A method for detection and control of dead zone for rail transit vehicles

Abstract

The embodiment of the present invention relates to a method for detecting and controlling a non-electric zone of a rail transit vehicle. The method includes: calculating and generating the load power of the subsystem in real time; uploading the load power of the subsystem to the central processor of the network system; The processor sends the working condition status identification, traction motor and AC / DC load power set to all subsystem controllers; U sam less than U 0 The time subsystem controller calculates the total capacitance capacity; calculates the total load power according to the working condition status identification; generates a set of segmental detection power points; generates a set of segmental detection descending slope points and segmental detection identification trigger times according to the set of segmental detection power points ; According to the load power of the subsystem and the sub-section detection power point, the sub-section detection drop slope point and the sub-section detection identification trigger number set, it is judged whether to enter the non-electric zone; when it is judged to enter the non-electric zone, the inverter pulse of the subsystem is blocked, and Perform an open contactor operation on the subsystem bus contactors.

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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