Track circuit problem monitoring method and device based on traction backflow data

Abstract

The invention discloses a track circuit problem monitoring method and device based on traction backflow data. The method comprises the steps that electrical parameters are determined from a traction backflow circuit; based on the Kirchhoff's law, calculating a plurality of transmission matrixes in a steel rail section in the traction return circuit according to the electrical parameters, and cascading the plurality of transmission matrixes in the steel rail section to obtain a cascaded whole-section transmission matrix; obtaining the traction power required in the running process of the vehicle, and calculating the output current value of the vehicle according to the traction power and the known overhead line system voltage; according to the cascaded whole-section transmission matrix and the output current value of the vehicle, the traction backflow value on the steel rail is calculated; according to the traction backflow value on the steel rail, the voltage difference value of the steel rail insulation joint is calculated, and fault monitoring is conducted on the track circuit according to the voltage difference value. The fault rate of the steel rail can be reduced, and the vehicle driving safety is guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of railway signal ground equipment monitoring, and in particular to a method and device for monitoring track circuit problems based on traction return current data. Background Art

[0002] This section is intended to provide a background or context to the embodiments of the invention recited in the claims. No admission is made that the description herein is prior art by inclusion in this section.

[0003] In the electrified track section, the traction current enters the train power motor coil from the overhead line through the pantograph, and then leaks to the rail through the train wheelset, forming the traction return of the rail. The traction return of the rail will follow the ground wire near the rail substation and finally return to the substation. For the traction return of the rail, the rail plays the role of the neutral line. In order to ensure the normal return of the traction return of the rail, the rail must be unobstructed. However, due to the existence of the mechanical insulation joint, the return path is actually interrupted. In order to ensure the smooth return, a choke transformer will be added on both sides of the mechanical insulation joint, and the two choke transformers will be connected by a central connecting bar. The choke transformer will block the track circuit signal and allow the traction return signal of the rail to pass. Due to the design requirements of railway signal failure safety, it is prevented that a circuitous path is formed after the rail is broken, which causes the track circuit to be abnormally sucked up, and then causes a train collision accident. Therefore, it is not allowed to install a central connecting bar for the choke transformer of each track circuit section in the railway station. The situation where the choke transformer is not installed with the center connecting row on both sides of the insulation joint is called "one-end blocking". "One-end blocking" can easily lead to poor return flow, thereby increasing the voltage difference on both sides of the insulation joint. If the voltage difference on both sides of the insulation joint is too large, it will have a serious impact on the rails, causing rail failures, and thus affecting the normal driving of the vehicle. Summary of the invention

[0004] The embodiment of the present invention provides a method for monitoring track circuit problems based on traction return current data, which is used to detect the voltage difference between the two sides of the insulation joint, reduce the rail failure rate, and ensure the driving safety of vehicles. The method includes:

[0005] Determining electrical parameters from a traction return circuit; the traction return circuit is a transmission circuit that starts from the vehicle wheelset, passes through the rails, the choke transformer and finally the pickup line;

[0006] Based on Kirchhoff's law, multiple transmission matrices in the rail section of the traction return circuit are calculated according to electrical parameters, and multiple transmission matrices in the rail section are cascaded to obtain the cascaded full-section transmission matrix;

[0007] Obtain the traction power required by the vehicle during driving, and calculate the output current value of the vehicle based on the traction power and the known contact network voltage;

[0008] According to the cascaded full-section transmission matrix and the output current value of the vehicle, the traction return current value on the rail is calculated;

[0009] According to the traction return current value on the rail, the voltage difference of the rail insulation joint is calculated, and the track circuit is monitored for faults based on the voltage difference.

