A subway third rail ice melting method, device, equipment and medium
By acquiring the third rail detection current and environmental parameters, calculating the de-icing current and voltage difference, and adjusting the voltage for pre-de-icing, the train operation problem caused by third rail icing was solved, and safety and energy utilization were improved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- XIAN RAILWAY SIGNAL
- Filing Date
- 2023-11-27
- Publication Date
- 2026-07-21
AI Technical Summary
The third rail of urban rail transit is prone to icing under climatic conditions such as low temperature, freezing rain, wet snow, and freezing, which can lead to poor power supply contact for trains, unstable grid voltage, and affect train operation.
By acquiring the detection current and environmental parameters of the third rail, the de-icing current and voltage difference are calculated, and the voltage is adjusted to generate a de-icing voltage difference before the train arrives, using electrical energy to convert into heat energy to melt the ice.
This avoids problems such as poor power contact and unstable grid voltage during train operation, improving the safety of train operation and the utilization rate of electrical energy.
Smart Images
Figure CN117364698B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of computer technology, and in particular to a method, apparatus, equipment and medium for melting ice on the third rail of a subway. Background Technology
[0002] Currently, with the acceleration of urbanization, traffic congestion in large cities is becoming increasingly serious. During the rapid development of the urban rail transit industry, many cities, such as Beijing, Shanghai, and Guangzhou, have adopted third-rail power supply for most of their above-ground rail sections. This method has advantages such as not affecting the urban landscape, convenient maintenance, and lower installation costs.
[0003] As an important infrastructure for the national economy and people's livelihood, urban rail transit, especially the third rail lines built on the ground and in the depot, is very prone to icing under climatic conditions such as low temperature, freezing rain, wet snow, and freezing.
[0004] Based on the current domestic and international applications of third rail power supply, in cold regions, due to factors such as snowfall and rainfall in winter, as well as the influence of winter humidity and wind speed, snow accumulation and icing are likely to occur on the third rail of the urban rail transit section. This can lead to poor power contact and unstable grid voltage when the train is running, preventing the train from drawing current normally from the third rail and affecting train operation. Summary of the Invention
[0005] Therefore, it is necessary to provide a method, device, equipment, and medium for melting ice on the third rail of a subway, addressing the aforementioned technical problems.
[0006] The following technical solution is adopted in this specification:
[0007] This manual provides a method for de-icing the third rail of a subway system, including:
[0008] The detection current on the third rail between two traction substations that the train has not passed in the subway power supply system is obtained, as well as the environmental parameters corresponding to the operating conditions of the third rail.
[0009] The icing status of the third rail is detected based on the difference between the rated current and the detection current when the third rail is working and environmental parameters.
[0010] When the third rail is detected to be icy, the de-icing current for melting the ice on the third rail between the two traction substations is calculated based on environmental parameters; and the de-icing voltage difference between the two traction substations is calculated based on the de-icing current.
[0011] The voltage of the two traction substations is adjusted to create a de-icing voltage difference on the third rail between the two traction substations for de-icing.
[0012] Optionally, the environmental parameters include: ambient temperature, wind speed, water droplet parameters in the air, area of the third rail head, and water droplet collision coefficient of the third rail head.
[0013] Optionally, detecting the icing status of the third track specifically includes:
[0014] Based on the environmental parameters, the resistance of the third rail under the corresponding environmental conditions is calculated using the following formula:
[0015] ;
[0016] Determine the rated current of the third rail under the corresponding environmental conditions based on the resistance of the third rail under the corresponding environmental conditions.
[0017] Determine if the detection current is greater than the rated current of the third rail under the corresponding environmental conditions. If so, it is determined that the third rail is icing.
[0018] in, For temperature Third rail resistance, For 20 Third rail resistance, The temperature coefficient of resistance. The ambient temperature.
[0019] Optionally, the step of calculating the de-icing current for melting ice on the third rail between the two traction substations based on environmental parameters specifically includes:
[0020] The de-icing current used to melt the ice on the third rail between the two traction substations is calculated using the following formula:
[0021] ;
[0022] in, For de-icing current, This is the difference between the third orbital temperature and the ambient temperature. For the time it takes for the ice to melt. For the equivalent thermal resistance of ice layer conduction, For convection and radiation equivalent thermal resistance, The density of ice, For ice thickness, The outer diameter of the third track after it becomes icy. This is the outer diameter of the third track after it becomes icy.
