Rail transit vehicle total air pipe exhaust control method and device

Abstract

The present specification provides a rail transit vehicle total air pipe exhaust control method and device. The method comprises: obtaining a vehicle type and a vehicle operation mode; wherein the vehicle type comprises a passenger vehicle and a detection vehicle; the vehicle operation mode comprises an automatic driving mode and a non-automatic driving mode; detecting whether the vehicle meets a start exhaust condition; and in a case where it is determined that the vehicle meets the start exhaust condition, using a plurality of preset control modes to control the exhaust of the vehicle according to the vehicle type and the vehicle operation mode. Based on the above method, the difference in the air consumption of the vehicle itself is considered, different exhaust control methods can be determined according to the vehicle type and the vehicle operation mode, the problem of excessive exhaust of the vehicle with large air consumption and emulsification is avoided, and the running safety of the vehicle is ensured.

Description

TECHNICAL FIELD

[0001] The present specification belongs to the technical field of rail transit, and particularly relates to a rail transit vehicle total air pipe exhaust control method and device. BACKGROUND

[0002] The air source device is used to provide compressed air for the total air pipe of the rail vehicle, support the operation of the braking system, air spring system, pantograph system and other auxiliary systems of the rail vehicle. Generally, the air source device is started or stopped according to the size of the air pressure in the total air pipe. The air source device provides compressed air for the total air pipe after being started. When the air pressure in the total air pipe rises to a preset stop threshold, the air source device stops working. After the air source device stops working, the rail vehicle itself consumes air, causing the air pressure in the total air pipe to drop. When the air pressure in the total air pipe drops to a preset start threshold, the air source device starts working again. When the vehicle air consumption is small, the air source device stops for a long time, and the running time after starting is short, and the heat generated by the internal compressed air process of the air source device is small. Therefore, the lubricating oil in the air source device is prone to emulsification. The emulsified lubricating oil will affect the running state of the air source device, and thus threaten the safe operation of the rail vehicle. Therefore, a reasonable exhaust control method needs to be developed to actively release the compressed air in the total air pipe, so that the air pressure in the total air pipe drops to the preset start threshold as soon as possible, so as to prolong the working time and improve the working frequency of the air source device, and thus prevent the emulsification of the lubricating oil.

[0003] In the prior art, the running mode and vehicle type of the rail vehicle are not distinguished, and different rail vehicles uniformly adopt the same exhaust control method. However, the air consumption of different rail vehicles is different, so the same exhaust control method will cause excessive exhaust of rail vehicles with large air consumption, affecting the safe operation.

[0004] At present, no effective solution has been proposed to solve the above technical problems. SUMMARY

[0005] The present specification provides a rail transit vehicle total air pipe exhaust control method and device, which can control the exhaust of vehicles in different working conditions to prevent the emulsification of lubricating oil in the vehicle.

[0006] The purpose of the embodiment of the present specification is to provide a rail transit vehicle total air pipe exhaust control method, which comprises:

[0007] obtaining the vehicle type and the vehicle running mode of the target vehicle; wherein the vehicle type comprises one of the following: passenger vehicle, detection vehicle; the vehicle running mode comprises one of the following: automatic driving mode, non-automatic driving mode;

[0008] determining whether the target vehicle meets an exhaust control condition;

[0009] in a case where it is determined that the target vehicle meets the exhaust control condition, performing exhaust control on the target vehicle by using a preset control mode matched with the vehicle type and the vehicle operation mode.

[0010] Further, in another embodiment of the method, the step of determining whether the target vehicle meets the exhaust control condition comprises:

[0011] determining whether a vehicle auxiliary inverter of the target vehicle can work normally;

[0012] in a case where it is determined that the vehicle auxiliary inverter can work normally, determining whether a wind source device of the target vehicle has a fault;

[0013] in a case where it is determined that the wind source device has no fault, determining whether the wind source device is in a strong pumping mode;

[0014] in a case where it is determined that the wind source device is not in the strong pumping mode, determining that the target vehicle meets the exhaust control condition.

[0015] Further, in another embodiment of the method, the step of performing exhaust control on the target vehicle by using the preset control mode matched with the vehicle type and the vehicle operation mode comprises:

[0016] in a case where the vehicle type is a passenger vehicle and the vehicle operation mode is an automatic driving mode, determining whether a main wind source device of the target vehicle is in a running state;

[0017] in a case where it is determined that the main wind source device is in the running state, determining whether a last shutdown duration of the main wind source device of the target vehicle is greater than a first time preset value;

[0018] in a case where it is determined that the last shutdown duration of the main wind source device is greater than the first time preset value, determining whether a total wind pressure of the target vehicle is greater than or equal to a first pressure preset value;

[0019] in a case where it is determined that the total wind pressure of the target vehicle is greater than or equal to the first pressure preset value, performing exhaust on the target vehicle;

[0020] determining whether the target vehicle meets a stop condition;

[0021] in a case where it is determined that the target vehicle meets the stop condition, stopping the exhaust.

[0022] Further, in another embodiment of the method, the first time preset value satisfies the following formula:

[0023]

[0024] wherein t2 represents a second boost duration, and T1 represents a first time preset value.

[0025] Further, in another embodiment of the method, the exhaust control of the target vehicle by using the preset control mode matched with the vehicle type and the vehicle operation mode comprises:

[0026] In a case where the vehicle type is a passenger vehicle and the vehicle operation mode is a non-automatic driving mode, a state of a main air source device of the target vehicle is acquired; wherein the state comprises one of the following: a running state and a shutdown state.

[0027] A shutdown duration of the main air source device is determined according to the state; wherein in a case where the state is the running state, the shutdown duration is a last shutdown duration; and in a case where the state is the shutdown state, the shutdown duration is a current shutdown duration.

[0028] It is detected whether the shutdown duration of the main air source device is greater than a second time preset value.

[0029] In a case where it is determined that the shutdown duration of the main air source device is greater than the second time preset value, the target vehicle is subjected to exhaust.

[0030] It is detected whether the target vehicle satisfies a stop condition.

[0031] In a case where it is determined that the target vehicle satisfies the stop condition, the exhaust is stopped.

[0032] Further, in another embodiment of the method, the second time preset value satisfies the following formula:

[0033]

[0034] wherein t1 represents a first boost duration, t3 represents a first drop duration, and T2 represents a second time preset value.

