An emergency control method and a rail vehicle

Abstract

The present invention discloses an emergency control method and a rail vehicle, relating to the field of rail vehicle control. A first preset protection module is pre-set at the input end of key equipment in the rail vehicle. When it is determined that a fire occurs in the key equipment, the first preset protection module is controlled to turn off to avoid increasing the fire. When the rail vehicle is in the running state in the section, it is judged whether the distance difference between the current first position where the rail vehicle is located and the target safe evacuation place is greater than the preset allowable driving distance; if so, the vehicle traction equipment with power supply qualification is controlled to continue working within the preset emergency power supply duration, so that the rail vehicle travels to the target safe evacuation place and evacuates the passengers at the target safe evacuation place; if not, all the vehicle traction equipment is controlled to stop working to directly evacuate the passengers in place emergently. This application not only avoids the further spread of the fire, but also realizes the corresponding control logic in combination with the running conditions of the rail vehicle, ensuring the running safety of the passengers and the rail vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of rail vehicle control, and particularly to an emergency control method and a rail vehicle. Background Art

[0002] Rail vehicles, such as driverless subway vehicles, are currently being promoted nationwide. How to ensure the safety of passengers in driverless vehicles is the top priority of current research, and fire hazards are one of the main risk sources affecting the safety of passengers and vehicles.

[0003] Currently, domestic fire prevention designs for these driverless vehicles mainly focus on material requirements. However, this fire prevention design on materials is not fully adapted to electrical equipment, especially for high-power equipment such as traction inverters and auxiliary inverters. As a result, in actual applications, it cannot be strictly ensured that these electrical equipment also meet fire prevention requirements. This means that once a fire occurs, it will threaten the safety of passengers, affect the operation safety of the whole vehicle, and may cause passenger casualties and vehicle explosions in severe cases. Therefore, a complete set of emergency control methods is urgently needed to optimize the fire prevention design for high-power equipment and achieve the emergency protection control of the whole vehicle in case of a fire. Summary of the Invention

[0004] The purpose of the present invention is to provide an emergency control method and a rail vehicle, which not only avoid the further spread of fire, but also implement corresponding control logics in combination with the operating conditions of the rail vehicle, ensuring the safety of passengers and the operation of the rail vehicle, and being beneficial to practical applications.

[0005] To solve the above technical problems, the present invention provides an emergency control method applied to a rail vehicle. The emergency control method includes:

[0006] When it is determined that a key device in the rail vehicle catches fire, control the first preset protection module arranged at the input end of the key device to turn off;

[0007] Judge whether the rail vehicle is in the interval operation state;

[0008] If it is in the interval operation state, judge whether the distance difference between the current first position of the rail vehicle and the target safe evacuation place is greater than a preset allowable driving distance;

[0009] If it is not greater than the preset allowable driving distance, control the vehicle traction equipment with power supply qualification in the rail vehicle to continue working within a preset emergency power supply duration, so that the rail vehicle can travel to the target safe evacuation place;

[0010] If it is greater than the preset allowable driving distance, control all the vehicle traction equipment in the rail vehicle to stop working.

[0011] Preferably, after controlling all the vehicle traction devices in the rail vehicle to stop working, it further includes:

[0012] Controlling the energy storage power supply module on the rail vehicle to work to supply power to the escape assistance devices on the rail vehicle.

[0013] Preferably, it further includes:

[0014] When it is determined that a fire occurs in the key device, sending feedback information to the upper management module, where the feedback information includes the second position where the key device is located and / or the early warning level of the fire.

[0015] Preferably, when it is determined that the rail vehicle is not in the in - interval operation state, it includes:

[0016] Judging whether the rail vehicle is in the platform stop state;

[0017] If so, controlling the energy storage power supply module on the rail vehicle to work to supply power to the escape assistance devices on the rail vehicle.

[0018] To solve the above - mentioned technical problems, the present invention further provides a rail vehicle, including:

[0019] Key device;

[0020] Vehicle traction devices;

[0021] A first preset protection module, connected to the input end of the key device;

[0022] A control module, configured to execute the steps of the emergency control method as described above.

[0023] Preferably, a fire detection module is provided at the second position where the key device is located, and is connected to the control module;

[0024] The fire detection module is used to send a warning signal indicating that a fire occurs at the second position to the control module when the temperature at the second position is detected to exceed a preset temperature threshold.

