A control method and system for gate valve of low vacuum pipeline transportation system

Abstract

The present invention discloses a control method and system for a gate valve of a low vacuum pipeline transportation system. The control method comprises: when a gate plate drop request is obtained, the position information, speed information and traction speed curve of the train are obtained; the predicted parking area is determined according to the position information, speed information and traction speed curve; the gate valve action instruction is issued according to the positional relationship between the predicted parking area and the risk area; wherein the risk area refers to the area where the gate valve is opened to control the gate plate to drop and collides with the train. The above technical solution first determines whether the train will stop in the risk area before the gate plate drops, and controls the gate plate to drop only when the parking area is outside the risk area, which can effectively prevent the gate plate from hitting the train, reduce the occurrence of safety accidents, and improve the safety of rail transportation.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, and in particular to a control method and system for a gate valve of a low vacuum pipeline transportation system. Background Art

[0002] Limited by factors such as air resistance, wheel-rail adhesion, and pantograph current collection, traditional wheel-rail rail transit can hardly exceed 500km / h. Magnetic levitation technology can solve the problem of wheel-rail adhesion, but as the speed continues to increase, problems such as train air resistance (positively correlated with the square of speed) and noise (positively correlated with the 6th to 8th power of speed) cannot be solved.

[0003] The low-vacuum pipeline magnetic levitation transportation system is to create a low-pressure environment in a closed pipeline. The train runs at high speed in the low-pressure pipeline, which can effectively reduce the running resistance of the train and isolate the noise transmission inside and outside the pipeline. At the same time, the magnetic levitation technology is used to achieve train suspension and traction to reduce the friction resistance and vehicle-rail impact between the train and the track, so that the train running speed exceeds 1000km / h.

[0004] The low vacuum pipeline system is equipped with a monitoring and control system to monitor the vacuum degree of the pipeline and monitor pumps, valves and other facilities. In an emergency, passengers need to evacuate in the pipeline, and it is not safe for the human body to be directly exposed to a low vacuum environment. Referring to the research results in the aviation field, the safe air pressure range for human body functions is 70.1~50.7 kPa, which is equivalent to an altitude of 3000~5500m, that is, the minimum air pressure value of the pipeline that meets the safe evacuation of passengers shall not be less than 50.7kPa. Therefore, in an emergency, it is necessary to quickly break the low vacuum state of the pipeline (referred to as breaking the air). At this time, the air breaking and re-pressurization damper valve in the vacuum pump station is opened, and the air pressure difference between the outdoor and the pipeline is used to achieve rapid air breaking. And the gate valve is controlled to make the gate fall to evacuate the passengers.

[0005] There is no effective measure in the prior art to determine whether a train will enter a risky position when the gate plate falls, so the gate plate may hit the train. Summary of the invention

[0006] The present invention provides a control method and system for a gate valve of a low vacuum pipeline transportation system, so as to solve the problem that a gate in the low vacuum pipeline transportation system may hit a train if no safety judgment is made before the gate falls.

[0007] According to one aspect of the present invention, a control method for a gate valve of a low vacuum pipeline transportation system is provided, comprising:

[0008] When a gate plate drop request is obtained, the position information, speed information and traction speed curve of the train are obtained;

[0009] Determine a predicted parking area according to the position information, the speed information and the traction speed curve;

[0010] issuing a gate valve actuation instruction according to the positional relationship between the predicted parking area and the risk area;

[0011] The risk area refers to the area where the gate valve opens to control the gate to fall and collides with the train.

[0012] Optionally, when the gate plate drop request is obtained, before obtaining the position information, speed information and traction speed curve of the train, the method further includes:

[0013] The front end point and the rear end point of the risk area are obtained, and the direction from the front end point to the rear end point is the running direction of the train.

[0014] Optionally, obtaining a traction speed curve includes:

[0015] Obtain the destination of train driving permit;

[0016] When the train is located at the stop permission end point and the rear of the train passes the rear end point, a maximum speed limit curve is obtained according to the train driving permission end point, the speed information, the position information and the braking performance;

[0017] sending the maximum speed limit curve, the position information, the line data and the train data to a traction system;

[0018] The traction speed curve calculated by the traction system based on the maximum speed limit curve, the position information, the line data and the train data is received.

