Track circuit problem monitoring method and device based on traction return current data

Abstract

This invention discloses a method and device for monitoring track circuit problems based on traction return current data. The method includes: determining electrical parameters from the traction return current circuit; calculating multiple transmission matrices within the rail section of the traction return current circuit based on Kirchhoff's laws and the electrical parameters; cascading these multiple transmission matrices to obtain a cascaded full-section transmission matrix; acquiring the traction power required during vehicle operation; calculating the vehicle's output current value based on the traction power and the known contact wire voltage; calculating the traction return current value on the rail based on the cascaded full-section transmission matrix and the vehicle's output current value; calculating the voltage difference at the rail insulation joint based on the traction return current value on the rail; and monitoring track circuit faults based on the voltage difference. This invention aims to reduce rail failure rates and ensure vehicle operation safety.

Description

Technical Field

[0001] This invention relates to the field of railway signal ground equipment monitoring technology, and in particular to a method and device for monitoring track circuit problems based on traction return flow data. Background Technology

[0002] This section is intended to provide background or context for the embodiments of the invention set forth in the claims. The description herein is not an admission that it is prior art simply because it is included in this section.

[0003] In electrified track sections, traction current flows from the contact wire through the pantograph into the train's motor coils, then leaks through the train wheelsets to the rails, forming the rail traction return current. This rail traction return current travels along the ground wire near the rail substation and eventually returns to the substation. For the rail traction return current, the rail acts as a neutral wire. To ensure normal rail traction return current, the rail must be unobstructed. However, the presence of mechanical insulation joints effectively interrupts the return path. To ensure unobstructed return current, a choke transformer is added on each side of the mechanical insulation joint, connected by a center connector. The choke transformers impede track circuit signals but allow the rail traction return current signal to pass. Due to railway signal fault safety design requirements, to prevent a rail break from creating a circuitous path that could lead to abnormal track circuit activation and potentially train collisions, it is not permitted to install a center connector on the choke transformers in every track circuit section within the railway yard. The situation where a choke transformer is not installed on both sides of the insulation joint is called "one-end blockage". "One-end blockage" can easily lead to poor return current, which in turn increases the voltage difference on both sides of the insulation joint. When the voltage difference on both sides of the insulation joint is too large, it will seriously affect the rail, cause rail failure, and thus affect the normal operation of the vehicle. Summary of the Invention

[0004] This invention provides a method for monitoring track circuit problems based on traction return current data, used to detect the voltage difference across an insulation joint, reduce rail failure rate, and ensure vehicle operation safety. The method includes:

[0005] The 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 and choke transformers in sequence, and ends at the lead wire.

[0006] Based on Kirchhoff's laws, multiple transmission matrices within the rail section of the traction return circuit are calculated according to electrical parameters. These multiple transmission matrices within the rail section are then cascaded to obtain the cascaded full-section transmission matrix.

[0007] Obtain the traction power required for the vehicle to travel, and calculate the vehicle's output current value based on the traction power and the known contact wire voltage;

[0008] Calculate the traction return current value on the rail based on the cascaded full-section transmission matrix and the vehicle's output current value;

[0009] Based on the traction return current value on the rail, the voltage difference of the rail insulation joint is calculated, and the fault monitoring of the track circuit is performed based on the voltage difference.

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

[0011] An electrical parameter determination module is used to determine electrical parameters from the traction return circuit; the traction return circuit is a transmission circuit that starts from the vehicle wheelset, passes through the rails and choke transformers in sequence, and ends at the lead wire.

[0012] The transmission matrix cascading module is used to calculate multiple transmission matrices in the rail section of the traction return circuit based on Kirchhoff's laws and electrical parameters, and to cascade the multiple transmission matrices in the rail section to obtain the cascaded full-section transmission matrix.

[0013] The vehicle's output current calculation module is used to obtain the traction power required during vehicle operation and calculate the vehicle's output current value based on the traction power and the known contact wire voltage.

[0014] The rail traction return current calculation module is used to calculate the traction return current value on the rail based on the cascaded full-section transmission matrix and the vehicle's output current value.

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

[0016] This invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-described method for monitoring track circuit problems based on traction return data.

[0017] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for monitoring track circuit problems based on traction return data.

[0018] This invention also provides a computer program product, which includes a computer program that, when executed by a processor, implements the above-described method for monitoring track circuit problems based on traction return data.