[0025] Preferably, the fire detection module includes a first cable and a second cable that are twisted together;

[0026] One end of the first cable is connected to a first power supply, the other end of the first cable is connected to the first feedback end of the control module, and one end of the second cable is connected to the second feedback end of the control module;

[0027] The outer surfaces of the first cable and the second cable are both provided with temperature-sensitive materials, and the temperature-sensitive materials are used to remain in their original state when the temperature at the second position does not exceed a preset temperature threshold, so as to isolate the first cable and the second cable, so that only the first feedback end receives a first voltage signal corresponding to the output voltage of the first power supply; and melt when the temperature at the second position exceeds the preset temperature threshold, so that the first cable is connected to the second cable, so that the first feedback end and the second feedback end both receive the first voltage signal.

[0028] Preferably, each of the key devices is arranged in a corresponding preset box;

[0029] The material of the preset box is fire-resistant material.

[0030] Preferably, the lower surface of the floor in the rail vehicle is coated with a fire-resistant coating.

[0031] Preferably, the output end of the key device is connected to the input end of the functional load through a second preset protection module;

[0032] The second preset protection module is used to shut down when overcurrent and / or overvoltage occurs at the output end of the key device.

[0033] The present application provides an emergency control method and a rail vehicle, in which a first preset protection module is pre-set at the input end of a key device in the rail vehicle, so that when it is determined that a fire occurs in the key device, the first preset protection module is controlled to be turned off to avoid continuing to supply power to the key device and increasing the fire; and when the rail vehicle is in an interval operation state, it is determined whether the distance difference between the current first position of the rail vehicle and the target safe evacuation site is greater than the preset allowable driving distance; if it is greater than the preset allowable driving distance, the whole vehicle traction equipment with power supply qualification in the rail vehicle is controlled to continue to work within the preset emergency power supply time, so that the rail vehicle travels to the target safe evacuation site, and then evacuates the passengers at the target safe evacuation site; if it is not greater than the preset allowable driving distance, all the whole vehicle traction equipment is directly controlled to stop working, so that the passengers are directly evacuated on the spot, giving priority to the safety of the passengers. It can be seen that the above method not only avoids the further spread of the fire, but also realizes the corresponding control logic in combination with the operation of the rail vehicle, ensures the operation safety of passengers and rail vehicles, and is conducive to practical application. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] To more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required in the prior art and the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0035] Figure 1 It is a flowchart of an emergency control method provided by the present invention;

[0036] Figure 2 It is a schematic structural diagram of a rail vehicle provided by the present invention. Specific embodiments

[0037] The core of the present invention is to provide an emergency control method and a rail vehicle, which not only avoid the further spread of fire, but also realize the corresponding control logic in combination with the operation of the rail vehicle, ensuring the operation safety of passengers and the rail vehicle, and being beneficial to practical applications.

[0038] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0039] Please refer to Figure 1 , Figure 1 It is a flowchart of an emergency control method provided by the present invention.

[0040] In this embodiment, considering that the fire prevention design for driverless vehicles in the prior art mainly focuses on the selection of design materials, but this method is not fully adapted to electrical equipment, resulting in the inability to strictly ensure that these electrical equipment also meet the fire prevention requirements in practical applications. This means that once a fire occurs, it will threaten the safety of passengers and affect the operation safety of the entire vehicle. To solve the above technical problems, the present application provides an emergency control method, which not only optimizes the fire prevention design for high-power equipment, but also realizes the emergency protection control of the entire vehicle in case of fire, maximally protecting passengers from the harm of key equipment fires and improving the safety of rail vehicles.

[0041] This emergency control method is applied to a rail vehicle and includes:

[0042] S11: When it is determined that a key device in the rail vehicle catches fire, control the first preset protection module arranged at the input end of the key device to turn off;

[0043] Specifically, this method can be specifically applied to a control module in a rail vehicle. The control module may specifically include a train control system and a central processing unit in a preset box. The key equipment is installed in the preset box, such as a battery box, a traction inverter box, etc.; the rail vehicle includes, but is not limited to, driverless vehicles and subways, etc. The key equipment may be high-power equipment on the rail vehicle or other non-high-power equipment, and no special limitation is made here; the high-power equipment refers to equipment with a power greater than 20 kW, and specifically may be a traction inverter, an auxiliary inverter, a high-voltage box, a battery box, etc.

