Analysis Method of Urban Rail Transit Traction Power Supply System under Locomotive Sliding Operation

Abstract

The present invention provides an analysis method for an urban rail traction power supply system under the sliding operation of a locomotive, including: numbering the power supply sections between traction substations of a flexible DC traction power supply system for urban rail transit, and setting a number for each power supply section between every two adjacent traction substations; obtaining a locomotive arrival information matrix, a power supply sub-section length matrix, and a locomotive speed matrix; setting the branch admittance matrix as Y_Branch, the incidence matrix as A, and the inverse matrix of A as B, and calculating the nodal admittance matrix Y = A * Y_Branch * B using a formula. Assuming that the voltages and currents of each key node of the traction substation and the locomotive respectively form a voltage matrix U and a current matrix I, and solving the system of equations U = Y * I, the analysis and calculation of the urban rail traction power supply system during the sliding operation of the locomotive can be obtained. The present invention can restore the dynamic sliding driving process of the locomotive and can solve the data of each key node of the flexible DC traction power supply system during the locomotive driving process.

Description

Technical Field

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

[0002] The flexible DC traction power supply technology can utilize modern power electronic devices and intelligent control technology to achieve efficient conversion and transmission of electric energy and reduce energy loss. Currently, more and more cities choose this solution to replace the traditional uncontrolled rectification solution when constructing subways. The flexible DC traction power supply system of urban rail transit is the external power source of the locomotive, 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 driving can be simulated as a high-power sliding load. Due to the particularity of the sliding load, the network topology structure changes in real time, which brings certain difficulties to the calculation of the flexible DC traction power supply system. Currently, the research on the flexible DC traction power supply system generally focuses on a fixed power supply topology, which belongs to a static network topology structure, and there is less research on the solution of this kind of dynamically changing 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. In view of this problem, the present invention proposes a simulation calculation method for the locomotive sliding operation of the flexible DC traction power supply system of urban rail transit. This method not only considers the working conditions of multiple locomotives driving in an interval, but also considers the dynamic processes of the locomotive entering and leaving the interval, and can quickly and accurately complete the solution of the key node voltages and currents of the flexible DC traction power supply system. Summary of the Invention

[0003] In view of the deficiencies 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 during the dynamic driving process of the locomotive. This method is a simulation calculation method for the locomotive sliding operation of the flexible DC traction power supply system of urban rail transit, simulating the sliding process of the locomotive driving, and quickly and accurately completing the analysis and solution of the flexible DC traction power supply system of urban rail transit.

[0004] The analysis method for the urban rail transit traction power supply system under the locomotive sliding operation includes the following steps:

[0005] S1. Number the power supply sections between the traction substations of the flexible DC traction power supply system of urban rail transit. Set a number for each power supply section between every two adjacent traction substations, and sequentially set the numbers of the power supply sections between the traction substations as 1, 2... N;

[0006] S2. Obtain the locomotive arrival information matrix, the power supply sub-section length matrix, and the locomotive speed matrix; among them, during the locomotive operation, the arrival information of each traction substation for the locomotive is set as telecontrol signal 1, and the arrival telecontrol signals of each traction substation form the arrival information matrix [Arrived]. 1×(N+1) ; Divide each power supply section into several interval sub-segments, and set the maximum train operation number matrix of each power supply section as [Num_Max]. 1×N , The number of interval sub-segments of each power supply section is the maximum train operation number of each power supply section plus 1, and the length of each interval sub-segment of each power supply section constitutes the power supply sub-section length matrix of this power supply section; the locomotive speed matrix is obtained by calculating the rotation speed of the locomotive motor in each power supply interval.