[0019] Optionally, issuing a gate valve action instruction according to the predicted positional relationship between the parking area and the risk area includes:

[0020] When the train is in the predicted parking area, the front of the train and / or the rear of the train is located between the front end point and the rear end point, a gate valve closing instruction is issued to control the gate to lift;

[0021] When the train is in the predicted parking area, the front of the train is located on the side of the front end point away from the rear end point, the front of the train reaches the front end point, the rear of the train reaches the rear end point or the rear of the train has passed the rear end point, a gate valve opening instruction is issued to control the gate to fall.

[0022] Optionally, obtaining the front end point and the back end point of the risk area includes:

[0023] determining a first preset distance;

[0024] A point at a first preset distance from the gate position along a first direction is used as the front end point; wherein the first direction refers to the direction from the front of the train to the rear of the train;

[0025] determining a second preset distance;

[0026] A point that is a second preset distance away from the gate position along a second direction is used as the rear end point; wherein the second direction refers to the direction from the rear end of the vehicle to the front end of the vehicle;

[0027] Wherein, the first preset distance is smaller than the second preset distance.

[0028] Optionally, determining the first preset distance includes:

[0029] The preset safety distance between the locomotive and the gate when the train stops is used as the first preset distance.

[0030] Optionally, determining the second preset distance includes:

[0031] Obtaining the maximum running speed and braking acceleration of the train;

[0032] A second preset distance is determined according to the maximum running speed and the braking acceleration of the train.

[0033] According to another aspect of the present invention, a control system for a gate valve of a low vacuum pipeline transportation system is provided, comprising: a vehicle-mounted transportation control system, a zoned transportation control system, a low vacuum detection system and a traction system;

[0034] The zoning operation control system is respectively connected to the on-board operation control system, the low vacuum detection system and the traction system; the zoning operation control system is used to obtain the position information, speed information and traction speed curve of the train when obtaining the gate plate falling request; and is used to determine the predicted parking area according to the position information, the speed information and the traction speed curve; and is also used to issue a gate valve action instruction according to the positional relationship between the predicted parking area and the risk area.

[0035] Optionally, it also includes: a gate valve;

[0036] The low vacuum detection system is connected to the partition operation control system and the gate valve respectively. The low vacuum detection system is used to receive the gate valve action instruction issued by the partition operation control system and output a control signal to the gate valve according to the gate valve action instruction to control the opening and closing of the gate valve.

[0037] Optionally, it also includes: a vehicle-mounted positioning device;

[0038] The vehicle-mounted transportation control system is connected to the vehicle-mounted positioning device and the partition transportation control system respectively. The vehicle-mounted transportation control system is used to receive the position information and the speed information obtained by the vehicle-mounted positioning device, and send the position information and the speed information to the partition transportation control system.

[0039] When the gate plate is dropped request is obtained, the embodiment of the present invention obtains the position information, speed information and traction speed curve of the train, and determines the predicted parking area according to the position information, speed information and traction speed curve, and further issues a gate valve action instruction according to the position relationship between the predicted parking area and the risk area. The above technical solution first judges whether the train will stop in the risk area before the gate plate drops, and controls the gate plate to drop only when the parking area is outside the risk area, which can effectively prevent the gate plate from hitting the train, reduce the occurrence of safety accidents and improve the safety of rail transit.

[0040] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0042] Figure 1 This is a flow chart of a control method for a gate valve of a low vacuum pipeline transportation system provided in accordance with an embodiment of the present invention;

[0043] Figure 2 is a flow chart of a second control method for a gate valve of a low vacuum pipeline transportation system provided according to an embodiment of the present invention;

[0044] Figure 3 is a first train braking process diagram provided according to an embodiment of the present invention;

[0045] Figure 4 is a flow chart of a third control method for a gate valve of a low vacuum pipeline transportation system provided according to an embodiment of the present invention;

[0046] Figure 5 is a second train braking process diagram provided according to an embodiment of the present invention;

[0047] Figure 6 is a flow chart of a fourth control method for a gate valve of a low vacuum pipeline transportation system provided according to an embodiment of the present invention;

[0048] Figure 7 is a flow chart of a fifth control method for a gate valve of a low vacuum pipeline transportation system provided according to an embodiment of the present invention;

[0049] Figure 8 It is a schematic diagram of the control system structure of a first gate valve of a low vacuum pipeline transportation system provided according to an embodiment of the present invention;