[0044] The specific manner of determining that a key equipment in the rail vehicle catches fire may rely on the fire detection module described in the following embodiments, which will not be elaborated here for the time being. The specific setting of the first preset protection module may be a high-speed circuit breaker, and no special limitation is made here. Thus, relying on step S11, the connection between the key equipment on fire and the high voltage of the external main circuit can be preferentially cut off to ensure that the key equipment will not cause further spread of the fire due to high voltage. It can be understood that if the key equipment on fire is exactly a certain traction inverter, since there are multiple redundant traction inverters on the rail vehicle, in the case of only considering single-point faults, cutting out the on-fire traction inverter from the circuit can also ensure that the subsequent traction motors can continue to work by other traction inverters to achieve emergency traction.

[0045] S12: Determine whether the rail vehicle is in the interval running state; if it is in the interval running state, proceed to S13;

[0046] S13: Determine whether the distance difference between the current first position of the rail vehicle and the target safe evacuation location is greater than the preset allowable driving distance; if it is not greater than the preset allowable driving distance, proceed to S14; if it is greater than the preset allowable driving distance, proceed to S15;

[0047] Specifically, the target safe evacuation location may be the next platform that the rail vehicle is about to reach. Thus, according to step S13, the relationship between the distance difference and the preset allowable driving distance can be determined to execute different control logics. The preset allowable driving distance can be determined based on the requirements of the EN50553 standard. For example, if it is set to 5 kilometers, then step S13 essentially determines whether the rail vehicle can reach the target safe evacuation location within 4 minutes.

[0048] S14: Control the vehicle traction equipment with power supply qualification in the rail vehicle to continue working within the preset emergency power supply duration, so that the rail vehicle can travel to the target safe evacuation location;

[0049] Specifically, the preset emergency power supply duration may be 4 minutes to ensure that the rail vehicle can travel to the target safe evacuation location before evacuating passengers.

[0050] In addition, the whole vehicle traction equipment includes a traction inverter and a traction motor. The rail vehicle specifically includes multiple high-voltage boxes, one high-voltage box corresponds to multiple traction inverters (usually one high-voltage box corresponds to two traction inverters), and one traction inverter corresponds to multiple traction motors (usually one traction inverter corresponds to four traction motors). It is precisely because of the above-mentioned arrangement that it can be ensured that even if a high-voltage box or traction inverter as a key equipment catches fire, there can still be a substitute whole vehicle traction equipment with power supply qualification to achieve the traction work of the whole vehicle. The said power supply qualification refers to the whole vehicle traction equipment composed of a traction inverter and a traction motor that have not had a fire failure.

[0051] S15: Control all vehicle traction equipment in the rail vehicle to stop working.

[0052] Specifically, when it is determined that the distance is greater than the preset allowable travel distance, step S15 is executed, and the rail vehicle will immediately stop running to allow passengers to evacuate on the spot in an emergency.

[0053] In summary, the present application provides an emergency control method, in which a first preset protection module is pre-set at the input end of a key device in a rail vehicle, so that when it is determined that a fire has occurred in the key device, the first preset protection module is controlled to be turned off to avoid continuing to supply power to the key device and increasing the fire; and when the rail vehicle is in an interval operation state, it is determined whether the distance difference between the current first position of the rail vehicle and the target safe evacuation site is greater than the preset allowable driving distance; if it is greater than the preset allowable driving distance, the whole vehicle traction equipment with power supply qualification in the rail vehicle is controlled to continue working within the preset emergency power supply time, so that the rail vehicle can travel to the target safe evacuation site, and then evacuate the passengers at the target safe evacuation site; if it is not greater than the preset allowable driving distance, all the whole vehicle traction equipment is directly controlled to stop working, so that the passengers can be evacuated directly on the spot in an emergency, giving priority to the safety of the passengers. It can be seen that the above method not only avoids the further spread of the fire, but also realizes the corresponding control logic in combination with the operation status of the rail vehicle, ensures the operation safety of passengers and rail vehicles, and is conducive to practical application.

[0054] Based on the above embodiments:

[0055] As a preferred embodiment, after all vehicle traction equipment in the rail vehicle is controlled to stop working, the method further includes:

[0056] Control the energy storage power supply module on the rail vehicle to operate so as to supply power to the escape auxiliary equipment on the rail vehicle.