[0035] Further, in another embodiment of the method, the exhaust control of the target vehicle by using the preset control mode matched with the vehicle type and the vehicle operation mode comprises:

[0036] In a case where the vehicle type is a detection vehicle and the vehicle operation mode is an automatic driving mode or a non-automatic driving mode, a state of a main air source device of the target vehicle is acquired; the state comprises one of the following: a running state and a shutdown state.

[0037] determine a shutdown duration of the main air source device according to the state; wherein, in a case that the state is the running state, the shutdown duration is a last shutdown duration; in a case that the state is the shutdown state, the shutdown duration is a current shutdown duration;

[0038] detect whether the shutdown duration of the main air source device is greater than a third time preset value;

[0039] in a case that it is determined that the shutdown duration of the main air source device is greater than the third time preset value, perform exhaust on the target vehicle;

[0040] detect whether the target vehicle satisfies a stop condition;

[0041] in a case that it is determined that the target vehicle satisfies the stop condition, stop the exhaust.

[0042] Further, in another embodiment of the method, the third time preset value satisfies the following formula:

[0043]

[0044] wherein, t1 represents a first boost duration, t3 represents a first drop duration, and T3 represents the third time preset value.

[0045] On the other hand, the embodiments of the present specification also provide a rail transit vehicle total air pipe exhaust control device, comprising:

[0046] an acquisition module, configured to acquire a vehicle type and a vehicle running mode of a target vehicle; wherein, the vehicle type comprises one of the following: a passenger vehicle and a detection vehicle; and the vehicle running mode comprises one of the following: an automatic driving mode and a non-automatic driving mode;

[0047] a detection module, configured to detect whether the target vehicle satisfies an exhaust control condition;

[0048] a control module, configured to, in a case that it is determined that the target vehicle satisfies the exhaust control condition, perform exhaust control on the target vehicle by using a preset control mode matched with the vehicle type and the vehicle running mode.

[0049] Still in another aspect, the embodiments of the present specification also provide a computer readable storage medium having computer instructions stored thereon, and the computer readable storage medium implements the above-mentioned rail transit vehicle total air pipe exhaust control method when the instructions are executed.

[0050] The embodiment of the present specification provides a rail transit vehicle total air pipe exhaust control method, which comprises the following steps: obtaining a vehicle type and a vehicle operation mode of a target vehicle; the vehicle type comprises one of a passenger vehicle and a detection vehicle; the vehicle operation mode comprises one of an automatic driving mode and a non-automatic driving mode; detecting whether the target vehicle meets an exhaust control condition; and in a case where it is determined that the target vehicle meets the exhaust control condition, performing exhaust control on the target vehicle by using a preset control mode matched with the vehicle type and the vehicle operation mode.

[0051] Further, in a case where the vehicle type is a passenger vehicle and the vehicle operation mode is an automatic driving mode, detecting whether a main air source device of the target vehicle is in a running state; in a case where it is determined that the main air source device is in the running state, detecting whether a last shutdown duration of the main air source device is greater than a first time preset value; in a case where it is determined that the last shutdown duration of the main air source device is greater than the first time preset value, detecting whether a total air pressure of the target vehicle is greater than or equal to a first pressure preset value; in a case where it is determined that the total air pressure of the target vehicle is greater than or equal to the first pressure preset value, performing exhaust on the target vehicle; detecting whether the target vehicle meets a stop condition; and in a case where it is determined that the target vehicle meets the stop condition, stopping the exhaust.

[0052] Further, in a case where the vehicle type is a passenger vehicle and the vehicle operation mode is a non-automatic driving mode, obtaining a state of the main air source device of the target vehicle; the state comprises one of a running state and a shutdown state; determining a shutdown duration of the main air source device according to the state; in a case where the state is the running state, the shutdown duration is a last shutdown duration; in a case where the state is the shutdown state, the shutdown duration is a current shutdown duration; detecting whether the shutdown duration of the main air source device is greater than a second time preset value; in a case where it is determined that the shutdown duration of the main air source device is greater than the second time preset value, performing exhaust on the target vehicle; detecting whether the target vehicle meets a stop condition; and in a case where it is determined that the target vehicle meets the stop condition, stopping the exhaust.

[0053] Further, in the case that the vehicle type is a detection vehicle and the vehicle operation mode is an automatic driving mode or a non-automatic driving mode, a state of a main air source device of the target vehicle is acquired; the state comprises one of the following: a running state and a shutdown state; a shutdown duration of the main air source device is determined according to the state; in the case that the state is the running state, the shutdown duration is a last shutdown duration; in the case that the state is the shutdown state, the shutdown duration is a current shutdown duration; whether the shutdown duration of the main air source device is greater than a third time preset value is detected; in the case that it is determined that the shutdown duration of the main air source device is greater than the third time preset value, the target vehicle is exhausted; whether the target vehicle satisfies a stop condition is detected; in the case that it is determined that the target vehicle satisfies the stop condition, the exhaust is stopped. BRIEF DESCRIPTION OF DRAWINGS

[0054] In order to more clearly illustrate the technical solutions in the embodiments of the present specification, the drawings needed to be used in the embodiments will be briefly introduced as follows. The drawings in the following description are only some embodiments described in the present specification, and other drawings can be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0055] Figure 1 is a flowchart of one embodiment of a rail transit vehicle total air pipe exhaust control method provided by the present specification;

[0056] Figure 2 is a structure diagram of an anti-emulsification device provided by the present specification;

[0057] Figure 3 is a structure diagram of an anti-emulsification device integrated in an air source device provided by the present specification;

[0058] Figure 4 is a module structure diagram of one embodiment of a rail transit vehicle total air pipe exhaust control device provided by the present specification;

[0059] Figure 5 is a structure composition diagram of a server provided by the present specification. DETAILED DESCRIPTION

[0060] In order for those skilled in the art to better understand the technical solutions in the present specification, the technical solutions in the embodiments of the present specification will be described clearly and completely in combination with the drawings in the embodiments of the present specification. Obviously, the described embodiments are only some embodiments of the present specification, but not all the embodiments. Based on the embodiments in the present specification, all other embodiments obtained by those skilled in the art without any creative effort should belong to the protection scope of the present specification.