[0007] S3. Set the branch admittance matrix as Y_Branch, the incidence matrix as A, and the inverse matrix of A as B. Use the formula to calculate the node admittance matrix Y = A * Y_Branch * B. Let the voltages and currents of each key node of the traction substation and the locomotive form the voltage matrix U and the current matrix I respectively, and solve the system of equations U = Y * I to obtain the analysis results of the urban rail traction power supply system during the locomotive sliding operation;

[0008] Continuously repeat steps S2 and S3 to obtain the analysis results of the urban rail traction power supply system during the locomotive sliding operation at different times until the analysis process ends;

[0009] Among them, the branch admittance matrix Y_Branch is a diagonal square matrix formed by multiplying the length of each sub-interval in the power supply sub-section length matrix by the unit impedance R T and then taking the reciprocal:

[0010] ,

[0011] where, [L1, L2, L3, …, L Num_Max +1 constitutes the power supply sub-section length matrix;

[0012] The method for obtaining the incidence matrix A is as follows:

[0013] Both the traction substation and the locomotive in the power supply section are regarded as nodes. Let the total number of nodes be row, and each interval sub-segment is regarded as a branch. Let the number of branches be col, and the incidence matrix is expressed as A row×col , Select the locomotive traveling direction as the positive direction, traverse each branch. Let the two end nodes of the Sx branch be Sn1 and Sn2. If the branch Sx flows out of the node Sn1, then A Sn1×Sx The corresponding position is 1; if the branch Sx flows into the node Sn2, then A Sn2×Sx The corresponding position is -1, and the rest of the branches follow this rule.

[0014] Further, when obtaining the locomotive arrival information matrix, the power supply sub-section length matrix, and the locomotive speed matrix, it is necessary to determine whether the number of locomotives in the power supply section has changed compared to the previous moment; if a locomotive exits, the power supply sub-section length matrix and the locomotive speed matrix at this moment are translated and updated according to the power supply sub-section length matrix and the locomotive speed matrix at the previous moment; if a locomotive enters or neither a locomotive enters nor exits, the power supply sub-section length matrix is determined according to the number of locomotives, the maximum number of trains running in the power supply section, and the locomotive speed matrix at the previous moment.

[0015] Further, 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 judge the change in the number of locomotives in the power supply section according to the arrival information matrices of two adjacent traction substations.

[0016] Further, when determining the power supply sub-section length matrix according to the number of locomotives, the maximum number of trains running in the power supply section, and the locomotive speed matrix at the previous moment, it is necessary to first obtain the distances traveled by each locomotive at the previous moment and the speed and sampling interval of the locomotives in the power supply section at the previous moment, and respectively obtain the power supply sub-section length matrix L according to the calculation results of the traveled distances. Specifically:

[0017] ,

[0018] is the distance traveled by the P th vehicle t at the previous moment in the power supply section, dt is the sampling interval, is the distance traveled by the P th vehicle at the previous moment, is the value in the P th column of the locomotive speed matrix, and is also the speed of the P th vehicle;

[0019] Suppose there are C trains running in sequence in the driving direction in a certain power supply section t at the previous moment;

[0020] If C is equal to the maximum number of trains running, then this power supply section is divided into C + 1 sub-sections, and the power supply sub-section length matrix 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-section, 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-section, which is equal to the distance traveled by the first train minus the distance traveled by the second train; the third column L3 is the length of the third sub-section, which is equal to the distance traveled by the second train minus the distance traveled by the third train, and so on. The (C + 1)th column LC+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;

[0021] 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.

[0022] 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:

[0023] 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. , ;

[0024] 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. , .

[0025] 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.

[0026] The advantages and positive effects of the present invention are:

[0027] 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. Description of the Drawings

[0028] The technical solution of the present invention will be further described in detail below in conjunction with the drawings and embodiments. However, it should be noted that these drawings are only designed for the purpose of explanation and therefore do not limit the scope of the present invention. In addition, unless otherwise specified, these drawings are only intended to conceptually illustrate the structural configurations described herein and are not necessarily drawn to scale.

[0029] Figure 1 It is a schematic flow chart of the analysis method of the urban rail transit traction power supply system under the sliding operation of the locomotive provided by the embodiment of the present invention.

[0030] Figure 2 It is a schematic diagram of the urban rail transit traction power supply system provided by the embodiment of the present invention. Detailed Embodiments

[0031] To make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be described in more detail below with reference to the drawings in the embodiments of the present invention. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all, of the embodiments of the present invention. The embodiments described below by referring to the drawings are exemplary and are intended to explain the present invention and should not be construed as limiting the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0032] The embodiments of the present invention will be described in detail below with reference to the drawings.

