CN118144845A - Direct-current traction power supply passenger car positioning method and system based on time scale telemetry - Google Patents
Direct-current traction power supply passenger car positioning method and system based on time scale telemetry Download PDFInfo
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Abstract
The invention provides a direct-current traction power supply electric bus positioning method and system based on time scale telemetry, wherein the method judges whether bilateral power supply is performed in an interval or not through acquired feeder voltage and feeder current: if the electric bus is in the present section, judging whether the electric bus is in the present section, if the electric bus is in the present section, judging whether the electric bus is in a resistance braking state, if the electric bus is in the resistance braking state, estimating the braking distance of the electric bus through a path calculation formula, determining the position of the electric bus through the position before braking and the braking distance, if the electric bus is not in the resistance braking state, determining the position of the electric bus by applying a bilateral power supply electric bus positioning method, and if the electric bus is not in the present section, not performing a car receiving positioning calculation. If not, determining the position of the electric bus by adopting a unilateral power supply electric bus positioning method. The invention can timely and accurately acquire the position of the electric bus in the circuit, and ensures the safe and effective operation of the electric bus.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a method and a system for positioning a direct-current traction power supply bus based on time scale telemetry.
Background
The subway is used as a main component of a large and medium-sized urban transportation system, has the technical characteristics of punctual time, quick speed, environmental protection, safety and the like, and has important significance for relieving urban transportation pressure.
However, as urban population increases, subway train operation density increases, and how to accurately, efficiently and real-timely acquire train operation position information based on the existing subway equipment system is a key for guaranteeing safe operation of passengers and reliable operation of trains, and reduces investment and operation and maintenance cost.
The current subway train positioning method is less, urban rail transit mainly uses underground stations, the input cost of the GPS positioning system, the ATS train monitoring system and other systems is high, the input cost for positioning the train by utilizing electric quantity at two ends of the train is low, but calculation errors caused by data asynchronization at two ends are large.
Disclosure of Invention
Therefore, the invention aims to provide a brand new direct current traction power supply electric bus positioning method and system based on time scale telemetry, so as to solve the problem of difficult positioning of the direct current traction power supply electric bus.
In order to achieve the above purpose, the technical scheme of the invention is realized as follows:
The method is applied to a direct-current traction power supply system contact net, the direct-current traction power supply system contact net comprises a full-line traction substation, the full-line traction substation supplies power to the contact net through respective direct-current feeder cabinets, and the method comprises the following steps:
S1: acquiring telemetry data of feeder voltage and feeder current with time marks, which are sent by a whole-line traction substation in a period, and recording a group of telemetry data feeder voltage U f1~Ufn and feeder current I f1~Ifn corresponding to the same time mark, and a power supply structure of each traction substation, wherein the power substations at two ends of a track are unilateral power supply, and the rest are bilateral power supply;
s2: the traction substation at the head end of the track starts to circularly perform electric bus positioning calculation in each section formed by every two adjacent traction switchgears, whether bilateral power supply is performed in the section is judged firstly, if the bilateral power supply is performed, the step S3 is performed, and otherwise, the step S4 is performed;
S3: judging whether the electric bus is in the zone or not according to feeder currents with the same time marks collected by two adjacent traction transformers forming the zone, if the electric bus is in the zone, judging whether the electric bus is in a resistance braking state, if the electric bus is in the resistance braking state, estimating the braking distance of the electric bus through a path calculation formula, determining the position of the electric bus through the position before braking and the braking distance, if the electric bus is not in the resistance braking state, determining the position of the electric bus by using a bilateral power supply electric bus positioning method, and if the electric bus is not in the zone, not performing electric bus positioning calculation;
S4: and determining the position of the electric bus by adopting a unilateral power supply electric bus positioning method.
