Vehicle operation simulation platform of urban rail transit full-automatic operation system

Abstract

The invention discloses a vehicle operation simulation platform of an urban rail transit full-automatic operation system, and belongs to the technical field of urban rail transit, and the platform comprises a train electromechanical simulation subsystem which is used for carrying out the simulation analysis of the electric energy consumption and electric energy regeneration process in the train operation, and obtaining a train electromechanical model; the train motion state simulation subsystem is used for carrying out stress simulation analysis on the train operation process and constructing a train motion state model; the train traction simulation subsystem is used for carrying out simulation analysis on a transmission structure of a traction motor and constructing a train traction power model; and the train traction power supply simulation subsystem is used for enabling the train to be equivalent to a controlled current source in a traction power supply network and carrying out traction power supply simulation to obtain impedance, voltage, current and power corresponding to the running position of the train. According to the invention, the problem of insufficient accuracy of vehicle operation simulation is solved.

Description

Technical Field

[0001] The present invention belongs to the technical field of urban rail transit, and particularly relates to a vehicle operation simulation platform for a fully automatic operation system of urban rail transit. Background Technique

[0002] Urban rail transit features large capacity and high efficiency. Compared with traditional road traffic, there is no congestion problem, and it can provide fast and convenient transportation services for passengers. The fully automatic operation (FAO) system of urban rail transit is an urban rail transit automation operation system with a relatively high level of automation. The FAO system realizes the automation of the entire process of train operation according to the operation plan and, when necessary, according to the remote instructions of the control center. In the FAO system, the linkage between various system devices is not manually started, operated, or processed according to personal judgment, but is automatically carried out by the system according to the description of the scenario file, resulting in a significant increase in the coupling degree between various system devices.

[0003] There are many factors affecting energy conservation and emission reduction in urban rail transit. From the perspective of infrastructure, factors such as lines, vehicles, and traction power supply systems will affect the overall operation energy consumption of the urban rail transit system; from the perspective of train operation, the operation strategy and planning of trains have a greater impact on the energy consumption during train operation. For the lines in operation, it is costly to transform the infrastructure to reduce energy consumption. In contrast, optimizing the operation strategy of train operation is less costly, flexible, and effective. However, the actual operation process of rail trains is a non-linear dynamic system, which is difficult to directly and accurately abstract and represent, and it is also difficult to accurately analyze the energy change situation during its operation process. Conventional simulation analysis of trains on the track itself is difficult to meet the accuracy requirements for comprehensive energy-saving operation analysis of urban rail transit. Summary of the Invention

[0004] In view of the above deficiencies in the prior art, the vehicle operation simulation platform for a fully automatic operation system of urban rail transit provided by the present invention solves the problem of insufficient accuracy in vehicle operation simulation.

[0005] In order to achieve the above invention objective, the technical solution adopted by the present invention is as follows:

[0006] A vehicle operation simulation platform for a fully automatic operation system of urban rail transit provided by the present invention includes:

[0007] A train electromechanical simulation subsystem for simulating and analyzing the electric energy consumption and electric energy regeneration processes during train operation to obtain a train electromechanical model;

[0008] The train motion state simulation subsystem is used to perform force simulation analysis on the train operation process and construct a train motion state model;

[0009] The train traction simulation subsystem is used to perform simulation analysis on the transmission structure of the traction motor based on the train electromechanical model and construct a train traction power model;

[0010] The train traction power supply simulation subsystem is used to, based on the train motion state model, the train traction power model and the node voltage iteration model, equivalent the train to a controlled current source in the traction power supply network and perform traction power supply simulation to obtain the corresponding impedance, voltage, current and power at the train operation position.