[0057] In this embodiment, further considering that passengers will evacuate emergently after the vehicle traction equipment stops working, it is necessary to ensure the power supply of the escape assistance equipment. Specifically, the energy storage power supply module includes, but is not limited to, a battery box, and the escape assistance equipment includes, but is not limited to, emergency lighting equipment, ventilation equipment, etc., without special limitation here. Then, control the energy storage power supply module on the rail vehicle to work to supply power to the escape assistance equipment on the rail vehicle. Specifically, the working duration of the energy storage power supply module can be a preset escape duration, and the preset escape duration can be set to 7 minutes according to the requirements of the EN50553 standard.

[0058] It can be seen that through the above settings, the orderly evacuation of passengers can be better ensured.

[0059] As a preferred embodiment, it further includes:

[0060] When it is determined that a critical device catches fire, send feedback information to the upper management module, and the feedback information includes the second location where the critical device is located and / or the early warning level of the fire.

[0061] In this embodiment, further considering that the dangerous situation should be reported in case of a fire, the feedback information can be sent to the upper management module according to the above steps. The upper management module includes, but is not limited to, a ground big data center. More specifically, when the critical device is a high-power device, since these high-power devices are usually installed in a box, the specific reporting process can be that the central processing unit in the box first sends the situation of the critical device catching fire to the train control system through the MVB bus (Multifunction Vehicle Bus) or the Ethernet bus, and then the train control system uploads the feedback information to the ground big data center through the integrated monitoring network or wireless communication method, so that relevant personnel can know this situation in time.

[0062] As a preferred embodiment, when it is determined that the rail vehicle is not in the interval running state, it includes:

[0063] Judge whether the rail vehicle is in the platform stop state;

[0064] If so, control the energy storage power supply module on the rail vehicle to work to supply power to the escape assistance equipment on the rail vehicle.

[0065] In this embodiment, in addition to the state of running in the section, the rail vehicle may also stop at a certain platform or a certain position. When it is determined that the rail vehicle is not in the state of running in the section, it can be further determined whether the rail vehicle is in the platform stop state. If so, it means that passengers can be directly evacuated on the spot. It can be understood that at this time, the vehicle traction equipment is naturally not working, so the direct energy storage power supply module is controlled to work to supply power to the escape auxiliary equipment to ensure the orderly evacuation of passengers. Specifically, the working duration of the energy storage power supply module can be a preset escape duration, and the preset escape duration can be set to 7 minutes according to the requirements of the EN50553 standard.

[0066] Please refer to Figure 2 , Figure 2 which is a schematic structural diagram of a rail vehicle provided by the present invention.

[0067] The rail vehicle includes:

[0068] Key equipment;

[0069] Vehicle traction equipment;

[0070] The first preset protection module 2 is connected to the input end of the key equipment;

[0071] The control module 1 is used to execute the steps of the emergency control method as described above.

[0072] For the introduction of the rail vehicle provided in the present invention, please refer to the embodiments of the above-mentioned emergency control method, which will not be elaborated here.

[0073] It should be noted that as Figure 2 shown, among them, limited by the space of the picture display, the control module 1 is given in the form of a circle plus an attached drawing reference here. Specifically, Figure 2The rail vehicle is indicated by the reference symbol A. The rail vehicle A has a first high-voltage box 41 and a second high-voltage box 42. The first high-voltage box 41 corresponds to a first traction inverter 43 and a second traction inverter 44. The second high-voltage box 42 corresponds to a third traction inverter 45 and a fourth traction inverter 46. The first traction inverter 43 corresponds to a first traction motor 47, a second traction motor 48, a third traction motor 49 and a fourth traction motor 410 (usually one traction inverter corresponds to four traction motors). The second traction inverter 4 4 corresponds to the fifth traction motor 411, the sixth traction motor 412, the seventh traction motor 413 and the eighth traction motor 414, the third traction inverter 45 corresponds to the ninth traction motor 415, the tenth traction motor 416, the eleventh traction motor 417 and the twelfth traction motor 418, and the fourth traction inverter 46 corresponds to the thirteenth traction motor 419, the fourteenth traction motor 420, the fifteenth traction motor 421 and the sixteenth traction motor 422. As the present application only considers single point failure, Figure 2 Assuming that the above-mentioned traction inverters are all the key equipment and the first traction inverter 43 fails at this time, the first preset protection module 2 on the corresponding branch will be turned off to cut out the first traction inverter 43 and its corresponding traction motors. Then, the remaining second traction inverter 44 and its corresponding traction motors, the remaining third traction inverter 45 and its corresponding traction motors, and the fourth traction inverter 46 and its corresponding traction motors can all be complete vehicle traction equipment with power supply qualifications.

