A method and system for constructing a thermal life margin map of a power supply device of an electric locomotive

Abstract

The application provides a kind of electric locomotive power supply equipment thermal life margin atlas construction method and system, it is related to electric locomotive power supply equipment technical field, this method includes: obtaining train diagram, traction / regenerative braking condition, feeder current, traction transformer load and cable or switch equipment temperature rise data;Based on the train diagram and electrical characteristics, the load process of the power supply equipment is divided into several condition slices;For each condition slice and each power supply equipment object, calculate the thermal life consumption, and calculate the remaining thermal life margin based on the cumulative thermal life consumption;With railway section, time and power supply equipment object as dimension, construct thermal life margin atlas;According to the thermal life margin atlas, output capacity expansion suggestion, maintenance priority or operation organization optimization priority.The application divides the power supply load into five typical condition slices, dynamically constructs the thermal life margin atlas, and can accurately evaluate the remaining life and output the corresponding conclusion.

Description

Technical Field

[0001] This invention relates to the field of electric locomotive power supply equipment technology, specifically to a method and system for constructing a thermal life margin map of electric locomotive power supply equipment. Background Technology

[0002] Thermal life assessment and margin management of electric locomotive power supply equipment (including traction transformers, feeder cables, switchgear, etc.) are crucial for ensuring the safe and efficient operation of electrified railways. Currently, existing technologies mainly employ the equivalent heating current method based on continuous constant load or a simple linear life model based on cumulative statistics to roughly estimate equipment temperature rise and aging. Some studies have introduced the Arrhenius thermal aging equation, but these typically treat the load process as a continuous, stable equivalent current sequence or only perform life calculations for steady-state conditions. At the data application level, existing methods largely rely on offline testing or periodic monitoring, lacking deep integration with train timetables and real-time operating conditions (traction, braking, coasting, etc.).

[0003] However, actual electric locomotive operation exhibits significant transient, cyclical, and asymmetric characteristics: frequent starting and traction generate short-term inrush currents, regenerative braking introduces additional harmonic losses, heavy-load passing leads to current superposition, and equipment cools naturally during coasting. Existing technologies fail to segment these complex operating conditions into segments with different thermal stress mechanisms, resulting in neglect of transient temperature rise impacts, cooling recovery effects, and differences in loss distribution under different operating conditions when calculating thermal lifespan, leading to serious deviations in cumulative lifespan consumption. Furthermore, existing methods cannot dynamically present "which section, when, and which piece of equipment" has limited remaining margin, nor can they automatically prioritize capacity expansion, differentiated maintenance, or operational organization optimization based on this, making it difficult to provide a spatiotemporally coupled quantitative decision-making basis for refined operation and maintenance. Summary of the Invention

[0004] To address the problems in related technologies, this invention provides a method and system for constructing thermal life margin maps of power supply equipment for electric locomotives.

[0005] To achieve the above objectives, the technical solution adopted by the present invention includes:

[0006] According to a first aspect of the present invention, a method for constructing a thermal life margin map of power supply equipment for electric locomotives is provided, comprising the following steps:

[0007] Acquire train operation diagrams, traction / regenerative braking conditions, feeder current, traction transformer load, and temperature rise data of cables or switchgear.

[0008] Based on the train operation diagram and electrical characteristics, the load process of the power supply equipment is divided into several operating condition slices;

[0009] For each operating condition slice and each power supply equipment object, calculate the thermal lifetime consumption, and calculate the remaining thermal lifetime margin based on the cumulative thermal lifetime consumption.

[0010] A thermal life margin map is constructed using railway sections, time periods, and power supply equipment as dimensions.

[0011] Based on the aforementioned thermal life margin map, output capacity expansion recommendations, maintenance priorities, or operational organization optimization priorities.

[0012] Optionally, the operating condition slices include starting traction slices, continuous traction slices, coasting slices, regenerative braking slices, and heavy-load meeting slices.

[0013] Optionally, for the remaining operating condition slices other than the coasting slice, the heat lifetime consumption under a single operating condition slice is... Calculate according to the following formula:

[0014]

[0015] For lazy slices ;

[0016] In the formula, For the first The duration of each working condition slice. For the power supply equipment object at the rated reference thermodynamic temperature Life expectancy below The activation energy for thermal aging of insulating materials in power supply equipment. Let be the ideal gas constant. The rated reference thermodynamic temperature, For the first Equivalent steady-state temperature rise under each working condition slice.

[0017] Optionally, the equivalent steady-state temperature rise Calculate according to the following formula:

[0018]

[0019] In the formula, For the power supply equipment object at rated current steady-state temperature rise, For the first The duration of each working condition slice. and The first The start and end times of each working condition slice For the first Instantaneous current changing with time within a single operating condition slice. Rated current, The thermal shock coefficient under operating conditions. This is an additional loss factor.

[0020] Optionally, the thermal shock coefficient under the operating condition The possible values ​​are as follows:

[0021] For starting traction slices or heavy-load meeting slices ;

[0022] For regenerated brake slices ;

[0023] For continuous traction slices ;

[0024] For coasting slices, the equivalent steady-state temperature rise is not used to calculate the thermal lifetime consumption.

[0025] Optionally, the additional loss factor The possible values ​​are as follows:

[0026] For regenerated brake slices ,in, For the first Effective value of subharmonic current This is the effective value of the fundamental current. To harmonic order Related harmonic loss coefficients, The preset maximum harmonic order;

[0027] For other working conditions, slice .

[0028] Optionally, for power supply equipment objects, up to the current time Cumulative heat life consumption for:

[0029]

[0030] In the formula, To the time The total number of operating condition slices applied to the power supply equipment object;

[0031] Remaining thermal life margin for:

[0032]

[0033] In the formula, The total thermal life of the power supply equipment.

[0034] Optionally, the construction of the thermal lifetime margin map includes:

[0035] A three-dimensional matrix is ​​constructed, with railway section as the first dimension, time as the second dimension, and power supply equipment as the third dimension;

[0036] Each three-dimensional unit The numerical value is assigned to the corresponding railway section. ,time Power supply equipment objects Remaining thermal life margin ;

[0037] Generate a heat map and display it in color according to the numerical range of the remaining thermal lifetime margin.