Further, step S3 includes setting a specified value, and determining whether feeder currents collected by two adjacent traction transformers are greater than the specified value;
Case1: if the collected feeder current of the two adjacent traction power transformers is larger than a flowing value, judging whether the feeder current symbols of the two adjacent traction power transformers are the same or not;
Case1-1: if the two current symbols are the same, recognizing that a bus exists in the interval, and calculating the position of the bus by using a bus positioning formula in a bilateral power supply mode;
case1-2: if the two current symbols are different, no bus is considered to exist in the interval, and the position calculation of the electric bus in the interval is not performed;
Case2: if the collected feeder currents of two adjacent traction transformers are smaller than a flowing fixed value, judging the state of the electric bus in the interval;
Case2-1: if the feeder current disappears when the electric bus does not reach the track end point, judging that the electric bus is in a resistance braking state when the electric bus is in a bus in the section, and estimating the braking distance of the electric bus through a path calculation formula;
Case2-2: except for the Case of the step Case2-1, no car is in the judgment section, and no calculation of the position of the electric bus is performed.
Further, in step S3, the determining the position of the electric bus by using the bilateral power supply electric bus positioning method adopts the following calculation formula:
Wherein M and M+1 are two adjacent traction substations forming a section, d is the distance between an electric bus and the M-side traction substation, U fM is M-side feeder voltage, I fM is M-side feeder current, U fM+1 is M+1-side feeder voltage, I fM+1 is M+1-side feeder current, R j is the section contact net unit resistance, R g is the rail unit resistance, L is the section length between the two traction substations, R kx is feeder cable resistance, and R sw is the Internet cable resistance.
Further, in step S3, the estimating the braking distance of the electric bus according to the path calculation formula adopts the following calculation formula:
wherein S is the braking distance of the electric bus, For the initial speed of the electric bus at the braking moment, the speed of the electric bus in the uniform speed running state can be taken, the speed is set according to the running experience, a is the braking deceleration of the electric bus, the speed is also required to be set according to the running experience, and t is the time difference between the current distance and the braking starting moment.
Further, in step S4, the determining the position of the electric bus by using the single-side power supply electric bus positioning method adopts the following calculation formula:
Wherein M is a traction substation adjacent to a track end traction substation, d is a distance between an electric bus and an M-side traction substation, U fM is M-side feeder voltage, I fM is M-side feeder current, R j is a contact network unit resistor in the section, R g is a steel rail unit resistor, R kx is a feeder cable resistor, and R sw is an internet cable resistor.
Direct current traction power supply electric bus positioning system based on time scale telemetering, the system is applied to direct current traction power supply system contact net, direct current traction power supply system contact net includes all line traction substation, all line traction substation all gives the contact net power supply through respective direct current feeder cabinet, all line traction substation all includes the direct current protection device that is used for controlling respective direct current feeder cabinet, all line traction substation's direct current protection device carries out feeder voltage and feeder current collection, electric bus is in the driving process, the system carries out the determination of electric bus position between every two adjacent traction substation, the system includes:
the signal acquisition module is used for acquiring feeder voltage and feeder current telemetry signals with time marks of the direct current feeder cabinet collected by the direct current protection device of the full-line traction substation;
The data processing module is used for obtaining the distance between two adjacent traction substations of the whole line and calculating and determining the position of the electric bus according to the feeder voltage and the feeder current of the two adjacent traction substations and the distance between the two adjacent traction substations.
Further, the signal acquisition module is configured to:
Acquiring telemetry data of feeder voltage and feeder current with time marks, which are sent by a whole-line traction substation in a period, recording a group of telemetry data feeder voltages Uf 1-Ufn, feeder currents If 1-Ifn and power supply structures of each traction substation, wherein the power substations at two ends of a track are unilateral power supply, and the rest are bilateral power supply;
the data processing module is used for:
The electric bus positioning calculation in each section formed by every two adjacent traction transformers is circularly carried out from the traction transformer substation at the head end of the track, and whether bilateral power supply is carried out in the section is judged first:
If the electric bus is in a resistance braking state, estimating the braking distance of the electric bus through a path calculation formula, determining the position of the electric bus through the position before braking and the braking distance, and if the electric bus is not in the resistance braking state, determining the position of the electric bus by applying a bilateral power supply electric bus positioning method, and if the electric bus is not in the resistance braking state, not performing a car receiving positioning calculation;
And if the electric bus is not in double-side power supply, determining the position of the electric bus by adopting a single-side power supply electric bus positioning method.