[0011] The beneficial effects of the present invention are as follows: A vehicle operation simulation platform for an urban rail transit fully automatic operation system provided by the present invention realizes the collaborative simulation of the electrical energy characteristics, dynamic behaviors, transmission systems and power supply networks during the train operation process by constructing a multi-dimensional train simulation subsystem, significantly improving the accuracy and efficiency of train system design and analysis; The train electromechanical simulation subsystem provided by the present invention constructs a high-fidelity train electromechanical model by real-time simulating the electrical energy consumption and regeneration processes during the train operation. This model can accurately quantify the energy flow law of the train under different working conditions, providing data support for the optimal design of the braking energy recovery system; The train motion state simulation subsystem provided by the present invention fully considers the power and torque conditions during the train's forward movement and braking, and constructs a multi-factor coupled train motion state model through force analysis and dynamic modeling, which can provide a scientific basis for accurately analyzing the dynamic parameters such as the acceleration, speed and operation position of the train, as well as formulating the train operation control strategy; The train traction simulation subsystem provided by the present invention performs corresponding simulation on the transmission structure of the traction motor based on the electromechanical model, and can obtain the traction power required by the train in real time for the change in the traction force magnitude, providing a basis for accurately controlling the electrical energy supplied to the train; The train traction power supply simulation subsystem provided by the present invention realizes the dynamic coupling simulation of the power supply system and the train operation process by integrating the train motion state model, the traction power model and the node voltage iteration model, and can calculate the impedance, voltage, current and power at the train operation position in real time to reveal the power quality problems such as voltage fluctuations and harmonic pollution in the power supply network; The present invention realizes the collaborative optimization of the train system and the power supply network through the deep integration of multi-dimensional simulation technologies, providing accurate simulation data for accurately controlling the overall operation energy consumption of the urban rail transit system.

[0012] Further, the rail train simulation subsystem includes:

[0013] The traction power supply simulation module is used to simulate the supply of electrical energy from the traction power supply network to the train via the pantograph of the train, or / receive the regenerated DC electrical energy through the pantograph of the train to form a model of the part from the power supply network to the pantograph;

[0014] The traction inverter simulation module is used to simulate the inversion process of part of the electrical energy received through the pantograph to obtain traction drive electrical energy, or / perform the inversion process on the braking electrical energy to obtain the regenerated DC electrical energy, so as to form a model of the part from the pantograph to the inverter;

[0015] The train traction drive simulation module is used to simulate the use of traction drive electrical energy to drive the traction motor to drive the train to move forward, or / convert the kinetic energy of the train braking into braking electrical energy and back to the traction inverter simulation module to form a model of the part from the inverter to the traction motor;

[0016] The converter simulation module is used to simulate the rectification of another part of the electrical energy received through the pantograph into on-vehicle load electrical energy to form a model of the part from the pantograph to the rectifier;

[0017] The on-vehicle power consumption simulation module is used to supply power to the on-vehicle electrical devices of the train using the on-vehicle load electrical energy to form a model of the part from the rectifier to the on-vehicle electrical devices;

[0018] The simulation model connection module is used to connect the model of the part from the power supply network to the pantograph, the model of the part from the pantograph to the inverter, the model of the part from the inverter to the traction motor, the model of the part from the pantograph to the rectifier, and the model of the part from the rectifier to the on-vehicle electrical devices to obtain the train electromechanical model.

[0019] The beneficial effects of adopting the above further solution are as follows: The present invention realizes the full-link dynamic simulation of the power energy flow from the power supply network to the on-vehicle load, can accurately reflect the spatio-temporal distribution characteristics of parameters such as voltage, current, and power, and provides data support for system energy efficiency optimization.

[0020] Further, the train motion state simulation subsystem includes:

[0021] The train traction force simulation module is used to simulate and analyze the traction force received during the train operation by simulating the traction characteristic curve of the train to obtain the traction force received during the train operation;

[0022] The train braking force simulation module is used to simulate and analyze the braking force received during the train braking by simulating the braking characteristic curve of the train to obtain the braking force received during the train operation;

[0023] The train resistance simulation module is used to simulate and analyze the frictional resistance and line resistance at the train wheels to obtain the resistance received during the train operation;

[0024] A train force analysis module, which is used to analyze the movement force balance relationship of the train according to the traction force, braking force and resistance received during the train operation, and obtain a train movement force balance model;

[0025] A train dynamics analysis module, which is used to construct a train motion state model according to the train motion force balance model.

[0026] The beneficial effects of adopting the above further solution are as follows: The train motion state simulation subsystem provided by the present invention realizes high-precision simulation of train dynamics characteristics through modular design, significantly improving the system analysis and design efficiency: The train traction force simulation module and the braking force simulation module are modeled based on characteristic curves, and can accurately quantify the traction and braking performance under different working conditions, providing data support for optimizing the train operation control strategy; The train resistance simulation module accurately depicts the train operation energy consumption characteristics through the coupled analysis of friction resistance and line resistance; The train force analysis module integrates traction, braking and resistance data to construct a dynamic force balance model, laying a foundation for train dynamics modeling; Finally, the train dynamics analysis module outputs a high-fidelity motion state model based on the force balance model, which can provide a basis for calculating key parameters such as train acceleration, speed, and running position, and can also assist in evaluating the operation safety and energy efficiency level.