[0038] Optionally, the output capacity expansion suggestions, maintenance priorities, or operational organization optimization priorities include:

[0039] The power supply equipment objects are sorted in ascending order of remaining thermal life margin to generate a maintenance priority list;

[0040] Identify railway sections with remaining thermal life margins below a preset threshold and mark them as candidate sections for capacity expansion and renovation;

[0041] Based on different departure intervals or passing strategies, the remaining thermal life margin changes of each power supply equipment are simulated and calculated. An operation organization scheme that allows heavy-load passing slices to avoid low-margin sections is selected, and optimized operation diagram revision suggestions are output.

[0042] According to a second aspect of the present invention, a system is also provided for implementing the method for constructing thermal life margin maps of power supply equipment for electric locomotives as described in any of the technical solutions of the first aspect of the present invention, the system comprising:

[0043] The data acquisition module is used to acquire train timetable, traction / regenerative braking conditions, feeder current, traction transformer load, and temperature rise data of cables or switchgear.

[0044] The operating condition identification and slicing module is used to divide the load process of the power supply equipment into several operating condition slices based on the train operation diagram and electrical characteristics.

[0045] The thermal lifetime dynamic calculation module is used to calculate the thermal lifetime consumption for each operating condition slice and each power supply equipment object, and to calculate the remaining thermal lifetime margin based on the cumulative thermal lifetime consumption.

[0046] The margin accumulation and graph construction module is used to construct thermal lifetime margin graphs based on railway sections, time, and power supply equipment objects.

[0047] The decision output module is used to output capacity expansion suggestions, maintenance priorities, or operation organization optimization priorities based on the thermal life margin map.

[0048] Beneficial effects:

[0049] 1. First, the present invention can effectively improve the evaluation accuracy. Specifically, the method of the present invention divides the continuous load process into five physical condition slices: starting traction, continuous traction, coasting, regenerative braking, and heavy-load meeting. For each slice, a modified Arrhenius exponential aging model and nonlinear temperature rise mapping are introduced. This can effectively overcome the shortcomings of the traditional equivalent current method in distinguishing transient impacts, local hot spots, harmonic losses, and cooling recovery effects, and effectively improve the overall evaluation accuracy.

[0050] Secondly, this invention enables dynamic tracking and real-time early warning throughout the entire lifecycle. Specifically, the cumulative thermal life consumption and remaining margin defined in this invention allow the microscopic thermal damage generated in each operating condition segment to be accumulated in real time into the macroscopic lifespan status of the equipment. Maintenance personnel can query the remaining margin up to the current moment at any time, and the system can set multiple threshold levels, realizing the transformation from periodic post-event statistics to online dynamic monitoring.

[0051] Third, this invention can construct a three-dimensional margin map of "section-time-equipment" to support precise positioning. Specifically, this invention constructs a three-dimensional heat map using railway section (space), time, and equipment as three independent dimensions, organizing the originally scattered margin values ​​of each piece of equipment into structured and visualized panoramic information. Maintenance personnel can clearly identify at a glance: in which kilometer marker section, in which time period, and in which specific piece of equipment the margin is most strained, thereby accurately locating system bottlenecks and avoiding the shortcomings of traditional single values ​​that cannot provide spatiotemporal distribution information.

[0052] Fourth, this invention can output executable operation and maintenance decision priorities. Specifically, the method of this invention can directly convert the margin information in the map into three types of executable instructions: automatically generate a maintenance priority list according to the margin from small to large; identify sections with margins below a preset threshold and mark them as candidate points for capacity expansion and renovation; simulate margin changes based on different departure intervals or passing strategies, and output an operation map optimization scheme that allows heavy-load trains to avoid low-margin sections.

[0053] Fifth, the method of this invention enables fair comparisons across equipment and lines. Specifically, in the method of this invention, the remaining margin adopts a dimensionless normalized definition (with the total design thermal life of each equipment as the denominator). Equipment with different design lives (such as transformers 30 years, cables 25 years, switches 20 years) can be directly compared horizontally on a unified scale from 0 to 1, which facilitates the unified formulation of maintenance strategies and spare parts plans for the entire line.

[0054] 2. Other beneficial effects or advantages of the present invention will be described in detail in the specific embodiments. Attached Figure Description

[0055] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0056] in:

[0057] Figure 1 This is a flowchart illustrating the steps of a method for constructing a thermal life margin map of power supply equipment for electric locomotives, provided in an exemplary embodiment of the present invention. Detailed Implementation

[0058] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some embodiments of the present invention, but not all embodiments.

[0059] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0060] Furthermore, the terms "comprising" and "having," and any variations thereof, used in the description of this invention are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include other steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices. It should also be noted that in embodiments of this invention, the words "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in embodiments of this invention should not be construed as preferred or advantageous over other embodiments or designs. Specifically, the use of the words "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0061] To facilitate a clearer and more accurate understanding of the technical solutions of this invention by those skilled in the art, the existing related technologies and their technical problems will be described in more detail below.

[0062] The thermal life assessment of electric locomotive power supply equipment (such as traction transformers, 27.5kV feeder cables, gas-insulated switchgear, etc.) currently mainly relies on the "hot spot temperature method" and "relative aging rate method" recommended in standards such as IEC 60076-7 or GB / T 1094.7. A typical approach is to measure or estimate the equivalent load current of the equipment over a period of time, and then convert it to the thermal life consumption of the insulation material using the Arrhenius formula. For example, a railway bureau conducts an annual life assessment of a 40MVA traction transformer. The method involves collecting feeder current data for the transformer throughout the year, calculating the root mean square current as the equivalent current, and then combining this with the ambient temperature curve to obtain the equivalent hot spot temperature rise, thereby calculating that 0.8% of the design life was consumed in that year. Similarly, for feeder cables, the current-carrying capacity and temperature relationship in the IEC 60287 standard is often used in engineering to estimate the remaining life of the cable insulation by accumulating the duration exceeding the rated temperature.

[0063] In actual operation and maintenance, maintenance plans are usually carried out according to fixed cycles (such as preventive testing of traction transformers every 3 years and infrared temperature measurement of cables every 5 years), or targeted inspections are only carried out after obvious overcurrent or overheat protection trips. Some advanced power supply SCADA systems can display parameters such as current and temperature of equipment in real time, but this is only used for over-limit alarms and does not perform dynamic cumulative calculations of thermal life.