[0023] Optionally, the step of calculating the de-icing current for melting ice on the third rail between the two traction substations based on environmental parameters specifically includes:
[0024] The minimum de-icing current for melting ice on the third rail between the two traction substations is calculated using the following formula:
[0025] , ;
[0026] The maximum de-icing current for melting ice on the third rail between the two traction substations is calculated using the following formula:
[0027] ;
[0028] Based on the de-icing requirements, the de-icing current is selected from the range of minimum to maximum de-icing current to melt the ice on the third rail between the two traction substations.
[0029] in, To be the minimum de-icing current, This is the difference between the third orbital temperature and the ambient temperature. When the ambient temperature is 0 The resistance per unit length of the third rail, For the equivalent thermal resistance of ice layer conduction, For convection and radiation equivalent thermal resistance, The outer diameter of the third track after it becomes icy. The outer diameter of the third track before it becomes icy. The thermal conductivity of the ice layer is... For the maximum de-icing current, The radiation coefficient of the third orbital. The ambient temperature at which freezing occurs. The third orbital temperature is 90. Resistance per unit length at that time This refers to wind speed.
[0030] Optionally, when environmental parameters indicate that the icing is rime-type icing formed when supercooled water encounters a third rail with a temperature equal to or below 0°C: , ;
[0031] When environmental parameters indicate that the icing is a type of rime ice formed by the sublimation of water vapor in the air at low temperatures: , ;
[0032] When the third rail is made of aluminum When the third rail is made of iron, .
[0033] Optionally, the method further includes:
[0034] Based on the third rail resistance and environmental parameters, the anti-icing current required to maintain the third rail without icing under the current environment is calculated using the following formula:
[0035] ;
[0036] Based on the anti-icing current, calculate the anti-icing voltage difference between the two traction substations, and adjust the voltage of the two traction substations to generate an anti-icing voltage difference on the third rail between the two traction substations for anti-icing purposes.
[0037] in, To prevent ice current, The radiation coefficient of the third orbital. This represents the cross-sectional area of the third track before it became icy. For wind speed, To maintain the temperature of the third rail in a non-icing state, The ambient temperature under icing conditions on the third track. When the ambient temperature is 0 The resistance per unit length of the third rail.
[0038] This specification provides an ice-melting device for the third rail of a subway, comprising:
[0039] The acquisition module is used to acquire the detection current on the third rail between two traction substations that the train has not passed in the subway power supply system, and to acquire the environmental parameters of the corresponding operating conditions of the third rail.
[0040] The determination module is used to detect the icing status of the third rail based on the difference between the rated current and the detection current when the third rail is working and environmental parameters.
[0041] The calculation module is used to calculate the de-icing current for melting the ice on the third rail between the two traction substations based on environmental parameters when the third rail is detected to be in an icing state; and to calculate the de-icing voltage difference between the two traction substations based on the de-icing current.
[0042] The de-icing module is used to regulate the voltage of the two traction substations, so as to create a de-icing voltage difference on the third rail between the two traction substations for de-icing.
[0043] This specification provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned method for melting ice on the third rail of a subway.
[0044] This specification provides a computer device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the aforementioned method for melting ice on the third rail of a subway.
[0045] The above-mentioned technical solutions adopted in this specification can achieve the following beneficial effects:
[0046] First, the detection current of the third rail between two traction substations that the train has not yet passed and the environmental parameters of the corresponding operating conditions of the third rail are obtained. Then, based on the difference between the rated current and the detection current and the environmental parameters, the icing status is detected. When the third rail is icy, the melting current and melting voltage difference for melting the ice on the third rail between the two traction substations are calculated. Finally, the voltage of the two traction substations is adjusted to generate a melting voltage difference on the third rail between the two traction substations for melting.
[0047] Before a train passes through, this invention first creates a de-icing voltage difference on the third rail between two traction substations, thereby generating a de-icing current. This converts electrical energy into heat energy to melt the ice. Afterward, when the train passes through, it avoids problems such as poor power contact and unstable grid voltage caused by ice accumulation on the third rail, thus improving the safety of train operation. Attached Figure Description
[0048] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments of this application and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:
[0049] Figure 1 This manual provides a schematic diagram of a method for melting ice on the third rail of a subway.
