Analysis method for urban rail traction power supply system under sliding operation of locomotive

Abstract

The invention provides a method for analyzing an urban rail traction power supply system under sliding operation of a locomotive, which comprises the following steps of: numbering power supply subareas between traction substations of an urban rail transit flexible direct-current traction power supply system, and setting a number for the power supply subarea between every two adjacent traction substations; acquiring a locomotive arrival information matrix, a power supply sub-interval length matrix and a locomotive speed matrix; a branch admittance matrix is set to be YBranch, an incidence matrix is set to be A, an inverse matrix of A is set to be B, a node admittance matrix Y = A * YBranch * B is calculated by adopting a formula, voltage and current of a traction substation and key nodes of a locomotive are set to form a voltage matrix U and a current matrix I respectively, an equation set U = Y * I is solved, and analysis and calculation of the urban rail traction power supply system in the sliding operation process of the locomotive can be obtained. According to the method, the dynamic sliding running process of the locomotive can be restored, and the data of each key node of the flexible direct-current traction power supply system in the running process of the locomotive can be solved.

Description

Technical Field

[0001] The invention relates to the technical field of power supply analysis, in particular to an analysis method for a flexible direct current traction power supply system of urban rail transit under locomotive sliding operation. Background Art

[0002] Flexible DC traction power supply technology uses modern power electronic devices and intelligent control technology to achieve efficient conversion and transmission of electric energy and reduce energy loss. At present, more and more cities will choose this solution instead of the traditional uncontrolled rectification solution when building subways. The flexible DC traction power supply system of urban rail transit is an external power source for locomotives, and the locomotive is the load of the flexible DC traction power supply system. The two are closely related and are an important part of urban rail transit. During operation, the locomotive can be simulated as a high-power sliding load. Due to the particularity of the sliding load, the network topology changes in real time, which brings certain difficulties to the calculation of the flexible DC traction power supply system. At present, the research on the flexible DC traction power supply system is generally aimed at a fixed power supply topology, which belongs to a static network topology, and there is little research on the solution of this real-time changing dynamic topology. In the research process of the flexible DC traction power supply system, the solution of the sliding load is an urgent problem to be solved. To address this problem, the present invention proposes a simulation calculation method for the sliding operation of locomotives in a flexible DC traction power supply system for urban rail transit. This method not only considers the operating conditions of multiple locomotives running in a section, but also considers the dynamic process of locomotives entering and leaving the section. It can quickly and accurately complete the solution of voltage and current at key nodes of the flexible DC traction power supply system. Summary of the invention

[0003] In view of the shortcomings of the prior art, the purpose of the present invention is to provide a scientific and reasonable analysis method for the flexible DC traction power supply system of urban rail transit for the dynamic driving process of the locomotive. The method is a simulation calculation method for the sliding operation of the locomotive in the flexible DC traction power supply system of urban rail transit, which simulates the sliding process of the locomotive and quickly and accurately completes the analysis and solution of the flexible DC traction power supply system of urban rail transit.