[0064] Taking the power supply arm of a traction substation on a double-track electrified railway as an example, this section is 15 kilometers long and includes two tunnels and a long gradient. The train timetable shows that during the morning rush hour, three heavy-load trains depart continuously in the uphill direction at 8-minute intervals, with each train's starting traction current peaking at 1200A (1.8 times the transformer's rated current), lasting for about 90 seconds; in the middle of the gradient, two heavy-load trains in the same direction meet (i.e., heavy-load meeting condition), and the feeder current in this section is superimposed to 2100A; when going downhill, the train implements regenerative braking, the current reverses and contains a large number of harmonics (the measured 5th harmonic content reaches 18% of the fundamental frequency), and the feedback energy causes additional eddy current losses in the transformer and cables.

[0065] In the above scenarios, the existing technology has the following specific drawbacks:

[0066] First, it is impossible to distinguish the different effects of different operating conditions on thermal aging.

[0067] Existing equivalent current methods compress the complex load process described above into a single root-mean-square current value. Assuming the equivalent current corresponding to the total Joule integral of the power supply arm over a day is 0.7 times the rated current, the calculated annual lifespan consumption is 0.8%. However, the actual physical process is not like this: although the inrush current during traction startup only lasts 90 seconds, the resulting peak thermal stress is far higher than the average value, and the skin effect causes the local hot spot temperature of the winding to rise by 15 to 20°C above the equivalent temperature. This localized overheating accelerates insulation aging far more than the same amount of steady heating. Current technology cannot quantify the aging equivalence difference between "short-term impact" and "steady load".

[0068] Second, the harmonic losses in regenerative braking conditions are ignored.

[0069] In regenerative braking slabs, existing technologies typically focus only on the increase in the effective value of the current, neglecting harmonic losses. Actual measurement data shows that when a locomotive is undergoing regenerative braking, the 5th harmonic content of the feeder current can reach 18% of the fundamental current, and the 7th harmonic approximately 8%. Harmonic currents generate additional skin effect and proximity effect losses in the cable, causing the actual cable heat generation to be about 12% higher than when only the fundamental current is considered. Existing equivalent current methods cannot reflect this additional loss, leading to a systematic underestimation of the actual thermal life consumption under this slab design.

[0070] Third, it cannot handle the "cooling recovery" effect during coasting.

[0071] Existing cumulative models typically assume that thermal life consumption is unidirectional and does not distinguish between heating and cooling processes. However, in reality, during train coasting (power-off coasting), the equipment temperature drops, and the thermal aging rate of the insulation material decreases significantly. For example, a cable may reach a temperature of 85°C under traction conditions, exhibiting a high rate of life consumption; after coasting for 5 minutes, the temperature drops to 55°C, and the aging rate is only one-third of that at 85°C. Existing technologies, if calculated solely based on time averaging, would exaggerate the thermal life consumption during coasting. More seriously, existing methods cannot correctly reset the initial temperature, leading to an incorrect initial temperature setting for the next impact condition, thus affecting the accuracy of temperature rise calculations.

[0072] Fourth, there is a lack of spatiotemporal margin visualization and decision output.

[0073] Under current technology, power supply engineers can only obtain an annual report stating that "the transformer's remaining lifespan is approximately 92%", but they cannot know: in which kilometer marker section (e.g., the starting point of the steep gradient at K105+300) is the remaining lifespan primarily depleted? At which time of day (e.g., the morning rush hour 7:30-8:00)? Which specific piece of equipment (the B-phase winding on the high-voltage side of the transformer or the intermediate joint of the feeder cable) is most vulnerable? Therefore, when a capacity expansion plan needs to be formulated, it is impossible to answer "Should the capacity of this substation be increased, or should a sectioning station be added at the tunnel exit?"; when maintenance needs to be arranged, it is impossible to answer "Should the cable termination be replaced first, or should the transformer be oil filtered?"; when the operating schedule needs to be adjusted, it is impossible to answer "How much thermal life margin can be saved if two loaded trains pass through the meeting section 5 minutes apart?"

[0074] In summary, existing technologies for assessing the thermal life of electric locomotive power supply equipment have the following key shortcomings:

[0075] 1. Simplifying the continuous load process into a single equivalent current makes it impossible to distinguish the differences in thermal aging mechanisms under different operating conditions such as starting impact, regenerative braking harmonics, and coasting cooling.

[0076] 2. The lack of quantitative models for transient temperature rise, additional losses, and cooling recovery effects leads to a large deviation in the estimation of cumulative lifespan consumption;

[0077] 3. The evaluation results are only a single value in the equipment dimension and cannot provide thermal margin distribution information in the three-dimensional space of "segment-time-equipment";

[0078] 4. The assessment and decision-making are disconnected. It cannot automatically output the location of capacity expansion, maintenance priority or operation diagram optimization plan, making it difficult for operation and maintenance personnel to take targeted measures.

[0079] In view of this, the present invention provides a novel solution: a method and system for constructing a thermal life margin map of power supply equipment for electric locomotives. The technical concept of this invention is to abandon the traditional approach of treating continuous load processes as equivalent steady currents in thermal life assessment of power supply equipment. Instead, it uses train timetables as the driving force, dividing transient, cyclical, and asymmetrical load processes into clearly defined operating condition slices such as "start-up traction, continuous traction, coasting, regenerative braking, and heavy-load train encounters" according to physical mechanisms. Differentiated thermal life consumption calculation models considering thermal shock, harmonic additional losses, and cooling recovery effects are established for different slices. The remaining margin of each equipment object is dynamically accumulated along the railway section and time axis, ultimately constructing a three-dimensional map of "section-time-equipment." The assessment results are directly mapped to executable priorities for capacity expansion and renovation, maintenance sequencing, and operational organization optimization.

[0080] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings.

[0081] like Figure 1 As shown, according to a first aspect of the present invention, the present invention provides a method for constructing a thermal life margin map of power supply equipment for electric locomotives, comprising the following steps:

[0082] Acquire train operation diagrams, traction / regenerative braking conditions, feeder current, traction transformer load, and temperature rise data of cables or switchgear.

[0083] Based on the train operation diagram and electrical characteristics, the load process of the power supply equipment is divided into several operating condition slices;

[0084] For each operating condition slice and each power supply equipment object, calculate the thermal lifetime consumption, and calculate the remaining thermal lifetime margin based on the cumulative thermal lifetime consumption.