[0050] Figure 2 This manual provides a schematic diagram of a de-icing process between two traction substations using a voltage difference.
[0051] Figure 3 This is a schematic diagram of an electrical energy recycling system provided in this specification;
[0052] Figure 4 A schematic diagram of an ice-melting device for a third rail in a subway, provided for this specification.
[0053] Figure 5 This specification provides a schematic diagram of a computer device for implementing a method for melting ice on the third rail of a subway. Detailed Implementation
[0054] To make the objectives, technical solutions, and advantages of this specification clearer, the technical solutions of this application will be clearly and completely described below in conjunction with specific embodiments and corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments in this specification without creative effort are within the scope of protection of this application.
[0055] The technical solutions provided by the various embodiments of this application are described in detail below with reference to the accompanying drawings.
[0056] Figure 1 This is a schematic diagram of a de-icing method for a third rail in a subway system, as described in this specification. The method specifically includes the following steps:
[0057] S101: Obtain the detection current on the third rail between two traction substations that the train has not passed in the subway power supply system, and obtain the environmental parameters corresponding to the operating conditions of the third rail.
[0058] Generally, trains in a subway system can be powered by the third rail. For the subway power supply system, traction substations can be built along the route to provide traction DC power to the trains during normal train operation via the third rail.
[0059] When the external environment is poor, the third rail is prone to icing, which can lead to poor contact when the train takes points and affect train operation. Icing on the third rail usually increases its resistance, thus reducing the current value at the rated voltage.
[0060] Therefore, a current acquisition sensor can be pre-installed on the third rail between the two traction substations. The current acquisition sensor can collect the detection current on the third rail in real time. Then, in one or more embodiments of this specification, the controller of the subway power supply system can obtain the detection current and thus detect and judge the icing status of the third rail based on the detection current.
[0061] Of course, the controller should perform icing detection and de-icing on the third rail section before the train reaches the section where the de-icing method is applied.
[0062] Meanwhile, the controller can also acquire environmental parameters corresponding to the working conditions of the third rail in real time. In one or more embodiments of this specification, the environmental parameters may include: ambient temperature, wind speed, water droplet parameters in the air, area of the third rail head, and water droplet collision coefficient of the third rail head.
[0063] Typically, when the ambient temperature is below 0°C When ice forms on the third rail of a subway system, it can easily lead to icing. The severity of icing is determined by factors such as ambient temperature, wind speed, airborne water droplet parameters, and the collision coefficient between the third rail head area and the water droplets. Ambient temperature affects the cooling effect of the water droplets, while wind speed and the third rail head area affect the collision coefficient. These factors are interconnected. Airborne water droplet parameters can refer to the liquid water content in the air, the median volume of water droplets, the median diameter of water droplets, etc. The specific environmental parameters required can be determined as needed; this manual does not impose any restrictions.
[0064] For the calculation of the water droplet collision coefficient at the third rail head, under external conditions, the fluid motion state is usually in the form of turbulence, and its instantaneous momentum conservation and continuity equation are as follows:
[0065]
[0066] Based on the momentary momentum conservation and continuity equation, the parameters of the water droplets in the air, and the information such as the area of the third rail head and the wind speed, the water droplet collision coefficient of the third rail head can be calculated. There are already many mature calculation methods, which will not be elaborated here.
[0067] The controller mentioned in this manual can be a controller installed on a business platform, or a device such as a desktop computer or laptop computer capable of executing the solutions described herein. For ease of explanation, the following description will focus solely on the controller as the executing entity.
[0068] S102: Detect the icing status of the third rail based on the difference between the rated current and the detection current when the third rail is working and environmental parameters.
[0069] After obtaining the real-time detection current of the third rail, the controller can determine the resistance change of the third rail after icing based on the difference between the rated current and the detection current and environmental parameters, thereby reflecting the icing status of the third rail.
[0070] Specifically, in one or more embodiments of this specification, the controller can determine whether the third rail is in an icing state based on the difference between the rated current and the detected current of the third rail during operation, combined with environmental parameters. For example, a corresponding difference threshold can be set according to environmental parameters; if the difference between the rated current and the detected current is greater than the difference threshold, it is determined that the third rail is icing.
