate the basic resistance according to the vehicle weight, basic resistance formula, and passenger capacity; calculate the additional resistance according to the gradient, curve, tunnel, and passenger capacity. The running resistance of the train is equal to the sum of the basic resistance and the additional resistance.

[0086] Step 7: Calculate the safety distance according to the signal section passage permission and the position of the preceding train;

[0087] Step 8: Calculate the train operation mode according to the train running resistance, maximum traction current, regenerative current, and safety distance;

[0088] Step 9: Calculate the train current, tractive effort, or braking force according to the train operation mode;

[0089] Step 10: Calculate the train speed and position according to the train current, tractive effort, or braking force;

[0090] Step 11; Jump to the next time node and update the train information;

[0091] Step 12: Determine whether the simulation is completed: If yes, output the calculation result; If no, update the power supply and signal parameters, and return to Step 5;

[0092] Step 13: Output the simulation result.

[0093] Preferably, in Step 2, set the arrival and departure times of each station; The train starts from the originating station, runs according to a certain operation route, and stops at the terminal station, or the train starts from a given position and a given speed, runs according to the operation route, and stops at a given position, a given speed or a given time.

[0094] In Step 8, the determination of the train operation condition is based on the train's driving and target speeds, and the train operation resistance, and is affected by the traction network voltage and the safety distance at the same time. There are five train operation conditions, namely: traction condition, cruise condition, coasting condition, parking condition and braking condition; As Figure 3 shown, the calculation steps of the train operation condition are as follows:

[0095] S1: Calculate the current maximum traction current and regenerative current according to the traction network voltage, and jump to Step S2;

[0096] S2: Determine whether the train is in the braking condition interval: If yes, braking condition, jump to Step S8; If no, jump to Step S3;

[0097] S3: Determine whether the train has reached the set operation speed: If yes, jump to Step S4; If no, traction condition, jump to Step S5;

[0098] S4: Calculate the train operation resistance. If the maximum traction force is greater than or equal to the train operation resistance, cruise condition, jump to Step S5; If the maximum traction force is less than the train operation resistance, traction condition, jump to Step S5;

[0099] S5: Determine whether the train is in the coasting interval: If yes, coasting condition, jump to Step S6; If no, jump to Step S6;

[0100] S6: Determine whether the train is in the parking state: If yes, parking condition, jump to Step S8; If no, jump to Step S7;

[0101] S7: Check and calculate whether the train needs to brake: If yes, braking condition, update the braking condition interval, and jump to Step S8; If no, jump to Step S8;

[0102] S8: Output the train operation condition.

[0103] The train parking states include station parking and in - section parking. The reasons for parking include normal parking and not meeting the safety distance.

[0104] To determine whether the train is in the braking operation section, a braking curve prediction method is adopted, that is, to calculate whether the train meets the requirements of line speed limit (line parameters) and safety distance (signal parameters) when braking immediately from the current position at the current speed until it stops; if the speed limit is not exceeded until it stops, and the distance between the stop point and the rear of the leading train or the starting point of the signal section without passing permission is greater than the safety distance, it is judged that no braking is required; if the speed limit is exceeded, or the safety distance is less than the required value, it is judged that braking is required, and then the current position, the starting point of the speed - limited section where the speed limit is exceeded or the stop point is stored as the braking operation section data.

[0105] When the train is in different operating conditions, the mechanical characteristics are as follows:

[0106] During the traction operation condition: C=(F - R) / mg, where C represents the unit resultant force, F represents the traction force, R represents the train running resistance, and m represents the train mass.

[0107] The train running resistance R includes two parts, the basic resistance and the additional resistance. The train basic resistance is calculated according to the Davis formula, and the additional resistance is calculated based on the gradient, curve, and tunnel characteristics of the line.

[0108] During the cruise operation condition: C = 0;

[0109] During the coasting operation condition: C=-R / mg;

[0110] During the parking operation condition: C = 0;

[0111] During the braking operation condition: C=(B ele +B mech -R) / mg, where B ele represents the electric braking force, and B mech represents the mechanical braking force. The electric braking force and the mechanical braking force are collectively called the braking force.