[0085] A thermal life margin map is constructed using railway sections, time periods, and power supply equipment as dimensions.

[0086] Based on the aforementioned thermal life margin map, output capacity expansion recommendations, maintenance priorities, or operational organization optimization priorities.

[0087] The above technical solution addresses several key issues. First, traditional methods only collect single-type data such as current or temperature, compressing the continuous load process into a root-mean-square equivalent current. This completely loses transient characteristic information such as starting impact, regenerative braking harmonics, and coasting cooling, leading to systematic deviations in thermal life consumption calculations. The method of this invention, however, simultaneously acquires multi-source data including train timetables, traction / regenerative braking conditions, feeder current, transformer load, and equipment temperature rise. Based on the timetable and electrical characteristics, it performs condition slicing, restoring the originally smooth and equivalent continuous load into several independent segments with different thermal stress mechanisms. For example, combining the departure time in the timetable with abrupt changes in feeder current allows for precise identification of the start and end times of each impact. This ensures that subsequent thermal life calculations are no longer based on a rough estimate of "average heat generation," but rather on a segmented analysis of the actual physical process, effectively eliminating the information loss caused by equivalent averaging.

[0088] Secondly, existing assessments are mostly conducted annually or quarterly, and the results only provide a percentage (such as "remaining lifespan 92%), which fails to reflect the consumption differences under different time periods and operating conditions, and also fails to track margin changes in real time. Maintenance personnel cannot know whether the current remaining margin is sufficient to support subsequent operational plans. The method of this invention, however, calculates the thermal lifespan consumption for each operating condition slice individually and continuously accumulates it over time, outputting the remaining thermal lifespan margin value at any given moment. In other words, the quantitative results of this invention are dynamically updated; whenever a new operating condition slice is generated, the system recalculates the accumulated consumption and updates the margin. Compared with existing technologies, the method of this invention enables a shift from "post-event static estimation" to "online dynamic metering," allowing maintenance personnel to accurately grasp the real-time "health balance" of each power supply device, providing a quantitative basis for whether current-limiting measures need to be taken before the next heavy-load train arrives.

[0089] Third, existing assessment results are presented only in tables or as single numerical values, such as "Transformer A has 92% remaining lifespan, and Cable B has 87% remaining lifespan." Maintenance personnel cannot know the details (e.g., which kilometer marker section is most affected by the remaining lifespan depletion, or during which time of day is the most demanding, or how different equipment within a section has varying lifespan margins). This makes it impossible to accurately pinpoint bottlenecks. The method of this invention constructs a map using railway section (space), time, and equipment as three independent dimensions, organizing the previously scattered lifespan margin values ​​into structured information with spatiotemporal correlation. This map visually displays the remaining lifespan comparison of all relevant equipment (transformers, cables, switches) at a specific section (e.g., K105+300) and at a specific time (e.g., morning rush hour 7:30). In other words, the method of this invention makes thermal lifespan margins no longer isolated numbers, but a traceable, comparable, and predictable spatial distribution map, thus providing a panoramic view for accurately locating weak points.

[0090] Fourth, existing technologies stop at providing lifespan reports without offering any decision-making suggestions. After receiving the report, power supply engineers still need to perform manual analysis (e.g., deciding where to increase capacity, which equipment to repair first, or how to adjust the operating schedule). The decision-making process relies on experience and lacks quantifiable priorities. In contrast, the method of this invention directly transforms the margin information in the power supply map into three categories of executable priorities. Specifically, it can automatically generate a maintenance sequence based on margin from low to high, solving the "who to repair first" problem; identify sections with dense low margins as expansion candidates, solving the "where to expand capacity" problem; and output optimization suggestions by simulating the impact of different operating schedule parameters on the margin, solving the "how to organize train operations to reduce heat loss" problem. This achieves a complete closed loop from "data → information → decision," allowing the evaluation results to be directly used for production instruction, thereby effectively reducing decision-making costs and response time.

[0091] In one embodiment of the present invention, the working condition slices of the present invention include starting traction slices, continuous traction slices, coasting slices, regenerative braking slices, and heavy-load meeting slices.

[0092] In this implementation, by dividing the load process into five segments—start-up traction, continuous traction, coasting, regenerative braking, and heavy-load train encounters—the differential impact of different operating conditions on thermal aging can be effectively distinguished. Specifically, firstly, the start-up traction and heavy-load train encounter segments exist independently, allowing subsequent calculations to match a higher thermal shock coefficient for short-term high currents, preventing transient thermal stress from being masked by equivalent current averaging. Secondly, the coasting segment is separately defined, allowing this period to be assigned zero lifetime consumption, thus eliminating the false exaggeration of cooling period lifetime by the traditional unidirectional accumulation model. Thirdly, after the regenerative braking segment is made independent, the additional loss factor caused by harmonics can be specifically calculated, correcting the underestimation of the thermal lifetime of the regenerative braking condition in existing technologies. In addition, the heavy-load train encounter segment can capture the current superposition caused by the simultaneous current draw of two trains, ensuring that extreme operating conditions are no longer scattered across the independent records of each train, guaranteeing the integrity of the margin assessment.

[0093] In this invention, it should be noted that the division of operating condition slices can be based on the feeder current waveform change rate and the operating condition indicators in the train timetable, dividing the continuous load sequence into five categories: starting traction, continuous traction, coasting, regenerative braking, and heavy-load meeting. For example, in an exemplary embodiment, the acquired data includes:

[0094] Train timetable data: Upbound train A enters the power supply arm starting point (K54+000) at 7:00:00, starts traction at 7:01:30, reaches continuous traction stage at 7:03:00, coasts at 7:05:30, regenerative braking at 7:08:00, and leaves the power supply arm at 7:10:00; Train B enters at 7:06:00 and meets train A with a heavy load at K57+200 (middle of the uphill section); Train C enters at 7:12:00.

[0095] Feeder current: The instantaneous current value measured by the CT on the feeder side of the substation is 1180A (1.4 times the rated value) when train A starts traction, 850~910A during continuous traction, and the superimposed value reaches 2050A when meeting a heavy-load train. The reverse current during regenerative braking is -620A (RMS value), with a 5th harmonic content of 16% and a 7th harmonic content of 7%.