[0027] Furthermore, the calculation expression of the train motion state model is as follows:

[0028] ,

[0029] ,

[0030] ,

[0031]

[0032] Among them, represents the resultant force received by the train in the traction state, represents the traction force received by the train during operation, represents the braking force received by the train during operation, represents the resultant force received by the train in the state of traveling at a fixed speed, represents the resistance received by the train during operation, represents the resultant force received by the train in the inertial sliding state, represents the resultant force received by the train in the braking state.

[0033] The beneficial effects of adopting the above further solution are as follows: The calculation method of the train motion state model provided by the present invention can provide a basis for accurately and quickly calculating key parameters such as train acceleration, speed, and running position by combining the train motion state model with the train force analysis situation.

[0034] Furthermore, the calculation expression of the train traction power model is as follows:

[0035] ,

[0036] wherein, represents the traction power of the train, represents the radius of the train wheel, represents the braking torque under the traction state of the train, represents the angular velocity of the traction motor, represents the torque efficiency from the gearbox to the axle, represents the torque efficiency between the traction motor and the gearbox, represents the electric drive conversion efficiency, represents the transmission ratio of the gearbox.

[0037] The beneficial effect of adopting the above further scheme is that the present invention provides a calculation method for the train traction power model. According to the transmission structure of the traction motor, a calculation method for the required traction power during train operation is provided, and the calculated traction power is accurate, which can provide a basis for accurately controlling the train operation energy consumption.

[0038] Furthermore, the train traction power supply simulation subsystem includes:

[0039] A train operation line impedance simulation module, which is used to calculate the running position of the train based on the train's motion state model and the simulation step length, and simulate the corresponding impedance at the train's running position according to the distance between the train's running position and the traction step-down substation;

[0040] A traction power supply network node voltage simulation module, which is used to take the train as a controlled current source and perform circuit equivalent simulation on the traction power supply network based on the Jacobi algorithm to obtain a node voltage equivalent model;

[0041] A train traction power supply simulation module, which is used to calculate the running position of the train based on the train's motion state model and the simulation step length, and simulate the corresponding power, voltage and current at the train's running position according to the train's running position, the train traction power model and the node voltage equivalent model.

[0042] The beneficial effects of adopting the above further solution are as follows: The train traction power supply simulation subsystem provided by the present invention combines the train operation line impedance simulation module with the train motion state and position information to dynamically calculate the impedance parameters at the operation position, providing basic data for the analysis of the power supply network; the traction power supply network node voltage simulation module uses a controlled current source and the Jacobi algorithm to construct a high-precision node voltage equivalent model, accurately reflecting the electrical characteristics of the power supply network; the train traction power supply simulation module is based on the train operation position, traction power model and node voltage equivalent model, and real-time simulates and calculates key parameters such as power, voltage and current, realizing the collaborative analysis of the power supply system and the train operation state. The present invention supports fast simulation under multiple working conditions, can efficiently evaluate the power supply performance under different line conditions, and can provide a reliable basis for the optimal design of the traction power supply network, the formulation of train operation strategies and fault diagnosis.

[0043] Further, the calculation expression of the node voltage equivalent model is as follows:

[0044] , ,

[0045]

[0046] Wherein, represents the node voltage column vector at the (k + 1)-th iteration in the equivalent circuit of the traction power supply network, represents the inverse matrix of the diagonal matrix divided from the node admittance matrix, represents the lower triangular matrix divided from the node admittance matrix, represents the upper triangular matrix divided from the node admittance matrix, represents the node voltage column vector at the k-th iteration in the equivalent circuit of the traction power supply network, represents the injection current column vector at the k-th iteration in the equivalent circuit of the traction power supply network, represents the inverse matrix of the node admittance matrix in the equivalent circuit of the traction power supply network, represents the node admittance matrix in the equivalent circuit of the traction power supply network, represents the diagonal matrix divided from the node admittance matrix.

