阅读说明：本技术 一种轨道车辆过无电区的控制方法和装置 (Control method and device for rail vehicle passing through dead zone ) 是由 李晓群 吴君 孙新林 钱兆勇 黄玉贤 屈雪刚 于 2019-12-04 设计创作，主要内容包括：本发明提供了一种轨道车辆过无电区的控制方法和装置,信号系统可以分别将向所述轨道车辆发送的过无电区使能信号和过无电区命令分别从低电平升高到高电平,使得所述轨道车辆惰行通过无电区,从而通过简单的信号电平变化的方式,就可以对经过无电区时的轨道车辆进行控制,达到轨道车辆从一种供电模式在不停车的前提下就可以经过无电区,到达另一种供电模式继续运行的目的。(The invention provides a method and a device for controlling a rail vehicle to pass through a dead zone, wherein a signal system can respectively raise a dead zone passing enable signal and a dead zone passing command which are sent to the rail vehicle from a low level to a high level, so that the rail vehicle can idle and pass through the dead zone, the rail vehicle passing through the dead zone can be controlled in a simple signal level change mode, and the aim that the rail vehicle can pass through the dead zone from one power supply mode without stopping to reach another power supply mode to continue running is fulfilled.)

1. A control method for passing through a dead zone of a railway vehicle is characterized by comprising the following steps:

when a high-level non-electricity passing zone enabling signal and a high-level non-electricity passing zone command which are sent by a signal system are sequentially received, a Train Control and Management System (TCMS) of the railway vehicle sends the high-level non-electricity passing zone command to a traction system, so that the traction system blocks a converter and breaks a circuit breaker;

acquiring an auxiliary contact signal fed back by the circuit breaker;

when the auxiliary contact signal indicates that the circuit breaker is disconnected and no voltage of a power grid is detected, the rail vehicle is determined to enter a no-voltage area, a pantograph in a rising state when the rail vehicle passes through the no-voltage area is determined from a corresponding relation between time and a pantograph rising in the no-voltage area according to the current date, and other pantographs except the pantograph in the rising state are controlled to fall, so that the rail vehicle can lazily pass through the no-voltage area.

2. The method of claim 1, wherein the rail vehicle comprises: a first trailer and a second trailer respectively provided with a pantograph;

the sending the high level of the passing dead zone command to a traction system comprises:

acquiring pantograph state information, wherein the pantograph state information is used for indicating that each pantograph installed on the railway vehicle is in a lifting state or a falling state respectively;

when the pantograph state information indicates that a pantograph of a first trailer in the railway vehicle is in a lifting state, sending a high-level no-current zone passing command to a traction system, so that the traction system blocks a converter and opens a circuit breaker;

when the pantograph state information is determined that the pantograph of the first trailer is in a falling state, acquiring the running speed of the railway vehicle and the spacing distance between the pantograph installed on the first trailer and the pantograph installed on the second trailer;

calculating the time delay sending time according to the driving speed and the spacing distance;

and sending the high-level passing-no-area command to a traction system after the time delay sending time.

3. The method of claim 2, further comprising:

when a strong breaking signal sent by the automatic neutral section passing ground magnetic induction device is received, a high-level non-electric zone passing command is sent to a traction system, so that the traction system blocks the converter again and breaks the circuit breaker.

4. The method of claim 2, further comprising:

and when the auxiliary contact signal indicates that the circuit breaker is not disconnected and no voltage of a power grid is detected, controlling the railway vehicle to execute emergency braking operation and controlling all the pantographs to fall.

5. The method of claim 1, further comprising:

when the voltage of the power grid is detected, determining a power supply mode of the power grid, wherein the power supply mode comprises the following steps: an alternating current power supply mode and a direct current power supply mode;

and when a low-level no-electricity-zone passing command sent by the signal system is acquired, sending the low-level no-electricity-zone passing command to the traction system, so that the traction system closes the circuit breaker corresponding to the power supply mode, and the traction force of the railway vehicle is improved.