[0112] The acceleration of the train γ represents the rotational inertia of the whole vehicle. In urban rail transit, the rotational inertia of each part is different and needs to be weighted and averaged. Among them, m i represents the mass of the i - th part, and γ i represents the rotational inertia coefficient of the i - th part. During the train operation, the passenger capacity is inconsistent, and the rotational inertia in each section is also inconsistent. The rotational inertia is updated after the train jumps to a new section.

[0113] During the train traction simulation, the electrical behavior and the mechanical behavior are simulated simultaneously. When the train is in different operating conditions, the electrical characteristics are as follows:

[0114] During the traction operation: F = P tra × η c / v

[0115] During the cruise operation: F ≤ P tra × η c / v or B ele ≤ P bra / η d / v

[0116] During the coasting operation: I = P aux / U

[0117] During the parking operation: I = P aux / U

[0118] During the braking operation: B ele = P bra / η d / v,

[0119] wherein, I represents the train current, P aux represents the auxiliary power, P tra represents the traction power, P bra represents the electric braking power, represents the maximum traction current of the train under the traction network voltage U, represents the maximum regenerative current of the train under the traction network voltage U, η d represents the electric braking efficiency, η c represents the traction efficiency, and v represents the train running speed. and both include the current of the train auxiliary equipment.

[0120] In the simulation model, the parameters of train traction calculation can be determined with reference to "TB / T 1407.1 - 2018 Train Traction Calculation Part 1 Locomotive - hauled Trains", "GB 50157 - 2013 Code for Design of Subways", "TCCES2 - 2017 Code for Design of Suburban Express Rail Transit", "GB / T 7928 - 2003 General Technical Conditions for Subway Vehicles", "TB 10007 - 2017 Code for Design of Railway Signals" and "BS EN 50388:2012", etc., or can also be determined according to the actual project and vehicle data.

[0121] Train operation results: train speed, mileage, current, traction force or braking force - time curve. All intermediate parameters of the present invention can be output for checking the calculation results or other purposes.

[0122] Such as Figure 4 - 5As shown, a schematic diagram (one-way) of two traction substations and their power supply areas is given. Train 1 and Train 2 are located between Traction Substation 1 and Traction Substation 2 and are traveling towards Traction Substation 2. In this power supply area, both trains are in the traction (current-taking) state. The traction network voltage corresponding to Train 1 is between the rated network voltage (U N ) and a*U N , and the traction current reaches its extreme value; the traction network voltage corresponding to Train 2 is between a*U N and the lowest network voltage U min , and the traction current does not reach its extreme value. The traction currents of both trains do not reach the maximum traction current.

[0123] The present invention has been described in detail through the embodiments above, but the content described is only the exemplary embodiments of the present invention and cannot be considered as defining the scope of implementation of the present invention. The protection scope of the present invention is defined by the claims. Those who utilize the technical solutions described in the present invention, or those skilled in the art inspired by the technical solutions of the present invention, within the essence and protection scope of the present invention, design similar technical solutions to achieve the above technical effects, or make equivalent changes and improvements to the application scope, etc., should still fall within the patent coverage protection scope of the present invention.