[0047] The beneficial effects of adopting the above further solution are as follows: The present invention provides a calculation method for the node voltage equivalent model. By converting the traction power supply network into a power supply topology equivalent circuit of node voltage and equivalent the train as a controlled current source in the traction power supply network, it provides a basis for accurately calculating the corresponding voltage and current at the train operation position during each simulation iteration.

[0048] Further, the train traction power supply simulation module includes:

[0049] The simulation initialization sub-module is used to set the simulation step size and set the iteration number k = 0 of the simulation;

[0050] The train running position sub-module is used to, according to the simulation step size and the iteration number of the simulation, based on the train motion state model, perform time cumulative integration on the running speed of the train in the corresponding motion state within each simulation step size to obtain the train running position at each simulation iteration;

[0051] The train power sub-module is used to, according to the iteration number of the simulation and the traction force received at the train running position, based on the train traction power model, calculate the corresponding power at the train running position at this simulation iteration;

[0052] The train voltage and current sub-module is used to, according to the train running position and the iteration number of the simulation, by modifying the injected current in the equivalent model of the nodal voltage until the nodal voltage converges, obtain the corresponding voltage and current at the train running position at this simulation iteration.

[0053] The beneficial effects of adopting the above further scheme are as follows: In the train traction power supply simulation module provided by the present invention, the simulation initialization sub-module ensures the stability and repeatability of the iteration process. The train running position sub-module combines the motion state model and the time integration algorithm, and can dynamically calculate the train running position on the track, providing an accurate position basis for the analysis of parameters such as power and voltage. The train power sub-module, based on the traction force and power model, realizes the real-time calculation of power parameters and accurately reflects the train running energy consumption characteristics. The train voltage and current sub-module creates an injection current correction and nodal voltage convergence mechanism to dynamically simulate the voltage and current characteristics at the train running position, ensuring the physical consistency of the simulation results.

[0054] Regarding other advantages of the present invention, more detailed analysis will be carried out in subsequent embodiments. Brief Description of the Drawings

[0055] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the drawings required to be used in the embodiments. It should be understood that the following drawings only show some embodiments of the present invention, and therefore should not be regarded as limiting the scope. For those of ordinary skill in the art, without creative efforts, other relevant drawings can also be obtained based on these drawings.

[0056] Figure 1 It is a block diagram of a vehicle operation simulation platform for an urban rail transit fully automatic operation system in an embodiment of the present invention. Detailed Embodiments

[0057] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Components of the embodiments of the present invention usually described and illustrated in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed present invention, but merely represents the selected embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative efforts fall within the scope of protection of the present invention.

[0058] As Figure 1 shown, in an embodiment of the present invention, the present invention provides a vehicle operation simulation platform for an urban rail transit fully automated operation system, including:

[0059] A train electromechanical simulation subsystem, which is used to simulate and analyze the power consumption and power regeneration processes during train operation to obtain a train electromechanical model;

[0060] The rail train simulation subsystem includes:

[0061] A traction power supply simulation module, which is used to simulate providing electric energy to the train through the pantograph of the train based on the traction power supply network, or / receiving the DC electric energy returned by braking through the pantograph of the train to form a model of the part from the power supply network to the pantograph; in this solution, the traction power supply simulation module corresponds to simulating the traction power supply network.

[0062] A traction inverter simulation module, which is used to simulate converting part of the electric energy received through the pantograph into traction drive electric energy, or / converting the braking electric energy through inversion to obtain the DC electric energy returned by braking to form a model of the part from the pantograph to the inverter;

[0063] A train traction drive simulation module, which is used to simulate driving the traction motor with the traction drive electric energy to drive the train to move forward, or / converting the kinetic energy of the train braking into braking electric energy and returning it to the traction inverter simulation module to form a model of the part from the inverter to the traction motor;

[0064] In this solution, the traction drive electric energy is used to drive several traction motors on the train, and each traction motor drives the corresponding gearbox for transmission to drive the corresponding axle to realize the movement of the wheels during train operation; during the braking process of the train wheels, the traction motor operates in the generator mode, can correspondingly generate braking electric energy, and is returned to the traction power supply simulation module through inversion processing based on the traction inverter simulation module to realize energy recovery.