6. The method of claim 2, further comprising:

when a high-level non-passing area enabling signal sent by a signal system is not received, or a high-level non-passing area enabling signal sent by the signal system is received and a high-level non-passing area command sent by the signal system is not received, receiving a forenotice signal sent by the automatic phase-passing ground magnetic induction device;

acquiring state information of a pantograph;

when the pantograph state information is used for determining that a pantograph of a first trailer in the railway vehicle is in a lifting state, converting the forenotice signal into a high-level non-electricity passing zone command, and sending the converted high-level non-electricity passing zone command to a traction system, so that the traction system blocks a converter and disconnects a circuit breaker;

when the pantograph state information is determined that the pantograph of the first trailer is in a falling state, acquiring the running speed of the railway vehicle and the spacing distance between the pantograph installed on the first trailer and the pantograph installed on the second trailer;

calculating the time delay sending time according to the driving speed and the spacing distance;

and after the time delay sending time, the advance notice signal is converted into a high-level non-electricity-passing zone passing command, and the converted high-level non-electricity-passing zone passing command is sent to a traction system, so that the traction system locks the converter and disconnects the breaker.

7. The method of claim 6, further comprising:

when the voltage of the power grid is detected, determining a power supply mode of the power grid;

when a recovery signal sent by the automatic passing phase ground magnetic induction device is acquired, the recovery signal is converted into a low-level passing no-electric-area command, and the low-level passing no-electric-area command is sent to a traction system, so that the traction system closes a circuit breaker corresponding to the power supply mode, and the traction force of the railway vehicle is improved.

8. The method of claim 1, further comprising:

when a high-level non-electricity-passing area enabling signal and a high-level non-electricity-passing area command which are sent by a signal system are not received, and a forenotice signal and a strong interruption signal which are sent by an automatic passing phase-splitting ground magnetic induction device are detected, the current voltage of the power grid is determined to be abnormal, and the traction system is controlled to block the converter and disconnect a circuit breaker.

9. A control method for passing through a dead zone of a railway vehicle is characterized by comprising the following steps:

when receiving an electromagnetic signal sent by a rail vehicle, a signal system raises a passing-no-electric-area enabling signal sent to the rail vehicle from a low level to a high level;

when it is determined that the rail vehicle will reach the dead zone after a first period of time, a dead zone passing command sent to the rail vehicle is raised from a low level to a high level so that the rail vehicle coasts through the dead zone.

10. The method of claim 9, further comprising:

when it is determined that the rail vehicle has passed through the dead zone and the distance to the dead zone reaches a first distance threshold, sending a dead zone passing command cancellation signal to the rail vehicle, reducing a dead zone passing command sent to the rail vehicle system from a high level to a low level;

when it is determined that the distance between the rail vehicle and the dead zone reaches a second distance threshold, reducing a dead zone enable signal sent to the rail vehicle system from a high level to a low level; wherein the first distance threshold is less than a second distance threshold.

11. The method of claim 9, further comprising:

and when the rail vehicle is determined to reach the dead zone after a second time period, controlling the rail vehicle to send out a voice prompt of passing the dead zone in front, wherein the time length of the second time period is greater than that of the first time period.

12. A control device for a rail vehicle to pass through a dead zone, comprising:

the control module is used for sending a high-level non-electricity passing zone command to a traction system by a Train Control and Management System (TCMS) of the railway vehicle when receiving the high-level non-electricity passing zone enabling signal and the high-level non-electricity passing zone command sent by the signal system in sequence, so that the traction system blocks the converter and disconnects the circuit breaker;

the acquisition module is used for acquiring an auxiliary contact signal fed back by the circuit breaker;

and the processing module is used for determining that the rail vehicle enters a non-electricity area when the auxiliary contact signal indicates that the circuit breaker is disconnected and detects that no voltage exists in a power grid, determining the pantograph which is in the lifting state when the rail vehicle passes through the non-electricity area from the corresponding relation between time and the lifting pantograph of the non-electricity area according to the current date, and controlling other pantographs except the pantograph which is in the lifting state to fall so that the rail vehicle is lazily driven to pass through the non-electricity area.

13. A control device for a rail vehicle to pass through a dead zone, comprising:

the system comprises a first sending module, a second sending module and a control module, wherein the first sending module is used for raising a passing-no-electric-area enabling signal sent to a rail vehicle from a low level to a high level when receiving an electromagnetic signal sent by the rail vehicle;

and the second sending module is used for increasing the command of passing the dead zone sent to the railway vehicle from a low level to a high level when the railway vehicle is determined to reach the dead zone after the first time length, so that the railway vehicle can lazily pass through the dead zone.