[0010] The embodiment of the present invention also provides a track circuit problem monitoring device based on traction return current data, which is used to detect the voltage difference on both sides of the insulation joint, reduce the rail failure rate, and ensure the driving safety of the vehicle. The device includes:

[0011] An electrical parameter determination module is used to determine electrical parameters from a traction return circuit; the traction return circuit is a transmission circuit that starts from a wheel set of a vehicle, passes through a rail, a choke transformer and finally a suction line;

[0012] A transmission matrix cascade module is used to calculate multiple transmission matrices in the rail section of the traction return circuit based on Kirchhoff's law and electrical parameters, and cascade the multiple transmission matrices in the rail section to obtain a cascaded transmission matrix of the entire section;

[0013] The vehicle output current calculation module is used to obtain the traction power required by the vehicle during driving, and calculate the output current value of the vehicle according to the traction power and the known contact network voltage;

[0014] The rail traction return current calculation module is used to calculate the traction return current value on the rail according to the cascaded full-section transmission matrix and the output current value of the vehicle;

[0015] The track circuit fault monitoring module is used to calculate the voltage difference of the rail insulation joint according to the traction return current value on the rail, and monitor the track circuit fault according to the voltage difference.

[0016] An embodiment of the present invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the above-mentioned track circuit problem monitoring method based on traction return current data when executing the computer program.

[0017] An embodiment of the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the track circuit problem monitoring method based on traction return flow data is implemented.

[0018] An embodiment of the present invention further provides a computer program product, which includes a computer program. When the computer program is executed by a processor, the track circuit problem monitoring method based on traction return current data is implemented.

[0019] In the embodiment of the present invention, electrical parameters are determined from the traction return circuit; the traction return circuit is a transmission circuit that starts from the vehicle wheelset, passes through the rails, the choke transformer and finally absorbs the line; based on Kirchhoff's law, multiple transmission matrices in the rail section in the traction return circuit are calculated according to the electrical parameters, and the multiple transmission matrices in the rail section are cascaded to obtain the cascaded full-section transmission matrix; the traction power required during the vehicle driving process is obtained, and the output current value of the vehicle is calculated according to the traction power and the known contact network voltage; the traction return value on the rail is calculated according to the cascaded full-section transmission matrix and the output current value of the vehicle; the voltage difference of the rail insulation joint is calculated according to the traction return value on the rail, and the track circuit is monitored for faults according to the voltage difference. In the above process, the embodiment of the present invention obtains the traction return value of the rail through the cascaded full-section transmission matrix, calculates the voltage difference on both sides of the insulation joint, and then achieves the purpose of detecting the voltage difference, reducing the rail failure rate, and ensuring the safety of vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art descriptions. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0021] Figure 1 Flow chart of a method for monitoring track circuit problems based on traction return current data in an embodiment of the present invention;

[0022] Figure 2 A flow chart of obtaining a transmission matrix in an embodiment of the present invention;

[0023] Figure 3 It is a curve diagram of the traction return flow change of the left and right rails in the embodiment of the present invention;

[0024] Figure 4 is a schematic diagram of a choke transformer according to an embodiment of the present invention;

[0025] Figure 5 Schematic diagram of a track circuit problem monitoring device based on traction return current data in an embodiment of the present invention. DETAILED DESCRIPTION

[0026] To make the purpose, technical solution and advantages of the embodiments of the present invention more clear, the embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings. Here, the exemplary embodiments of the present invention and their descriptions are used to explain the present invention, but are not intended to limit the present invention.

[0027] Figure 1Flow chart of a method for monitoring track circuit problems based on traction return current data in an embodiment of the present invention, the method comprising:

[0028] Step 101, determining electrical parameters from a traction return circuit; the traction return circuit is a transmission circuit starting from a wheel set of a vehicle, sequentially passing through a rail, a choke transformer and finally being sucked into a line;

[0029] Step 102, based on Kirchhoff's law, multiple transmission matrices in the rail section of the traction return circuit are calculated according to electrical parameters, and the multiple transmission matrices in the rail section are cascaded to obtain a cascaded full-section transmission matrix;

[0030] Step 103, obtaining the traction power required by the vehicle during driving, and calculating the output current value of the vehicle according to the traction power and the known overhead line voltage;

[0031] Step 104, calculating the traction return current value on the rail according to the cascaded full-section transmission matrix and the output current value of the vehicle;

[0032] Step 105, calculating the voltage difference of the rail insulation joint according to the traction return current value on the rail, and performing fault monitoring on the track circuit according to the voltage difference.