[0065] The converter simulation module is used to simulate the rectification of another part of the electric energy received by the pantograph into on-vehicle load electric energy to form a model from the pantograph to the rectifier part;

[0066] The on-vehicle power consumption simulation module is used to supply power to the on-vehicle power-consuming devices of the train with the on-vehicle load electric energy to form a model from the rectifier to the on-vehicle power-consuming devices part;

[0067] The simulation model connection module is used to connect the model from the power supply network to the pantograph part, the model from the pantograph to the inverter part, the model from the inverter to the traction motor part, the model from the pantograph to the rectifier part, and the model from the rectifier to the on-vehicle power-consuming devices part to obtain the train electromechanical model.

[0068] In this solution, the electric energy provided by the traction power supply simulation module to the train through the pantograph is divided into two parts. One part is used to drive the train after inversion, and the other part is used to supply power to the on-vehicle DC devices of the train after rectification; the on-vehicle power-consuming devices of the train include power-consuming loads such as air-conditioning and ventilation devices, air compressors, control circuits, and electric vehicle doors.

[0069] The train motion state simulation subsystem is used to perform a force simulation analysis on the train operation process and construct a train motion state model;

[0070] The train motion state simulation subsystem includes:

[0071] The train traction force simulation module is used to simulate and analyze the traction force received by the train during operation by simulating the traction characteristic curve of the train to obtain the traction force received by the train during operation;

[0072] The calculation expression of the traction force received by the train during operation is as follows:

[0073] ,

[0074] Among them, represents the traction force received by the train during operation, represents the first torque constant state coefficient when the train is moving forward, represents the train speed, represents the second torque constant state coefficient when the train is moving forward, represents the critical speed when the train enters the torque constant state during forward movement, represents the power constant state coefficient when the train is moving forward, represents the critical speed when the train enters the power constant state during forward movement, represents the maximum train speed;

[0075] In this solution, the change of the train traction force is divided according to the traction characteristic curve during the simulation of train operation. When the train starts, the traction motor adopts torque control, the torque is constant and maintains the maximum traction force. As the train speed increases, the traction motor reaches the maximum power, and the power remains constant until the maximum train speed is reached.

[0076] The train braking force simulation module is used to simulate and analyze the braking force received during train braking by simulating the braking characteristic curve of the train, and obtain the braking force received during train operation;

[0077] The calculation expression of the braking force during the train operation is as follows:

[0078]

[0079] Among them, represents the braking force received during train operation, represents the critical speed when the train enters the torque decreasing state during braking, represents the first torque decreasing state coefficient during train braking, represents the second torque decreasing state coefficient during train braking, represents the critical speed when the train enters the torque constant state during braking, represents the torque constant state coefficient during train braking, represents the critical speed when the train enters the power constant state during braking, represents the power constant state coefficient during train braking;

[0080] In this solution, the change of the train braking force is divided according to the braking characteristic curve during the simulation of train braking. When the train starts braking, first, the traction motor is in the power constant state. The traction motor generates electric energy through reversible regenerative braking and returns it to the traction power network. Next, the motor power decreases and enters the torque constant state. Then, the reversible regenerative braking effect of the traction motor weakens as the speed decreases. When it enters the torque decreasing state, the train brakes through mechanical braking, and the electric energy generated by the traction motor's regenerative braking is negligible until it stops.

[0081] The train resistance simulation module is used to simulate and analyze the frictional resistance and line resistance at the train wheels to obtain the resistance received during train operation;

[0082] The calculation expression of the resistance received during the train operation is as follows:

[0083] ,

[0084] Among them, represents the resistance received during train operation, represents the frictional resistance at the train wheels, Indicates the line resistance.

[0085] In this solution, for the simulation analysis at the train wheels, the friction between the train wheels and the rail is mainly considered, as well as the resistance caused by factors such as the line gradient and curvature when the train travels to different positions on the line.

[0086] The train force analysis module is used to analyze the motion force balance relationship of the train according to the traction force, braking force and resistance received during the train operation, and obtain the train motion force balance model;

[0087] The calculation expression of the train motion force balance model is as follows:

[0088] ,

[0089] Among them, Indicates the traction force received during the train operation, Indicates the resistance received during the train operation, Indicates the braking force during the train operation, m represents the mass of the train, Indicates the result of differentiating the train speed with respect to time. In this embodiment, the 3.6 divided by the denominator on the right side of the equation of the train motion force balance model is used for unit conversion, converting km / h to m / s.

[0090] The train dynamics analysis module is used to construct a train motion state model according to the train motion force balance model.