[0050] Fig. 9 It is a schematic diagram of the control system structure of a second gate valve of a low vacuum pipeline transportation system provided according to an embodiment of the present invention;

[0051] Fig.10 It is a schematic diagram of the control system structure of a third gate valve of a low vacuum pipeline transportation system provided according to an embodiment of the present invention. DETAILED DESCRIPTION

[0052] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0053] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, any variation of the terms "including" and "having" is intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0054] Figure 1 This is a flow chart of a control method for a gate valve in a low vacuum pipeline transportation system according to an embodiment of the present invention. This embodiment is applicable to situations in which a gate valve in a low vacuum pipeline transportation system may fall and hit a train. Figure 1 As shown, the method includes:

[0055] S110. When a gate plate lowering request is obtained, the position information, speed information and traction speed curve of the train are obtained.

[0056] Specifically, the low vacuum pipeline transportation system includes a vehicle-mounted transportation control system, a zoned transportation control system, a low vacuum detection system, and a traction system. It should be noted that low vacuum refers to a gas pressure of 10 5 Up to 10 2 The vacuum state is within the Pascal (Pa) range. In an emergency, passengers need to evacuate in the pipeline. At this time, the gate valve needs to be opened to control the gate to fall and break the vacuum state before evacuating the passengers. In order to ensure that the gate does not hit the running train when it falls, the low vacuum detection system needs to first send a gate drop request to the partition operation control system. Only after receiving the gate valve opening command issued by the partition operation control system can the gate be operated to fall. When the partition operation control system obtains the gate drop request, it obtains the position information and speed information of the train in the current state through the on-board operation control system, and then obtains the traction speed curve through the traction system. The traction speed curve refers to a curve that describes the relationship between the train's traction force and speed, which is drawn by comprehensively considering the braking and traction characteristics of the train.

[0057] S120: Determine a predicted parking area according to the position information, speed information, and traction speed curve.

[0058] Furthermore, after obtaining the position information, speed information and traction speed curve, the zoned operation control system can predict the area where the vehicle may stop, that is, the predicted parking area, based on the above information and through the function model.

[0059] S130. Issue a gate valve actuation instruction based on the predicted positional relationship between the parking area and the risk area.

[0060] Among them, the risk area refers to the area where the gate valve is opened to control the gate to fall and collide with the train. The zoning operation control system compares the parking area with the risk area to determine whether there is an overlap, and issues a gate valve action instruction based on the overlap. The gate valve action instruction includes a gate valve opening instruction and a gate valve closing instruction. When the gate valve is opened, the gate falls, and vice versa, when the gate valve is closed, the gate is lifted. For example, when the zoning operation control system determines that the predicted parking area overlaps with the risk area, indicating that the gate may fall and hit the train, a gate valve closing instruction is issued; when the zoning operation control system determines that the predicted parking area does not overlap with the risk area, indicating that the gate will not fall and hit the train, a gate valve opening instruction is issued.

[0061] When the gate plate is dropped request is obtained, the embodiment of the present invention obtains the position information, speed information and traction speed curve of the train, and determines the predicted parking area according to the position information, speed information and traction speed curve, and further issues a gate valve action instruction according to the position relationship between the predicted parking area and the risk area. The above technical solution first judges whether the train will stop in the risk area before the gate plate drops, and controls the gate plate to drop only when the parking area is outside the risk area, which can effectively prevent the gate plate from hitting the train, reduce the occurrence of safety accidents and improve the safety of rail transit.

[0062] Based on the above embodiment, this embodiment adds a step before obtaining the position information, speed information and traction speed curve of the train when the gate plate lowering request is obtained. Figure 2 It is a flow chart of a second control method of a gate valve in a low vacuum pipeline transportation system provided according to an embodiment of the present invention. Figure 3 1 is a first train braking process diagram provided according to an embodiment of the present invention. Figure 2 As shown, the method comprises the following steps:

[0063] S200, obtaining the front end point and the back end point of the risk area.

[0064] Specifically, Figure 3 As shown, point P is the position of the gate, and the area where the gate falls and collides with the train, that is, the risk area, is between the front end point A and the rear end point B. Among them, the direction from the front end point A to the rear end point B is the direction of the train running.

[0065] S210. When a gate plate lowering request is obtained, the position information, speed information and traction speed curve of the train are obtained.