Further, the method for determining the position of the electric bus by using the bilateral power supply electric bus adopts the following calculation formula:
Wherein M and M+1 are two adjacent traction substations forming a section, d is the distance between an electric bus and the M-side traction substation, U fM is M-side feeder voltage, I fM is M-side feeder current, U fM+1 is M+1-side feeder voltage, I fM+1 is M+1-side feeder current, R j is the section contact net unit resistance, R g is the rail unit resistance, L is the section length between the two traction substations, R kx is feeder cable resistance, and R sw is the Internet cable resistance.
Further, the estimating the braking distance of the electric bus by the journey calculation formula adopts the following calculation formula:
wherein S is the braking distance of the electric bus, For the initial speed of the electric bus at the braking moment, the speed of the electric bus in the uniform speed running state can be taken, the speed is set according to the running experience, a is the braking deceleration of the electric bus, the speed is also required to be set according to the running experience, and t is the time difference between the current distance and the braking starting moment.
Further, the method for determining the position of the electric bus by adopting the unilateral power supply electric bus adopts the following calculation formula:
Wherein M is a traction substation adjacent to a track end traction substation, d is a distance between an electric bus and an M-side traction substation, U fM is M-side feeder voltage, I fM is M-side feeder current, R j is a contact network unit resistor in the section, R g is a steel rail unit resistor, R kx is a feeder cable resistor, and R sw is an internet cable resistor.
Compared with the prior art, the direct current traction power supply bus positioning method and system based on time scale telemetry have the following advantages:
The invention provides a method and a system for positioning a direct-current traction power supply electric bus based on time scale telemetry, which aim at the problem that the existing direct-current traction power supply system cannot utilize a GPS positioning function to position the electric bus, and the existing system does not have a mature rail transit electric bus positioning system, so that a scheme is provided for timely and accurately acquiring the position information of the electric bus in a circuit, and the safe and effective operation of the electric bus is ensured.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute an undue limitation on the invention. In the drawings:
FIG. 1 shows an electrical wiring diagram of a bilateral power supply mode of an urban rail transit direct current traction power supply system;
FIG. 2 shows a flow chart of a method for locating a DC traction powered passenger car based on time scale telemetry in accordance with an inventive embodiment of the invention;
Fig. 3 shows a schematic diagram of a transient model of an electric bus running in an interval based on a direct current traction power supply electric bus positioning method based on time scale telemetry according to an embodiment of the invention.
Detailed Description
It should be noted that, without conflict, the embodiments of the present invention and features of the embodiments may be combined with each other.
The invention will be described in detail below with reference to the drawings in connection with embodiments.
Fig. 1 is an electrical wiring diagram of a bilateral power supply mode of a direct current traction power supply system of urban rail transit. In the direct current traction power supply system contact net, two traction power substations are arranged in each power supply interval to carry out bilateral power supply, and the first end and the last end of the power supply are unilateral power supply. Each traction substation comprises a direct current feeder cabinet and a direct current protection device, wherein the direct current protection device is used for controlling the respective direct current feeder cabinet and collecting feeder voltage and feeder current, and each traction substation supplies power to the contact net through the respective direct current feeder cabinet. In one of the power supply intervals, one of the traction substation is called a local traction substation, and the other traction substation is called a opposite traction substation, and vice versa.
The invention provides a direct-current traction power supply bus positioning method based on time scale telemetry, which is applied to a direct-current traction power supply system catenary. In the overhead contact system, a direct current protection device of a full-line traction substation continuously collects telemetry data feeder voltage U f and feeder current I f of a time scale of the traction substation and periodically transmits the telemetry data feeder voltage U f and the feeder current I f to a positioning system. And in the running process of the electric bus, the positioning system performs electric bus positioning calculation between every two adjacent traction power transformation stations by using the collected telemetry data with the time scale.