[0019] In this embodiment of the invention, electrical parameters are determined from the traction return circuit. The traction return circuit is a transmission circuit that begins with the vehicle wheelset, passes sequentially through the rails, a choke transformer, and finally the lead wire. Based on Kirchhoff's laws, multiple transmission matrices within the rail section of the traction return circuit are calculated according to the electrical parameters. These multiple transmission matrices are then cascaded to obtain a cascaded full-section transmission matrix. The traction power required during vehicle operation is obtained, and the vehicle's output current value is calculated based on the traction power and the known contact wire voltage. The traction return current value on the rails is calculated based on the cascaded full-section transmission matrix and the vehicle's output current value. The voltage difference at the rail insulation joint is calculated based on the traction return current value on the rails, and fault monitoring of the track circuit is performed based on the voltage difference. In the above process, this embodiment of the invention obtains the traction return current value of the rails and calculates the voltage difference across the insulation joint through the cascaded full-section transmission matrix, thereby achieving the purpose of detecting voltage differences, reducing rail failure rates, and ensuring vehicle driving safety. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings:

[0021] Figure 1 This is a flowchart of the track circuit problem monitoring method based on traction return flow data in an embodiment of the present invention;

[0022] Figure 2 This is a flowchart of obtaining the transmission matrix in an embodiment of the present invention;

[0023] Figure 3 This is a graph showing the variation of traction return flow between the left and right rails in an embodiment of the present invention.

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

[0025] Figure 5 This is a schematic diagram of a track circuit problem monitoring device based on traction return flow data in an embodiment of the present invention. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. Here, the illustrative 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 1This is a flowchart of a track circuit problem monitoring method based on traction return flow data in an embodiment of the present invention. The method includes:

[0028] Step 101: Determine the electrical parameters from the traction return circuit; the traction return circuit is a transmission circuit that starts from the vehicle wheelset, passes through the rails and choke transformers in sequence, and ends at the lead wire.

[0029] Step 102: Based on Kirchhoff's laws, calculate multiple transmission matrices in the rail section of the traction return circuit according to electrical parameters, and cascade the multiple transmission matrices in the rail section to obtain the cascaded full-section transmission matrix.

[0030] Step 103: Obtain the traction power required during vehicle operation, and calculate the vehicle's output current value based on the traction power and the known contact wire voltage;

[0031] Step 104: Calculate the traction return current value on the rail based on the cascaded full-section transmission matrix and the vehicle's output current value;

[0032] Step 105: Calculate the voltage difference of the rail insulation joint based on the traction return current value on the rail, and monitor the track circuit for faults based on the voltage difference.

[0033] Each step is explained in detail below.

[0034] In step 101, 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 and choke transformers in sequence, and ends at the lead wire.

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

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

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

[0038] Step 201: Based on Kirchhoff's laws and the transmission line equation, determine the correlation matrix between the vehicle's output current and output voltage values ​​and the rail's traction return current and output voltage for each rail section, and use the correlation matrix as the transmission matrix.

[0039] Step 202: Calculate the corresponding transmission matrix based on the electrical parameters of each rail section.

[0040] In a specific embodiment, based on Kirchhoff's laws and the transmission line wave equation, the relationship between the locomotive's output voltage U and output current I to the rail, and the rail voltage U(dz) and traction return current I(dz) on the rail can be stated 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 angular frequency of the input signal, and j is an imaginary number.

[0047] To facilitate further solving of the current transmission matrix on the rail, Transforming it into hyperbolic coordinates yields:

[0048]

[0049] Can be written as:

[0050]

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

[0052] The transmission matrix is:

[0053]

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

[0055] In step 103, the traction power required during vehicle operation is obtained, and the output current value of the vehicle is calculated based on the traction power and the known contact wire voltage.

[0056] In one embodiment, the traction power required during vehicle operation is obtained, and the output current value of the vehicle is calculated based on the traction power and the known contact wire voltage, including:

[0057] Calculate the traction power based on the vehicle's speed and traction force;

[0058] Calculate the vehicle's output current based on the known overhead contact line voltage and traction power.

[0059] In a specific embodiment, the vehicle's output current value is calculated based on the vehicle's operating speed, combined with the vehicle's electrical power and the contact network voltage. Based on dynamic detection data, the train's speed when passing can be obtained, and the train's electrical power can be calculated accordingly. Then, the vehicle's output current is obtained by combining this with the contact network voltage.