Technical Field

The invention relates to the technical field of railway vehicles, in particular to a method and a device for controlling a railway vehicle to pass through a dead zone.

Background

At present, rail vehicles (such as subway vehicles and urban railway vehicles) which run in cities are usually operated in a single power supply mode. However, in order to meet the actual requirements, rail vehicles have been developed which can be operated both in an ac supply mode and in a dc supply mode.

In order to be able to switch the power supply mode of a running rail vehicle between two power supply modes, namely an ac power supply mode and an ac power supply mode, a neutral power supply system, which is referred to as a neutral zone, can be arranged between the power supply systems of the two power supply modes, and the power supply system of the ac power supply mode is isolated from the power supply system of the ac power supply mode.

Disclosure of Invention

In order to solve the above problems, embodiments of the present invention provide a method and an apparatus for controlling a rail vehicle to pass through a dead zone.

In a first aspect, an embodiment of the present invention provides a method for controlling a rail vehicle to pass through a dead zone, including:

when a high-level non-electricity passing zone enabling signal and a high-level non-electricity passing zone command which are sent by a signal system are sequentially received, a Train Control and Management System (TCMS) of the railway vehicle sends the high-level non-electricity passing zone command to a traction system, so that the traction system blocks a converter and breaks a circuit breaker;

acquiring an auxiliary contact signal fed back by the circuit breaker;

when the auxiliary contact signal indicates that the circuit breaker is disconnected and no voltage of a power grid is detected, the rail vehicle is determined to enter a no-voltage area, a pantograph in a rising state when the rail vehicle passes through the no-voltage area is determined from a corresponding relation between time and a pantograph rising in the no-voltage area according to the current date, and other pantographs except the pantograph in the rising state are controlled to fall, so that the rail vehicle can lazily pass through the no-voltage area.

In a second aspect, an embodiment of the present invention further provides a method for controlling a rail vehicle to pass through a dead zone, including:

when receiving an electromagnetic signal sent by a rail vehicle, a signal system raises a passing-no-electric-area enabling signal sent to the rail vehicle from a low level to a high level;

when it is determined that the rail vehicle will reach the dead zone after a first period of time, a dead zone passing command sent to the rail vehicle is raised from a low level to a high level so that the rail vehicle coasts through the dead zone.

In a third aspect, an embodiment of the present invention further provides a device for controlling a rail vehicle to pass through a dead zone, including:

the control module is used for sending a high-level non-electricity passing zone command to a traction system by a Train Control and Management System (TCMS) of the railway vehicle when receiving the high-level non-electricity passing zone enabling signal and the high-level non-electricity passing zone command sent by the signal system in sequence, so that the traction system blocks the converter and disconnects the circuit breaker;

the acquisition module is used for acquiring an auxiliary contact signal fed back by the circuit breaker;

and the processing module is used for determining that the rail vehicle enters a non-electricity area when the auxiliary contact signal indicates that the circuit breaker is disconnected and detects that no voltage exists in a power grid, determining the pantograph which is in the lifting state when the rail vehicle passes through the non-electricity area from the corresponding relation between time and the lifting pantograph of the non-electricity area according to the current date, and controlling other pantographs except the pantograph which is in the lifting state to fall so that the rail vehicle is lazily driven to pass through the non-electricity area.

In a fourth aspect, an embodiment of the present invention further provides a device for controlling a rail vehicle to pass through a dead zone, including:

the system comprises a first sending module, a second sending module and a control module, wherein the first sending module is used for raising a passing-no-electric-area enabling signal sent to a rail vehicle from a low level to a high level when receiving an electromagnetic signal sent by the rail vehicle;

and the second sending module is used for increasing the command of passing the dead zone sent to the railway vehicle from a low level to a high level when the railway vehicle is determined to reach the dead zone after the first time length, so that the railway vehicle can lazily pass through the dead zone.