[0071] Furthermore, in one or more embodiments of this specification, since changes in the external environment can also affect the resistance of the third rail, when detecting the icing state of the third rail, the controller can first calculate the resistance of the third rail under the corresponding environmental conditions using the following formula based on environmental parameters:
[0072]
[0073] in, For temperature Third rail resistance, For 20 Third rail resistance, The temperature coefficient of resistance. The ambient temperature.
[0074] Then, the controller can determine the rated current of the third rail under the corresponding environmental conditions based on the third rail resistance. It can then determine whether the detected current exceeds the rated current of the third rail under the corresponding environmental conditions; if so, it is determined that the third rail is iced.
[0075] By fully considering the impact of environmental factors on the resistance of the third rail itself, the accuracy of detecting and judging whether the third rail is in an icing state is improved.
[0076] S103: Based on the icing condition and environmental parameters, calculate the de-icing current used to melt the ice on the third rail between the two traction substations; and based on the de-icing current, calculate the de-icing voltage difference between the two traction substations.
[0077] S104: Adjust the voltage of the two traction substations to create a de-icing voltage difference on the third rail between the two traction substations for de-icing.
[0078] After obtaining the icing status of the third rail, the controller can calculate the de-icing current for melting the ice on the third rail between the two traction substations by combining environmental parameters. The icing status of the third rail can be reflected by detecting the current after the third rail is iced.
[0079] In one or more embodiments of this specification, the controller can calculate the de-icing current for melting ice on the third rail between two traction substations using the following formula:
[0080]
[0081] in, For de-icing current, This is the difference between the third orbital temperature and the ambient temperature. For the time it takes for the ice to melt. For the equivalent thermal resistance of ice layer conduction, For convection and radiation equivalent thermal resistance, The density of ice, For ice thickness, The outer diameter of the third track after it becomes icy. This is the outer diameter of the third track before it becomes icy.
[0082] Of course, in one or more embodiments of this specification, different types of icing typically correspond to different convective and radiative equivalent thermal resistances. For example, when the icing is determined to be rime-type icing formed by supercooled water encountering a third rail at a temperature equal to or below 0°C based on environmental parameters, the following can be considered:
[0083]
[0084] When environmental parameters indicate that the icing is a type of rime ice formed by the sublimation of water vapor in the air at low temperatures, the following can be considered:
[0085]
[0086] As can be seen from the calculation formula of the de-icing current, the magnitude of the de-icing current is negatively correlated with the de-icing time, meaning that the de-icing efficiency increases with the increase of the de-icing current. Furthermore, the magnitude of the de-icing current is positively correlated with the density and thickness of the ice layer; the more severe the ice layer, the greater the de-icing current required.
[0087] Furthermore, in one or more embodiments of this specification, the controller may first calculate the minimum de-icing current for melting the ice on the third rail between the two traction substations using the following formula:
[0088]
[0089]
[0090] Then, the maximum de-icing current for melting the ice on the third rail between the two traction substations is calculated using the following formula:
[0091]
[0092] Finally, based on the de-icing requirements, the de-icing current is selected from the range of minimum to maximum de-icing current to melt the ice on the third rail between the two traction substations.
[0093] in, To be the minimum de-icing current, This is the difference between the third orbital temperature and the ambient temperature. When the ambient temperature is 0 The resistance per unit length of the third rail, For the equivalent thermal resistance of ice layer conduction, For convection and radiation equivalent thermal resistance, This represents the cross-sectional area of the third track after it becomes icy. This represents the cross-sectional area of the third track before it became icy. The thermal conductivity of the ice covering (0.12 × 10⁻⁶ for rime ice) is given. -2 The rime ice was measured at 2.27 × 10⁻⁶. -2 ), For the maximum de-icing current, The radiation coefficient of the third orbital is given by the material used for the third orbital: 0.11 for aluminum and 0.25 for iron. The ambient temperature at which freezing occurs. The third orbital temperature is 90. Resistance per unit length at that time This refers to wind speed.
[0094] Similarly, different types of icing typically correspond to different thermal conductivity coefficients, and different types of third rails also correspond to different radiation coefficients. When environmental parameters indicate that the icing is rime-like icing formed by supercooled water encountering a third rail at a temperature equal to or below 0°C, one can take... When environmental parameters indicate that the icing is a type of rime ice formed by the sublimation of water vapor in the air at low temperatures, the appropriate method can be adopted. When the third rail is made of aluminum, it can be selected as follows: When the third rail is made of iron, it can be taken as... .