[0004] The analysis method of the urban rail traction power supply system under the locomotive sliding operation includes the following steps: S1. Number the power supply partitions between traction substations of the flexible DC traction power supply system for urban rail transit. A number is set for each power supply partition between two adjacent traction substations. The power supply partitions between the traction substations are numbered 1, 2...N in sequence. S2. Obtain the locomotive arrival information matrix, the power supply substation length matrix and the locomotive speed matrix; during the locomotive driving process, the locomotive sets the arrival information of each traction substation as remote signal 1, and the arrival remote signals of each traction substation constitute the arrival information matrix [Arrived] 1×(N+1) ; Divide each power supply area into several interval sub-segments, and set the maximum number of vehicles in each power supply area as [Num_Max] 1×N , the number of interval sub-segments of each power supply partition is the maximum number of vehicles in each power supply partition plus 1, and the length of the interval sub-segment of each power supply partition constitutes the power supply sub-interval length matrix of the power supply partition; the locomotive speed matrix is ​​obtained by calculating the rotation speed of the locomotive motor in each power supply interval; S3. Let the branch admittance matrix be Y_Branch, the association matrix be A, the inverse matrix of A be B, and the node admittance matrix be calculated by the formula Y=A*Y_Branch*B. Let the voltage and current of each key node of the traction substation and the locomotive form the voltage matrix U and the current matrix I respectively. Solve the equation group U=Y*I to obtain the analysis results of the urban rail traction power supply system under the locomotive sliding operation process; Repeat steps S2 and S3 continuously to obtain the analysis results of the urban rail traction power supply system under the locomotive sliding operation process at different times until the analysis process is completed; The branch admittance matrix is ​​Y_Branch, which is the length of each sub-interval in the supply sub-interval length matrix multiplied by the unit impedance R T After taking the reciprocal, we can form a diagonal matrix: , Among them, [L1,L2,L3,…,L Num_Max +1 ] constitutes the electron donation interval length matrix; The method for obtaining the association matrix A is: The traction station and locomotive in the power supply zone are regarded as nodes, and the total number of nodes is row. Each interval sub-segment is regarded as a branch, and the number of branches is col. The association matrix is ​​expressed as A row×col , select the locomotive travel direction as the positive direction, traverse each branch, set the nodes at both ends of the Sx branch to be Sn1 and Sn2, and branch Sx flows out of node Sn1, then A Sn1×Sx The corresponding position is 1; branch Sx flows into node Sn2, then A Sn2×Sx The corresponding position is -1, and the other branches follow this rule.

[0005] Furthermore, when obtaining the locomotive arrival information matrix, the power supply section length matrix and the locomotive speed matrix, it is necessary to determine whether the number of locomotives in the power supply section at this moment has changed compared with the previous moment; if a locomotive has left, the power supply section length matrix and the locomotive speed matrix at this moment are updated by translation according to the power supply section length matrix and the locomotive speed matrix at the previous moment; if a locomotive has entered or no locomotive has entered or left, the power supply section length matrix is ​​determined according to the number of locomotives, the maximum number of vehicles in the power supply section and the locomotive speed matrix at the previous moment.

[0006] Furthermore, to determine whether the number of locomotives in the power supply section has changed compared to the previous moment, first obtain the locomotive arrival information matrix at this moment, and determine the change in the number of locomotives in the power supply section based on the arrival information matrix of two adjacent traction substations.

[0007] Furthermore, when determining the length matrix of the power supply sub-section according to the number of locomotives, the maximum number of vehicles in the power supply section, and the locomotive speed matrix at the last moment, it is necessary to first obtain the distance traveled by each locomotive at the last moment and the speed and sampling interval of the locomotive in the power supply section at the last moment, and obtain the power supply sub-section length matrix L according to the calculation results of the travel distance, specifically: , The power supply section is P Car t 1 hour of travel, dt is the sampling interval, For the P The distance traveled by the car in one moment, is the locomotive speed matrix P The value of the column is also P The speed of the vehicle; Set a power supply zone t At time 1, there are C vehicles arranged in sequence in the direction of travel; If C is equal to the maximum number of vehicles, the power supply section is divided into C+1 sub-sections, and the length matrix of the power supply sub-sections is L=[L1,L2…,L C-1 ,L C ,L C+1 ], the first column L1 in the matrix is ​​the length of the first sub-interval, which is equal to the interval length minus the values ​​of all other columns in the matrix; the second column L2 is the length of the second sub-interval, which is equal to the distance traveled by the first vehicle minus the distance traveled by the second vehicle; the third column L3 is the length of the third sub-interval, which is equal to the distance traveled by the second vehicle minus the distance traveled by the third vehicle, and so on. The C+1th column L C+1 is the length of the C+1th sub-interval, and the length of the C+1th sub-interval is the distance that the Cth train leaves the station; If C is less than the maximum number of vehicles, the length matrix of the supply sub-interval can be expressed as: L = [L1, L2…, L C-1 ,L C ,L C+1 ,L C+2 ,…,L Num_Max +1 ], where the first column L1 in the matrix is ​​the length of the first sub-interval, which is equal to the interval length minus the values ​​of all other columns in the matrix; the second column L2 is the length of the second sub-interval, which is equal to the distance traveled by the first vehicle minus the distance traveled by the second vehicle; the third column L3 is the length of the third sub-interval, which is equal to the distance traveled by the second vehicle minus the distance traveled by the third vehicle, and so on. The C+1th column L C+1 is the length of the C+1th sub-interval, and the length of the C+1th sub-interval is the distance that the Cth train leaves the station; [L C+2 ,…,L Num_Max +1 ] Each column is a positive number , , indicating that this column in the matrix is ​​free.