[0061] The air source device is used to provide compressed air for the main air pipe of the rail vehicle, supports the operation of the rail vehicle braking system, air spring system, pantograph system and other auxiliary systems. Generally, the air source device is started or stopped according to the size of the air pressure in the main air pipe. The air source device provides compressed air for the main air pipe after starting. When the air pressure in the main air pipe rises to the preset stop threshold, the air source device stops working. After the air source device stops working, the rail vehicle itself consumes air, causing the air pressure in the main air pipe to drop. When the air pressure in the main air pipe drops to the preset start threshold, the air source device starts working again. When the vehicle air consumption is small, the air source device stops for a long time, and the running time after starting is short. The heat generated during the internal compression of the air source device is small, so the lubricating oil in the air source device is easy to emulsify. The emulsified lubricating oil will affect the running state of the air source device, and thus threaten the safe operation of the rail vehicle. Therefore, a reasonable exhaust control method needs to be developed to actively release the compressed air in the main air pipe, so that the air pressure in the main air pipe drops to the preset start threshold as soon as possible, so as to prolong the working time and improve the working frequency of the air source device, thereby preventing the emulsification of the lubricating oil.

[0062] In the prior art, the running mode and vehicle type of the rail vehicle are not distinguished, and different rail vehicles adopt the same exhaust control method. However, the air consumption of different rail vehicles is different, so the same exhaust control method will cause the air pressure in the main air pipe of the rail vehicle with large air consumption to be too low, affecting the safe operation. For example, the vehicle in automatic driving mode (ATO mode) is generally in online running state, so its air consumption is large. The vehicle in non-automatic driving mode is generally in debugging and maintenance state in the warehouse, and generally does not run online, so its air consumption is small. If the same control exhaust method is used for these two vehicles, it is easy to cause the air pressure in the main air pipe of the vehicle in automatic driving mode (ATO mode) to be too low, and the vehicle air is insufficient, thereby affecting the safe operation of the vehicle.

[0063] In view of the above problems existing in the prior art and the specific reasons for the above problems, the present application introduces a rail transit vehicle main air pipe exhaust control method based on the vehicle type and the vehicle running mode to prevent the emulsification of the lubricating oil in the vehicle.

[0064] Based on the above idea, the present specification proposes a rail transit vehicle total air pipe exhaust control method. First, the vehicle type and vehicle operation mode of the target vehicle are obtained; the vehicle type includes one of the following: passenger vehicle, detection vehicle; the vehicle operation mode includes one of the following: automatic driving mode, non-automatic driving mode; then, it is detected whether the target vehicle meets the exhaust control condition; finally, in the case where it is determined that the target vehicle meets the exhaust control condition, a preset control mode matched with the vehicle type and the vehicle operation mode is used to control the exhaust of the target vehicle.

[0065] Referring to Figure 1 The embodiment of the present specification provides a rail transit vehicle total air pipe exhaust control method. In specific implementation, the method can include the following contents.

[0066] S101: Obtain the vehicle type and vehicle operation mode of the target vehicle; the vehicle type includes one of the following: passenger vehicle, detection vehicle; the vehicle operation mode includes one of the following: automatic driving mode, non-automatic driving mode.

[0067] In some embodiments, the target vehicle is a rail vehicle, such as a train; the vehicle type of the target vehicle is a passenger vehicle or a detection vehicle; the passenger vehicle refers to a vehicle used for passenger operation; the detection vehicle refers to a vehicle used for track detection and flaw detection.

[0068] In some embodiments, the interior of the target vehicle includes the following devices: air source device, total air pipe, vehicle auxiliary inverter; the air source device includes a main air source device and an auxiliary air source device, the air source device is an air compressor, the air source device is connected with the total air pipe, and is used to inject compressed air into the total air pipe to increase the air pressure in the total air pipe; when the target vehicle needs to increase the air pressure in the total air pipe in a short time, the main air source device and the auxiliary air source device work simultaneously to provide a large amount of compressed air; when the target vehicle needs to increase the air pressure in the total air pipe in a normal time, only the main air source device works. The vehicle auxiliary inverter is equivalent to a power supply, which provides power for the air source device.

[0069] In some embodiments, the passenger vehicle in automatic driving mode has a large air consumption, the air source device of the passenger vehicle is started frequently and has a short downtime; the passenger vehicle in non-automatic driving mode has a small air consumption, the air source device of the passenger vehicle is started less frequently and has a long downtime. The detection vehicle has a small load and a small air consumption, so the air source device is started less frequently and has a long downtime. If the air source device is started less frequently and has a long downtime, the lubricating oil in the air source device is easy to emulsify; in order to prevent emulsification, if the air source device is frequently started, the air pressure in the total air pipe is easy to be too large.

[0070] In some embodiments, the target vehicle can be divided into the following three cases to determine the exhaust control method: 1. passenger vehicle and automatic driving mode, 2. passenger vehicle and non-automatic driving mode, 3. detection vehicle (regardless of its vehicle operation mode).

[0071] S102: detecting whether the target vehicle meets the exhaust control condition.

[0072] In some embodiments, detecting whether the target vehicle meets the exhaust control condition specifically includes:

[0073] S1: detecting whether the vehicle auxiliary inverter of the target vehicle can work normally;

[0074] S2: in the case of determining that the vehicle auxiliary inverter can work normally, detecting whether the wind source device of the target vehicle has a fault;

[0075] S3: in the case of determining that the wind source device has no fault, detecting whether the wind source device is in a strong pumping mode;

[0076] S4: in the case of determining that the wind source device is not in the strong pumping mode, determining that the target vehicle meets the exhaust control condition.

[0077] In some embodiments, the strong pumping mode refers to the simultaneous operation of the main wind source device and the auxiliary wind source device.

[0078] S103: in the case of determining that the target vehicle meets the exhaust control condition, using a preset control mode matched with the vehicle type and the vehicle operation mode to control the exhaust of the target vehicle.