[0033] As Figure 1 shown, the analysis method of the urban rail transit traction power supply system under the sliding operation of the locomotive includes the following steps:

[0034] S1. Number the power supply zones between the traction substations of the flexible DC traction power supply system for urban rail transit. Set a number for each power supply zone between every two adjacent traction substations, and sequentially set the numbers of the power supply zones between the traction substations as 1, 2... N.

[0035] S2. Obtain the locomotive arrival information matrix, the power supply sub - interval length matrix, and the locomotive speed matrix; where, during the locomotive operation, the arrival information of each traction substation for the locomotive is set as telecontrol signal 1, and the arrival telecontrol signals of each traction substation form the arrival information matrix [Arrived]. 1×(N+1) ; Divide each power supply section into several interval sub - segments, and set the maximum train operation number matrix of each power supply section as [Num_Max]. 1×N , The number of interval sub - segments of each power supply section is the maximum train operation number of each power supply section plus 1, and the length of each interval sub - segment of each power supply section constitutes the power supply sub - interval length matrix of this power supply section; the locomotive speed matrix is obtained by calculating the rotation speed of the locomotive motor within each power supply interval.

[0036] S3. Set the branch admittance matrix as Y_Branch, the incidence matrix as A, and the inverse matrix of A as B. Use the formula to calculate the nodal admittance matrix Y = A * Y_Branch * B. Set the voltage and current of each key node between the traction substation and the locomotive to form the voltage matrix U and the current matrix I respectively, and solve the equation set U = Y * I to obtain the analysis results of the urban rail traction power supply system during the locomotive sliding operation process;

[0037] Continuously repeat steps S2 and S3 to obtain the analysis results of the urban rail traction power supply system during the locomotive sliding operation process at different times until the analysis process ends;

[0038] Among them, the branch admittance matrix Y_Branch is a diagonal square matrix formed by multiplying the length of each sub - interval in the power supply sub - interval length matrix by the unit impedance R T and then taking the reciprocal:

[0039] ,

[0040] where, [L1, L2, L3, …, L Num_Max +1 constitutes the power supply sub - interval length matrix;

[0041] The method for obtaining the incidence matrix A is as follows:

[0042] In the power supply section, the traction substation and the locomotive are regarded as nodes, and the total number of nodes is set as row. Each interval sub - segment is regarded as a branch, and the number of branches is set as col. The incidence matrix is expressed as A row×col , Select the locomotive traveling direction as the positive direction, traverse each branch. Let the two - end nodes of the Sx branch be Sn1 and Sn2. If the branch Sx flows out of the node Sn1, then the corresponding position of A Sn1×Sx is 1; if the branch Sx flows into the node Sn2, then the corresponding position of A Sn2×Sx is - 1, and the rest of the branches follow this rule.

[0043] It should be noted that the maximum number of trains running in a power supply section is determined based on the length of the power supply interval and the safe distance between two locomotives, and it is a fixed value;

[0044] In step S1, as Figure 2 shown, the power supply section refers to the part between two adjacent traction substations. The two adjacent traction substations are connected by an overhead catenary. The overhead catenary is in a disconnected state at the substation, and there is no electrical connection between the overhead catenaries of each interval, which can be regarded as an independent power supply interval;

[0045] In step S2, the locomotive arrival information matrix is updated in real time. After the locomotive arrives at the platform, the corresponding position in the arrival information matrix is updated to 1. According to the arrival information matrices of two adjacent traction substations, the number of vehicles in the power supply section and whether the number of vehicles increases or decreases can be judged. For example, the number of times of remote signal change in the arrival information matrix of the head-end substation is the number of vehicles entering the interval, and the number of times of remote signal change in the arrival information matrix of the tail-end substation is the number of vehicles leaving the interval. The subtraction of the two is the number of vehicles in this interval; moreover, the vehicle information within this power supply section can also be obtained through the remote signal change information in the arrival information matrix of the head-end substation and the remote signal change information in the arrival information matrix of the tail-end substation; the number of interval sub-segments is equal to the maximum number of trains running plus 1.