In the embodiments of the present invention, in the solutions provided in the first to fourth aspects, when receiving an electromagnetic signal transmitted by a rail vehicle, a signal system raises a no-electric-area passing enable signal transmitted to a rail vehicle system from a low level to a high level to prompt that the rail vehicle is about to pass through a no-electric-area, and when determining that a time period for the rail vehicle to reach the no-electric-area reaches a time threshold, raises a no-electric-area passing command transmitted to the rail vehicle from the low level to the high level so that the rail vehicle idles through the no-electric-area, compared with a related art in which a rail vehicle passing through the no-electric-area cannot be controlled, the signal system may respectively raise the no-electric-area passing enable signal and the no-electric-area passing command transmitted to the rail vehicle from the low level to the high level so that the rail vehicle idles through the no-electric-area, therefore, the rail vehicle passing through the dead zone can be controlled in a simple signal level change mode, and the aim that the rail vehicle can pass through the dead zone from one power supply mode without stopping to continue running in another power supply mode is fulfilled.

In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

FIG. 1 is a schematic diagram illustrating an application scenario applied in various embodiments of the present application;

fig. 2 is a flowchart illustrating a method for controlling a rail vehicle to pass through a dead zone, which is provided by embodiment 1 of the present invention and has a signal system as an execution subject;

fig. 3 is a flowchart illustrating a method for controlling a rail vehicle to pass through a dead zone, which is provided by embodiment 2 of the present invention and has a TCMS of the rail vehicle as an execution subject;

fig. 4 is a schematic structural diagram illustrating a control device for a rail vehicle passing through a dead zone according to embodiment 3 of the present invention;

fig. 5 is a schematic structural diagram illustrating another control device for a rail vehicle passing through a dead zone provided in embodiment 4 of the present invention.

Detailed Description

At present, rail vehicles (such as subway vehicles and urban railway vehicles) which run in cities are usually operated in a single power supply mode. However, in order to meet the actual requirements, rail vehicles have been developed which can be operated both in an ac supply mode and in a dc supply mode. In order to be able to switch the power supply mode of a running rail vehicle between two power supply modes, namely an ac power supply mode and an ac power supply mode, a neutral power supply system, which is referred to as a neutral zone, can be arranged between the power supply systems of the two power supply modes, and the power supply system of the ac power supply mode is isolated from the power supply system of the ac power supply mode. The related art has not been able to control the rail vehicle passing through the dead zone.

Referring to fig. 1, an application scenario diagram of the rail vehicle applied to the embodiments of the present application is shown, in which a process of operating the rail vehicle in a direct current power supply mode, passing through a dead zone, and switching to an alternating current power supply mode is performed.

The length of the non-electric area in the running direction of the railway vehicle is related to the highest running speed, the line condition and the like of the railway vehicle; according to the actual measurement of the staff, the distance length between 130 meters and 220 meters can be set, and the detailed description is omitted.

In one embodiment, the length of the dead zone in the direction of travel of the rail vehicle can be set to 150 meters and 210 meters.

As can be seen from fig. 1, the application scenario includes: a rail vehicle, and a signal system (not shown in the figures) and an auto-passing phase-splitting ground magnetic induction device, each capable of interacting with said rail vehicle.

The signaling system, comprising: a ground transponder mounted on the rail and a vehicle-mounted signaling device mounted on the rail vehicle.

When a rail vehicle passes through a ground transponder on a rail, the ground transponder receives an electromagnetic signal sent by the rail vehicle, and the ground transponder converts the received electromagnetic signal into a working power supply and starts to work under the action of the working power supply. And the ground transponder interacts with the rail vehicle through the vehicle-mounted signal device in the working process.

The ground transponder stores position information of the ground transponder and a predetermined vehicle speed.

A prescribed vehicle speed indicating a vehicle speed that should be achieved by the rail vehicle when passing the ground transponder.

The vehicle-mounted signal device is stored with an electronic map, can acquire the position information of the ground transponder stored in the ground transponder, and inputs the acquired position information of the ground transponder stored in the ground transponder into the electronic map, so that the distance between the rail vehicle and the dead zone when the rail vehicle passes through the ground transponder is determined through the electronic map.

The electronic map records position information of a non-electric area, a running line of the rail vehicle and power supply modes of all positions in the running line. Therefore, the vehicle-mounted signal device can determine the distance between the rail vehicle and the dead zone, the position of the rail vehicle and the power supply mode of the position of the rail vehicle when the rail vehicle passes through the ground transponder through the electronic map and the position information of the ground transponder.