[0074] As a preferred embodiment, a fire detection module is provided at the second position where the key equipment is located, and is connected to the control module 1;

[0075] The fire detection module is used to send a warning signal indicating that a fire has occurred at the second location to the control module 1 when it is detected that the temperature at the second location exceeds a preset temperature threshold.

[0076] In this embodiment, a fire detection module is also provided to realize fire warning detection. Specifically, when the key equipment is a high-power equipment, considering that it is usually provided in a box, the fire detection module can also be provided in the box, and the control module 1 here can also be specifically a central processing unit (i.e., central processing unit) in the box. It can be understood that when the temperature of the second position does not exceed the preset temperature threshold, the fire detection module sends a normal identification signal to the control module 1 indicating that no fire has occurred at the second position. The preset temperature threshold is set according to actual needs and is not particularly limited here.

[0077] As a preferred embodiment, the fire detection module includes a first cable and a second cable twisted together;

[0078] One end of the first cable is connected to the first power supply, and the other end of the first cable is connected to the first feedback end of the control module. One end of the second cable is connected to the second feedback end of the control module;

[0079] Thermosensitive materials are provided on the outer surfaces of the first cable and the second cable. The thermosensitive materials are used to remain in their original state when the temperature at the second position does not exceed the preset temperature threshold, so as to isolate the first cable and the second cable, so that only the first feedback end receives the first voltage signal corresponding to the output voltage of the first power supply; when the temperature at the second position exceeds the preset temperature threshold, they melt, so that the first cable is connected to the second cable, so that both the first feedback end and the second feedback end receive the first voltage signal.

[0080] In this embodiment, it is given that the fire detection module may specifically include the first cable and the second cable that are twisted together. Thermosensitive materials are provided on the outer surfaces of the first cable and the second cable. The thermosensitive materials themselves have the property of melting when reaching the preset temperature threshold. The internal resistances of the first cable and the second cable are both very low. Therefore, through the above settings, the detection and feedback of whether a fire occurs at the second position can be simply and reliably realized.

[0081] Specifically, the thermosensitive material includes but is not limited to temperature-sensitive polymers. The inner cores of the first cable and the second cable are both metal wires. The first power supply includes but is not limited to a 110V DC power supply. Therefore, under normal circumstances, the thermosensitive material does not melt, and the first cable and the second cable are electrically isolated from each other by the thermosensitive material. Therefore, no current flows through the second cable, and only the first cable feeds back the output voltage of the first power supply to the first feedback end of the control module, that is, only the first feedback end receives the first voltage signal corresponding to the output voltage of the first power supply as described above; when a fire occurs, the thermosensitive material melts, and the metal wires of the inner cores of the twisted first cable are connected to the metal wires of the inner cores of the second cable, so that current also flows through the second cable, that is, both the first feedback end and the second feedback end of the control module receive the first voltage signal.

[0082] It can be understood that the other end of the second cable includes but is not limited to being connected to the first output end of the control module in actual use. Therefore, only when testing whether the fire detection module can still work normally, the first output end emits a pulse signal. If the corresponding second feedback end can receive the pulse signal and the first feedback end can receive the first voltage signal, it is determined that the fire detection module is okay and can work normally. When applying it to realize fire detection, the first output end is equivalent to being suspended and does not output any signal.

[0083] In addition, the internal resistances of the first cable and the second cable are ignored here. In fact, it can be understood that there should be a slight difference between the first voltage signal corresponding to the temperature-sensitive module when it is not melted and the first voltage signal corresponding to the temperature-sensitive module when it is melted, but it does not affect the feedback logic of the fire detection module itself.

[0084] As a preferred embodiment, each key device is arranged in a corresponding preset box body;

[0085] The material of the preset box body is a fire-resistant material.

[0086] In this embodiment, when the key device is a high-power device, a comprehensive preventive fire protection design can be carried out on the box body including the high-power device to obtain the above-mentioned preset box body. Specifically, a structural fire-resistant design is carried out on the preset box body. At this time, even if the materials of some of the key devices inside the preset box body cannot meet the fire protection requirements (such as the EN45545-2 standard), the design of the preset box body in this application can be relied on to meet the requirements of the EN45545-3 standard; the fire-resistant material includes but is not limited to stainless steel.