[0079] In some embodiments, using a preset control mode matched with the vehicle type and the vehicle operation mode to control the exhaust of the target vehicle specifically includes:

[0080] S1: in the case of the vehicle type being a passenger vehicle and the vehicle operation mode being an automatic driving mode, detecting whether the main wind source device of the target vehicle is in an operating state;

[0081] S2: in the case of determining that the main wind source device is in the operating state, detecting whether the last shutdown duration of the main wind source device of the target vehicle is greater than a first time preset value;

[0082] S3: in the case of determining that the last shutdown duration of the main wind source device is greater than the first time preset value, detecting whether the total wind pressure of the target vehicle is greater than or equal to a first pressure preset value;

[0083] S4: performing exhaust on the target vehicle in a case where it is determined that the total air pressure of the target vehicle is greater than or equal to a first pressure preset value;

[0084] S5: detecting whether the target vehicle satisfies a stop condition;

[0085] S6: stopping exhaust in a case where it is determined that the target vehicle satisfies the stop condition.

[0086] In some embodiments, only the last shutdown duration of the main air source device in the normal working period of the vehicle auxiliary inverter is counted. For example, at night, the target vehicle is in a warehouse state, at this time, the vehicle auxiliary inverter and the main air source device do not work, but since it is in a warehouse state at this time, the vehicle does not run, so the shutdown duration of the main air source device in this period is not recorded.

[0087] In some embodiments, after stopping the exhaust, it can be detected again whether the target vehicle satisfies the exhaust control condition; in a case where it is determined that the target vehicle satisfies the exhaust control condition, the target vehicle is controlled to exhaust again by using a preset control mode matched with the vehicle type and the vehicle running mode.

[0088] In some embodiments, the start threshold of the air source device is set as P1, and the shutdown threshold is set as P2, when the pressure in the total air pipe is less than the start threshold, the main air source device in the air source device runs and starts to work, when the pressure in the total air pipe is greater than the shutdown threshold, the air source device stops working.

[0089] In some embodiments, according to the start threshold and the shutdown threshold, the first pressure rising duration and the second pressure rising duration can be determined.

[0090] In some embodiments, the first pressure rising duration is calculated according to the following formula:

[0091]

[0092] Wherein, t1 represents the first pressure rising duration; V0 represents the volume of air converted to the external atmospheric pressure P0 when the total air pressure rises from P1 to P2 without considering the air consumption of the target vehicle air spring system; P0 represents the external atmospheric pressure; Q0 represents the volumetric flow rate of the main air source device when the exhaust pressure is equal to P2; Q1 represents the exhaust volume per unit time.

[0093] In some embodiments, the total air pressure is the pressure in the total air pipe.

[0094] In some embodiments, P1 and P2 usually differ by 150 kPa, in the range of P1 to P2, Q0 and Q1 do not change much and can be regarded as constant values.

[0095] In some embodiments, the value of the exhaust volume Q1 per unit time satisfies the following formula:

[0096]

[0097] In some embodiments, the physical meaning of the first pressurization duration is: the time required for the total air pressure to rise from P1 to P2 under the condition that the air consumption of the target vehicle's air spring system is not considered, and the main air source device is operating and starting to exhaust.

[0098] In some embodiments, the unit of pressure value is kPa.

[0099] In some embodiments, the second boost duration can be determined according to the following formula:

[0100]

[0101] Where t2 represents the second boost duration.

[0102] In some embodiments, the physical meaning of the second pressurization duration is: the time required for the total air pressure to rise from P1 to P2 under the condition that the air consumption of the target vehicle's air spring system is not considered and the main air source device is in operation.

[0103] In some embodiments, the first time preset value satisfies the following formula:

[0104]

[0105] Where t2 represents the second boost duration and T1 represents the first preset time value.

[0106] Formula 4 above can be used to determine a reasonable first time preset value. The first time preset value should not be too large to avoid low working efficiency of the air source device; the first time preset value should not be too small to avoid frequent exhaust to the outside, which would lead to too high working efficiency of the air source device. If the working efficiency of the air source device is too high, it means that the air source device runs for too long. During the operation of the air source device, its main components such as motor, compressor, and bearings will all suffer certain wear and tear, which will shorten the life of the components.

[0107] In some embodiments, the preset value of the first pressure satisfies the following formula:

[0108] P a =P1+30 (5)

[0109] Among them, P a This indicates the first preset pressure value.

[0110] In some embodiments, detecting whether the target vehicle meets the stopping conditions includes: determining that the target vehicle meets the stopping conditions if the target vehicle meets at least one of the following conditions:

[0111] 1. The main air source device changes from a running state to a shutdown state;

[0112] 2. P b ≤ P1-20; P b represents the total air pressure;

[0113] 3. The main air source device has a continuous running time greater than 10 minutes.

[0114] In some embodiments, by setting the continuous running time of the main air source device to be greater than 10 minutes, the problem of long running time of the air source device caused by long exhaust is avoided.

[0115] In some embodiments, the target vehicle is controlled by a preset control mode matched with the vehicle type and the vehicle running mode, and the method further comprises:

[0116] S1: In the case that the vehicle type is a passenger vehicle and the vehicle running mode is a non-automatic driving mode, the state of the main air source device of the target vehicle is obtained; wherein the state comprises one of the following: a running state, a shutdown state;

[0117] S2: The shutdown time of the main air source device is determined according to the state; wherein in the case that the state is a running state, the shutdown time is the last shutdown time; in the case that the state is a shutdown state, the shutdown time is the current shutdown time;

[0118] S3: It is detected whether the shutdown time of the main air source device is greater than a second time preset value;

[0119] S4: In the case that it is determined that the shutdown time of the main air source device is greater than the second time preset value, the target vehicle is exhausted;

[0120] S5: It is detected whether the target vehicle meets a stop condition;

[0121] S6: In the case that it is determined that the target vehicle meets the stop condition, the exhaust is stopped.

[0122] In some embodiments, the first pressure reduction time can be determined according to the following formula:

[0123]

[0124] Wherein, t3 represents the first pressure reduction time.

[0125] In some embodiments, the physical meaning of the first pressure reduction time is: the time required for the total air pressure to drop from P2 to P1 when starting exhaust without considering the air consumption condition of the air spring system of the target vehicle.

[0126] In some embodiments, the second time preset value satisfies the following formula:

[0127]

[0128] Wherein, t1 represents the first boost duration, t3 represents the first depress duration, and T2 represents the second time preset value.

[0129] The second time preset value can be reasonably determined by the above formula 7. The second time preset value should not be too large, so as to avoid too low working efficiency of the air source device in the non-automatic driving mode. The second time preset value should not be too small, so as to avoid too high working efficiency of the air source device in the non-automatic driving mode.