[0033] Each step is described in detail below.

[0034] In step 101, electrical parameters are determined from a traction return circuit; the traction return circuit is a transmission circuit that starts from a wheel set of a vehicle, passes through a rail, a choke transformer and finally a pickup line.

[0035] In a specific embodiment, the traction return circuit transmitted from the vehicle to the rail surface is analyzed to determine electrical parameters, which include DC loss on the rail R, rail inductance L, rail susceptance to ground C, and rail leakage conductance to ground G.

[0036] In step 102, based on Kirchhoff's law, multiple transmission matrices in the rail section of the traction return circuit are calculated according to electrical parameters, and the multiple transmission matrices in the rail section are cascaded to obtain a cascaded full-section transmission matrix.

[0037] like Figure 2 The flowchart of obtaining the transmission matrix is ​​shown. In one embodiment, based on Kirchhoff's law, multiple transmission matrices in the rail section of the traction return circuit are calculated according to electrical parameters, including:

[0038] Step 201, based on Kirchhoff's law and according to the transmission line equation, respectively determine the correlation matrix between the output current value and the output voltage value of the vehicle in each rail section and the traction return current value of the rail and the output voltage of the rail, and determine the correlation matrix as a transmission matrix;

[0039] Step 202, calculating the corresponding transmission matrix according to the electrical parameters of each rail section.

[0040] In a specific embodiment, Kirchhoff's law, combined with the transmission line wave equation, can be used to list the relationship between the output voltage U and output current I of the locomotive to the rail and the voltage U(dz) on the rail and the traction return current I(dz) on the rail as follows:

[0041]

[0042] Where γ is the propagation constant, expressed as:

[0043]

[0044] Z0 is the transmission impedance, expressed as:

[0045]

[0046] Where ω is the input signal angular frequency and j is an imaginary number.

[0047] In order to further solve the transmission matrix of the current on the rail, Converted into hyperbolic coordinates:

[0048]

[0049] Can be written as:

[0050]

[0051] In one embodiment, the corresponding transmission matrix is ​​calculated according to the electrical parameters of each rail section, including:

[0052] The transmission matrix is:

[0053]

[0054] Among them, γ is the propagation constant in electrical parameters, Z0 is the transmission impedance in electrical parameters, and N(dz) is the transmission matrix with a rail section length of dz.

[0055] In step 103, the traction power required by the vehicle during driving is obtained, and the output current value of the vehicle is calculated according to the traction power and the known overhead line voltage.

[0056] In one embodiment, obtaining the traction power required by the vehicle during driving, and calculating the output current value of the vehicle according to the traction power and the known contact network voltage, includes:

[0057] Calculate the traction power according to the vehicle speed and the vehicle traction;

[0058] Calculate the output current value of the vehicle based on the known contact network voltage value and traction power.

[0059] In a specific embodiment, the output current value of the vehicle is calculated based on the vehicle running speed, combined with the vehicle's electric power and the contact network voltage. Based on the dynamic detection data, the speed of the train when passing can be obtained, and the train electric power is calculated based on this, and then the output current of the vehicle is obtained in combination with the contact network voltage.

[0060] In a specific embodiment, the basic resistance W is calculated as follows:

[0061] W=2+0.0062v+0.00053v 2

[0062] When the vehicle is running, it is necessary to provide acceleration for the vehicle while overcoming resistance. The traction calculation formula is as follows:

[0063]

[0064] Traction power P tr The calculation formula is as follows:

[0065]

[0066] In one embodiment, the output current value of the vehicle is calculated according to the traction power and the known overhead line voltage, including:

[0067] Calculate the vehicle's output current value according to the following formula:

[0068]

[0069] In satisfying P tr =P e When the vehicle enters the driving state, P e is the vehicle's electrical power, P tr is the traction power, I is the output current value of the vehicle, W is the resistance, a is the vehicle acceleration, m is the vehicle mass, v is the vehicle speed, U is the overhead line voltage, is the rotational inertia coefficient.