[0008] Furthermore, when the power supply section length matrix and the locomotive speed matrix at the previous moment are updated by translation according to the power supply section length matrix and the locomotive speed matrix at the current moment: When a locomotive leaves the power supply section, the value of the first column of the power supply sub-section length matrix is ​​updated to the value of the second column of the original matrix, the second column is updated to the value of the third column of the original matrix, and the values ​​of the remaining columns are similar. The last column is updated to an idle column and a positive number is assigned. , ; When a locomotive leaves the power supply section, the value of the first column of the speed matrix of the power supply section is updated to the value of the second column of the original matrix, the second column is updated to the value of the third column of the original matrix, and the values ​​of the remaining columns are similar. The last column is updated to an idle column and assigned a positive number. , .

[0009] Furthermore, if a locomotive enters or no locomotive enters or leaves, the number of vehicles in the power supply section is first determined, and then the speed matrix of the power supply section is updated by calculating the rotation speed of the locomotive motor.

[0010] The advantages and positive effects of the present invention are: The method of the present invention can restore the dynamic sliding driving process of the locomotive and solve the data of each key node of the flexible DC traction power supply system during the locomotive driving process; the simulation calculation method is scientific and reasonable, and can accurately and quickly complete the analysis of the flexible DC traction power supply system during the dynamic driving process of the locomotive. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The technical solution of the present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. However, it should be noted that these drawings are designed only for the purpose of explanation and are not intended to limit the scope of the present invention. In addition, unless otherwise specified, these drawings are intended only to conceptually illustrate the structural configurations described herein and are not necessarily drawn to scale. Figure 1 A flow chart of a method for analyzing a traction power supply system of an urban rail vehicle under locomotive sliding operation provided by an embodiment of the present invention; Figure 2 A schematic diagram of an urban rail traction power supply system provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0012] In order to make the purpose, technical scheme and advantages of the implementation of the present invention clearer, the technical scheme in the embodiment of the present invention will be described in more detail below in conjunction with the drawings in the embodiment of the present invention. In the drawings, the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The described embodiments are part of the embodiments of the present invention, not all of the embodiments. The embodiments described below with reference to the drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limitations on the present invention. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0013] The embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0014] like Figure 1 As shown in FIG. 1 , the analysis method of the urban rail traction power supply system under the sliding operation of the locomotive includes the following steps: S1. Number the power supply partitions between traction substations of the flexible DC traction power supply system for urban rail transit. A number is set for each power supply partition between two adjacent traction substations. The power supply partitions between the traction substations are numbered 1, 2...N in sequence. S2. Obtain the locomotive arrival information matrix, the power supply substation length matrix and the locomotive speed matrix; during the locomotive driving process, the locomotive sets the arrival information of each traction substation as remote signal 1, and the arrival remote signals of each traction substation constitute the arrival information matrix [Arrived] 1×(N+1) ; Divide each power supply area into several interval sub-segments, and set the maximum number of vehicles in each power supply area as [Num_Max] 1×N , the number of interval sub-segments of each power supply partition is the maximum number of vehicles in each power supply partition plus 1, and the length of the interval sub-segment of each power supply partition constitutes the power supply sub-interval length matrix of the power supply partition; the locomotive speed matrix is ​​obtained by calculating the rotation speed of the locomotive motor in each power supply interval; S3. Let the branch admittance matrix be Y_Branch, the association matrix be A, the inverse matrix of A be B, and the node admittance matrix be calculated by the formula Y=A*Y_Branch*B. Let the voltage and current of each key node of the traction substation and the locomotive form the voltage matrix U and the current matrix I respectively. Solve the equation group U=Y*I to obtain the analysis results of the urban rail traction power supply system under the locomotive sliding operation process; Repeat steps S2 and S3 continuously to obtain the analysis results of the urban rail traction power supply system under the locomotive sliding operation process at different times until the analysis process is completed; The branch admittance matrix is ​​Y_Branch, which is the length of each sub-interval in the supply sub-interval length matrix multiplied by the unit impedance R T After taking the reciprocal, we can form a diagonal matrix: , Among them, [L1,L2,L3,…,L Num_Max +1 ] constitutes the electron donation interval length matrix; The method for obtaining the association matrix A is: The traction station and locomotive in the power supply zone are regarded as nodes, and the total number of nodes is row. Each interval sub-segment is regarded as a branch, and the number of branches is col. The association matrix is ​​expressed as A row×col , select the locomotive travel direction as the positive direction, traverse each branch, set the nodes at both ends of the Sx branch to be Sn1 and Sn2, and branch Sx flows out of node Sn1, then A Sn1×Sx The corresponding position is 1; branch Sx flows into node Sn2, then A Sn2×Sx The corresponding position is -1, and the other branches follow this rule.