[0096] At this point, based on the feeder current waveform change rate and the operating condition indicators in the train timetable, the continuous load sequence can be divided into 5 slices. Taking train A as an example:

[0097] Start traction slice: 7:01:30 to 7:02:20 (lasting 50 seconds), the current rapidly increases from 120A to 1180A, with an average change rate of 21.2A / s.

[0098] Continuous traction slice: 7:02:20 to 7:05:00 (lasting 160 seconds), current stabilized at 860±30A.

[0099] Coasting slice: 7:05:00 to 7:07:00 (lasting 120 seconds), current drops to 5~15A (approximately 0).

[0100] Regenerative braking slice: 7:07:00 to 7:08:30 (lasting 90 seconds), current reversed, RMS value 620A, harmonic distortion rate THD=18.2%.

[0101] Heavy-load train meeting segment: 7:08:15 to 7:08:45 (lasting 30 seconds, caused by train A and train B meeting), the feeder current is superimposed to 2050A, and the waveform shows non-periodic spikes.

[0102] In one embodiment of the present invention, the thermal lifetime consumption of a single operating condition slice is as follows: (This refers to the thermal lifetime consumption of a single operating condition slice, excluding the coasting slice.) Calculate according to the following formula:

[0103]

[0104] For lazy slices ;

[0105] In the formula, For the first The duration of each working condition slice. For the power supply equipment object at the rated reference thermodynamic temperature Life expectancy below The activation energy for thermal aging of insulating materials in power supply equipment. Let be the ideal gas constant. The rated reference thermodynamic temperature, For the first Equivalent steady-state temperature rise under each working condition slice.

[0106] In this embodiment, firstly, traditional cumulative lifespan models (e.g., relative aging rate methods) typically integrate continuously along the time axis, calculating aging based on measured or estimated temperatures regardless of whether the equipment is under load. When the equipment is in coasting (power-off cooling) mode, its temperature, although decreasing, may still be higher than the ambient temperature, and existing methods will continue to accumulate a positive aging amount. However, physical reality shows that when the equipment temperature is below the rated reference temperature (usually the economic lifespan temperature designed for the equipment), the aging rate is extremely slow and negligible; more importantly, the coasting period is essentially a "recovery period" and should not be included in lifespan consumption. The continuous accumulation of existing methods leads to an overestimation of total lifespan consumption, especially in intercity railways with frequent start-stop operations, where there is a significant overestimation. In the method of this invention, for coasting slices, In other words, no thermal lifetime loss occurs during coasting. This setting is based on engineering judgment (i.e., during coasting, the current is approximately zero, the equipment temperature rises rapidly and, in most cases, the temperature will drop below the rated reference thermodynamic temperature). At this point, the thermal aging rate is already below the design baseline, and conservatively treating it as zero consumption meets the safety margin requirements while avoiding false accumulation. In addition, this setting ensures that the lifespan consumption count strictly corresponds to the actual heat generation conditions, allowing maintenance personnel to clearly distinguish which operating stages truly consume equipment lifespan, providing a clear objective for operation plan optimization (i.e., reducing high-frequency start-stop or heavy-load encounters, rather than reducing coasting).

[0107] Second, traditional equivalent current methods or linear temperature rise models assume that lifespan is proportional to the square of the temperature rise or current (i.e., a linear or quadratic relationship). For example, some simplified methods use the "lifespan halved for every 8°C above the rated temperature" rule, but this rule only applies to specific insulation materials and is effective within a small temperature rise range. When equipment faces short-term high-temperature shocks (e.g., heavy-load overload causing winding hotspots to suddenly rise to 130°C), linear models severely underestimate the actual aging amount. The Arrhenius exponential model used in this invention accurately reflects the nonlinear relationship between temperature and aging rate. In this formula, the exponential term... Extremely sensitive: when When increasing, Decrease, the absolute value of the negative difference increases, multiplied by The exponent value becomes more negative. The value rises sharply. This sensitivity means that even short-term high-temperature shocks can contribute to lifespan loss comparable to or even higher than long-term stable loads, thus more accurately reflecting the physical nature of thermal aging.

[0108] Third, existing methods often directly accumulate Joule integrals or temperature rise integrals without establishing a proportional relationship between the slice duration and the equipment's design life. This leads to two consequences: first, it's impossible to compare lifespan consumption across different devices (with different design lives); second, it's difficult to determine what percentage of the total design lifespan a single operating slice consumes. However, the formula provided in this implementation method... The item divides the slicing duration by the expected lifespan of the equipment at rated temperature. ,make This becomes a dimensionless "lifespan consumption ratio." This normalization process offers two advantages: First, it allows for the normalization of different equipment (such as transformers with a design life of 30 years and cables with a design life of 25 years). They can be directly compared because each has been divided by its own design life benchmark; secondly, the consumption of all slices is added together to give the total consumption as a percentage of the design life, without the need for additional calculations.

[0109] Fourth, many existing models, when dealing with intermittent loads, fail to accurately reflect both the slow aging during the cooling period and the accelerated aging during the high-temperature period, leading to mutual compensation and error accumulation between high and low temperature periods. The method of this invention, however, utilizes "lazy slicing"... The combination of "start-up-continuation-coasting-regeneration" and "other segmented exponential consumption" enables precise segmented metering of the thermal cycling process. When a complete "start-up-continuation-coasting-regeneration" cycle ends, only the heating phase is included in the lifetime consumption, while the cooling phase is not. At the same time, due to the presence of coasting segments, the equipment temperature has already dropped to a lower level before the next start-up, which can ensure that the initial temperature of each start-up is relatively consistent and avoid the calculation deviation of the exponential model caused by incorrect starting temperature.

[0110] In this embodiment, it should be noted that the thermal life consumption... Regarding the calculation formula ( This is based on the Arrhenius theory of thermal aging (i.e., the thermal aging rate of insulating materials is exponentially related to temperature). Specifically, The term represents the proportion of the slice duration to the expected lifespan of the device at the rated reference temperature, and is used as the time-based accuracy weight. This item reflects the actual operating temperature. Relative to the rated reference temperature The factor that accelerates the aging rate. When the actual temperature equals At this time, the difference inside the parentheses is 0, and the exponent term is 1. That is, it consumes linearly over time; when the actual temperature is higher than hour, When the exponent is greater than 1, consumption accelerates; when the actual temperature is lower than... At that time, the consumption slows down. Thus, this formula can accurately characterize the nonlinear amplification effect of temperature on the aging rate.