[0070] In step 104, the traction return current value on the rail is calculated based on the cascaded full-section transmission matrix and the output current value of the vehicle.

[0071] In one embodiment, the traction return current value on the rail is calculated according to the cascaded full-section transmission matrix and the output current value of the vehicle, including:

[0072] The output current value of the vehicle is used as the input current value of the rail;

[0073] The traction return current value on the rail is calculated based on the cascaded full-section transmission matrix and the input current value of the rail.

[0074] In a specific embodiment, for a rail with a length of l, its transfer matrix N(l) can be equivalent to the differential of all transfer matrices N i , the cascaded full-segment transmission matrix N(l) is expressed as:

[0075]

[0076] Among them, n represents the rail length l is divided into n sections, N i Represents the transmission matrix of the i-th segment.

[0077] In one embodiment, the traction return current value on the rail is calculated according to the cascaded full-section transmission matrix and the input current value of the rail, including:

[0078] The traction return flow value on the rail is calculated according to the following formula:

[0079]

[0080] Among them, I(x) is the traction return current value on the rail, U(x) is the output voltage of the rail, L is the distance between the vehicle and the suction line, x is the horizontal coordinate of any point between the vehicle and the suction line, N(dz) is the transmission matrix with a rail section length of dz, U is the contact network voltage, and I is the input current value of the rail.

[0081] In step 105, the voltage difference of the rail insulation joint is calculated according to the traction return current value on the rail, and the track circuit is monitored for faults according to the voltage difference.

[0082] In a specific embodiment, taking the detection data of a certain actual line as an example, the electrical parameters of the rails corresponding to the section and the output current of the vehicle are input, and the changes in the traction return current of the left and right rails when the vehicle passes through three suction lines continuously are calculated. Figure 3 The left and right rail traction return flow change curve diagram in the embodiment of the present invention is as follows: Figure 3 (a) shows the left rail traction return flow change curve. Figure 3 (b) shows the right rail traction return flow change curve. The correlation coefficients between the simulation results and the measured data are calculated separately, and the correlation coefficients for the left rail and the right rail are 0.984 and 0.988, respectively, which proves that there is a strong correlation between the simulation data and the measured data, and can effectively reflect the transmission process of the traction return flow on the rail.

[0083] In a specific embodiment, Figure 4The figure shows the schematic diagram of the choke transformer. Assuming that the left and right rail traction return currents flowing into the input end of the choke transformer are I1 and I2 respectively, and the input side coil inductance amplitudes are L1 and L2 respectively, the input side voltage can be calculated by the following formula:

[0084] U in =(I2-I1)(jw(L1+L2))

[0085] Assume the pressure difference U on both sides of the insulation joint diff =U in -U out When the vehicle wheelset has not entered the next section, that is, the vehicle has not crossed the input end mechanical insulation node, the output side voltage U OUT is 0, at this time the voltage difference U diff Maximum, which is the basis for judging the voltage difference problem of the insulation section. diff When >60V, the insulation joint will be burned most seriously. diff <20V, there is basically no effect on the insulation joint. diff >20V, an alarm will be issued in the monitoring system, indicating that there may be a problem of poor traction return current. diff >40V, directly notify the on-site personnel to measure the reflux process near the insulation joint during the skylight to check for obstructions. diff When >60V, the warning further indicates that the insulation joint may be damaged, and the maintenance process may require replacement of the mechanical insulation joint.