[0015] It should be noted that the maximum number of vehicles in the power supply section is determined based on the length of the power supply section and the safe distance between two locomotives, and is a fixed value; In step S1, if Figure 2 As shown, the power supply section refers to the part between two adjacent traction substations. The two adjacent traction substations are connected by a contact network. The contact network is in a disconnected state at the substation. There is no electrical connection between the contact networks of each section, and it can be regarded as an independent power supply section. In step S2, the locomotive arrival information matrix is ​​updated in real time. After the locomotive arrives at the platform, the corresponding position of the arrival information matrix is ​​updated to 1. According to the arrival information matrices of the two adjacent traction substations, the number of vehicles in the power supply section and whether the number of vehicles increases or decreases can be determined. For example, the number of telesignal position changes in the arrival information matrix of the head substation is the number of vehicles entering the section, and the number of telesignal position changes in the arrival information matrix of the terminal substation is the number of vehicles leaving the section. The difference between the two is the number of vehicles in this section; and the vehicle information in this power supply section can also be obtained through the telesignal position change information in the arrival information matrix of the head substation and the telesignal position change information in the arrival information matrix of the terminal substation; the number of interval subsegments is equal to the maximum number of vehicles plus 1.

[0016] When obtaining the locomotive arrival information matrix, the power supply section length matrix and the locomotive speed matrix, it is necessary to determine whether the number of locomotives in the power supply section at this moment has changed compared to the previous moment; if a locomotive has left, the power supply section length matrix and the locomotive speed matrix at this moment are updated by translation according to the power supply section length matrix and the locomotive speed matrix at the previous moment; if a locomotive enters or no locomotive enters or leaves (it should be noted that when a locomotive enters the power supply section, the number of locomotives will not exceed the maximum number of running vehicles in the section), the power supply section length matrix is ​​determined according to the number of locomotives, the maximum number of running vehicles in the power supply section and the locomotive speed matrix at the previous moment.

[0017] In order to determine whether the number of locomotives in the power supply section has changed compared with the previous moment, the locomotive arrival information matrix at this moment is first obtained, and the change in the number of locomotives in the power supply section is determined based on the arrival information matrices of the two adjacent traction substations.