[0066] S220: Determine a predicted parking area according to the position information, speed information, and traction speed curve.

[0067] S230. Issue a gate valve actuation instruction based on the predicted positional relationship between the parking area and the risk area.

[0068] In the embodiment of the present invention, when a gate drop request is obtained, the position information, speed information and traction speed curve of the train are obtained, and the front end point and the rear end point of the risk area are obtained before that to clarify the scope of the risk area, so as to facilitate the subsequent judgment of whether the train will stop in the risk area, so as to prevent the gate from hitting the train, reduce the occurrence of safety accidents, and improve the safety of rail transit.

[0069] Based on the above embodiment, this embodiment describes how to obtain the traction speed curve. Figure 4 is a flow chart of a third control method for a gate valve in a low vacuum pipeline transportation system provided according to an embodiment of the present invention. Figure 5is a second train braking process diagram provided according to an embodiment of the present invention. Figure 4 As shown, the control method includes the following steps:

[0070] S300, obtaining the front end point and the back end point of the risk area.

[0071] S310. When a gate plate lowering request is obtained, the position information and speed information of the train are obtained.

[0072] S320, obtaining the train driving permit destination.

[0073] Specifically, the train driving permission end point refers to the farthest location that the train is allowed to reach in the low vacuum pipeline transportation system. Figure 5 As shown, the horizontal axis of the coordinate axis represents distance, the vertical axis represents speed, and the curve represents the maximum speed limit curve. The intersection of the curve and the horizontal axis represents the farthest position where the train is allowed to travel. For example, referring to curve 5, the intersection of curve 5 and the horizontal axis is point M. If the rear end of the train passes the rear end point B when the train is at point M, the parking permission end point can be set to point B; referring to curve 6, the intersection of curve 6 and the horizontal axis is point N. If the front end of the train reaches the front end point A when the train is at point N, the parking permission end point can be set to point A. In addition, it should be noted that the train's mobile authorization mechanism effectively ensures that the train's driving permission end point will not be in the risk area through high-precision positioning, continuous two-way communication, and automatic protection. Based on the train's mobile authorization mechanism, the intersection of the maximum speed limit curve and the horizontal axis, that is, the parking permission end point, will not fall between the front end point A and the rear end point B in the risk area.

[0074] S330: When the train is at the end of the stop permission and the rear of the train passes the rear end point, a maximum speed limit curve is obtained according to the end of the train's driving permission, speed information, position information and braking performance.

[0075] For example, Figure 5 As shown, referring to curve 5, the end point of the train driving permission can be set to the rear end point B, that is, the farthest distance the train is allowed to travel includes the risk area, so the train may stop between the front end point A and the rear end point B in the risk area during actual operation. Based on the above situation, it is necessary to judge whether the train will stop in the risk area.

[0076] Referring to curve 6, the end point of the train driving permission can be set to the front end point A, that is, the farthest distance the train is allowed to travel can only reach the front end point A. In actual operation, the train will not stop between the front end point A and the rear end point B in the risk area. In this case, there is no need to determine whether the train will stop in the risk area.

[0077] like Figure 3As shown, the horizontal axis of the coordinate axis represents distance, the vertical axis represents speed, and the curve represents the maximum speed limit curve. The maximum speed limit curve is the maximum allowed speed that the train can travel at any position. The intersection of curve 4 and the horizontal axis represents the maximum distance the train is allowed to travel. Referring to curve 4, the intersection C of curve 4 and the horizontal axis is after the rear end point B, that is, the train driving permission end point can be set to C. When the train is at the train driving permission end point C, the rear of the train passes the rear end point. At this time, the partition operation control system obtains the maximum speed limit curve based on the train driving permission end point, speed information, position information and braking performance. Among them, the maximum speed limit curve is the maximum allowed speed that the train can travel at any position.

[0078] S340, sending the maximum speed limit curve, position information, line data and train data to the traction system.

[0079] Furthermore, after calculating the maximum speed limit curve, the zoned operation control system sends the maximum speed limit curve, location information, line data and train data to the traction system so that the traction system can make feedback based on the above information, where the line data includes slope and curvature radius. The slope refers to the rate of change of the height of the bottom of the pipeline relative to the horizontal plane. The curvature radius refers to the physical curvature of the pipeline track curve. Train data refers to parameters such as the length and weight of the train.