Fig. 2 shows a flowchart of a method for positioning a direct current traction power supply electric bus based on time scale telemetry according to an embodiment of the invention, as shown in fig. 2, the method for positioning the electric bus comprises the following steps:
S1: acquiring telemetry data of feeder voltage and feeder current with time marks, which are sent by a whole-line traction substation in a period, and recording a group of telemetry data feeder voltage U f1~Ufn and feeder current I f1~Ifn corresponding to the same time mark, and a power supply structure of each traction substation, wherein the power substations at two ends of a track are unilateral power supply, and the rest are bilateral power supply;
s2: the traction substation at the head end of the track starts to circularly perform electric bus positioning calculation in each section formed by every two adjacent traction switchgears, whether bilateral power supply is performed in the section is judged firstly, if the bilateral power supply is performed, the step S3 is performed, and otherwise, the step S4 is performed;
S3: judging whether the electric bus is in the zone or not according to feeder currents with the same time marks collected by two adjacent traction transformers forming the zone, if the electric bus is in the zone, judging whether the electric bus is in a resistance braking state, if the electric bus is in the resistance braking state, estimating the braking distance of the electric bus through a path calculation formula, determining the position of the electric bus through the position before braking and the braking distance, if the electric bus is not in the resistance braking state, determining the position of the electric bus by using a bilateral power supply electric bus positioning method, and if the electric bus is not in the zone, not performing electric bus positioning calculation;
S4: and determining the position of the electric bus by adopting a unilateral power supply electric bus positioning method.
Preferably, before the position calculation of the electric bus is performed, the embodiment judges whether the electric bus is in the current section, if so, judges which running state of the electric bus is in, including starting, idle running and braking, and can be realized by comparing the magnitude and the direction of the collected feeder currents of two adjacent power supplies, if not, judging whether the electric bus is in the current section, and providing a calculation method of the position of the electric bus. Specifically, the method comprises the following steps:
a prescribed value, such as 10A, is set and it is determined whether the feeder current collected by two adjacent traction transformers is greater than the prescribed value.
Case1: if the feeder current of the two collected adjacent traction transformers is larger than the current value. On this premise, two cases are again followed:
Case1-1: if the two current symbols are the same, the train is considered to be running in the interval. On this premise, two cases are again followed:
Case1-1-1: if the feeder current is simultaneously positive. The traction substation with bilateral power supply supplies power to the electric buses in the interval at the same time, and the electric buses are in a starting or idle state at the moment, so that electric bus position calculation can be performed by using an electric bus positioning formula in a bilateral power supply mode.
Case1-1-2: if the feeder current is negative at the same time. The electric bus brakes in the section and performs energy feedback braking, and at the moment, the electric bus is used as an instant power supply to supply power to the energy feedback system, feeder current reversely flows, and the feeder current returns to the power grid through the energy feedback system. At this time, the electric bus is in an energy feedback state, and the electric bus position calculation can be performed by using an electric bus positioning formula in a bilateral power supply mode.
Case1-2: if the two current symbols are different, no bus is considered in the interval, the adjacent interval has electric buses to run, the adjacent electric buses are powered by passing through the passing current in the interval, and the position calculation of the electric buses in the interval is not performed.
Case2: if the feeder current of two adjacent traction transformer stations is smaller than the current value, under the premise of the current value, the current value is divided into two conditions:
case2-1: if the feeder current disappears when the electric bus does not reach the track end point, judging that the bus exists in the section but is in a resistance braking state. At this time, the electric bus is subjected to resistance braking, and energy generated in the braking process is consumed through resistance, and feeder currents flowing to two sides of an interval do not exist, so that the electric bus cannot be calculated by using an electric bus positioning formula, and the braking distance of the electric bus can be estimated by using a path calculation formula:
wherein S is the braking distance of the electric bus, For the initial speed of the electric bus at the braking moment, the speed of the electric bus in the uniform speed running state can be taken, the speed is set according to the running experience, a is the braking deceleration of the electric bus, the speed is also required to be set according to the running experience, and t is the time difference between the current distance and the braking starting moment.
And adding the position of the electric bus before braking to the braking distance of the electric bus to obtain the position of the electric bus after braking.
Case2-2: except for the Case of the step Case2-1, no car is in the judgment section, and no calculation of the position of the electric bus is performed.