[0046] When obtaining the locomotive arrival information matrix, the power supply sub-interval length matrix, and the locomotive speed matrix, it is necessary to judge whether the number of locomotives in the power supply interval changes compared with the previous moment; if a locomotive leaves, the power supply sub-interval length matrix and the locomotive speed matrix at this moment are translated and updated according to the power supply sub-interval length matrix and the locomotive speed matrix at the previous moment; if a locomotive enters or neither a locomotive enters nor a locomotive leaves (it should be noted that when a locomotive enters this power supply section, the number of locomotives will not exceed the maximum number of trains running in this section), the power supply sub-interval length matrix is determined according to the number of locomotives, the maximum number of trains running in the power supply section, and the locomotive speed matrix at the previous moment.

[0047] When judging whether the number of locomotives in the power supply interval changes compared with the previous moment, first obtain the locomotive arrival information matrix at this moment, and judge the change in the number of locomotives in the power supply section according to the arrival information matrices of two adjacent traction substations.

[0048] Specifically, when determining the power supply sub-interval length matrix according to the number of locomotives, the maximum number of trains running in the power supply section, and the locomotive speed matrix at the previous moment, it is necessary to first obtain the distances traveled by each locomotive at the previous moment and the speeds and sampling intervals of the locomotives in the power supply interval at the previous moment, and respectively obtain the power supply sub-interval length matrix L according to the calculation results of the traveled distances. Specifically:

[0049] ,

[0050] For the P-th vehicle in the power supply section t The distance traveled at time 1, dt is the sampling interval, For the P distance traveled by the previous vehicle at the previous moment, For the value in the C-th column of the locomotive speed matrix, which is also the speed of the P C-th vehicle; P

[0051] Suppose there are C trains arranged in sequence in the driving direction at time 1 in a certain power supply section t ;

[0052] If C is equal to the maximum number of trains, the power supply sub-section length matrix L = [L1, L2…, L C-1 , L C , L C+1 , where the first column L1 in the matrix is the length of the first sub-section, 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-section, which is equal to the distance traveled by the first train minus the distance traveled by the second train; the third column L3 is the length of the third sub-section, which is equal to the distance traveled by the second train minus the distance traveled by the third train, and so on. The (C + 1)-th column L C+1 is the length of the (C + 1)-th sub-section, that is, the distance traveled by the C-th train;

[0053] If C is less than the maximum number of trains, the power supply sub-section length matrix 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-section, 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-section, which is equal to the distance traveled by the first train minus the distance traveled by the second train; the third column L3 is the length of the third sub-section, which is equal to the distance traveled by the second train minus the distance traveled by the third train, and so on. The (C + 1)-th column L C+1 is the length of the (C + 1)-th sub-section, that is, the distance traveled by the C-th train; [L C+2 , …, L Num_Max +1 are all positive numbers , , indicating that this column in the matrix is idle.

[0054] When updating the power supply sub-section length matrix and the locomotive speed matrix at this moment according to the power supply sub-section length matrix and the locomotive speed matrix at the previous moment:

[0055] ​When a locomotive exits this power supply section (it should be noted that when performing the translation and update of the power supply sub-section length matrix, the set time interval only allows at most one vehicle to exit this power supply section), the value in the first column of the power supply sub-section length matrix is updated to the value in the second column of the original matrix, the second column is updated to the value in the third column of the original matrix, and so on for the values in the remaining columns. The last column is updated to an idle column and assigned a positive number. , ;

[0056] When a locomotive exits this power supply section (it should be noted that when performing the translation and update of the power supply sub-section length matrix, the set time interval only allows at most one vehicle to exit this power supply section), the value in the first column of the speed matrix of the power supply section is updated to the value in the second column of the original matrix, the second column is updated to the value in the third column of the original matrix, and so on for the values in the remaining columns. The last column is updated to an idle column and assigned a positive number. , .

[0057] If a locomotive enters or there is neither a locomotive entering nor a locomotive exiting, first determine the number of vehicles in this power supply section. Since each locomotive is driven by an electric motor, the speed matrix of the power supply section is updated by calculating the rotational speed of the locomotive electric motor.