[0086] The present invention also provides a track circuit problem monitoring device based on traction return data, as described in the following embodiments. Since the principle of solving the problem by the device is similar to the track circuit problem monitoring method based on traction return data, the implementation of the device can refer to the implementation of the track circuit problem monitoring method based on traction return data, and the repeated parts will not be repeated.

[0087] Figure 5 Schematic diagram of a track circuit problem monitoring device based on traction return current data in an embodiment of the present invention, the device includes:

[0088] The electrical parameter determination module 501 is used to determine electrical parameters from a traction return circuit; the traction return circuit is a transmission circuit starting from a wheel set of a vehicle, passing through a rail, a choke transformer and finally a suction line;

[0089] The transmission matrix cascade module 502 is used to calculate multiple transmission matrices in the rail section of the traction return circuit based on Kirchhoff's law and electrical parameters, and cascade the multiple transmission matrices in the rail section to obtain a cascaded full-section transmission matrix;

[0090] The vehicle output current calculation module 503 is used to obtain the traction power required by the vehicle during driving, and calculate the output current value of the vehicle according to the traction power and the known contact network voltage;

[0091] The rail traction return current calculation module 504 is used to calculate the traction return current value on the rail according to the cascaded full-section transmission matrix and the output current value of the vehicle;

[0092] The track circuit fault monitoring module 505 is used to calculate the voltage difference of the rail insulation joint according to the traction return current value on the rail, and perform fault monitoring on the track circuit according to the voltage difference.

[0093] In one embodiment, the transmission matrix cascading module 502 is specifically configured to:

[0094] Based on Kirchhoff's law and the transmission line equation, the correlation matrix between the output current value and the output voltage value of the vehicle in each rail section and the traction return current value of the rail and the output voltage of the rail is determined, and the correlation matrix is ​​determined as a transmission matrix;

[0095] The corresponding transfer matrix is ​​calculated based on the electrical parameters of each rail section.

[0096] In one embodiment, the transmission matrix cascading module 502 is specifically configured to:

[0097] The corresponding transmission matrix is ​​calculated according to the electrical parameters of each rail section, and the transmission matrix is:

[0098]

[0099] Among them, γ is the propagation constant in electrical parameters, Z0 is the transmission impedance in electrical parameters, and N(dz) is the transmission matrix with a rail section length of dz.

[0100] In one embodiment, the output current calculation module 503 of the vehicle is specifically used to:

[0101] Calculate the traction power according to the vehicle speed and the vehicle traction;

[0102] Calculate the output current value of the vehicle based on the known contact network voltage value and traction power.

[0103] In one embodiment, the output current calculation module 503 of the vehicle is specifically used to:

[0104] Calculate the vehicle's output current value according to the following formula:

[0105]

[0106] In satisfying P tr =Pe When the vehicle enters the driving state, P e is the vehicle's electrical power, P tr is the traction power, I is the output current value of the vehicle, W is the resistance, a is the vehicle acceleration, m is the vehicle mass, v is the vehicle speed, U is the overhead line voltage, is the rotational inertia coefficient.

[0107] In one embodiment, the rail traction return flow calculation module 504 is specifically used to:

[0108] The output current value of the vehicle is used as the input current value of the rail;

[0109] The traction return current value on the rail is calculated based on the cascaded full-section transmission matrix and the input current value of the rail.

[0110] In one embodiment, the rail traction return flow calculation module 504 is specifically used to:

[0111] The traction return flow value on the rail is calculated according to the following formula:

[0112]

[0113] Among them, I(x) is the traction return current value on the rail, U(x) is the output voltage of the rail, L is the distance between the vehicle and the suction line, x is the horizontal coordinate of any point between the vehicle and the suction line, N(dz) is the transmission matrix with a rail section length of dz, U is the contact network voltage, and I is the input current value of the rail.

[0114] An embodiment of the present invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the above-mentioned track circuit problem monitoring method based on traction return current data when executing the computer program.

[0115] An embodiment of the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the track circuit problem monitoring method based on traction return flow data is implemented.