[0018] Specifically, when determining the length matrix of the power supply sub-section according to the number of locomotives, the maximum number of vehicles in the power supply section, and the locomotive speed matrix at the last moment, it is necessary to first obtain the distance traveled by each locomotive at the last moment and the speed and sampling interval of the locomotive in the power supply section at the last moment, and obtain the power supply sub-section length matrix L according to the calculation results of the travel distance, specifically: , The Pth vehicle in the power supply section t 1 hour of travel, dt is the sampling interval, For the P The distance traveled by the car in one moment, is the locomotive speed matrix P The value of the column is also P The speed of the vehicle; Set a power supply zone t At time 1, there are C vehicles arranged in sequence in the direction of travel; If C is equal to the maximum number of vehicles, the length matrix of the sub-intervals L=[L1,L2…,L C-1 ,L C ,L C+1 ], the first column L1 in the matrix is ​​the length of the first sub-interval, which is equal to the interval length minus the values ​​of all other columns in the matrix; the second column L2 is the length of the second sub-interval, which is equal to the distance traveled by the first vehicle minus the distance traveled by the second vehicle; the third column L3 is the length of the third sub-interval, which is equal to the distance traveled by the second vehicle minus the distance traveled by the third vehicle, and so on. The C+1th column L C+1 is the length of the C+1th subinterval, i.e., the distance traveled by the Cth vehicle; If C is less than the maximum number of vehicles, the length matrix of the supply sub-interval can be expressed as: L = [L1, L2…, L C-1 ,L C ,L C+1 ,L C+2 ,…,L Num_Max +1 ], where the first column L1 in the matrix is ​​the length of the first sub-interval, which is equal to the interval length minus the values ​​of all other columns in the matrix; the second column L2 is the length of the second sub-interval, which is equal to the distance traveled by the first vehicle minus the distance traveled by the second vehicle; the third column L3 is the length of the third sub-interval, which is equal to the distance traveled by the second vehicle minus the distance traveled by the third vehicle, and so on. The C+1th column L C+1 is the length of the C+1th subinterval, i.e., the distance traveled by the Cth vehicle; [L C+2 ,…,L Num_Max +1 ] Each column is a positive number , , indicating that this column in the matrix is ​​free.

[0019] When the power supply section length matrix and locomotive speed matrix at the previous moment are updated by translation: When a locomotive leaves this power supply partition (it should be noted that when performing the translation update of the power supply sub-section length matrix, the set time interval can only allow at most one vehicle to leave this power supply partition), the value of the first column of the power supply sub-section length matrix is ​​updated to the value of the second column of the original matrix, the second column is updated to the value of the third column of the original matrix, and the values ​​of the remaining columns are similar. The last column is updated to an idle column and assigned a positive number. , ; When a locomotive leaves this power supply partition (it should be noted that when performing the translation update of the power supply sub-section length matrix, the set time interval can only allow at most one vehicle to leave this power supply partition), the value of the first column of the speed matrix of the power supply partition is updated to the value of the second column of the original matrix, and the second column is updated to the third column of the original matrix. The values ​​of the remaining columns are similar, and the last column is updated to an idle column and assigned a positive number. , .

[0020] If a locomotive enters or no locomotive enters or leaves, the number of vehicles in the power supply section is first determined. Each locomotive is driven by a motor, and the speed matrix of the power supply section is updated by calculating the speed of the locomotive motor.

[0021] As an example, in this embodiment, for example, the maximum number of vehicles in a power supply section is 2, and the length is L0; of course, this example is only a typical case of dynamic sliding of locomotives, but in actual application, it is not limited to having only two vehicles in the section; in the initial state t1, there is a locomotive 1, in the second state t2, the second locomotive 2 enters, and in the third state t3, a locomotive leaves, then: In the electron donation interval length matrix L at time t1: L1(t1)=L0- L2(t1); L2(t1)=TL1(t1- dt)+v1(t1- dt)×dt; L3(t1) = 0.00001; Among them, TL1(t1- dt) is the distance traveled by locomotive 1 at the previous moment, v1(t1- dt) is the speed of locomotive 1 at the previous moment, and L3(t1) is the idle train; At time t1, the speed in the locomotive speed matrix V is V1(t1)=v1(t1), and V2(t1) is a free column; In the second state t2, a locomotive 2 enters and the length matrix and speed matrix of the supply sub-interval are updated: In the electron donation interval length matrix L at time t2: L1(t2)=L0-L2(t2)- L3(t2); L2(t2)=TL1(t2-dt)+v1(t2- dt)×dt- (TL2(t2- dt)+v2(t2- dt)×dt); L3(t2)=TL2(t2- dt)+v2(t2- dt)×dt; Among them, TL1(t2-dt) is the distance traveled by locomotive 1 at the previous moment, v1(t2- dt) is the speed of locomotive 1 at the previous moment, TL2(t2- dt) is the distance traveled by locomotive 2 at the previous moment (if the previous moment is an idle train, the length can be 0.00001), v2(t2- dt) is the speed of locomotive 2 at the previous moment (if the previous moment is an idle train, the speed can be 0.00001); At time t2, the velocities in the velocity matrix V are V1(t)=v1(t), V2(t)=v2(t); In the third state t3, a locomotive drives out and the length matrix and speed matrix of the supply sub-interval are updated by translation: In the electron donation interval length matrix L at time t3: L1(t3)= TL1(t3-dt)+v1(t3- dt)×dt- (TL2(t3- dt)+v2(t3- dt)×dt); L2(t3)= TL2(t3- dt)+v2(t3- dt)×dt; L3(t3)=0.00001; Among them, TL1(t3-dt) is the distance traveled by locomotive 1 at the previous moment, v1(t3- dt) is the speed of locomotive 1 at the previous moment, TL2(t3- dt) is the distance traveled by locomotive 2 at the previous moment, v2(t3- dt) is the speed of locomotive 2 at the previous moment, and L3(t3) is changed to an idle column.