Fig. 3 is a schematic diagram of a transient model of an electric bus running in an interval, where M and m+1 are two adjacent traction substations forming the interval, that is, a local traction substation and an opposite traction substation, R is an electric bus load resistor, U M is a local power supply voltage, R eM is a local power supply internal resistor, U fM is a local feeder voltage, I fM is a local feeder current, U M+1 is an opposite power supply voltage, R eM+1 is an opposite power supply internal resistor, U fM+1 is an opposite feeder voltage, I fM+1 is an opposite feeder current, R jM is a contact network resistor between the electric bus and the local end in the interval, R jM+1 is a contact network resistor between the electric bus and the opposite end in the interval, R gM is a rail resistor between the electric bus and the local end in the interval, R gM+1 is a rail resistor between the electric bus and the opposite end in the interval, R kx is a feeder cable resistor, and R sw is an internet cable resistor. The positive directional arrow of the current has been marked.
Referring to fig. 3, the principle of calculating the position of the determined electric motor car will be specifically described.
First kind: the positioning method of the bilateral power supply electric bus comprises the following steps:
（1）
（2）
（3）
Wherein d is the distance between the electric bus and the local end, namely the distance between the electric bus and the M end; r j is the section contact net unit resistance, r g is the rail unit resistance, and L is the section length between two substations.
The traction network voltage and current relation formula of the interval is written for the current loop shown in the figure according to kirchhoff's law column:
（4）
after simplification, the calculation expression of the position d of the traction substation at the distance M end of the electric bus is as follows:
（5）
Second kind: the single-end electric bus positioning method comprises the following steps:
For the situations of single-side power supply of the electric bus, namely the head-end traction substation and the tail-end traction substation, the calculation formula of the double-side power supply electric bus positioning method can be realized
，
Wherein M+1 is one of two adjacent traction power substations forming a section, namely an opposite-end traction power substation except the local-end M traction power substation, U fM+1 is opposite-end feeder voltage, and I fM+1 is opposite-end feeder current.
After simplification, the calculation expression of the distance between the electric bus and the local end, namely the M end, namely the position d of the traction substation adjacent to the traction substation at the head end or the tail end is as follows:
（6）
Wherein M is a traction substation adjacent to a traction substation at a track end point, and d is a distance between an electric bus and the local end, namely the distance between the M end; u fM is the local end feeder voltage, I fM is the local end feeder current, R j is the section contact net unit resistance, R g is the rail unit resistance, R kx is the feeder cable resistance, and R sw is the Internet cable resistance.
According to the principle of the direct current traction power supply electric bus positioning method based on the time scale telemetry, when the electric bus runs in a section, the direct current protection devices on the direct current feeder cabinets of the traction substation at the two ends of the section continuously collect feeder voltages and feeder currents at the local end and the opposite end, and send telemetry data with the time scale to the positioning system, and the positioning system calculates the position of the electric bus by using the telemetry data with the same time scale by adopting the mode of (5) or (6).
The invention also provides a direct-current traction power supply electric bus positioning system based on time scale telemetry, which is applied to a direct-current traction power supply system contact net, wherein the direct-current traction power supply system contact net comprises all-line traction substations, the all-line traction substations supply power to the contact net through respective direct-current feeder cabinets, and the all-line traction substations comprise direct-current protection devices for controlling the respective direct-current feeder cabinets. During the running process of the electric bus, the positioning system determines the position of the electric bus between every two adjacent traction power transformation stations. The system comprises:
the clock synchronization module is used for controlling clock synchronization of the direct current feeder cabinet of the full-line traction substation;
the signal acquisition module is used for acquiring feeder voltage and feeder current telemetry signals with time marks of the direct current feeder cabinet collected by the direct current protection device of the full-line traction substation;
The data processing module is used for obtaining the distance between the adjacent traction substation of the whole line and calculating and determining the position of the electric bus according to the feeder voltage and the feeder current of the two adjacent traction substation and the distance between the two adjacent traction substation.
The implementation principle and technical effect of the system are similar to those of the method, and are not repeated here.