[0058] As an example, in this embodiment, for instance: The maximum number of vehicles in a certain power supply section is 2, and the length is L0; of course, this example is only a typical case of locomotive dynamic coasting, but in actual application, it is not limited to only two vehicles in the section; at the initial state t1, there is one locomotive 1, at the second state t2, the second locomotive 2 enters, and at the third state t3, one locomotive exits, then:

[0059] At time t1 in the power supply sub-section length matrix L:

[0060] L1(t1) = L0 - L2(t1);

[0061] L2(t1) = TL1(t1 - dt) + v1(t1 - dt) × dt;

[0062] L3(t1) = 0.00001;

[0063] 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 column;

[0064] At time t1 in the locomotive speed matrix V, the speed is V1(t1) = v1(t1), and V2(t1) is the idle column;

[0065] At the second state t2, a locomotive 2 enters, and the power supply sub-section length matrix and the speed matrix are updated:

[0066] At time t2 in the electron supply interval length matrix L:

[0067] L1(t2) = L0 - L2(t2) - L3(t2);

[0068] L2(t2) = TL1(t2 - dt) + v1(t2 - dt)×dt - (TL2(t2 - dt) + v2(t2 - dt)×dt);

[0069] L3(t2) = TL2(t2 - dt) + v2(t2 - dt)×dt;

[0070] Where 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 column, the length can be 0.00001), and v2(t2 - dt) is the speed of locomotive 2 at the previous moment (if the previous moment is an idle column, the speed can be 0.00001);

[0071] At time t2 in the speed matrix V, the speeds are V1(t) = v1(t) and V2(t) = v2(t);

[0072] In the third state t3, a locomotive departs, and the electron supply interval length matrix and the speed matrix are translated and updated:

[0073] At time t3 in the electron supply interval length matrix L:

[0074] L1(t3) = TL1(t3 - dt) + v1(t3 - dt)×dt - (TL2(t3 - dt) + v2(t3 - dt)×dt);

[0075] L2(t3) = TL2(t3 - dt) + v2(t3 - dt)×dt;

[0076] L3(t3) = 0.00001;

[0077] Where 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.

[0078] At time t3 in the speed matrix V, the speeds are V1(t3) = v2(t3), and V2(t3) is modified to an idle column.