[0091] This solution conducts a force analysis on different operating states of the train, accurately divides the force conditions of the train under different operating states, and provides a basis for accurately calculating the power consumption and power regeneration of the train during operation.

[0092] The calculation expression of the train motion state model is as follows:

[0093] ,

[0094] ,

[0095] ,

[0096]

[0097] Among them, Indicates the resultant force received in the train traction state, Indicates the traction force received during the train operation, Indicates the braking force received during the train operation, Indicates the resultant force received in the state of the train traveling at a fixed speed, Represents the resistance suffered by the train during operation. Represents the resultant force suffered by the train in the inertial sliding state. Represents the resultant force suffered by the train in the braking state.

[0098] The train traction simulation subsystem is used to perform simulation analysis on the drive structure of the traction motor based on the train electromechanical model and construct a train traction power model.

[0099] In this solution, the traction drive situation of the simulated train is as follows: The traction motor of the train is supplied with alternating current by the traction inverter simulation module, and the torque provided by the traction motor acts on the wheels through the gearbox and the transmission gearbox, etc., so as to drive the train to move forward.

[0100] The calculation expression of the train traction power model is as follows:

[0101] ,

[0102] Among them, Represents the traction power of the train. Represents the radius of the train wheel. Represents the braking torque in the train traction state. Represents the angular velocity of the traction motor. Represents the torque efficiency from the gearbox to the axle. Represents the torque efficiency between the traction motor and the gearbox. Represents the electric drive conversion efficiency. Represents the transmission ratio of the gearbox.

[0103] The train traction power supply simulation subsystem is used to, based on the train motion state model, the train traction power model and the node voltage iteration model, equivalent the train to a controlled current source in the traction power supply network and perform traction power supply simulation to obtain the impedance, voltage, current and power corresponding to the train operation position.

[0104] The train traction power supply simulation subsystem includes:

[0105] In this solution, the traction power supply network includes the urban power grid, main substation, step-down traction substation, catenary, feeder, return line, electrical section, and track. When the train is running, the main substation steps down the AC voltage in the urban power grid to provide medium-voltage AC power for the step-down traction substation. The traction step-down substation converts the medium-voltage AC power into low-voltage AC power to provide traction energy for the train. The current reaches the catenary through the feeder and is transmitted to the train, and then returns to the traction step-down substation from the track and the return line. The return line forms a closed loop among the traction substation, the train, and the track to collect the return current. This solution divides the traction power supply network into several electrical sections, reducing the fault range in case of power supply failures and facilitating maintenance. The traction power supply process is the process of the power grid function, the step-down and current conversion of the traction step-down substation, the transmission of electrical energy to the train through the catenary, and finally the return to the traction substation from the return line.

[0106] In this solution, the train is supplied with voltage by the traction power supply network, and a controlled current source is used to simulate the train load. The current magnitude of the train is related to the motion state of the train and is proportional to the instantaneous electric power of the train. According to the train motion state model and the train traction power model, the real-time position and real-time power information of the train during operation can be obtained. Thus, the current control amount of the controlled current source corresponding to the train can be obtained by dividing the traction power of the train by the voltage at the position where the train is located.

[0107] The train operation line impedance simulation module is used to calculate the running position of the train based on the train motion state model and the simulation step size, and simulate the impedance corresponding to the train running position according to the distance between the train running position and the traction step-down substation.

[0108] In this solution, the train, as a load that is constantly moving on the track, the relative positions of the catenary, the track, and the traction step-down substation will constantly change due to the train operation, forming a DC power grid structure with constantly changing topology. The catenary and the track provide paths for the flow of energy in the traction power supply network, and the magnitude of their line impedance is determined by the power supply distance. The impedance corresponding to the train running position includes the equivalent line impedance of the catenary and the equivalent line impedance of the track. The equivalent line impedance of the catenary is the product of the position of the train where the linear change occurs and the line impedance rate of the catenary, and the equivalent line impedance of the track is the product of the position of the train and the line impedance rate of the track.

[0109] The traction power supply network node voltage simulation module is used to regard the train as a controlled current source and perform circuit equivalent simulation on the traction power supply network based on the Jacobi algorithm to obtain the node voltage equivalent model.