[0087] It should also be noted that when the key device is a storage battery and the storage battery is specifically placed in the preset box body, a plurality of ventilation holes can be pre-opened in the preset box body. The ventilation holes can specifically adopt labyrinth ventilation holes to ensure normal air circulation. When a fire breaks out inside the preset box body, the flame cannot escape outside the box. Of course, ventilation covers can also be arranged at the front and back of the preset box body, and the area thereof meets the ventilation area of the storage battery, can naturally discharge gas, and meets the IP54 grade requirement for the protection of the box body shell. Drainage holes can also be opened at the bottom of the preset box body to facilitate the discharge of the liquid inside the box.

[0088] It should be noted that the design of the part materials of the key device should still meet the requirements of the EN45545-2 standard as much as possible.

[0089] When the key device is a traction inverter, a corresponding heat dissipation and cooling module can also be designed inside the preset box body to cool the radiator and the line impedance device inside the traction inverter. The train control system can also monitor its cooling state and give a prompt on the display screen in the driver's cab.

[0090] As a preferred embodiment, the lower surface of the floor inside the rail vehicle is coated with fire-resistant paint.

[0091] In this embodiment, the lower surface of the floor inside the rail vehicle is further pre-sprayed with a fire-resistant coating that meets the requirements of the EN45545-3 standard to achieve fireproof isolation ability. Specifically, by spraying a certain thickness of fire-resistant coating on the lower surface of the floor, the fire-resistant coating can rapidly expand dozens of times after a fire. The expanded fire-resistant coating has a strong heat insulation effect, ensuring that the aluminum alloy floor of the vehicle body will not overheat and become unstable, and thus ensuring that the temperature on the upper surface of the floor is within the acceptable range for the human body.

[0092] As a preferred embodiment, the output end of the key equipment is connected to the input end of the functional load through a second preset protection module.

[0093] The second preset protection module is used to turn off when overcurrent and / or overvoltage occurs at the output end of the key equipment.

[0094] In this embodiment, further considering that overvoltage and / or overcurrent may also occur in the key equipment of the rail vehicle, such overload situations are also likely to cause fires. Therefore, preventive design can also be carried out, that is, a second preset protection module is set to cut off the output of the key equipment.

[0095] Specifically, the functional load includes but is not limited to equipment such as air conditioners and fans. Of course, it can also be the above-mentioned key equipment, such as an auxiliary inverter. More specifically, when the key equipment is a high-voltage box, the second preset protection module can be a high-speed circuit breaker, which can be specifically set inside the high-voltage box, and the threshold of the high-speed circuit breaker matches the maximum current and / or maximum voltage output during the normal operation of the high-voltage box, and then turns off when overcurrent and / or overvoltage occurs; when the key equipment is a traction inverter, the second preset protection module can be a contactor, and a current sensor for detecting the output current of the traction inverter and a voltage sensor for detecting the output voltage of the traction inverter can be further set. Then, when it is determined based on the current sensor that overcurrent occurs at the output end of the traction inverter and / or when it is determined based on the voltage sensor that overvoltage occurs at the output end of the traction inverter, the switching action of the contactor is controlled to disconnect the output of the traction inverter to protect the vehicle's traction equipment; when the functional load is an auxiliary inverter and the corresponding key equipment is a high-voltage box, since the output end of the high-voltage box is connected to the input end of the auxiliary inverter, the second preset protection module can be a fuse, which can be specifically set inside the high-voltage box; when the key equipment is a battery box, the second preset protection module can be a fuse, which can be specifically set at the positive and negative poles inside the battery box. The above settings are only a preferred setting, and the second preset protection module can be selected according to actual needs.

[0096] It should also be noted that when the second preset protection module is a switching type breaking device such as a circuit breaker that may arc, an arc extinguishing device can also be provided (of course, electrolyte-resistant insulating paint can also be sprayed, which is not particularly limited here and depends on actual requirements). The arc extinguishing device can prevent the influence of arcing on surrounding electrical equipment through insulation means such as mechanical isolation and arc dispersion. For arcing caused by poor contact, it can be avoided through regular inspections.

[0097] The various embodiments in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The same or similar parts among the embodiments can be referred to each other. In this specification, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including one..." does not exclude the existence of additional identical elements in the process, method, article or device including the said element.