[0079] 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 it. Although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. Analysis method for urban rail traction power supply system under locomotive sliding operation, characterized in that It includes the following steps: S1. Number the power supply zones between traction substations of the flexible DC traction power supply system for urban rail transit. Set a number for each power supply zone between every two adjacent traction substations. The power supply zones between traction substations are sequentially numbered as 1, 2…N; S2. Obtain the locomotive arrival information matrix, the power supply sub - interval length matrix, and the locomotive speed matrix. Among them, during the locomotive operation, the arrival information of each traction substation for the locomotive is set as telecontrol signal 1, and the arrival telecontrol signals of each traction substation form the arrival information matrix [Arrived]. 1×(N+1) Divide each power supply section into several interval sub - segments, and set the maximum train operation number matrix of each power supply section as [Num_Max]. 1×N The number of interval sub - segments of each power supply section is the maximum train operation number of each power supply section plus 1, and the length of each interval sub - segment of each power supply section constitutes the power supply sub - interval length matrix of this power supply section. 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 incidence matrix be A, and the transpose matrix of A be B. Calculate the node admittance matrix Y = A * Y_Branch * B using the formula. Let the voltages and currents 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 set I = Y * U to obtain the analysis results of the urban rail traction power supply system during the sliding operation of the locomotive; Continuously repeat steps S2 and S3 to obtain the analysis results of the urban rail traction power supply system during the sliding operation of the locomotive at different times until the analysis process ends; Among them, the branch admittance matrix is Y_Branch, which is a diagonal square matrix formed by multiplying the length of each sub-interval in the power supply sub-interval length matrix by the unit impedance, taking the reciprocal, and then combining them: R T ​ ， Among them, [L1, L2, L3, …, L Num_Max +1 constitutes a matrix of lengths of electron-donating intervals; The method for obtaining the incidence matrix A is as follows: In the power supply section, traction substations and locomotives are regarded as nodes. Let the total number of nodes be row, and each interval sub-section is regarded as a branch. Let the number of branches be col. The incidence matrix is denoted as A row×col , with the locomotive's traveling direction selected as the positive direction, traverse each branch. Let the two end nodes of the Sx branch be Sn1 and Sn2. If the branch Sx flows out of the node Sn1, then Sn1×Sx the corresponding position in A is 1; if the branch Sx flows into the node Sn2, then Sn2×Sx the corresponding position is -1, and the rest of the branches follow this rule; When obtaining the locomotive arrival information matrix, the power supply sub-interval length matrix, and the locomotive speed matrix, it is necessary to judge whether the number of locomotives in the power supply interval changes compared with the previous moment; if a locomotive exits, then update the power supply sub-interval length matrix and the locomotive speed matrix at this moment by translation according to the power supply sub-interval length matrix and the locomotive speed matrix of the previous moment; if a locomotive enters or neither a locomotive enters nor exits, then determine the power supply sub-interval length matrix according to the number of locomotives, the maximum number of trains in the power supply zone, and the locomotive speed matrix of the previous moment; When determining the power supply sub-interval length matrix according to the number of locomotives, the maximum number of trains in the power supply zone, and the locomotive speed matrix of the previous moment, it is necessary to first obtain the distances traveled by each locomotive at the previous moment and the speeds and sampling intervals of the locomotives in the power supply interval at the previous moment, and respectively obtain the power supply sub-interval length matrix L according to the calculation results of the traveled distances. Specifically: ， The distance traveled by the P vehicle t at time 1, dt is the sampling interval, and the distance traveled by the P previous vehicle at the previous moment, is the value in the P th column of the locomotive speed matrix, which is also the P speed of the vehicle; Suppose a certain power supply area t At time 1, there are C vehicles arranged in sequence in the driving direction; If C is equal to the maximum number of trains in operation, then this power supply section is divided into C + 1 sub - sections. The power supply sub - section length matrix L = [L1, L2…, L C-1 , L C , L C+1 . In the matrix, the first column L1 is the length of the first sub - section, which is equal to the section length minus the values of all other columns in the matrix; the second column L2 is the length of the second sub - section, which is equal to the distance traveled by the first train minus the distance traveled by the second train; the third column L3 is the length of the third sub - section, which is equal to the distance traveled by the second train minus the distance traveled by the third train, and so on. The (C + 1) - th column L C+1 is the length of the (C + 1) - th sub - section, and the length of the (C + 1) - th sub - section is the distance that the C - th train travels out of the station; If C is less than the maximum number of trains in operation, the power supply sub - interval length matrix 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 train minus the distance traveled by the second train; the third column L3 is the length of the third sub - interval, which is equal to the distance traveled by the second train minus the distance traveled by the third train, and so on. The (C + 1) - th column L C+1 is the length of the (C + 1) - th sub - interval, and the length of the (C + 1) - th sub - interval is the distance that the C - th train travels out of the station; each column in [L C+2 , …, L Num_Max +1 is a positive number , , indicating that this column in the matrix is idle; When updating the power supply sub-interval length matrix and the locomotive speed matrix at this moment by translation according to the power supply sub-interval length matrix and the locomotive speed matrix of the previous moment: When a locomotive exits this power supply subzone, the value in the first column of the power supply subzone length matrix is updated to the value in the second column of the original matrix, the second column is updated to the value in the third column of the original matrix, and the values in the remaining columns are updated in the same way. The value in the last column is updated to an idle column and assigned a positive number. , ; When a locomotive exits this power supply section, the values in the first column of the speed matrix of the power supply section are updated to the values in the second column of the original matrix, the second column is updated to the values in the third column of the original matrix, and so on for the values in the remaining columns. The values in the last column are updated to an idle column and assigned a positive number , .

2. The analysis method of the urban rail traction power supply system under the sliding operation of a locomotive according to claim 1, wherein Judge whether the number of locomotives in the power supply interval changes compared with the previous moment. First, obtain the locomotive arrival information matrix at this moment, and judge the change in the number of locomotives in the power supply zone according to the arrival information matrices of two adjacent traction substations.

3. The method for analyzing the urban rail traction power supply system under the sliding operation of a locomotive according to claim 1, characterized in that If a locomotive enters or neither a locomotive enters nor exits, first determine the number of vehicles in this power supply zone, and then update the speed matrix of the power supply zone by calculating the rotation speed of the locomotive motor.

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