[0095] The minimum de-icing current refers to the minimum current required for the third rail to melt under the corresponding ambient temperature and wind speed. If the current through the iced line is less than the minimum de-icing current, the icing will not melt no matter how long it takes.
[0096] Of course, when selecting the de-icing current within the range from the minimum to the maximum de-icing current, the principle is the same as when directly calculating the de-icing current: when efficient de-icing is required, the controller needs to select a larger de-icing current, while when de-icing is not urgent, a smaller de-icing current can be selected. Furthermore, a suitable de-icing current can also be selected based on the density and thickness of the ice. In practical applications, the relationship between de-icing time and de-icing current should be fully considered.
[0097] After obtaining the de-icing current, the controller can further calculate the de-icing voltage difference between the two traction substations based on the de-icing current and the resistance of the third rail after icing. Generally, the required de-icing voltage difference can be determined by multiplying the selected de-icing current by the resistance of the current third rail after icing. The resistance of the third rail after icing can be determined by the ratio of the voltage between the two traction substations to the detection current under the current operating conditions.
[0098] After obtaining the de-icing voltage difference between the two traction substations, the controller can adjust the voltage of the two traction substations to generate a de-icing voltage difference on the third rail between the two traction substations for de-icing.
[0099] Specifically, in one or more embodiments of this specification, a rectifier module and a converter module may be pre-installed in the traction substation. The rectifier module may include a transformer, a rectifier bank, and a disconnecting switch. The converter module may include a transformer, a converter bank, etc.
[0100] When the AC side of the converter module passes through the 35KV / 10KV AC power grid of the transformer, the DC output of the converter module is connected to the third rail of the subway. The converter module can output positive, negative, and zero potential according to the set adjustment and control strategy, so that the voltage and current of the DC side of the converter module can be infinitely adjusted within the rated range. When the DC voltage and DC power of the converter module are low and the waveform quality of the AC current output by the converter module is good, it can melt ice on lines of different lengths without generating active power demand on the power grid.
[0101] Therefore, the rectifier module can be used to provide traction DC power during normal train operation. When de-icing the third rail, the controller can adjust the DC power output from the converter module to create a de-icing voltage difference on the third rail between the two traction substations, thereby generating a de-icing current for de-icing.
[0102] Figure 2 This is a schematic diagram illustrating a method of de-icing between two traction substations using a voltage difference. Figure 2 The example illustrates two traction substations: Traction Substation 1 and Traction Substation 2. Traction Substation 1 only shows the rectifier module, while Traction Substation 2 only shows the converter module. Figure 2 In the example, the rectifier modules in traction substation 1 and traction substation 2 both output the same amount of DC current, while the converter module in traction substation 1 outputs zero potential to the third rail, and the converter module in traction substation 2 outputs positive potential to the third rail, thereby generating a de-icing voltage difference on the third rail between traction substation 1 and traction substation 2, and generating a de-icing current for de-icing.
[0103] Of course, in one or more embodiments of this specification, the controller can acquire the detection current collected by the preset sensor on the third rail between the two traction substations in real time during the ice melting process, thereby determining the ice melting status based on the real-time detection current, and adjusting the voltage of the two traction substations in real time according to the ice melting status, thereby reducing the energy consumption of ice melting.
[0104] based on Figure 1 The method for melting ice on the third rail of the subway shown first obtains the detection current of the third rail between two traction substations that the train has not passed and the environmental parameters of the corresponding operating conditions of the third rail. Then, based on the difference between the rated current and the detection current and the environmental parameters, the icing state is detected. When the third rail is icy, the melting current and melting voltage difference for melting the ice on the third rail between the two traction substations are calculated. Finally, the voltage of the two traction substations is adjusted to generate a melting voltage difference on the third rail between the two traction substations to melt the ice.
[0105] Before a train passes through, this invention first creates a de-icing voltage difference on the third rail between two traction substations, thereby generating a de-icing current. This converts electrical energy into heat energy to melt the ice. Afterward, when the train passes through, it avoids problems such as poor power contact and unstable grid voltage caused by ice accumulation on the third rail, thus improving the safety of train operation.
[0106] When applying the de-icing method for the third rail of the subway provided in this manual, it is not necessary to follow the instructions. Figure 1 The steps shown are executed in sequence. The specific execution order of each step can be determined as needed, and this manual does not impose any restrictions on it.