[0098] Those skilled in the art can further realize that the units and algorithm steps of the examples described in combination with the embodiments disclosed herein can be implemented by electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the composition and steps of the examples have been generally described according to functions in the above description. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Skilled professionals can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present invention. The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be obvious to those skilled in the art. The general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to these embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An emergency control method, characterized in that, applied to a rail vehicle, the emergency control method includes: When it is determined that a traction inverter in the rail vehicle catches fire, controlling a first preset protection module disposed at the input end of the traction inverter to turn off; when the fire detection module detects that the temperature at a second position of the traction inverter exceeds a preset temperature threshold, sending a warning signal of the fire, wherein the fire detection module includes two mutually twisted cables whose outer surfaces are both provided with temperature-sensitive materials, one end of a first cable is connected to a first power supply, both the first cable and the second cable are connected to a control module, when the temperature exceeds the preset temperature threshold, the temperature-sensitive materials melt, and the control module can receive two voltage signals; otherwise, the control module can receive one voltage signal; Judging whether the rail vehicle is in an in-section running state; If it is in the in-section running state, judging whether the distance difference between a first position where the rail vehicle is currently located and a target safe evacuation location is greater than a preset allowable driving distance; If it is not greater than the preset allowable driving distance, controlling the vehicle-mounted traction equipment with power supply qualification in the rail vehicle to continue working within a preset emergency power supply duration, so that the rail vehicle travels to the target safe evacuation location, and the vehicle-mounted traction equipment includes: a traction inverter and a traction motor, the rail vehicle includes a plurality of high-voltage boxes, each high-voltage box corresponds to a plurality of traction inverters, and each traction inverter corresponds to a plurality of traction motors; If it is greater than the preset allowable driving distance, controlling all the vehicle-mounted traction equipment in the rail vehicle to stop working, so that passengers can evacuate emergently; When it is determined that the rail vehicle is not in an in-section running state, judging whether the rail vehicle is in a platform stop state; If so, controlling the energy storage power supply module on the rail vehicle to work to supply power to the escape auxiliary equipment on the rail vehicle.

2. The emergency control method according to claim 1, characterized in that, after controlling all the vehicle-mounted traction equipment in the rail vehicle to stop working, it further includes: Controlling the energy storage power supply module on the rail vehicle to work to supply power to the escape auxiliary equipment on the rail vehicle.

3. The emergency control method according to claim 1, characterized in that, It further includes: When it is determined that a key device catches fire, sending feedback information to an upper management module, and the feedback information includes a second position where the key device is located and / or a warning level of the fire.

4. The emergency control method according to any one of claims 1 to 3, characterized in that, The platform stop state includes: docking at a certain platform.

5. A rail vehicle, characterized in that, includes: A key device, specifically a traction inverter; Vehicle-mounted traction equipment; A first preset protection module, connected to the input end of the key device; A control module, configured to execute the steps of the emergency control method according to any one of claims 1 to 4; a fire detection module is provided at a second position where the key device is located and is connected to the control module; The fire detection module is configured to send a warning signal indicating a fire at the second position to the control module when the temperature at the second position is detected to exceed a preset temperature threshold.

6. The rail vehicle according to claim 5, wherein, the fire detection module includes a first cable and a second cable that are twisted together; one end of the first cable is connected to a first power source, the other end of the first cable is connected to a first feedback end of the control module, and one end of the second cable is connected to a second feedback end of the control module; thermosensitive materials are provided on the outer surfaces of the first cable and the second cable, and the thermosensitive materials are configured to remain in their original state when the temperature at the second position does not exceed the preset temperature threshold, so as to isolate the first cable and the second cable, such that only the first feedback end receives a first voltage signal corresponding to the output voltage of the first power source; when the temperature at the second position exceeds the preset temperature threshold, the thermosensitive materials melt, so that the first cable is connected to the second cable, such that both the first feedback end and the second feedback end receive the first voltage signal.

7. The rail vehicle according to claim 5, wherein, each of the key devices is disposed in a corresponding preset box; the material of the preset box is a fire-resistant material.

8. The rail vehicle according to claim 5, wherein, the lower surface of the floor inside the rail vehicle is coated with a fire-resistant paint.

9. The rail vehicle according to claim 5, wherein, the output end of the key device is connected to the input end of the functional load through a second preset protection module; the second preset protection module is configured to turn off when an overcurrent and / or overvoltage occurs at the output end of the key device.

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