For example, the above-described electric bus positioning method may be implemented by the subway electric power monitoring system PSCADA.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention, and are intended to be included within the scope of the appended claims and description.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.
Claims (10)
1. The utility model provides a direct current traction power supply passenger train positioning method based on time scale telemetering, its characterized in that, the method is applied to direct current traction power supply system contact net, direct current traction power supply system contact net includes full line traction substation, and full line traction substation all provides the contact net power supply through respective direct current feeder cabinet, and the method includes following steps:
S1: acquiring telemetry data of feeder voltage and feeder current with time marks, which are sent by a whole-line traction substation in a period, and recording a group of telemetry data feeder voltage U f1~Ufn and feeder current I f1~Ifn corresponding to the same time mark, and a power supply structure of each traction substation, wherein the power substations at two ends of a track are unilateral power supply, and the rest are bilateral power supply;
s2: the traction substation at the head end of the track starts to circularly perform electric bus positioning calculation in each section formed by every two adjacent traction switchgears, whether bilateral power supply is performed in the section is judged firstly, if the bilateral power supply is performed, the step S3 is performed, and otherwise, the step S4 is performed;
S3: judging whether the electric bus is in the zone or not according to feeder currents with the same time marks collected by two adjacent traction transformers forming the zone, if the electric bus is in the zone, judging whether the electric bus is in a resistance braking state, if the electric bus is in the resistance braking state, estimating the braking distance of the electric bus through a path calculation formula, determining the position of the electric bus through the position before braking and the braking distance, if the electric bus is not in the resistance braking state, determining the position of the electric bus by using a bilateral power supply electric bus positioning method, and if the electric bus is not in the zone, not performing electric bus positioning calculation;
S4: and determining the position of the electric bus by adopting a unilateral power supply electric bus positioning method.
2. The direct current traction power supply electric bus positioning method based on time scale telemetry according to claim 1, wherein: step S3, setting a specified value, and judging whether feeder currents acquired by two adjacent traction transformers are larger than the specified value;
Case1: if the collected feeder current of the two adjacent traction power transformers is larger than a flowing value, judging whether the feeder current symbols of the two adjacent traction power transformers are the same or not;
Case1-1: if the two current symbols are the same, recognizing that a bus exists in the interval, and calculating the position of the bus by using a bus positioning formula in a bilateral power supply mode;
case1-2: if the two current symbols are different, no bus is considered to exist in the interval, and the position calculation of the electric bus in the interval is not performed;
Case2: if the collected feeder currents of two adjacent traction transformers are smaller than a flowing fixed value, judging the state of the electric bus in the interval;
Case2-1: if the feeder current disappears when the electric bus does not reach the track end point, judging that the electric bus is in a resistance braking state when the electric bus is in a bus in the section, and estimating the braking distance of the electric bus through a path calculation formula;
Case2-2: except for the Case of the step Case2-1, no car is in the judgment section, and no calculation of the position of the electric bus is performed.
3. The method for positioning a direct current traction electric bus based on time scale telemetry according to claim 1, wherein in step S3, the method for positioning the electric bus by using bilateral electric bus uses the following calculation formula:
；
Wherein M and M+1 are two adjacent traction substations forming a section, d is the distance between an electric bus and the M-side traction substation, U fM is M-side feeder voltage, I fM is M-side feeder current, U fM+1 is M+1-side feeder voltage, I fM+1 is M+1-side feeder current, R j is the section contact net unit resistance, R g is the rail unit resistance, L is the section length between the two traction substations, R kx is feeder cable resistance, and R sw is the Internet cable resistance.
4. The method for positioning a direct current traction power supply electric bus based on time scale telemetry according to claim 1, wherein in step S3, the estimating the braking distance of the electric bus by a path calculation formula adopts the following calculation formula:
；
wherein S is the braking distance of the electric bus, The initial speed of the electric bus at the braking moment is a braking deceleration of the electric bus, and t is the time difference between the current braking moment and the starting moment.