[0110] The calculation expression of the node voltage equivalent model is as follows:

[0111] , ,

[0112]

[0113] Among them, represents the node voltage column vector at the (k + 1)-th iteration in the equivalent circuit of the traction power supply network; represents the inverse matrix of the diagonal matrix partitioned from the node admittance matrix; represents the lower triangular matrix partitioned from the node admittance matrix; represents the upper triangular matrix partitioned from the node admittance matrix; represents the node voltage column vector at the k-th iteration in the equivalent circuit of the traction power supply network; represents the injection current column vector at the k-th iteration in the equivalent circuit of the traction power supply network; represents the inverse matrix of the node admittance matrix in the equivalent circuit of the traction power supply network; represents the node admittance matrix in the equivalent circuit of the traction power supply network; represents the diagonal matrix partitioned from the node admittance matrix.

[0114] In this solution, the spectral radius accuracy threshold of the matrix is set to 1. When the spectral radius of the matrix is less than 1, the node voltage calculated by the Jacobi algorithm converges, and accurate node voltage and injection current can be obtained.

[0115] The train traction power supply simulation module is used to calculate the running position of the train based on the train's motion state model and simulation step size, and simulate the corresponding power, voltage, and current at the train's running position according to the train's running position, train traction power model, and node voltage equivalent model.

[0116] The train traction power supply simulation module includes:

[0117] The simulation initialization sub-module is used to set the simulation step size and set the iteration number k = 0 of the simulation;

[0118] In this solution, the simulation step size is a preset time interval;

[0119] The train running position sub-module is used to perform time cumulative integration on the running speed of the train under the corresponding motion state within each simulation step based on the train motion state model according to the simulation step size and the iteration number of the simulation, so as to obtain the train running position at each simulation iteration;

[0120] The train power sub-module is used to calculate the corresponding power at the train running position at this simulation iteration based on the train traction power model according to the iteration number of the simulation and the traction force received at the train running position;

[0121] The train voltage and current sub-module is used to, according to the train running position and the iteration number of the simulation, obtain the voltage and current corresponding to the train running position at the time of this simulation iteration by correcting the injected current in the equivalent model of the node voltage until the node voltage converges.

[0122] As described above, it is only the specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention can easily think of changes or substitutions, which should all be covered within the protection scope of the present invention.

Claims

1. A vehicle operation simulation platform for a fully automatic operation system of urban rail transit, characterized in that Including: A train electromechanical simulation subsystem for simulating and analyzing the power consumption and power regeneration processes during train operation to obtain a train electromechanical model; A train motion state simulation subsystem for performing a force simulation analysis on the train operation process and constructing a train motion state model; A train traction simulation subsystem for simulating and analyzing the transmission structure of the traction motor based on the train electromechanical model to construct a train traction power model; A train traction power supply simulation subsystem for performing a traction power supply simulation by equivalenting the train as a controlled current source in the traction power supply network based on the train motion state model, the train traction power model, and the node voltage iteration model, and obtaining the impedance, voltage, current, and power corresponding to the train operation position.

2. The vehicle operation simulation platform of the fully automatic operation system for urban rail transit according to claim 1, characterized in that, The rail train simulation subsystem includes: A traction power supply simulation module for simulating the supply of electrical energy from the traction power supply network to the train through the pantograph of the train, or / for receiving the DC electrical energy returned during braking through the pantograph of the train to form a model of the power supply network to the pantograph part; A traction inverter simulation module for simulating the inversion process of part of the electrical energy received through the pantograph to obtain traction drive electrical energy, or / for performing an inversion process on the braking electrical energy to obtain the DC electrical energy returned during braking to form a model of the pantograph to the inverter part; A train traction drive simulation module for simulating the use of traction drive electrical energy to drive the traction motor to drive the train to move forward, or / for converting the kinetic energy of the train during braking into braking electrical energy and returning it to the traction inverter simulation module to form a model of the inverter to the traction motor part; A converter simulation module for simulating the rectification of another part of the electrical energy received through the pantograph into on-vehicle load electrical energy to form a model of the pantograph to the rectifier part; An on-vehicle power consumption simulation module for supplying electrical energy to the on-vehicle electrical devices of the train using the on-vehicle load electrical energy to form a model of the rectifier to the on-vehicle electrical device part; A simulation model connection module for connecting the model of the power supply network to the pantograph part, the model of the pantograph to the inverter part, the model of the inverter to the traction motor part, the model of the pantograph to the rectifier part, and the model of the rectifier to the on-vehicle electrical device part to obtain a train electromechanical model.