[0060] In a specific embodiment, the basic resistance W is calculated using the following formula:

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

[0062] When a vehicle is in motion, it needs to be provided with acceleration while overcoming resistance. The formula for calculating traction force 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 based on the traction power and the known overhead contact line voltage, including:

[0067] Calculate the vehicle's output current using the following formula:

[0068]

[0069] In satisfying P tr =P e When the vehicle enters driving mode, P e P is the electric power of the vehicle. tr Where is the traction power, I is the vehicle's output current, W is the resistance, a is the vehicle's acceleration, m is the vehicle's mass, v is the vehicle's velocity, and U is the contact wire 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 vehicle's output current value.

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

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

[0073] Based on the cascaded full-section transmission matrix and the input current value of the rail, calculate the traction return current value on the rail.

[0074] In a specific embodiment, for a rail of length l, its transmission matrix N(l) can be equivalently represented by differentiating it, and then considering all transmission matrices N. i The concatenated full-segment transmission matrix N(l) is represented as:

[0075]

[0076] Where n represents dividing the rail length l into n segments, N i The transmission matrix represents the i-th segment.

[0077] In one embodiment, 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, including:

[0078] Calculate the traction return value on the rail using the following formula:

[0079]

[0080] Where 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 abscissa of any point between the vehicle and the suction line, N(dz) is the transmission matrix of the rail section with a length of dz, U is the contact wire 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 based on the traction return current value on the rail, and the track circuit is monitored for faults based on the voltage difference.

[0082] In a specific embodiment, taking the detection data of a certain actual line as an example, by inputting the corresponding rail electrical parameters and vehicle output current for that section, the changes in traction return current of the left and right rails are calculated when the vehicle passes through three suction lines consecutively. Figure 3 This is a graph showing the variation of traction return flow between the left and right rails in an embodiment of the present invention. Figure 3 Image (a) shows the curve of change in the traction return flow of the left rail. Figure 3 Figure (b) shows the traction return flow variation curve of the right rail. The correlation coefficients between the simulation results and the measured data were calculated. The correlation coefficient for the left rail was 0.984, and the correlation coefficient for the right rail was 0.988, proving that there is a strong correlation between the simulation data and the measured data, which can effectively reflect the transmission process of traction return flow on the rail.

[0083] In specific embodiments, such as Figure 4The diagram shows a choke transformer. Let the left and right rail traction return currents flowing into the input terminal of the choke transformer be I1 and I2 respectively, and the inductance values ​​of the input coil be L1 and L2 respectively. Then the input voltage can be calculated using the following formula:

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

[0085] Let the pressure difference U be between the two sides of the insulating joint. diff =U in -U out When the vehicle wheelset has not entered the next section, that is, before the vehicle has passed the input mechanical insulation joint, the output voltage U OUT The voltage difference U is 0 at this time. diff The maximum value is used as the basis for judging the voltage difference problem of the insulation joint. When U diff At voltages >60V, the insulation joints suffer the most severe burnout. diff At voltages below 20V, there is virtually no effect on the insulating joint. Therefore, when U... diff When the voltage is >20V, an alarm will be triggered in the monitoring system, indicating a possible problem with poor traction return current. diff When the voltage is >40V, the on-site personnel should be notified to measure the return current process near the insulation joint during the current maintenance window, and to identify any points of blockage. diff When the voltage is >60V, the warning will further indicate that the insulation joint may be damaged, and the maintenance process may require mechanical insulation joint replacement.

[0086] This invention also provides a track circuit problem monitoring device based on traction return flow data, as described in the following embodiments. Since the principle by which this device solves the problem is similar to the track circuit problem monitoring method based on traction return flow data, the implementation of this device can refer to the implementation of the track circuit problem monitoring method based on traction return flow data; repeated details will not be elaborated further.

[0087] Figure 5 This is a schematic diagram of a track circuit problem monitoring device based on traction return flow 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 the traction return circuit; the traction return circuit is a transmission circuit that starts from the vehicle wheelset, passes through the rails and the choke transformer in sequence, and ends at the suction line.

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

[0090] The vehicle's output current calculation module 503 is used to obtain the traction power required during vehicle operation and calculate the vehicle's output current value based on 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 based on the cascaded full-section transmission matrix and the vehicle's output current value.

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

[0093] In one embodiment, the transmission matrix cascade module 502 is specifically used for:

[0094] Based on Kirchhoff's laws and the transmission line equation, the correlation matrix between the vehicle's output current and output voltage values ​​and the rail's traction return current and output voltage for each rail section is determined, and the correlation matrix is ​​used as the transmission matrix.