Claims

1. A traction simulation method based on a power supply and signal system, characterized in that: It includes the following steps: Step 1: Input line parameters, vehicle parameters, operation parameters, power supply parameters, and signal parameters; The line parameters include stations, gradients, curves, tunnels, and speed limits; The vehicle parameters include vehicle weight, vehicle length, basic resistance formula, moment of inertia, traction - speed curve, electric braking force - speed curve, mechanical braking force - speed curve, traction current - speed curve, regenerative current - speed curve, traction efficiency - speed curve, electric braking efficiency - speed curve, auxiliary power, power factor, maximum traction current - network voltage curve, and maximum regenerative current - network voltage curve; The operation parameters include operation routes, stop times, departure times, and passenger load factors; The power supply parameters include traction network voltage; The signal parameters include signal sections and safety distances; Step 2: Initialize vehicle parameters, line parameters, and operation parameters; Step 3: Initialize power supply parameters and signal parameters; Step 4: Set the time granularity; Step 5: Calculate the maximum traction current and regenerative current of the train based on the traction network voltage; Step 6: Calculate the basic resistance based on the vehicle weight, basic resistance formula, and passenger load factor; calculate the additional resistance based on the gradient, curve, tunnel, and passenger load factor; The basic resistance plus the additional resistance equals the train operation resistance; Step 7: Calculate the safety distance based on the traffic permission of the signal section and the position of the preceding train; Step 8: Calculate the train operation condition based on the train operation resistance, maximum traction current, regenerative current, and safety distance; Step 9: Calculate the train current, traction force, or braking force according to the train operation condition; Step 10: Calculate the train speed and position based on the train current, traction force, or braking force; Step 11; Jump to the next time node and update the train information; Step 12: Determine whether the simulation is completed: If so, output the calculation result; if not, update the power supply and signal parameters and return to Step 5; Step 13: Output the simulation result; When the train is in different operation conditions, the mechanical characteristics are as follows: During the traction operation mode: , where represents the unit resultant force, represents the traction force, represents the train running resistance, represents the train mass; Train running resistance It includes two parts, basic resistance and additional resistance. The basic resistance of the train is calculated according to the Davis formula, and the additional resistance is calculated based on the gradient, curve and tunnel of the line; During the cruise condition: ; During the coasting condition: ; During the parking condition: ; During the braking condition: , where represents the electric braking force, represents the mechanical braking force, and the electric braking force and the mechanical braking force are collectively referred to as the braking force; When the train is in different operation conditions, the electrical characteristics are as follows: During the traction condition: ; During the cruise condition: or ; During the coasting condition: ; During parking operation: ; During the braking condition: , Among them, represents the train current, represents the auxiliary power, represents the traction power, represents the electric braking power, represents the catenary voltage the maximum traction current of the following train, represents the catenary voltage the maximum regenerative current of the following train, represents the electric braking efficiency, represents the traction efficiency, represents the train running speed, and both include the current of the train's auxiliary equipment, represents the catenary voltage the maximum regenerative current of the following train, represents the electric braking efficiency, represents the traction efficiency, represents the train running speed.

2. The traction simulation method based on a power supply and signal system according to claim 1, characterized in that: In Step 2, set the arrival and departure times and passenger load factors for each station; The train starts from the originating station and runs according to the operation route until it stops at the terminal station, or the train starts from a given position and speed and runs according to the operation route until it stops at a given position, speed, or given time.

3. The traction simulation method based on the power supply and signal system according to claim 1, characterized in that: In Step 4, the time granularity is set according to engineering requirements.

4. The traction simulation method based on the power supply and signal system according to claim 1, characterized in that: In Step 8, the determination of the train operation condition is based on the position, speed, and train operation resistance of the train, and is affected by the traction network voltage and safety distance at the same time.

5. The traction simulation method based on the power supply and signal system according to claim 1, characterized in that: In Step 8, there are five types of train operation conditions, namely: traction condition, cruise condition, coasting condition, parking condition, and braking condition; The calculation steps of the train operation condition are as follows: S1: Calculate the current maximum traction current and regenerative current according to the traction network voltage, and jump to Step S2; S2: Determine whether the train is in the braking condition interval: If so, it is in the braking condition and jump to Step S8; If not, jump to Step S3; S3: Determine whether the train has reached the set operation speed: If so, jump to Step S4; if not, it is in the traction condition and jump to Step S5; S4: Calculate the train running resistance. If the maximum traction force is greater than or equal to the train running resistance, in cruise condition, jump to step S5; If the maximum traction force is less than the train running resistance, in traction condition, jump to step S5; S5: Determine whether the train is in the coasting interval: If yes, in coasting condition, jump to step S6; If no, jump to step S6; S6: Determine whether the train is in the stopped state: If yes, in stopped condition, jump to step S8; If no, jump to step S7; S7: Check and calculate whether the train needs to brake: If yes, in braking condition, update the braking condition interval, and jump to step S8; If no, jump to step S8; S8: Output the train running condition.

6. The traction simulation method based on the power supply and signal system according to claim 5, characterized in that: Determine whether the train is in the braking condition interval: Calculate whether the train meets the line speed limit requirement and the safety distance requirement when braking immediately from the current position at the current speed until it stops. If the speed limit is not exceeded until it stops, and the distance between the stop point and the rear of the preceding train or the starting point of the signal section without traffic permission is greater than the safety distance, it is determined that no braking is required. If the speed limit is exceeded, or the safety distance is less than the required value, it is determined that braking is required, and the current position, the starting point of the speed limit interval where the speed limit is exceeded, or the stop point is stored as the braking condition interval data.

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