5. The method for positioning a direct current traction power supply electric bus based on time scale telemetry according to claim 1, wherein in step S4, the method for positioning a single-side power supply electric bus is used for determining the position of the electric bus by the following calculation formula:
；
Wherein M is a traction substation adjacent to a track end traction substation, d is a distance between an electric bus and an M-side traction substation, U fM is M-side feeder voltage, I fM is M-side feeder current, R j is a contact network unit resistor in the section, R g is a steel rail unit resistor, R kx is a feeder cable resistor, and R sw is an internet cable resistor.
6. A direct current traction power supply electric bus positioning system based on time scale telemetry is characterized in that: the system is applied to direct current traction power supply system contact net, direct current traction power supply system contact net includes whole line traction substation, and whole line traction substation all is supplied power to the contact net through respective direct current feeder cabinet, and whole line traction substation all includes the direct current protection device that is used for controlling respective direct current feeder cabinet, and all traction substation's direct current protection device carries out feeder voltage and feeder current collection, and the electric motor car is in the process of traveling, the system carries out the determination of electric motor car position between every two adjacent traction substation, the system includes:
the signal acquisition module is used for acquiring feeder voltage and feeder current telemetry signals with time marks of the direct current feeder cabinet collected by the direct current protection device of the full-line traction substation;
The data processing module is used for obtaining the distance between two adjacent traction substations of the whole line and calculating and determining the position of the electric bus according to the feeder voltage and the feeder current of the two adjacent traction substations and the distance between the two adjacent traction substations.
7. The time scale telemetry based direct current traction powered passenger car positioning system of claim 6, wherein:
the signal acquisition module is used for:
Acquiring telemetry data of feeder voltage and feeder current with time marks, which are sent by a whole-line traction substation in a period, recording a group of telemetry data feeder voltages Uf 1-Ufn, feeder currents If 1-Ifn and power supply structures of each traction substation, wherein the power substations at two ends of a track are unilateral power supply, and the rest are bilateral power supply;
the data processing module is used for:
The electric bus positioning calculation in each section formed by every two adjacent traction transformers is circularly carried out from the traction transformer substation at the head end of the track, and whether bilateral power supply is carried out in the section is judged first:
If the electric bus is in a resistance braking state, estimating the braking distance of the electric bus through a path calculation formula, determining the position of the electric bus through the position before braking and the braking distance, and if the electric bus is not in the resistance braking state, determining the position of the electric bus by applying a bilateral power supply electric bus positioning method, and if the electric bus is not in the resistance braking state, not performing a car receiving positioning calculation;
And if the electric bus is not in double-side power supply, determining the position of the electric bus by adopting a single-side power supply electric bus positioning method.
8. The time scale telemetry based direct current traction powered passenger car positioning system of claim 7, wherein: the method for determining the position of the electric bus by using the bilateral power supply electric bus adopts the following calculation formula:
；
Wherein M and M+1 are two adjacent traction substations forming a section, d is the distance between an electric bus and the M-side traction substation, U fM is M-side feeder voltage, I fM is M-side feeder current, U fM+1 is M+1-side feeder voltage, I fM+1 is M+1-side feeder current, R j is the section contact net unit resistance, R g is the rail unit resistance, L is the section length between the two traction substations, R kx is feeder cable resistance, and R sw is the Internet cable resistance.
9. The direct current traction powered electric car positioning system based on time scale telemetry of claim 7, wherein the estimating the braking distance of the electric car by a range calculation formula employs the following calculation formula:
；
wherein S is the braking distance of the electric bus, The initial speed of the electric bus at the braking moment is a braking deceleration of the electric bus, and t is the time difference between the current braking moment and the starting moment.
10. The direct current traction powered electric car positioning system based on time scale telemetry of claim 7, wherein the electric car position determination using the single side powered electric car positioning method uses the following calculation formula:
；
Wherein M is a traction substation adjacent to a track end traction substation, d is a distance between an electric bus and an M-side traction substation, U fM is M-side feeder voltage, I fM is M-side feeder current, R j is a contact network unit resistor in the section, R g is a steel rail unit resistor, R kx is a feeder cable resistor, and R sw is an internet cable resistor.
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