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

[0096] In one embodiment, the transmission matrix cascade module 502 is specifically used for:

[0097] The corresponding transmission matrix is ​​calculated based on the electrical parameters of each rail section. The transmission matrix is ​​as follows:

[0098]

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

[0100] In one embodiment, the vehicle's output current calculation module 503 is specifically used for:

[0101] Calculate the traction power based on the vehicle's speed and traction force;

[0102] Calculate the vehicle's output current based on the known overhead contact line voltage and traction power.

[0103] In one embodiment, the vehicle's output current calculation module 503 is specifically used for:

[0104] Calculate the vehicle's output current using the following formula:

[0105]

[0106] In satisfying P tr =Pe When the vehicle enters driving mode, P e P is the electric power of the vehicle. tr Where is the traction power, I is the vehicle's output current, W is the resistance, a is the vehicle's acceleration, m is the vehicle's mass, v is the vehicle's velocity, and U is the contact wire voltage. is the rotational inertia coefficient.

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

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

[0109] Based on the cascaded full-section transmission matrix and the input current value of the rail, calculate the traction return current value on the rail.

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

[0111] Calculate the traction return value on the rail using the following formula:

[0112]

[0113] Where 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 abscissa of any point between the vehicle and the suction line, N(dz) is the transmission matrix of the rail section with a length of dz, U is the contact wire voltage, and I is the input current value of the rail.

[0114] This invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-described method for monitoring track circuit problems based on traction return data.

[0115] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for monitoring track circuit problems based on traction return data.

[0116] This invention also provides a computer program product, which includes a computer program that, when executed by a processor, implements the above-described method for monitoring track circuit problems based on traction return data.

[0117] In this embodiment of the invention, electrical parameters are determined from the traction return circuit. The traction return circuit is a transmission circuit that begins with the vehicle wheelset, passes sequentially through the rails, a choke transformer, and finally the lead wire. Based on Kirchhoff's laws, multiple transmission matrices within the rail section of the traction return circuit are calculated according to the electrical parameters. These multiple transmission matrices are then cascaded to obtain a cascaded full-section transmission matrix. The traction power required during vehicle operation is obtained, and the vehicle's output current value is calculated based on the traction power and the known contact wire voltage. The traction return current value on the rails is calculated based on the cascaded full-section transmission matrix and the vehicle's output current value. The voltage difference at the rail insulation joint is calculated based on the traction return current value on the rails, and fault monitoring of the track circuit is performed based on the voltage difference. In the above process, this embodiment of the invention obtains the traction return current value of the rails and calculates the voltage difference across the insulation joint through the cascaded full-section transmission matrix, thereby achieving the purpose of detecting voltage differences, reducing rail failure rates, and ensuring vehicle driving safety.

[0118] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied 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] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0120] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0121] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0122] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are 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 within the scope of protection of the present invention.

Claims

1. A method for monitoring track circuit problems based on traction return flow data, characterized in that, include: Determine the electrical parameters from the traction return circuit; The traction return circuit is a transmission circuit that starts from the vehicle wheelset, passes through the rails and choke transformers in sequence, and finally attracts the wire. Based on Kirchhoff's laws, multiple transmission matrices within the rail section of the traction return circuit are calculated according to electrical parameters. These multiple transmission matrices within the rail section are then cascaded to obtain the cascaded full-section transmission matrix. Obtain the traction power required for the vehicle to travel, and calculate the vehicle's output current value based on the traction power and the known contact wire voltage; Calculate the traction return current value on the rail based on the cascaded full-section transmission matrix and the vehicle's output current value; Based on the traction return current value on the rail, calculate the voltage difference of the rail insulation joint, and use the voltage difference to monitor the fault in the track circuit; Based on Kirchhoff's laws, multiple transmission matrices within the rail section of the traction return circuit are calculated according to electrical parameters, including: Based on Kirchhoff's laws and the transmission line equation, the correlation matrix between the vehicle's output current and output voltage values ​​and the rail's traction return current and output voltage for each rail section is determined, and the correlation matrix is ​​used as the transmission matrix. Calculate the corresponding transmission matrix based on the electrical parameters of each rail section; The transmission matrix is ​​calculated based on the electrical parameters of each rail section, including: The transmission matrix is: ； Where γ is the propagation constant in the electrical parameters, and Z0 is the transmission impedance in the electrical parameters. The length of the rail section is The transmission matrix.

2. The method as described in claim 1, characterized in that, Obtain the traction power required for vehicle operation, and calculate the vehicle's output current value based on the traction power and the known overhead contact line voltage, including: Calculate the traction power based on the vehicle's speed and traction force; Calculate the vehicle's output current based on the known overhead contact line voltage and traction power.