[0107] Furthermore, in one or more embodiments of this specification, after the ice-covered third rail has been melted, the controller can also calculate the anti-icing current corresponding to maintaining the ice-free state of the third rail under the current environment using the following formula, based on the resistance of the third rail and environmental parameters:
[0108]
[0109] Based on the anti-icing current, the anti-icing voltage difference between the two traction substations is calculated, and the voltage of the two traction substations is adjusted to generate an anti-icing voltage difference on the third rail between the two traction substations for anti-icing purposes.
[0110] in, To prevent ice current, The radiation coefficient of the third orbital. This represents the cross-sectional area of the third track before it became icy. For wind speed, To maintain the temperature of the third rail in a non-icing state, The ambient temperature under icing conditions on the third track. When the ambient temperature is 0 The resistance per unit length of the third rail.
[0111] By melting the ice-covered third rail and then applying an anti-icing voltage differential to it, repeated icing on the high-efficiency track can be prevented, thus avoiding the need for repeated de-icing by the power supply system. Of course, subways typically stop operating at night, so the power supply system can discontinue the anti-icing voltage differential at night, i.e., no anti-icing is required. Before trains run in the morning, the power supply system can first melt the ice, and then maintain the anti-icing voltage differential on the third rail for anti-icing. Anti-icing the third rail further improves the utilization of electrical energy.
[0112] Furthermore, in one or more embodiments of this specification, the controller can also analyze, based on the collected environmental information, whether it is necessary to maintain an anti-icing voltage difference for anti-icing under the current environmental conditions. If so, the anti-icing voltage difference is maintained; otherwise, the maintenance of the anti-icing voltage difference is stopped. This further improves the utilization of electrical energy and avoids energy waste.
[0113] Furthermore, in one or more embodiments of this specification, when a subway vehicle brakes, the voltage of the third rail typically increases. At this time, the controller can calculate the braking voltage based on the collected detection current, then compare the braking voltage with the rated maximum operating voltage to determine excess braking energy. This excess braking energy is then converted into AC power and returned to the traction substation via a converter module, thereby achieving energy recycling and improving energy utilization efficiency. Figure 3 As shown.
[0114] Figure 3 This is a schematic diagram of an electrical energy recycling method described in this specification, such as... Figure 3 As shown, the controller can recycle excess braking energy through the converter module.
[0115] In this invention, a loop is formed by a converter module and a rectifier module group. When the third rail is de-iced, an energy circulation path is formed between the AC loop network and the DC traction network. The iced third rail is used as a load, and the required de-icing heat is provided by controlling the magnitude of the current of the subway third rail to melt the ice.
[0116] The above are one or more embodiments of the de-icing method for the third rail of a subway provided in this specification. Based on the same idea, this specification also provides a corresponding de-icing device for the third rail of a subway, such as... Figure 4 As shown.
[0117] Figure 4 This specification provides a schematic diagram of an ice-melting device for a third subway rail, including:
[0118] The acquisition module 201 is used to acquire the detection current on the third rail between two traction substations that the train has not passed in the subway power supply system, and to acquire the environmental parameters of the corresponding working conditions of the third rail.
[0119] The determination module 202 is used to detect the icing status of the third rail based on the difference between the rated current and the detection current when the third rail is working and environmental parameters.
[0120] The calculation module 203 is used to calculate the de-icing current for melting the ice on the third rail between the two traction substations based on environmental parameters when the third rail is detected to be in an icing state; and to calculate the de-icing voltage difference between the two traction substations based on the de-icing current.
[0121] The de-icing module 204 is used to regulate the voltage of the two traction substations, so as to generate a de-icing voltage difference on the third rail between the two traction substations for de-icing.
[0122] Optionally, the environmental parameters include: ambient temperature, wind speed, water droplet parameters in the air, area of the third rail head, and water droplet collision coefficient of the third rail head.
[0123] Optionally, the determining module 202 calculates the resistance of the third rail under the corresponding environmental conditions using the following formula, based on environmental parameters: Based on the resistance of the third rail under the corresponding environmental conditions, the rated current of the third rail under the corresponding environmental conditions is determined. It is then determined whether the detection current exceeds the rated current of the third rail under the corresponding environmental conditions. If so, it is determined that the third rail is iced. For temperature Third rail resistance, For 20 Third rail resistance, The temperature coefficient of resistance. The ambient temperature.