[0022] At time t3, the speed in the speed matrix V is V1(t3)=v2(t3), and V2(t3) is changed to an idle column.

[0023] Finally, it should be pointed out that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them. Although the present invention has been described in detail with reference to the above embodiments, a person skilled in the art should understand that the technical solutions described in the above embodiments can still be modified, or some of the technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An analysis method for urban rail traction power supply system under locomotive sliding operation, characterized in that: The steps include: S1. Number the power supply partitions between traction substations of the flexible DC traction power supply system for urban rail transit. A number is set for each power supply partition between two adjacent traction substations. The power supply partitions between the traction substations are numbered 1, 2...N in sequence. S2. Obtain the locomotive arrival information matrix, the power supply substation length matrix and the locomotive speed matrix; during the locomotive driving process, the locomotive sets the arrival information of each traction substation as remote signal 1, and the arrival remote signals of each traction substation constitute the arrival information matrix [Arrived] 1×(N+1) ; Divide each power supply area into several interval sub-segments, and set the maximum number of vehicles in each power supply area as [Num_Max] 1×N , the number of interval sub-segments of each power supply partition is the maximum number of vehicles in each power supply partition plus 1, and the length of the interval sub-segment of each power supply partition constitutes the power supply sub-interval length matrix of the power supply partition; the locomotive speed matrix is ​​obtained by calculating the rotation speed of the locomotive motor in each power supply interval; S3. Let the branch admittance matrix be Y_Branch, the association matrix be A, the inverse matrix of A be B, and the node admittance matrix be calculated by the formula Y=A*Y_Branch*B. Let the voltage and current of each key node of the traction substation and the locomotive form the voltage matrix U and the current matrix I respectively. Solve the equation group U=Y*I to obtain the analysis results of the urban rail traction power supply system under the locomotive sliding operation process; Repeat steps S2 and S3 continuously to obtain the analysis results of the urban rail traction power supply system under the locomotive sliding operation process at different times until the analysis process is completed; The branch admittance matrix is ​​Y_Branch, which is the length of each sub-interval in the supply sub-interval length matrix multiplied by the unit impedance R T After taking the reciprocal, we can form a diagonal matrix: ， Among them, [L1,L2,L3,…,L Num_Max +1 ] constitutes the electron donation interval length matrix; The method for obtaining the association matrix A is: The traction station and locomotive in the power supply zone are regarded as nodes, and the total number of nodes is row. Each interval sub-segment is regarded as a branch, and the number of branches is col. The association matrix is ​​expressed as A row×col , select the locomotive travel direction as the positive direction, traverse each branch, set the nodes at both ends of the Sx branch to be Sn1 and Sn2, and branch Sx flows out of node Sn1, then A Sn1×Sx The corresponding position is 1; branch Sx flows into node Sn2, then A Sn2×Sx The corresponding position is -1, and the other branches follow this rule.

2. The method for analyzing the urban rail traction power supply system under locomotive sliding operation according to claim 1 is characterized in that: When obtaining the locomotive arrival information matrix, the power supply section length matrix and the locomotive speed matrix, it is necessary to determine whether the number of locomotives in the power supply section at this moment has changed compared to the previous moment; if a locomotive has left, the power supply section length matrix and the locomotive speed matrix at this moment are updated by translation according to the power supply section length matrix and the locomotive speed matrix at the previous moment; if a locomotive has entered or there is neither a locomotive entering nor leaving, the power supply section length matrix is ​​determined according to the number of locomotives, the maximum number of vehicles in the power supply section and the locomotive speed matrix at the previous moment.