[0130] In some embodiments, the way of detecting whether the target vehicle meets the stop condition can refer to the above embodiments, which will not be repeated here.

[0131] Through the above embodiments, for passenger vehicles, it is distinguished whether it is in ATO mode (automatic driving mode). When the passenger vehicle is in ATO mode, it is generally in on-line running state. In order to ensure the safety of vehicle air use, the air is only discharged after meeting certain conditions and when the air source device is in running state, so as to improve the single running time of the air source device. Moreover, the risk of low total air pressure and insufficient vehicle air use caused by discharging air in the on-line running of the passenger vehicle in ATO mode can be avoided. When the passenger vehicle is in non-ATO mode, it is generally in a depot debugging and maintenance state, and the on-line running state is less likely to occur. The vehicle air consumption is low, and emulsification problem is easy to occur. Therefore, after meeting certain conditions, air can be discharged regardless of whether the air source device is in running state, so as to improve the vehicle air consumption, increase the start-up frequency of the air source device, and effectively prevent the emulsification of lubricating oil during the vehicle debugging period and the depot storage and maintenance period.

[0132] In some embodiments, the preset control mode matched with the vehicle type and the vehicle running mode is used to control the air discharge of the target vehicle, which further includes:

[0133] S1: In the case that the vehicle type is a detection vehicle and the vehicle running mode is an automatic driving mode or a non-automatic driving mode, the state of the main air source device of the target vehicle is obtained; the state includes one of the following: running state, stop state;

[0134] S2: The stop duration of the main air source device is determined according to the state; wherein, in the case that the state is the running state, the stop duration is the last stop duration; in the case that the state is the stop state, the stop duration is the current stop duration;

[0135] S3: detecting whether the shutdown duration of the main air source device is greater than a third time preset value;

[0136] S4: in the case where it is determined that the shutdown duration of the main air source device is greater than the third time preset value, performing exhaust on the target vehicle;

[0137] S5: detecting whether the target vehicle satisfies a stopping condition;

[0138] S6: in the case where it is determined that the target vehicle satisfies the stopping condition, stopping the exhaust.

[0139] In some embodiments, the third time preset value satisfies the following formula:

[0140]

[0141] wherein t1 represents the first pressure increasing duration, t3 represents the first pressure decreasing duration, and T3 represents the third time preset value.

[0142] In some embodiments, the manner of detecting whether the target vehicle satisfies the stopping condition can refer to the above embodiments, which will not be described herein.

[0143] Through the above embodiments, for detecting the vehicle, since it does not carry passengers, the air spring gas consumption is small, and the air source device working rate is low, the risk of lubricating oil emulsification is higher than that of the passenger vehicle. After meeting certain conditions, whether the air source device is in a running state or not, the exhaust can be performed to the outside to increase the air consumption of the vehicle, which can not only increase the single running time of the air source device, but also increase the start-up times of the air source device, and can effectively prevent the lubricating oil emulsification.

[0144] In some embodiments, to achieve the above rail transit vehicle total air pipe exhaust control method, the embodiments of the present application also propose an anti-emulsification device, which is installed on the target vehicle, for example, two anti-emulsification devices are installed on the target vehicle at the same time. The anti-emulsification device is connected with the total air pipe, and is used to exhaust the compressed air in the total air pipe to start the air source device and achieve the technical effect of anti-emulsification.

[0145] In some embodiments, the anti-emulsification device can be located outside the air source device or integrated in the inside of the air source device, which is not limited in the present application.

[0146] In some embodiments, referring to Figure 2 The anti-emulsification device is directly installed on the total air pipe, the anti-emulsification device is connected with the total air pipe, and the anti-emulsification device comprises a cutoff plug valve 1, an electromagnetic valve 2, an overflow valve 3, a nozzle 4, a silencer 5, and a pipeline 6. The end of the pipeline 6 is communicated with the atmosphere, and the compressed air in the total air pipe can be exhausted.

[0147] In some embodiments, referring toFigure 2 As shown, the worker can manually control the opening or closing of the cut-off plug valve 1 to control the communication or disconnection between the anti-emulsification device and the main air pipe. Since the anti-emulsification device is connected to the main air pipe at the bottom of the target vehicle, the worker can only manually control the cut-off plug valve 1 when the target vehicle is in a stationary state. Usually, the cut-off plug valve 1 is in an open state.

[0148] In some embodiments, referring to Figure 2 As shown, the electromagnetic valve 2 is used to receive a control signal from a vehicle control and management system (TCMS system) to achieve opening or closing.

[0149] In a specific scenario example, referring to Figure 2 As shown, when the target vehicle is a passenger vehicle and the vehicle operating mode is a non-automatic driving mode, in a case where it is determined that the shutdown duration of the main air source device is greater than a second preset time value, the TCMS system sends an opening signal to the electromagnetic valve 2. After the electromagnetic valve 2 receives the opening signal, the electromagnetic valve 2 is powered on and opened, the anti-emulsification device and the main air pipe are connected in communication, and the compressed air in the main air pipe is discharged, i.e., the target vehicle is vented. In a case where it is determined that the target vehicle meets the stop condition, the TCMS system sends a closing signal to the electromagnetic valve 2. After the electromagnetic valve 2 receives the closing signal, the electromagnetic valve 2 loses power and closes, and the main air pipe is no longer connected to the atmosphere through the anti-emulsification device. The compressed air is stopped from being discharged. It should be noted that this embodiment is described for a passenger vehicle in a non-automatic driving mode. When the target vehicle belongs to other vehicle types or other vehicle operating modes, the working mode of the electromagnetic valve 2 can refer to the above-mentioned embodiments, and this application will not be described here.

[0150] In some embodiments, referring to Figure 2 As shown, the overflow valve 3 is used to automatically close when the electromagnetic valve 2 fails to close, to achieve the technical effect of preventing the main air pressure from being lower than the overflow valve threshold value. The overflow valve threshold value is denoted as P c , and the value of P c satisfies the following formula: P1-50 < P c < P1. When the main air pressure is lower than the overflow valve threshold value P c , the overflow valve 3 automatically closes to stop the compressed air from being discharged from the anti-emulsification device, thereby avoiding excessively low main air pressure. The overflow valve 3 is usually in an open state, and can also reduce the main air pressure to be lower than P1 when the passenger vehicle is in a non-ATO mode and the anti-emulsification device of the vehicle is detected to be venting externally, so as to start the main air source device.