3. The vehicle operation simulation platform of the fully automatic operation system for urban rail transit according to claim 2, characterized in that The train motion state simulation subsystem includes: A train traction force simulation module for performing a simulation analysis on the traction force received during train operation by simulating the traction characteristic curve of the train to obtain the traction force received during train operation; A train braking force simulation module for performing a simulation analysis on the braking force received during train braking by simulating the braking characteristic curve of the train to obtain the braking force received during train operation; A train resistance simulation module for performing a simulation analysis on the frictional resistance and line resistance at the train wheels to obtain the resistance received during train operation; A train force analysis module for analyzing the motion force balance relationship of the train based on the traction force, braking force, and resistance received during train operation to obtain a train motion force balance model; A train dynamics analysis module for constructing a train motion state model based on the train motion force balance model.

4. The vehicle operation simulation platform of the fully automatic operation system for urban rail transit according to claim 3, characterized in that, The calculation expression of the train motion state model is as follows: ， ， ， Among them, represents the resultant force on the train under traction,[ represents the traction force on the train during operation,[ represents the braking force on the train during operation,[ represents the resultant force on the train when moving at a constant speed,[ represents the resistance force on the train during operation,[ represents the resultant force on the train in the inertial sliding state,[ represents the resultant force on the train under braking.[ 5. The vehicle operation simulation platform of the full-automatic operation system for urban rail transit according to claim 4, wherein The calculation expression of the train traction power model is as follows: ， Among them, represents the traction power of the train, represents the radius of the train wheel, represents the braking torque under the traction state of the train, represents the angular velocity of the traction motor, represents the torque efficiency from the gearbox to the axle, represents the torque efficiency between the traction motor and the gearbox, represents the electric drive conversion efficiency, represents the transmission ratio of the gearbox.

6. The vehicle operation simulation platform of the fully automatic operation system for urban rail transit according to claim 5, characterized in that, The train traction power supply simulation subsystem includes: A train operation line impedance simulation module, which is used to calculate the running position of the train based on the train's motion state model and simulation step size, and simulate the corresponding impedance at the train's running position according to the distance between the train's running position and the traction and step-down substation; A traction power supply network node voltage simulation module, which is used to take the train as a controlled current source and perform circuit equivalent simulation on the traction power supply network based on the Jacobi algorithm to obtain a node voltage equivalent model; A train traction power supply simulation module, which is used to calculate the running position of the train based on the train's motion state model and simulation step size, and simulate the corresponding power, voltage and current at the train's running position according to the train's running position, train traction power model and node voltage equivalent model.

7. The vehicle operation simulation platform of the full-automatic operation system for urban rail transit according to claim 6, wherein The calculation expression of the node voltage equivalent model is as follows: ， ， Among them, represents the node voltage column vector at the (k + 1)-th iteration in the equivalent circuit of the traction power supply network, represents the inverse matrix of the diagonal matrix partitioned from the node admittance matrix, represents the lower triangular matrix partitioned from the node admittance matrix, represents the upper triangular matrix partitioned from the node admittance matrix, represents the node voltage column vector at the k-th iteration in the equivalent circuit of the traction power supply network, represents the injection current column vector at the k-th iteration in the equivalent circuit of the traction power supply network, represents the inverse matrix of the node admittance matrix in the equivalent circuit of the traction power supply network, represents the node admittance matrix in the equivalent circuit of the traction power supply network, represents the diagonal matrix partitioned from the node admittance matrix.

8. The vehicle operation simulation platform of the fully automatic operation system for urban rail transit according to claim 7, characterized in that, The train traction power supply simulation module includes: A simulation initialization sub-module, which is used to set the simulation step size and set the iteration number k = 0 of the simulation; A train running position sub-module, which is used to perform time cumulative integration on the running speed of the train in the corresponding motion state within each simulation step based on the train motion state model according to the simulation step size and the iteration number of the simulation, and obtain the train running position at each simulation iteration; A train power sub-module, which is used to calculate the corresponding power at the train running position at this simulation iteration based on the train traction power model according to the iteration number of the simulation and the traction force received at the train running position; A train voltage and current sub-module, which is used to obtain the corresponding voltage and current at the train running position at this simulation iteration by correcting the injection current in the node voltage equivalent model until the node voltage converges according to the train running position and the iteration number of the simulation.

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