And the power supply mode is used for indicating the power supply mode of the current position of the railway vehicle.

Wherein the power supply mode includes: a direct current power supply mode and an alternating current power supply mode.

In one embodiment, in the dc supply mode, the electrical grid supplies 1500 vdc to the rail vehicle, such that the rail vehicle operates under 1500 vdc.

In the ac supply mode, the power grid supplies 25 kv ac to the rail vehicle, so that the rail vehicle operates under the influence of 25 kv ac.

The ground transponder may be installed at any position one to five kilometers from the dead zone.

The automatic passing neutral section ground magnetic induction device is arranged on two sides of the dead zone and used for interacting with the rail vehicle when the rail vehicle passes through.

In one embodiment, four auto-neutral ground magnetic induction devices may be arranged in succession in the direction of travel of the rail vehicle: a first device, a second device, a third device, and a fourth device; wherein the first device and the second device are disposed at one side of the dead zone, and the third device and the fourth device are disposed at the other side of the dead zone; the distance between the first device installation location and the second device installation location may be 170 meters; the distance between the third device installation location and the fourth device installation location may be 170 meters; the distance between the second device installation location and the dead zone may be 35 meters; the distance between the third device installation location and the dead zone may be 150 meters.

The first device is used for sending a forenotice signal to the rail vehicle, so that a traction system in the rail vehicle blocks the converter and disconnects the breaker.

And the traction system locks the converter and disconnects the circuit breaker, namely, the circuit breaker corresponding to the power supply mode is disconnected. Wherein the direct current supply mode corresponds to a High Speed Circuit Breaker (HSCB); the alternating current power mode corresponds to a vacuum circuit breaker (LCB).

In particular, in the direct current supply mode, the traction system should open the high speed circuit breaker.

In the ac power mode, the traction system should open the vacuum interrupter.

The second device is used for sending a strong breaking signal to the rail vehicle, so that a traction system in the rail vehicle locks the current transformer again and breaks the circuit breaker.

The third device and the fourth device are used for sending a recovery signal to the rail vehicle, so that a traction system in the rail vehicle closes a circuit breaker corresponding to the power supply mode, and the traction force of the rail vehicle is improved.

In particular, in the direct current supply mode, the traction system should close a high-speed circuit breaker, raising the traction of the rail vehicle.

In the ac power mode, the traction system should close the vacuum circuit breaker and lift the traction of the rail vehicle.

A Train Control and Management System (TCMS) is installed on the rail vehicle, and the TCMS can interact with a signal system and an automatic phase-passing ground magnetic induction device (i.e., the first device, the second device, the third device, and the fourth device in fig. 1) respectively to Control a traction system of the rail vehicle.

The rail vehicle includes: a first trailer and a second trailer respectively provided with a pantograph.

The first trailer is a section of unpowered carriage with a pantograph of the railway vehicle, and the orientation of one end of the first trailer is the same as the running direction of the railway vehicle; the second trailer is a section of unpowered carriage with a pantograph of the railway vehicle, and one end of the second trailer faces to the direction opposite to the running direction of the railway vehicle.

In one embodiment, the first trailer and the second trailer are respectively provided with one ac/dc common pantograph, and the other two dc pantographs are respectively provided on two motor cars, so that four pantographs are required to be provided on a train of the rail vehicles.

Of course, the four pantographs mounted on the rail vehicle in a row may have other mounting manners to meet different requirements, and will not be described herein again.

Based on this, the present embodiment provides a control method for a rail vehicle passing through a dead zone, in which a signal system may respectively raise a dead zone passing enable signal and a dead zone passing command, which are sent to the rail vehicle, from a low level to a high level, so that the rail vehicle idles through the dead zone, and thus, the rail vehicle passing through the dead zone may be controlled in a simple signal interaction manner, and the purpose that the rail vehicle may pass through the dead zone without stopping from one power supply mode and be switched to another power supply mode to continue running is achieved.

In order to make the aforementioned objects, features and advantages of the present application more comprehensible, the present application is described in further detail with reference to the accompanying drawings and the detailed description.