3. The method for analyzing the urban rail traction power supply system under locomotive sliding operation according to claim 2 is characterized in that: To determine whether the number of locomotives in the power supply section has changed compared to the previous moment, first obtain the locomotive arrival information matrix at this moment, and determine the change in the number of locomotives in the power supply section based on the arrival information matrix of the two adjacent traction substations.

4. The method for analyzing the urban rail traction power supply system under locomotive sliding operation according to claim 2 is characterized in that: When determining the length matrix of the power supply sub-section according to the number of locomotives, the maximum number of vehicles in the power supply section, and the locomotive speed matrix at the last moment, it is necessary to first obtain the distance traveled by each locomotive at the last moment and the speed and sampling interval of the locomotive in the power supply section at the last moment, and obtain the power supply sub-section length matrix L according to the calculation results of the travel distance, specifically: ， The power supply section is P Car t 1 hour of travel, dt is the sampling interval, For the P The distance traveled by the car in one moment, is the locomotive speed matrix P The value of the column is also P The speed of the vehicle; Set a power supply zone t At time 1, there are C vehicles arranged in sequence in the direction of travel; If C is equal to the maximum number of vehicles, the power supply section is divided into C+1 sub-sections, and the length matrix of the power supply sub-sections is L=[L1,L2…,L C-1 ,L C ,L C+1 ], the first column L1 in the matrix is ​​the length of the first sub-interval, which is equal to the interval length minus the values ​​of all other columns in the matrix; the second column L2 is the length of the second sub-interval, which is equal to the distance traveled by the first vehicle minus the distance traveled by the second vehicle; the third column L3 is the length of the third sub-interval, which is equal to the distance traveled by the second vehicle minus the distance traveled by the third vehicle, and so on. The C+1th column L C+1 is the length of the C+1th sub-interval, and the length of the C+1th sub-interval is the distance that the Cth train leaves the station; If C is less than the maximum number of vehicles, the length matrix of the supply sub-interval is expressed as: L = [L1, L2…, L C-1 ,L C ,L C+1 ,L C+2 ,…,L Num_Max +1 ], where the first column L1 in the matrix is ​​the length of the first sub-interval, which is equal to the interval length minus the values ​​of all other columns in the matrix; the second column L2 is the length of the second sub-interval, which is equal to the distance traveled by the first vehicle minus the distance traveled by the second vehicle; the third column L3 is the length of the third sub-interval, which is equal to the distance traveled by the second vehicle minus the distance traveled by the third vehicle, and so on. The C+1th column L C+1 is the length of the C+1th sub-interval, and the length of the C+1th sub-interval is the distance that the Cth train leaves the station; [L C+2 ,…,L Num_Max +1 ] Each column is a positive number , , indicating that this column in the matrix is ​​free.

5. The method for analyzing the urban rail traction power supply system under locomotive sliding operation according to claim 2 is characterized in that: When the power supply section length matrix and locomotive speed matrix at the previous moment are updated by translation: When a locomotive leaves the power supply section, the value of the first column of the power supply sub-section length matrix is ​​updated to the value of the second column of the original matrix, the second column is updated to the value of the third column of the original matrix, and the values ​​of the remaining columns are similar. The last column is updated to an idle column and assigned a positive number. , ; When a locomotive leaves the power supply section, the value of the first column of the speed matrix of the power supply section is updated to the value of the second column of the original matrix, the second column is updated to the value of the third column of the original matrix, and the values ​​of the remaining columns are similar. The last column is updated to an idle column and assigned a positive number. , .

6. The method for analyzing the urban rail traction power supply system under locomotive sliding operation according to claim 2, characterized in that: If a locomotive enters or no locomotive enters or leaves, the number of vehicles in the power supply section is first determined, and then the speed matrix of the power supply section is updated by calculating the rotation speed of the locomotive motor.

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