[0116] An embodiment of the present invention further provides a computer program product, which includes a computer program. When the computer program is executed by a processor, the track circuit problem monitoring method based on traction return current data is implemented.

[0117] In the embodiment of the present invention, electrical parameters are determined from the traction return circuit; the traction return circuit is a transmission circuit that starts from the vehicle wheelset, passes through the rails, the choke transformer and finally absorbs the line; based on Kirchhoff's law, multiple transmission matrices in the rail section in the traction return circuit are calculated according to the electrical parameters, and the multiple transmission matrices in the rail section are cascaded to obtain the cascaded full-section transmission matrix; the traction power required during the vehicle driving process is obtained, and the output current value of the vehicle is calculated according to the traction power and the known contact network voltage; the traction return value on the rail is calculated according to the cascaded full-section transmission matrix and the output current value of the vehicle; the voltage difference of the rail insulation joint is calculated according to the traction return value on the rail, and the track circuit is monitored for faults according to the voltage difference. In the above process, the embodiment of the present invention obtains the traction return value of the rail through the cascaded full-section transmission matrix, calculates the voltage difference on both sides of the insulation joint, and then achieves the purpose of detecting the voltage difference, reducing the rail failure rate, and ensuring the safety of vehicle driving.

[0118] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0119] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0120] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0121] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0122] The specific embodiments described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for monitoring track circuit problems based on traction return current data, characterized in that: include: Determine electrical parameters from traction return circuits; The traction return circuit is a transmission circuit that starts from the vehicle wheelset, passes through the rails, the choke transformer and finally draws the line; Based on Kirchhoff's law, multiple transmission matrices in the rail section of the traction return circuit are calculated according to electrical parameters, and multiple transmission matrices in the rail section are cascaded to obtain the cascaded full-section transmission matrix; Obtain the traction power required by the vehicle during driving, and calculate the output current value of the vehicle based on the traction power and the known contact network voltage; According to the cascaded full-section transmission matrix and the output current value of the vehicle, the traction return current value on the rail is calculated; According to the traction return current value on the rail, the voltage difference of the rail insulation joint is calculated, and the track circuit is monitored for faults based on the voltage difference.

2. The method according to claim 1, characterized in that Based on Kirchhoff's laws, several transfer matrices within the rail section of the traction return circuit are calculated from electrical parameters, including: Based on Kirchhoff's law and the transmission line equation, the correlation matrix between the output current value and the output voltage value of the vehicle in each rail section and the traction return current value of the rail and the output voltage of the rail is determined, and the correlation matrix is ​​determined as a transmission matrix; The corresponding transfer matrix is ​​calculated based on the electrical parameters of each rail section.

3. The method according to claim 2, characterized in that The corresponding transmission matrix is ​​calculated based on the electrical parameters of each rail section, including: The transmission matrix is: Among them, γ is the propagation constant in electrical parameters, Z0 is the transmission impedance in electrical parameters, and N(dz) is the transmission matrix with a rail section length of dz.

4. The method according to claim 1, characterized in that Obtain the traction power required by the vehicle during driving, and calculate the output current value of the vehicle based on the traction power and the known contact network voltage, including: Calculate the traction power according to the vehicle speed and the vehicle traction; Calculate the output current value of the vehicle based on the known contact network voltage value and traction power.

5. The method according to claim 4, characterized in that Calculate the output current value of the vehicle based on the traction power and the known overhead line voltage, including: Calculate the vehicle's output current value according to the following formula: In satisfying P tr =P e When the vehicle enters the driving state, P e is the vehicle's electrical power, P tr is the traction power, I is the output current value of the vehicle, W is the resistance, a is the vehicle acceleration, m is the vehicle mass, v is the vehicle speed, U is the overhead line voltage, is the rotational inertia coefficient.

6. The method according to claim 1, characterized in that According to the cascaded full-section transmission matrix and the output current value of the vehicle, the traction return current value on the rail is calculated, including: The output current value of the vehicle is used as the input current value of the rail; The traction return current value on the rail is calculated based on the cascaded full-section transmission matrix and the input current value of the rail.