[0080] S350, receiving a traction speed curve calculated by the traction system based on the maximum speed limit curve, position information, line data, and train data.

[0081] Specifically, after receiving the maximum speed limit curve, position information, line data, train data and other information sent by the zoned operation control system, the traction system calculates the traction speed curve based on the above information and feeds it back to the zoned operation control system so that the zoned operation control system can subsequently predict the train parking area.

[0082] S360: Determine a predicted parking area according to the position information, speed information, and traction speed curve.

[0083] S370. Issue a gate valve actuation instruction based on the predicted positional relationship between the parking area and the risk area.

[0084] In the embodiment of the present invention, the end point of the train driving permission is first obtained. When the train is at the end point of the driving permission and the rear end of the train passes the rear end point, it is determined that the train will pass through a risk area during operation. At this time, it is necessary to determine whether the gate will hit the train when it falls. Further, the maximum speed limit curve is obtained based on the end point of the train driving permission, speed information, position information, and braking performance, and the maximum speed limit curve, position information, line data, and train data are sent to the traction system to obtain the traction speed curve calculated by the traction system based on the maximum speed limit curve, position information, line data, and train data. This allows for subsequent judgments on whether the train will stop in the risk area, to prevent the gate from hitting the train, reduce the occurrence of safety accidents, and improve the safety of rail transit.

[0085] The embodiment of the present invention further refines how to issue a gate valve action instruction based on the predicted positional relationship between the parking area and the risk area. Figure 6 1 is a flow chart of a fourth method for controlling a gate valve in a low vacuum pipeline transportation system according to an embodiment of the present invention. Figure 6 As shown, the control method includes the following steps:

[0086] S400, obtaining the front end point and the back end point of the risk area.

[0087] S410. When a gate plate lowering request is obtained, the position information, speed information and traction speed curve of the train are obtained.

[0088] S420: Determine a predicted parking area according to the position information, speed information, and traction speed curve.

[0089] S431. When the train is in the predicted parking area, the front of the train and / or the rear of the train is located between the front end point and the rear end point, and a gate valve closing command is issued to control the gate to lift.

[0090] Specifically, Figure 3 As shown, curve 1, curve 2 and curve 3 represent traction speed curves. The intersection of curve 1, curve 2 and curve 3 with the horizontal axis represents the predicted parking point. The predicted parking area refers to the area occupied by the train body when the train is predicted to stop. Exemplarily, referring to curve 2, the intersection of curve 2 and the horizontal axis is D, and the predicted parking point D of the train is between the front end point A and the rear end point B. If the train is located in the predicted parking area corresponding to point D, there are the following situations: 1) The front of the train is between the front end point A and the rear end point B; 2) The front and rear of the train are both between the front end point A and the rear end point B; 3) The rear of the train is between the front end point A and the rear end point B. The above three situations all indicate that the predicted parking area overlaps with the risk area, and the gate will fall and hit the train. Based on this, the partition operation control system issues a gate valve closing command to control the gate to remain lifted.

[0091] S432. When the train is in the predicted parking area, the front of the train is located on the side of the front end point away from the rear end point, the front of the train reaches the front end point, the rear of the train reaches the rear end point, or the rear of the train has passed the rear end point, a gate valve opening command is issued to control the gate to fall.

[0092] For example, Figure 3 As shown, with reference to curve 1, the intersection of curve 1 and the horizontal axis is E, and point E corresponds to the front end point A. If the train is located in the predicted parking area corresponding to point E, the following situations exist: 1) the front of the train is located on the side of the front end point A away from the rear end point B, that is, the front of the train has not reached the front end point A; 2) the front of the train has just reached the front end point A. With reference to curve 3, the intersection of curve 3 and the horizontal axis is F, and point F corresponds to the rear end point B. If the train is located in the predicted parking area corresponding to point F, the following situations exist: 1) the rear of the train reaches the rear end point B; 2) the rear of the train has passed the rear end point B. The above situations all indicate that the predicted parking area does not overlap with the risk area, and the gate will not hit the train when it falls. Based on this, the partition operation control system issues a gate valve opening command to control the gate to fall.

[0093] The embodiment of the present invention uses the positional relationship between the train and the front end point and the rear end point when predicting the parking area to accurately determine whether the gate plate will hit the train when it falls, further preventing the gate plate from hitting the train, reducing the occurrence of safety accidents and improving the safety of rail transit.