[0111] In one embodiment of the present invention, the equivalent steady-state temperature rise of the present invention is as follows: Calculate according to the following formula:

[0112]

[0113] In the formula, For the power supply equipment object at rated current steady-state temperature rise, For the first The duration of each working condition slice. and The first The start and end times of each working condition slice For the first Instantaneous current changing with time within a single operating condition slice. Rated current, The thermal shock coefficient under operating conditions. This is an additional loss factor.

[0114] In this embodiment, firstly, conventional methods typically employ an equivalent root-mean-square current and then calculate the temperature rise using a linear or quadratic relationship. This approach implicitly assumes two flawed principles: firstly, that the temperature rise is linearly proportional to the loss (i.e., a quadratic relationship); and secondly, that the current across the entire slice is treated as a stationary equivalent value. In reality, due to the nonlinearity of the heat dissipation coefficient, the rate of temperature rise with current increase is lower than the quadratic law. Furthermore, for drastically fluctuating currents (such as the spikes during traction initiation), the root-mean-square equivalent method exaggerates the temperature rise because the actual contribution of short-term peaks to the steady-state temperature rise, even with rapid heat dissipation, is lower than the value predicted by their square integral. In contrast, the method of this invention employs first integrating and averaging, then taking the 0.8th root, rather than first taking the square root and then squaring. The method of this invention provides a smoother temperature rise prediction for high current ratio regions compared to the quadratic law, more closely resembling the actual physical process. This avoids overestimating the contribution of short-term shocks to the steady-state temperature rise, resulting in more accurate calculations of thermal lifetime consumption.

[0115] Second, even using an equivalent temperature rise model, existing technologies cannot distinguish the different effects of "different current waveforms under the same Joule integral" on the peak temperature rise and local hot spots. For example, the steady current of continuous traction and the peak current of starting traction may have the same root mean square value, but the skin effect of starting traction is more significant, and the temperature of the hottest spot in the winding can be more than 15°C higher than the average. Existing equivalent temperature rise models are ineffective in addressing this. The method of this invention introduces... As a multiplicative correction factor (whose specific value can be set differently according to the type of working condition), the model can be adjusted in a targeted manner for different thermal stress mechanisms.

[0116] Third, in scenarios such as regenerative braking and inverter power supply, the current contains a large number of harmonics. Due to the skin effect and proximity effect, the Joule losses generated by harmonic currents in conductors are much greater than those of the fundamental current with the same effective value. Traditional methods, if only the total effective value (including harmonics) is substituted into the square law, will underestimate the actual heat generation due to the frequency dependence of harmonic losses. To address this, this invention introduces... It is specifically designed to correct harmonic-induced losses.

[0117] In this embodiment, it should be noted that, for the equivalent steady-state temperature rise... The calculation formula ( In terms of heat transfer, it is based on the power function relationship between temperature rise and heat loss in convective cooling equipment. Specifically, the Joule integral term... This term is used to characterize the total heat energy generated by the current within the operating condition slice (normalized to the square of the rated current). Divide this term by... The average square current ratio within the slice is then obtained, which is used to reflect the time average value of the thermal effect. The term originates from the fact that under forced convection cooling conditions, the steady-state temperature rise of equipment (such as transformer windings and cables) is related to the loss. The relationship (not nonlinear) This is because the heat dissipation coefficient increases with increasing temperature, but the temperature rise increases more slowly than the heat loss. Using the 0.8 power can more accurately reflect this nonlinear heat dissipation characteristic. The term serves as a reference temperature rise, converting the dimensionless average current ratio into the actual temperature rise value. and The impact and harmonic conditions are then independently modified to adapt to different thermal stress mechanisms.

[0118] In one embodiment of the present invention, the operating condition thermal shock coefficient of the present invention is as follows. The possible values ​​are as follows:

[0119] For starting traction slices or heavy-load meeting slices ;

[0120] For regenerated brake slices ;

[0121] For continuous traction slices ;

[0122] For coasting slices, the equivalent steady-state temperature rise is not used to calculate the heat lifetime consumption.

[0123] In this embodiment, firstly, during traction start-up and heavy-load passing, the current rises sharply (typically 1.5 to 2.5 times the rated value). The skin effect and eddy current losses cause the local hot spot temperature of the winding or conductor to be significantly higher than the temperature rise calculated based on the average current, with measured temperature differences reaching 15 to 25°C. Existing equivalent temperature rise models (such as the root mean square current method) cannot reflect this hot spot amplification effect, leading to an underestimation of thermal life consumption under impact conditions. However, in this invention, by slicing the traction start-up and heavy-load passing... Setting it between 1.2 and 1.5 directly affects the equivalent steady-state temperature rise. Multiplicative amplification is applied. The lower limit of 1.2 is suitable for devices with weak skin effect (such as thin-walled conductors or dry-type transformers), while the upper limit of 1.5 is suitable for large oil-immersed transformers or thick cables. This range allows engineers to select specific coefficients based on measured equipment data (such as the ratio of the hot spot temperature to the average temperature of a fiber optic thermometer) or standard recommendations, making the model both universally applicable and retaining calibration flexibility. Meanwhile, The setting can increase the equivalent temperature rise under impact conditions, thereby generating a significantly higher lifespan consumption through the exponential formula, avoiding the underestimation by traditional methods.

[0124] Second, the current reverses under regenerative braking conditions and is rich in harmonics. Compared to forward traction, the leakage magnetic field distribution of the reverse current in the transformer windings is different, which may lead to a reduction in eddy current losses in certain areas. Simultaneously, while the skin effect caused by harmonics increases losses, the reversal of direction may alter the magnetic field coupling. Simple fixed-coefficient treatment may not be suitable for the actual thermal effects under different equipment structures (such as core-type and shell-type transformers) and different harmonic spectra, posing a risk of undercompensation or overcompensation. In this invention, the regenerative braking slice... The range is set to [0.8, 1.1]. The lower limit of 0.8 is suitable for scenarios where reverse current significantly reduces eddy current losses (such as large transformers with specific winding arrangements), while the upper limit of 1.1 is suitable for scenarios with extremely high harmonic content where reversing the direction does not produce a significant reduction in losses (such as power supply systems with filtering compensation devices). This range setting allows users to deduce the optimal value based on actual measured temperature rise data. This ability helps avoid systematic errors caused by improper fixed values.