7. The method according to claim 6, characterized in that According to the cascaded full-section transmission matrix and the input current value of the rail, the traction return current value on the rail is calculated, including: The traction return flow value on the rail is calculated according to the following formula: Among them, I(x) is the traction return current value on the rail, U(x) is the output voltage of the rail, L is the distance between the vehicle and the suction line, x is the horizontal coordinate of any point between the vehicle and the suction line, N(dz) is the transmission matrix with a rail section length of dz, U is the contact network voltage, and I is the input current value of the rail.

8. A track circuit problem monitoring device based on traction return current data, characterized in that: include: An electrical parameter determination module, for determining electrical parameters from a traction return circuit; The traction return circuit is a transmission circuit that starts from the vehicle wheelset, passes through the rails, the choke transformer and finally draws the line; A transmission matrix cascade module is used to calculate multiple transmission matrices in the rail section of the traction return circuit based on Kirchhoff's law and electrical parameters, and cascade the multiple transmission matrices in the rail section to obtain a cascaded transmission matrix of the entire section; The vehicle output current calculation module is used to obtain the traction power required by the vehicle during driving, and calculate the output current value of the vehicle according to the traction power and the known contact network voltage; The rail traction return current calculation module is used to calculate the traction return current value on the rail according to the cascaded full-section transmission matrix and the output current value of the vehicle; The track circuit fault monitoring module is used to calculate the voltage difference of the rail insulation joint according to the traction return current value on the rail, and monitor the track circuit fault according to the voltage difference.

9. The device according to claim 8, characterized in that The transmission matrix cascade module is specifically used for: Based on Kirchhoff's law and the transmission line equation, the correlation matrix between the output current value and the output voltage value of the vehicle in each rail section and the traction return current value of the rail and the output voltage of the rail is determined, and the correlation matrix is ​​determined as a transmission matrix; The corresponding transfer matrix is ​​calculated based on the electrical parameters of each rail section.

10. The device according to claim 9, characterized in that The transmission matrix cascade module is specifically used for: The corresponding transmission matrix is ​​calculated according to the electrical parameters of each rail section, and the transmission matrix is: Among them, γ is the propagation constant in electrical parameters, Z0 is the transmission impedance in electrical parameters, and N(dz) is the transmission matrix with a rail section length of dz.

11. The device according to claim 8, characterized in that The vehicle's output current calculation module is specifically used for: Calculate the traction power according to the vehicle speed and the vehicle traction; Calculate the output current value of the vehicle based on the known contact network voltage value and traction power.

12. The device according to claim 11, characterized in that The vehicle's output current calculation module is specifically used for: Calculate the vehicle's output current value according to the following formula: In satisfying P tr =P e When the vehicle enters the driving state, P e is the vehicle's electrical power, P tr is the traction power, I is the output current value of the vehicle, W is the resistance, a is the vehicle acceleration, m is the vehicle mass, v is the vehicle speed, U is the overhead line voltage, is the rotational inertia coefficient.

13. The device according to claim 8, characterized in that The rail traction return flow calculation module is specifically used for: The output current value of the vehicle is used as the input current value of the rail; The traction return current value on the rail is calculated based on the cascaded full-section transmission matrix and the input current value of the rail.

14. The device according to claim 13, characterized in that The rail traction return flow calculation module is specifically used for: The traction return flow value on the rail is calculated according to the following formula: Among them, I(x) is the traction return current value on the rail, U(x) is the output voltage of the rail, L is the distance between the vehicle and the suction line, x is the horizontal coordinate of any point between the vehicle and the suction line, N(dz) is the transmission matrix with a rail section length of dz, U is the contact network voltage, and I is the input current value of the rail.

15. A computer device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the method according to any one of claims 1 to 7 is implemented.

16. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

17. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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