[0094] This embodiment describes how to obtain the front end point and the back end point of the risk area. Figure 7 1 is a flow chart of a fifth method for controlling a gate valve in a low vacuum pipeline transportation system according to an embodiment of the present invention. Figure 7 As shown, the control method flow chart includes the following steps:

[0095] S501: Determine a first preset distance.

[0096] Optionally, determining the first preset distance includes: taking a preset safety distance between the locomotive and the gate when the train stops as the first preset distance.

[0097] Specifically, Figure 3 As shown, La represents the first preset distance. The preset safety distance refers to the safety distance reserved between the front of the train and the gate when the train stops.

[0098] S502: taking a point along a first direction that is a first preset distance away from the gate position as a front end point.

[0099] The first direction refers to the direction from the front of the train to the rear of the train.

[0100] Specifically, Figure 3As shown, the first direction X is the direction from the front of the train to the rear of the train, and the point along the first direction X that is a first preset distance La away from the gate position P is the front end point, namely point A.

[0101] S503: Determine a second preset distance.

[0102] Optionally, determining the second preset distance includes: obtaining a maximum running speed and a braking acceleration of the train; and determining the second preset distance according to the maximum running speed and the braking acceleration of the train.

[0103] Specifically, Figure 3 As shown, the second preset distance is Lb, and the second preset distance Lb can be the emergency braking distance of the train, according to the formula: The second preset distance Lb can be calculated. Where s is the train emergency braking distance, V is the train initial speed, and a is the train braking acceleration. The train initial speed can be the train's maximum running speed. When obtaining the train braking acceleration, it is necessary to comprehensively consider the influence of resistance and slope to ensure the accuracy of the train emergency braking distance calculation.

[0104] It should be noted that the second preset distance Lb can be the train emergency braking distance or the train length. When the train emergency braking distance is greater than the train length, the train emergency braking distance is used as the second preset distance. When the train emergency braking distance is less than the train length, the train length is used as the second preset distance.

[0105] S504: taking a point that is a second preset distance from the gate position along the second direction as the rear end point, wherein the second direction refers to the direction from the rear of the vehicle to the front of the vehicle.

[0106] Specifically, Figure 3 As shown, the second direction Y is the direction from the rear of the train to the front of the train, and the point along the second direction Y that is a second preset distance Lb away from the gate position P is the rear end point, namely point B. The first preset distance is smaller than the second preset distance.

[0107] S510. When a gate plate lowering request is obtained, the position information, speed information and traction speed curve of the train are obtained.

[0108] S520: Determine a predicted parking area according to the position information, speed information, and traction speed curve.

[0109] S530. Issue a gate valve actuation instruction based on the predicted positional relationship between the parking area and the risk area.

[0110] The embodiment of the present invention determines the front end point and the rear end point of the risk area by determining the first preset distance and the second preset distance, so as to subsequently judge whether the train will stop in the risk area, prevent the gate from hitting the train, reduce the occurrence of safety accidents, and improve the safety of rail transit.

[0111] Based on the above invention concept, Figure 8 1 is a schematic diagram of the control system structure of the first low vacuum pipeline transportation system gate valve according to an embodiment of the present invention. Figure 8 As shown, the system includes: an on-board operation control system 810, a zoned operation control system 820, a low vacuum detection system 830 and a traction system 840; the zoned operation control system 820 is connected to the on-board operation control system 810, the low vacuum detection system 830 and the traction system 840 respectively; the zoned operation control system 820 is used to obtain the position information, speed information and traction speed curve of the train when obtaining a gate plate falling request; and is used to determine the predicted parking area according to the position information, speed information and traction speed curve; and is also used to issue a gate valve action instruction according to the positional relationship between the predicted parking area and the risk area.