[0125] Third, traditional methods treat continuous traction as an "ideal steady state," assuming a strict correspondence between temperature rise and average current. In reality, the continuous traction phase may still experience minor fluctuations, changes in ambient wind speed, and non-ideal cooling systems, causing the actual aging rate to fluctuate around the rated reference. In this invention, the continuous traction slices... The range is set to [0.9, 1.2]. The lower limit of 0.9 can be used in environments with good forced air cooling or low temperatures in winter, where the actual aging rate is lower than the rated baseline. The upper limit of 1.2 can be used in situations where heat dissipation conditions deteriorate (such as dust accumulation on the radiator or high ambient temperature) or where there is minor harmonic interference. In this way, maintenance personnel can dynamically adjust the baseline aging rate according to factors such as season and equipment status, improving the accuracy of long-term assessments.

[0126] In one embodiment of the present invention, the additional loss factor of the present invention The possible values ​​for are as follows:

[0127] For regenerated brake slices ,in, For the first Effective value of subharmonic current This is the effective value of the fundamental current. To harmonic order The relevant harmonic loss coefficients (can be obtained by fitting actual data, for example, by measuring the actual equipment parameters for different conductor materials, cross-sectional areas, and structural forms and obtaining the corresponding value database or value data table). The preset maximum harmonic order;

[0128] For other working conditions, slice .

[0129] In this embodiment, firstly, conventional methods, when dealing with current waveforms containing harmonics (such as regenerative braking and inverter power supply), typically calculate the total effective value directly, then substitute it into the square law to calculate the loss, and assume the resistance is constant (equal to the fundamental resistance). This approach implicitly assumes that the resistance of all frequency components is the same, but in reality, due to the skin effect, the AC resistance of high-frequency harmonics is much greater than the fundamental resistance. This underestimation will lead to an underestimation of the equivalent temperature rise, thus severely underestimating the thermal lifetime consumption under regenerative braking conditions. In this invention, by introducing... (Activated only in regenerative braking slices) the additional losses caused by harmonics are isolated from the total RMS value and correctly amplified. In this way, the evaluation error under regenerative braking conditions can be corrected from a systematic underestimation to a value close to the true value.

[0130] Second, some existing harmonic processing methods uniformly add harmonic loss calculations for all operating conditions. However, the current distortion rate during starting traction and continuous traction is usually very low, and the additional harmonic loss is very small in these conditions. If the same factor is multiplied by a factor greater than 1, the harmonic loss will be significantly reduced. This can cause minor but meaningless overcorrection. In the method of this invention, other operating condition slices besides regenerative braking slices are defined. This ensures that the correction is targeted while avoiding unnecessary computational overhead and potential overcorrection risks.

[0131] In one embodiment of the present invention, for the power supply equipment object, up to the current time... Cumulative heat life consumption for:

[0132]

[0133] In the formula, To the time The total number of operating condition slices applied to the power supply equipment object;

[0134] Remaining thermal life margin for:

[0135]

[0136] In the formula, The total thermal life of the power supply equipment.

[0137] In this embodiment, firstly, the cumulative thermal lifetime consumption. It can achieve real-time accumulation of consumption for each working condition slice. This is possible as soon as a new working condition slice is generated and the consumption is calculated. You can update immediately. This allows the lifespan consumption of power supply equipment to become a continuously trackable, time-varying state variable. Maintenance personnel can query the cumulative consumption up to the current moment at any time and, in conjunction with operational graph playback, view the main sources of consumption (e.g., "Three heavy-load encounters during this morning's peak contributed 60% of today's consumption"). This upgrades lifespan management from post-event statistics to real-time monitoring, enabling timely warnings and interventions.

[0138] Second, remaining thermal lifetime margin This allows equipment with different design lifespans to be standardized to a dimensionless scale of 0 to 1. This offers three advantages: firstly, it enables direct horizontal comparison of the health status of different devices (e.g., transformers). ,cable If the cable is in an emergency, then the situation becomes more critical; secondly, a unified warning threshold can be set (such as...). (This serves as a warning of the end of life, making it easier for automated operation and maintenance systems to determine; third, operation and maintenance personnel do not need to memorize the design life values ​​of each device, but can directly understand the remaining capacity through percentages.)

[0139] In one embodiment of the present invention, the construction of the thermal lifetime margin map includes:

[0140] Construct a three-dimensional matrix with railway section as the first dimension, time as the second dimension, and power supply equipment object as the third dimension; divide each three-dimensional unit... The numerical value is assigned to the corresponding railway section. ,time Power supply equipment objects Remaining thermal life margin Generate a heat map and display it in color according to the numerical range of the remaining thermal lifetime margin.

[0141] In this way, firstly, a three-dimensional matrix is ​​constructed using railway sections (X-axis), time (Y-axis), and equipment objects (Z-axis) to organize the scattered margin values ​​into a structured map, making the margin situation intuitive and clear regarding "where, when, and which equipment". Simultaneously, a heatmap is used to classify margin value ranges by color (e.g., green, yellow, red, black), visually highlighting low-margin areas and facilitating rapid identification of risk points. Furthermore, the map can support dynamic playback of historical margin changes and extrapolate future margin distribution based on the planned operation chart, providing a continuous spatiotemporal reference for operation and maintenance decisions.

[0142] In one embodiment of the present invention, the output capacity expansion recommendations, maintenance priorities, or operational organization optimization priorities include:

[0143] The power supply equipment objects are sorted in ascending order of remaining thermal life margin to generate a maintenance priority list; railway sections with remaining thermal life margins below a preset threshold are identified and marked as candidate sections for capacity expansion and renovation; based on different departure intervals or passing strategies, the changes in remaining thermal life margins of each power supply equipment object are simulated and calculated, and an operation organization scheme that allows heavy-load passing slices to avoid low-margin sections is selected, and optimized operation schedule revision suggestions are output.

[0144] In this way, firstly, generating a maintenance list based on remaining margin from smallest to largest solves the problem of quantitative decision-making regarding maintenance priorities, avoiding the subjectivity of experience-based judgment. Secondly, identifying sections with margins below a preset threshold and marking them as expansion candidates directly indicates the locations requiring expansion, avoiding blind investment in capacity increases. Furthermore, based on different departure intervals or yielding strategies, simulating margin changes allows for the selection of schemes to ensure that heavily loaded trains avoid low-margin sections, outputting optimized timetable revision suggestions.

