Non-electric area detection and control method for rail transit vehicle

Abstract

The embodiment of the invention relates to a non-electric area detection and control method for a rail transit vehicle. The method comprises the steps of: generating subsystem load power through real-time power calculation; uploading the subsystem load power to a network system central processing unit; sending the working condition state identifier, the traction motor and the AC / DC load power setto all subsystem controllers by the network system central processing unit; when Usam is smaller than U0, calculating the total capacitance capacity by the subsystem controller; calculating the totalload power according to the working condition state identifier; generating a segmented detection power point set; generating segmented detection descending slope points according to the segmented detection power point set, and determining a trigger frequency set through segmented detection; judging whether to enter a power-free area or not according to the subsystem load power, the segmented detection power point, the segmented detection descending slope point and the segmented detection affirmation triggering frequency set; when it is judged that the system enters the power-free area, blocking subsystem inverter pulses, and executing contactor disconnection operation on a subsystem bus contactor.

Description

technical field [0001] The invention relates to the technical field of rail transit, in particular to a method for detecting and controlling a dead zone of a rail transit vehicle. Background technique [0002] There are two commonly used power supply methods for rail transit vehicles (subway, light rail, etc.): pantograph power supply and contact rail power supply. Among them, because the contact rail power supply method is low in cost and does not affect the urban style (ground line), it is more and more favored by emerging cities that develop rail transit. However, due to the limitations of objective factors such as some track crossing sections and turnout sections in the line, the power supply facilities will be interrupted, which will lead to the existence of power-free areas on the rail transit line. The longest part of the line in some non-electric areas is longer than the length between the two current receivers or pantographs that are farthest away from the entire v...

AI Technical Summary

Problems solved by technology

[0004] The above two schemes still have certain limitations in practical application:

The limitation of forcing the low speed range threshold as the control condition of the bus contactor is: when the actual speed of the train is low, the train has the risk of falling into the dead zone

b) The direct current bus penetration scheme requires that the section of each non-electric zone of the line is less than the distance from the head and tail of the train to the farthest power receiving equipment, which has specific requirements and limitations for line construction

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