3. The method as described in claim 2, characterized in that, Based on the traction power and the known overhead contact line voltage, calculate the vehicle's output current value, including: Calculate the vehicle's output current using the following formula: ； In satisfying When the vehicle enters driving mode, among which, For the vehicle's electrical power, For traction power, I This refers to the vehicle's output current value. W As resistance, a To accelerate the vehicle, m For vehicle quality, v For vehicle speed, U This refers to the contact wire voltage. is the rotational inertia coefficient.

4. The method as described in claim 1, characterized in that, Based on the cascaded full-section transmission matrix and the vehicle's output current value, calculate the traction return current value on the rail, including: The vehicle's output current value is used as the rail's input current value; Based on the cascaded full-section transmission matrix and the input current value of the rail, calculate the traction return current value on the rail.

5. The method as described in claim 4, characterized in that, Based on the cascaded full-section transmission matrix and the input current value of the rails, calculate the traction return current value on the rails, including: Calculate the traction return value on the rail using the following formula: ； in, This is the traction return value on the rail. The output voltage of the rail. L This refers to the distance between the vehicle and the suction line. x Let x be the x-coordinate of any point between the vehicle and the suction line. The length of the rail section is The transmission matrix, U This refers to the contact wire voltage. I This represents the input current value for the rail.

6. A track circuit problem monitoring device based on traction return flow data, characterized in that, include: An electrical parameter determination module is used to determine electrical parameters from the traction return circuit; The traction return circuit is a transmission circuit that starts from the vehicle wheelset, passes through the rails and choke transformers in sequence, and finally attracts the wire. The transmission matrix cascading module is used to calculate multiple transmission matrices in the rail section of the traction return circuit based on Kirchhoff's laws and electrical parameters, and to cascade the multiple transmission matrices in the rail section to obtain the cascaded full-section transmission matrix. The vehicle's output current calculation module is used to obtain the traction power required during vehicle operation and calculate the vehicle's output current value based on the traction power and the known contact wire voltage. The rail traction return current calculation module is used to calculate the traction return current value on the rail based on the cascaded full-section transmission matrix and the vehicle's output current value. The track circuit fault monitoring module is used to calculate the voltage difference of the rail insulation joint based on the traction return current value on the rail, and to monitor the track circuit faults based on the voltage difference. The transmission matrix cascade module is specifically used for: Based on Kirchhoff's laws and the transmission line equation, the correlation matrix between the vehicle's output current and output voltage values ​​and the rail's traction return current and output voltage for each rail section is determined, and the correlation matrix is ​​used as the transmission matrix. Calculate the corresponding transmission matrix based on the electrical parameters of each rail section; The transmission matrix cascade module is specifically used for: The corresponding transmission matrix is ​​calculated based on the electrical parameters of each rail section. The transmission matrix is ​​as follows: ； Where γ is the propagation constant in the electrical parameters, and Z0 is the transmission impedance in the electrical parameters. The length of the rail section is The transmission matrix.

7. The apparatus as claimed in claim 6, characterized in that, The vehicle's output current calculation module is specifically used for: Calculate the traction power based on the vehicle's speed and traction force; Calculate the vehicle's output current based on the known overhead contact line voltage and traction power.

8. The apparatus as claimed in claim 7, characterized in that, The vehicle's output current calculation module is specifically used for: Calculate the vehicle's output current using the following formula: ； In satisfying When the vehicle enters driving mode, among which, For the vehicle's electrical power, For traction power, I This refers to the vehicle's output current value. W As resistance, a To accelerate the vehicle, m For vehicle quality, v For vehicle speed, U This refers to the contact wire voltage. is the rotational inertia coefficient.

9. The apparatus as claimed in claim 6, characterized in that, The rail traction return flow calculation module is specifically used for: The vehicle's output current value is used as the rail's input current value; Based on the cascaded full-section transmission matrix and the input current value of the rail, calculate the traction return current value on the rail.

10. The apparatus as claimed in claim 9, characterized in that, The rail traction return calculation module is specifically used for: Calculate the traction return value on the rail using the following formula: ； in, This is the traction return value on the rail. The output voltage of the rail. L This refers to the distance between the vehicle and the suction line. x Let x be the x-coordinate of any point between the vehicle and the suction line. The length of the rail section is The transmission matrix, U This refers to the contact wire voltage. I This represents the input current value for the rail.

11. 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, it implements the method of any one of claims 1 to 5.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method of any one of claims 1 to 5.

13. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the method of any one of claims 1 to 5.

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