[0151] In some embodiments, referring to Figure 2The nozzle 4 is used to control the unit flow when the compressed air is discharged. Two anti-emulsification devices are installed on a target vehicle, and the sum of the unit time discharge amounts of the two nozzles (at this time, the total air pressure is equal to P2) is Q1, which satisfies formula 2 to ensure that the single operation time of the air source device is not too short when the anti-emulsification device is opened to discharge outward, and even if the solenoid valve 2 of the two anti-emulsification devices fails to close, the sum of the unit time discharge amounts of the two nozzles Q1 is less than the volume flow Q0 of a single air source device (i.e., the main air source device), which does not affect the safety of the vehicle air. Q1 can be determined by formula 2, and then the size of the nozzle 4 can be determined.

[0152] In some embodiments, referring to Figure 2 As shown, the silencer 5 is located at the end of the pipeline 6 and is used to reduce noise during discharge.

[0153] In some embodiments, referring to Figure 2 As shown, when only the main air source device is working, the solenoid valves 2 of the two anti-emulsification devices can be opened at the same time to discharge outward. The two anti-emulsification devices are far apart, and the discharge amount of a single anti-emulsification device is small, so the noise generated is low. A smaller silencer 5 can be selected to reduce costs and reduce the installation space of the silencer 5.

[0154] In some embodiments, the working mode of the anti-emulsification device corresponding to the air source device is a normal air supply mode. In the normal air supply mode, the amount of compressed air is large, the heat generated is large, the temperature of the lubricating oil and the compressed air in the oil cartridge rises quickly, and a good anti-emulsification effect can be achieved in a short running time.

[0155] In some embodiments, referring to Figure 3 As shown, the anti-emulsification device can be integrated inside the air source device. The air source device includes: an anti-emulsification device 10, an air compressor set 01, an air conveying hose 02, an air filtering and drying device 03, a micro-oil filter 04, an overflow valve with a check function 05, a safety valve 06, a pressure measuring point 07, and a pressure switch 08. The anti-emulsification device 10 includes: a cutoff plug 1, a solenoid valve 2, an overflow valve 3, a nozzle 4, a silencer 5, and a pipeline 6. The air compressor set 01 includes: a cooler 011, a second safety valve 012, a first safety valve 013, an air compressor 014, and an air filter 015. The air filtering and drying device 03 includes: a post-dryer filter 031, a dryer 032, and a pre-dryer filter 033. The outlet of the air source device is connected to the total air pipeline.

[0156] Based on the above-mentioned rail transit vehicle total air pipeline discharge control method, an embodiment of a rail transit vehicle total air pipeline discharge control device is also proposed in the specification, referring to Figure 4 As shown, the rail transit vehicle total air pipeline discharge control device specifically includes the following modules:

[0157] The acquisition module 401 is configured to acquire a vehicle type and a vehicle operation mode of a target vehicle, wherein the vehicle type comprises one of a passenger vehicle and a detection vehicle, and the vehicle operation mode comprises one of an automatic driving mode and a non-automatic driving mode.

[0158] The detection module 402 is configured to detect whether the target vehicle meets an exhaust control condition.

[0159] The control module 403 is configured to, when it is determined that the target vehicle meets the exhaust control condition, perform exhaust control on the target vehicle by using a preset control mode matched with the vehicle type and the vehicle operation mode.

[0160] In some embodiments, the detection module 402 is specifically configured to detect whether the target vehicle meets the exhaust control condition in the following manner: detecting whether a vehicle auxiliary inverter of the target vehicle can work normally; when it is determined that the vehicle auxiliary inverter can work normally, detecting whether a wind source device of the target vehicle has a fault; when it is determined that the wind source device does not have the fault, detecting whether the wind source device is in a strong pumping mode; and when it is determined that the wind source device is not in the strong pumping mode, determining that the target vehicle meets the exhaust control condition.

[0161] In some embodiments, the control module 403 is specifically configured to: when the vehicle type is the passenger vehicle and the vehicle operation mode is the automatic driving mode, detecting whether a main wind source device of the target vehicle is in a running state; when it is determined that the main wind source device is in the running state, detecting whether a last shutdown duration of the main wind source device is greater than a first time preset value; when it is determined that the last shutdown duration of the main wind source device is greater than the first time preset value, detecting whether a total wind pressure of the target vehicle is greater than or equal to a first pressure preset value; when it is determined that the total wind pressure of the target vehicle is greater than or equal to the first pressure preset value, performing exhaust on the target vehicle; detecting whether the target vehicle meets a stopping condition; and when it is determined that the target vehicle meets the stopping condition, stopping the exhaust.

[0162] In some embodiments, the control module 403 is specifically configured to: in the case that the vehicle type is a passenger vehicle and the vehicle operation mode is a non-automatic driving mode, acquire a state of a main air source device of the target vehicle; the state includes one of the following: a running state, a shutdown state; determine a shutdown duration of the main air source device according to the state; in the case that the state is the running state, the shutdown duration is a last shutdown duration; in the case that the state is the shutdown state, the shutdown duration is a current shutdown duration; detect whether the shutdown duration of the main air source device is greater than a second time preset value; in the case that it is determined that the shutdown duration of the main air source device is greater than the second time preset value, perform exhaust on the target vehicle; detect whether the target vehicle satisfies a stop condition; in the case that it is determined that the target vehicle satisfies the stop condition, stop the exhaust.

[0163] In some embodiments, the control module 403 is specifically configured to: in the case that the vehicle type is a detection vehicle and the vehicle operation mode is an automatic driving mode or a non-automatic driving mode, acquire a state of a main air source device of the target vehicle; the state includes one of the following: a running state, a shutdown state; determine a shutdown duration of the main air source device according to the state; in the case that the state is the running state, the shutdown duration is a last shutdown duration; in the case that the state is the shutdown state, the shutdown duration is a current shutdown duration; detect whether the shutdown duration of the main air source device is greater than a third time preset value; in the case that it is determined that the shutdown duration of the main air source device is greater than the third time preset value, perform exhaust on the target vehicle; detect whether the target vehicle satisfies a stop condition; in the case that it is determined that the target vehicle satisfies the stop condition, stop the exhaust.