[0145] According to a second aspect of the present invention, a system for constructing a thermal life margin map of electric locomotive power supply equipment for implementing any of the technical solutions in the first aspect of the present invention is also provided, the system comprising:

[0146] The data acquisition module is used to acquire train timetable, traction / regenerative braking conditions, feeder current, traction transformer load, and temperature rise data of cables or switchgear.

[0147] The operating condition identification and slicing module is used to divide the load process of power supply equipment into several operating condition slices based on the train operation diagram and electrical characteristics;

[0148] The thermal lifetime dynamic calculation module is used to calculate the thermal lifetime consumption for each operating condition slice and each power supply equipment object, and to calculate the remaining thermal lifetime margin based on the cumulative thermal lifetime consumption.

[0149] The margin accumulation and graph construction module is used to construct thermal lifetime margin graphs based on railway sections, time, and power supply equipment objects.

[0150] The decision output module is used to output capacity expansion suggestions, maintenance priorities, or operation organization optimization priorities based on the thermal life margin map.

[0151] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for constructing a thermal life margin map of power supply equipment for electric locomotives, characterized in that, Includes the following steps: Acquire train operation diagrams, traction / regenerative braking conditions, feeder current, traction transformer load, and temperature rise data of cables or switchgear. Based on the train operation diagram and electrical characteristics, the load process of the power supply equipment is divided into several operating condition slices; For each operating condition slice and each power supply equipment object, calculate the thermal lifetime consumption, and calculate the remaining thermal lifetime margin based on the cumulative thermal lifetime consumption. A thermal life margin map is constructed using railway sections, time periods, and power supply equipment as dimensions. Based on the aforementioned thermal life margin map, output capacity expansion recommendations, maintenance priorities, or operational organization optimization priorities.

2. The method for constructing a thermal life margin map of electric locomotive power supply equipment according to claim 1, characterized in that, The operating condition slices include starting traction slices, continuous traction slices, coasting slices, regenerative braking slices, and heavy-load meeting slices.

3. The method for constructing a thermal life margin map of electric locomotive power supply equipment according to claim 2, characterized in that, For the operating condition slices other than the coasting slice, the heat lifetime consumption under a single operating condition slice Calculate according to the following formula: ； For lazy slices ; In the formula, For the first The duration of each working condition slice. For the power supply equipment object at the rated reference thermodynamic temperature Life expectancy below The activation energy for thermal aging of insulating materials in power supply equipment. Let be the ideal gas constant. The rated reference thermodynamic temperature, For the first Equivalent steady-state temperature rise under each working condition slice.

4. The method for constructing a thermal life margin map of electric locomotive power supply equipment according to claim 3, characterized in that, The equivalent steady-state temperature rise Calculate according to the following formula: In the formula, For the power supply equipment object at rated current steady-state temperature rise, For the first The duration of each working condition slice. and The first The start and end times of each working condition slice For the first The instantaneous current changing with time within each operating condition slice. Rated current, The thermal shock coefficient under operating conditions. This is an additional loss factor.

5. The method for constructing a thermal life margin map of electric locomotive power supply equipment according to claim 4, characterized in that, The thermal shock coefficient under the operating conditions The possible values ​​are as follows: For starting traction slices or heavy-load meeting slices ; For regenerated brake slices ; For continuous traction slices ; For coasting slices, the equivalent steady-state temperature rise is not used to calculate the thermal lifetime consumption.

6. The method for constructing a thermal life margin map of electric locomotive power supply equipment according to claim 4, characterized in that, The additional loss factor The possible values ​​are as follows: For regenerated brake slices ,in, For the first Effective value of subharmonic current This is the effective value of the fundamental current. To harmonic order Related harmonic loss coefficients, The preset maximum harmonic order; For other working conditions, slice .

7. The method for constructing a thermal life margin map of electric locomotive power supply equipment according to claim 3, characterized in that, For power supply equipment objects, up to the current time Cumulative heat life consumption for: In the formula, To the time The total number of operating condition slices applied to the power supply equipment object; Remaining thermal life margin for: In the formula, The total thermal life of the power supply equipment.

8. The method for constructing a thermal life margin map of electric locomotive power supply equipment according to claim 7, characterized in that, The constructed thermal lifetime margin map includes: A three-dimensional matrix is ​​constructed, with railway section as the first dimension, time as the second dimension, and power supply equipment as the third dimension; Each three-dimensional unit The numerical value is assigned to the corresponding railway section. ,time Power supply equipment objects Remaining thermal life margin ; Generate a heat map and display it in color according to the numerical range of the remaining thermal lifetime margin.

9. The method for constructing a thermal life margin map of electric locomotive power supply equipment according to claim 1, characterized in that, The output capacity expansion recommendations, maintenance priorities, or operational organization optimization priorities include: The power supply equipment objects are sorted in ascending order of remaining thermal life margin to generate a maintenance priority list; Identify railway sections with remaining thermal life margins below a preset threshold and mark them as candidate sections for capacity expansion and renovation; Based on different departure intervals or passing strategies, the remaining thermal life margin changes of each power supply equipment are simulated and calculated. An operation organization scheme that allows heavy-load passing slices to avoid low-margin sections is selected, and optimized operation diagram revision suggestions are output.

10. A system for implementing the method for constructing a thermal life margin map of power supply equipment for electric locomotives as described in any one of claims 1-9, characterized in that, The system includes: The data acquisition module is used to acquire train timetable, traction / regenerative braking conditions, feeder current, traction transformer load, and temperature rise data of cables or switchgear. The operating condition identification and slicing module is used to divide the load process of the power supply equipment into several operating condition slices based on the train operation diagram and electrical characteristics. The thermal lifetime dynamic calculation module is used to calculate the thermal lifetime consumption for each operating condition slice and each power supply equipment object, and to calculate the remaining thermal lifetime margin based on the cumulative thermal lifetime consumption. The margin accumulation and graph construction module is used to construct thermal lifetime margin graphs based on railway sections, time, and power supply equipment objects. The decision output module is used to output capacity expansion suggestions, maintenance priorities, or operation organization optimization priorities based on the thermal life margin map.

Images