[0124] Optionally, the calculation module 203 calculates the de-icing current for melting the ice on the third rail between the two traction substations using the following formula:
[0125]
[0126] in, For de-icing current, This is the difference between the third orbital temperature and the ambient temperature. For the time it takes for the ice to melt. For the equivalent thermal resistance of ice layer conduction, For convection and radiation equivalent thermal resistance, The density of ice, For ice thickness, This represents the cross-sectional area of the third track after it becomes icy. This represents the cross-sectional area of the third track before it becomes icy.
[0127] Optionally, the calculation module 203 calculates the minimum de-icing current for melting the ice on the third rail between the two traction substations using the following formula:
[0128] ,
[0129] The maximum de-icing current for melting ice on the third rail between the two traction substations is calculated using the following formula:
[0130]
[0131] Based on the de-icing requirements, the de-icing current is selected from the range of minimum to maximum de-icing current for melting the ice on the third rail between the two traction substations. To be the minimum de-icing current, This is the difference between the third orbital temperature and the ambient temperature. When the ambient temperature is 0 The resistance per unit length of the third rail, For the equivalent thermal resistance of ice layer conduction, For convection and radiation equivalent thermal resistance, This represents the cross-sectional area of the third track after it becomes icy. This represents the cross-sectional area of the third track before it became icy. The thermal conductivity of the ice layer is... For the maximum de-icing current, The radiation coefficient of the third orbital. The ambient temperature at which freezing occurs. The third orbital temperature is 90. Resistance per unit length at that time This refers to wind speed.
[0132] Optionally, when environmental parameters indicate that the icing is rime-type icing formed when supercooled water encounters a third rail with a temperature equal to or below 0°C: , When environmental parameters indicate that the icing is a type of rime ice formed by the sublimation of water vapor in the air at low temperatures: , When the third rail is made of aluminum, When the third rail is made of iron, .
[0133] Optionally, the device further includes: an anti-icing module 205, used to calculate the anti-icing current corresponding to maintaining the third rail in an ice-free state under the current environment based on the third rail resistance and environmental parameters using the following formula: Based on the anti-icing current, the anti-icing voltage difference between the two traction substations is calculated, and the voltages of the two traction substations are adjusted to create an anti-icing voltage difference on the third rail between the two traction substations for anti-icing purposes. To prevent ice current, The radiation coefficient, The outer diameter of the third track before it becomes icy. For wind speed, To maintain the temperature of the third rail in a non-icing state, The ambient temperature under icing conditions on the third track. When the ambient temperature is 0 The resistance per unit length of the third rail.
[0134] Specific limitations regarding the de-icing device for the third rail of the subway can be found in the above-mentioned limitations on the de-icing method for the third rail, and will not be repeated here. Each module in the aforementioned de-icing device for the third rail can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.
[0135] This specification also provides a computer-readable storage medium storing a computer program that can be used to execute the above-described... Figure 1 The provided method for melting ice on the third track of the subway.
[0136] This instruction manual also provides Figure 5 The schematic diagram of the computer device shown is as follows: Figure 5 At the hardware level, the computer device includes a processor, internal bus, network interface, memory, and non-volatile memory, and may also include other hardware required for business operations. The processor reads the corresponding computer program from the non-volatile memory into memory and then runs it to achieve the above-mentioned functions. Figure 1 The provided method for melting ice on the third track of the subway.
[0137] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the methods described above. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, or optical storage, etc. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc.
[0138] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.