[0164] It should be noted that the units, devices or modules and the like illustrated in the above embodiments can be implemented by computer chips or entities, or by products with certain functions. For the convenience of description, the above devices are described as various modules with functions. Of course, in the implementation of the present specification, the functions of each module can be implemented in the same software and / or hardware, or the modules implementing the same function can be implemented by a combination of multiple sub-modules or sub-units. The above described device embodiments are only schematic, for example, the division of the units is only a logical function division, and in actual implementation, there can be another division manner, for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed each other can be indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0165] The embodiment of the present specification also provides a computer storage medium of a rail transit vehicle total air pipe exhaust control method, the computer storage medium stores computer program instructions, and when the computer program instructions are executed, the following steps are implemented: obtaining a vehicle type and a vehicle operation mode of a target vehicle; the vehicle type includes one of the following: a passenger vehicle and a detection vehicle; the vehicle operation mode includes one of the following: an automatic driving mode and a non-automatic driving mode; detecting whether the target vehicle meets an exhaust control condition; and in the case where it is determined that the target vehicle meets the exhaust control condition, performing exhaust control on the target vehicle by using a preset control mode matched with the vehicle type and the vehicle operation mode.

[0166] In the embodiment, the storage medium includes but is not limited to a random access memory (RAM), a read-only memory (ROM), a cache, a hard disk drive (HDD) or a memory card. The storage medium can be used to store computer program instructions. The network communication unit can be an interface set according to a standard of a communication protocol, and is used for network connection communication.

[0167] In the embodiment, the functions and effects realized by the program instructions stored in the computer storage medium can be explained in comparison with other embodiments, and will not be described here.

[0168] The present specification also provides a server, including a processor and a memory for storing processor executable instructions, and the processor can execute the following steps according to the instructions when implemented: obtaining a vehicle type and a vehicle operation mode of a target vehicle; the vehicle type includes one of the following: a passenger vehicle and a detection vehicle; the vehicle operation mode includes one of the following: an automatic driving mode and a non-automatic driving mode; detecting whether the target vehicle meets an exhaust control condition; and in the case where it is determined that the target vehicle meets the exhaust control condition, performing exhaust control on the target vehicle by using a preset control mode matched with the vehicle type and the vehicle operation mode.

[0169] In order to be able to more accurately complete the above instructions, referring to Figure 5 The embodiment of the present specification also provides another specific server, wherein the server includes a network communication port 501, a processor 502 and a memory 503, and the above structures are connected by internal cables, so that each structure can specifically interact with data.

[0170] The network communication port 501 can be specifically used to obtain a vehicle type and a vehicle operation mode of the target vehicle, wherein the vehicle type includes one of a passenger vehicle and a detection vehicle, and the vehicle operation mode includes one of an automatic driving mode and a non-automatic driving mode.

[0171] The processor 502 can be specifically used to detect whether the target vehicle meets an exhaust control condition, and perform exhaust control on the target vehicle in a preset control mode matched with the vehicle type and the vehicle operation mode when it is determined that the target vehicle meets the exhaust control condition.

[0172] The memory 503 can be specifically used to store a corresponding instruction program.

[0173] In this embodiment, the network communication port 501 can be a virtual port that is bound with different communication protocols, so as to send or receive different data. For example, the network communication port can be a port responsible for web data communication, a port responsible for FTP data communication, or a port responsible for mail data communication. In addition, the network communication port can also be an entity communication interface or a communication chip. For example, it can be a wireless mobile network communication chip such as GSM, CDMA, etc.; it can also be a Wifi chip; and it can also be a Bluetooth chip.

[0174] In this embodiment, the processor 502 can be implemented in any appropriate manner. For example, the processor can take the form of, for example, a microprocessor or processor and a computer readable medium storing computer readable program code (e.g., software or firmware) executable by the (micro)processor, logic gates, switches, an application specific integrated circuit (ASIC), a programmable logic controller, and an embedded microcontroller, etc. The present specification is not limited in this regard.

[0175] In this embodiment, the memory 503 can include multiple levels, and in a digital system, as long as it can save binary data, it can be a memory; in an integrated circuit, a circuit without a physical form and with a storage function is also called a memory, such as RAM, FIFO, etc.; in a system, a storage device with a physical form is also called a memory, such as a memory stick, a TF card, etc.

[0176] While this specification provides the steps of operation for the methods described in the embodiments or flowcharts, more or fewer steps may be included based on conventional or non-inventive means. The order of steps listed in the embodiments is merely one possible order of execution among many steps and does not represent the only possible order. In actual device or client product execution, the methods shown in the embodiments or drawings may be executed sequentially or in parallel (e.g., in a parallel processor or multi-threaded processing environment, or even a distributed data processing environment). The terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, product, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, product, or apparatus. Without further limitations, the presence of other identical or equivalent elements in a process, method, product, or apparatus that includes said elements is not excluded. The terms "first," "second," etc., are used to denote names and do not indicate any particular order.

[0177] Those skilled in the art will also know that, besides implementing the controller using purely computer-readable program code, the same functions can be achieved by logically programming the method steps, making the controller function as logic gates, switches, application-specific integrated circuits (ASICs), programmable logic controllers (PLCs), and embedded microcontrollers. Therefore, such a controller can be considered a hardware component, and the devices within it used to implement various functions can also be considered structures within that hardware component. Alternatively, the devices used to implement various functions can be considered as both software modules implementing the method and structures within a hardware component.

[0178] This specification can be described in the general context of computer-executable instructions that are executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, classes, etc., that perform a specific task or implement a specific abstract data type. This specification can also be practiced in distributed computing environments, where tasks are performed by remote processing devices connected via a communication network. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices.

[0179] Those skilled in the art can clearly understand the present specification can be implemented by means of software and necessary general hardware platforms through the above description of the embodiments. Based on such understanding, the technical solutions of the present specification can essentially be embodied in the form of a software product. The computer software product can be stored in a storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a plurality of instructions to make a computer device (which can be a personal computer, a mobile terminal, a server, or a network device, etc.) execute the methods described in the various embodiments or some parts of the embodiments of the present specification.

[0180] The various embodiments in the present specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on the difference from other embodiments. The present specification can be used in many general or special computer system environments or configurations. For example: personal computers, server computers, handheld devices or portable devices, tablet devices, multi-processor systems, microprocessor-based systems, set-top boxes, programmable electronic devices, network PCs, small computers, large computers, distributed computing environments including any of the above systems or devices, etc.

[0181] Although the present specification is described through the embodiments, those skilled in the art know that the present specification has many modifications and changes without departing from the spirit of the present specification, and it is intended that the appended claims include these modifications and changes without departing from the spirit of the present specification.

Claims

1. A method for controlling exhaust of a general air pipe of a rail transit vehicle, characterized in that, The method comprises: acquiring a vehicle type and a vehicle operation mode of a target vehicle; wherein the vehicle type comprises one of a passenger vehicle and a detection vehicle; and the vehicle operation mode comprises one of an automatic driving mode and a non-automatic driving mode; detecting whether the target vehicle meets an exhaust control condition; in a case where it is determined that the target vehicle meets the exhaust control condition, performing exhaust control on the target vehicle by using a preset control mode matched with the vehicle type and the vehicle operation mode; wherein performing exhaust control on the target vehicle by using the preset control mode matched with the vehicle type and the vehicle operation mode comprises: in a case where the vehicle type is the passenger vehicle and the vehicle operation mode is the automatic driving mode, detecting whether a main air source device of the target vehicle is in a running state; in a case where it is determined that the main air source device is in the running state, detecting whether a last shutdown duration of the main air source device is greater than a first time preset value; in a case where it is determined that the last shutdown duration of the main air source device is greater than the first time preset value, detecting whether a total air pressure of the target vehicle is greater than or equal to a first pressure preset value; in a case where it is determined that the total air pressure of the target vehicle is greater than or equal to the first pressure preset value, performing exhaust on the target vehicle; detecting whether the target vehicle meets a stop condition; and in a case where it is determined that the target vehicle meets the stop condition, stopping the exhaust.

2. The method of claim 1, wherein, detecting whether the target vehicle meets the exhaust control condition comprises: detecting whether a vehicle auxiliary inverter of the target vehicle can work normally; in a case where it is determined that the vehicle auxiliary inverter can work normally, detecting whether the air source device of the target vehicle has a fault; in a case where it is determined that the air source device has no fault, detecting whether the air source device is in a strong pump air mode; in a case where it is determined that the air source device is not in the strong pump air mode, determining that the target vehicle meets the exhaust control condition.

3. The method of claim 1, wherein, The first time preset value satisfies the following formula: wherein t2 represents a second boosting duration, and T1 represents the first time preset value.

4. The method of claim 1, wherein, performing exhaust control on the target vehicle by using the preset control mode matched with the vehicle type and the vehicle operation mode comprises: in a case where the vehicle type is the passenger vehicle and the vehicle operation mode is the non-automatic driving mode, acquiring a state of a main air source device of the target vehicle; wherein the state comprises one of a running state and a shutdown state; determining a shutdown duration of the main air source device according to the state; wherein in a case where the state is the running state, the shutdown duration is a last shutdown duration; and in a case where the state is the shutdown state, the shutdown duration is a current shutdown duration; detecting whether the shutdown duration of the main air source device is greater than a second time preset value; in a case where it is determined that the shutdown duration of the main air source device is greater than the second time preset value, performing exhaust on the target vehicle; detecting whether the target vehicle meets a stop condition; in a case where it is determined that the target vehicle meets the stop condition, stopping the exhaust.

5. The method of claim 4, wherein, The second time preset value satisfies the following formula: Wherein, t1 represents the first boost time length, t3 represents the first drop time length, and T2 represents the second time preset value.

6. The method of claim 1, wherein, The exhaust control of the target vehicle is performed by using a preset control mode matched with the vehicle type and the vehicle operation mode, including: In a case where the vehicle type is a detection vehicle and the vehicle operation mode is an automatic driving mode or a non-automatic driving mode, a state of a main air source device of the target vehicle is acquired; the state includes one of the following: a running state and a shutdown state; A shutdown time length of the main air source device is determined according to the state; in a case where the state is the running state, the shutdown time length is a last shutdown time length; in a case where the state is the shutdown state, the shutdown time length is a current shutdown time length; It is detected whether the shutdown time length of the main air source device is greater than a third time preset value; In a case where it is determined that the shutdown time length of the main air source device is greater than the third time preset value, the exhaust of the target vehicle is stopped. It is detected whether the target vehicle meets a stop condition; In a case where it is determined that the target vehicle meets the stop condition, the exhaust is stopped.

7. The method of claim 6, wherein, The third time preset value satisfies the following formula: Wherein, t1 represents the first boost time length, t3 represents the first drop time length, and T3 represents the third time preset value.

8. An exhaust control device for the main ventilation duct of a rail transit vehicle, characterized in that, The device includes: An acquisition module is configured to acquire a vehicle type and a vehicle operation mode of a target vehicle; the vehicle type includes one of the following: a passenger vehicle and a detection vehicle; the vehicle operation mode includes one of the following: an automatic driving mode and a non-automatic driving mode; A detection module is configured to detect whether the target vehicle meets an exhaust control condition; A control module is configured to perform exhaust control of the target vehicle by using a preset control mode matched with the vehicle type and the vehicle operation mode in a case where it is determined that the target vehicle meets the exhaust control condition. The control module is specifically configured to detect whether a main air source device of the target vehicle is in a running state in a case where the vehicle type is a passenger vehicle and the vehicle operation mode is an automatic driving mode; detect whether a last shutdown time length of the main air source device of the target vehicle is greater than a first time preset value in a case where it is determined that the main air source device is in the running state; detect whether a total air pressure of the target vehicle is greater than or equal to a first pressure preset value in a case where it is determined that the last shutdown time length of the main air source device is greater than the first time preset value; perform exhaust of the target vehicle in a case where it is determined that the total air pressure of the target vehicle is greater than or equal to the first pressure preset value; detect whether the target vehicle meets a stop condition; and stop the exhaust in a case where it is determined that the target vehicle meets the stop condition.

9. A computer-readable storage medium, characterized in that, A computer instruction is stored thereon, and the instruction is executed by a processor to implement the steps of the method in any one of claims 1 to 7.

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