Claims
1. A method for melting ice on the third track of a subway, characterized in that, include: The detection current on the third rail between two traction substations that the train has not passed in the subway power supply system is obtained, as well as the environmental parameters corresponding to the operating conditions of the third rail. The environmental parameters include: ambient temperature, wind speed, water droplet parameters in the air, area of the third rail head, and water droplet collision coefficient of the third rail head; The icing status of the third rail is detected based on the difference between the rated current and the detection current when the third rail is working and environmental parameters. When the third rail is detected to be icy, the de-icing current for melting the ice on the third rail between the two traction substations is calculated based on environmental parameters; and the de-icing voltage difference between the two traction substations is calculated based on the de-icing current. The voltage of the two traction substations is adjusted to create a de-icing voltage difference on the third rail between the two traction substations for de-icing. The calculation of the de-icing current for melting ice on the third rail between the two traction substations, based on environmental parameters, specifically includes: The de-icing current used to melt the ice on the third rail between the two traction substations is calculated using the following formula: ； in, For de-icing current, This is the difference between the third orbital temperature and the ambient temperature. For the time it takes for the ice to melt. For the equivalent thermal resistance of ice layer conduction, For convection and radiation equivalent thermal resistance, The density of ice, For ice thickness, This represents the cross-sectional area of the third track after it becomes icy. This represents the cross-sectional area of the third track before it becomes icy. The detection of the icing status of the third track specifically includes: Based on the environmental parameters, the resistance of the third rail under the corresponding environmental conditions is calculated using the following formula: ； Determine the rated current of the third rail under the corresponding environmental conditions based on the resistance of the third rail under the corresponding environmental conditions. Determine whether the detection current is greater than the rated current of the third rail under the corresponding environmental conditions. If so, it is determined that the third rail is icing. in, The temperature is Third rail resistance, For 20 Third rail resistance, The temperature coefficient of resistance. The ambient temperature.
2. The method for melting ice on the third rail of a subway as described in claim 1, characterized in that, The calculation of the de-icing current for melting ice on the third rail between the two traction substations, based on environmental parameters, specifically includes: The minimum de-icing current for melting ice on the third rail between the two traction substations is calculated using the following formula: ， ； The maximum de-icing current for melting ice on the third rail between the two traction substations is calculated using the following formula: ； Based on the de-icing requirements, the de-icing current is selected from the range of minimum to maximum de-icing current to melt the ice on the third rail between the two traction substations. in, To be the minimum de-icing current, This is the difference between the third orbital temperature and the ambient temperature. When the ambient temperature is 0 The resistance per unit length of the third rail, For the equivalent thermal resistance of ice layer conduction, For convection and radiation equivalent thermal resistance, This represents the cross-sectional area of the third track after it becomes icy. This represents the cross-sectional area of the third track before it became icy. The thermal conductivity of the ice layer is... For the maximum de-icing current, The radiation coefficient of the third orbital. The ambient temperature at which freezing occurs. The third orbital temperature is 90. Resistance per unit length at that time This refers to wind speed.
3. The de-icing method for the third rail of a subway as described in claim 2, characterized in that, When environmental parameters indicate that icing is caused by supercooled water encountering temperatures equal to or below 0°C... When the third track forms rime ice: , ; When environmental parameters indicate that the icing is a type of rime ice formed by the sublimation of water vapor in the air at low temperatures: , ; When the third rail is made of aluminum When the third rail is made of iron, .
4. The de-icing method for the third rail of a subway as described in claim 1, characterized in that, The method further includes: Based on the third rail resistance and environmental parameters, the anti-icing current required to maintain the third rail without icing under the current environment is calculated using the following formula: ； Based on the anti-icing current, calculate the anti-icing voltage difference between the two traction substations, and adjust the voltage of the two traction substations to generate an anti-icing voltage difference on the third rail between the two traction substations for anti-icing purposes. in, To prevent ice current, The radiation coefficient, The outer diameter of the third track before it becomes icy. For wind speed, To maintain the temperature of the third rail in a non-icing state, The ambient temperature under icing conditions on the third track. When the ambient temperature is 0 The resistance per unit length of the third rail.
5. An ice-melting device for a third rail of a subway system, applicable to the ice-melting method for any one of claims 1 to 4, characterized in that, include: The acquisition module is used to acquire the detection current on the third rail between two traction substations that the train has not passed in the subway power supply system, as well as to acquire environmental parameters that affect the icing status of the third rail. The determination module is used to determine the icing status of the third rail based on the difference between the rated current and the detection current when the third rail is working and environmental parameters. The calculation module is used to calculate the de-icing current for melting the ice on the third rail between the two traction substations, based on the icing status and environmental parameters. And calculate the de-icing voltage difference between the two traction substations based on the de-icing current; The de-icing module is used to regulate the voltage of the two traction substations, so as to create a de-icing voltage difference on the third rail between the two traction substations for de-icing.
6. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method described in any one of claims 1 to 4.
7. A computer device, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method described in any one of claims 1 to 4.