[0112] Specifically, the on-board operation control system 810 is responsible for monitoring the running status of the train, including speed and position. The partition operation control system 820 can perform efficient data collection and calculation in the low vacuum pipeline system, and ensure the safety and stability of the train operation through advanced data processing and control strategies. In addition, the meaning of the partition in the partition operation control system 820 is to divide the inside of the pipeline into multiple independent areas through advanced control technology and equipment in the low vacuum pipeline transportation system. The low vacuum detection system 830 can monitor the vacuum degree in the pipeline in real time, and can also control the opening and closing of the gate valve. The traction system 840 is mainly responsible for providing the necessary power for the train, and can calculate the traction speed curve according to the information sent by the partition operation control system 820, and calculate the input phase, frequency and voltage of the long stator motor according to the speed, and then traction The train runs or brakes the train. The partition operation control system 820 is connected to the low vacuum detection system 830 for receiving the gate plate drop request issued by the low vacuum detection system 830, and the partition operation control system 820 is connected to the on-board operation control system 810 for obtaining position information and speed information. The zoned operation control system 820 is connected to the traction system 840 to receive the traction speed curve fed back by the traction system 840. The zoned operation control system 820 can obtain the maximum speed limit curve according to the train stop permission end point, speed information, position information and braking performance, and send the maximum speed limit curve, position information, line data and train data to the traction system 840. The traction system 840 can calculate the traction speed curve based on the above information and feed it back to the zoned operation control system 820. The zoned operation control system 820 determines the predicted parking area according to the position information, speed information and traction speed curve, and then issues a gate valve action instruction according to the positional relationship between the predicted parking area and the risk area.

[0113] In the embodiment of the present invention, when the zoned operation control system obtains a request to lower the gate, it obtains the position information, speed information and traction speed curve of the train, determines the predicted parking area according to the position information, speed information and traction speed curve, and further issues a gate valve action instruction according to the positional relationship between the predicted parking area and the risk area. In the above technical solution, before the gate falls, it first determines whether the train will stop in the risk area, and only controls the gate to fall when the parking area is outside the risk area, which can effectively prevent the gate from hitting the train, reduce the occurrence of safety accidents and improve the safety of rail transit.

[0114] Optionally, Fig. 9 1 is a schematic diagram of the control system structure of a second low vacuum pipeline transportation system gate valve according to an embodiment of the present invention. Fig. 9As shown, the system also includes: a gate valve 850; a low vacuum detection system 830 connected to the partition operation control system 820 and the gate valve 850 respectively, and the low vacuum detection system 830 is used to receive the gate valve action command issued by the partition operation control system 820 and output a control signal to the gate valve 850 according to the gate valve action command to control the opening and closing of the gate valve 850.

[0115] Specifically, the low vacuum detection system 830 may send a gate-down request to the zoned operation control system 820. When the zoned operation control system 820 determines that the gate will not hit the train, it sends a gate valve opening instruction to the low vacuum detection system 830. According to the gate valve opening instruction, the low vacuum detection system 830 outputs a gate opening signal to the gate valve 850 to control the gate valve 850 to open and make the gate fall. Conversely, when the zoned operation control system 820 determines that the gate will hit the train, it sends a gate valve closing instruction to the low vacuum detection system 830. According to the gate valve closing instruction, the low vacuum detection system 830 outputs a gate closing signal to the gate valve 850 to control the gate valve 850 to close and make the gate lift.

[0116] In the embodiment of the present invention, the low vacuum detection system responds to the instructions issued by the zone operation control system after judgment to control the opening and closing of the gate valve so that the gate valve falls or rises, further preventing the gate from hitting the train, reducing the occurrence of safety accidents and improving the safety of rail transit.

[0117] Optionally, Fig.10 1 is a schematic diagram of the control system structure of the third low vacuum pipeline transportation system gate valve according to an embodiment of the present invention. Fig.10 As shown, the system includes: a vehicle-mounted positioning device 860; a vehicle-mounted transportation control system 810 connected to the vehicle-mounted positioning device 860 and the partition transportation control system 820 respectively, and the vehicle-mounted transportation control system 810 is used to receive the position information and speed information obtained by the vehicle-mounted positioning device 860, and send the position information and speed information to the partition transportation control system 820.

[0118] Specifically, the onboard positioning device 860 can provide the position information and speed information of the train in real time. The onboard positioning device 860 is connected to the onboard transportation control system 810, and transmits the position information and speed information of the train to the onboard transportation control system 810 in real time. The onboard transportation control system 810 is connected to the sub-area transportation control system 820, and sends the position information and speed information to the sub-area transportation control system 820 through wireless communication.

[0119] The embodiment of the present invention accurately obtains the position information and speed information of the train through the on-board positioning device, laying a foundation for the subsequent judgment of whether the train will stop in the risk area.

[0120] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and this document does not limit this.

[0121] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A control method for a gate valve of a low vacuum pipeline transportation system, characterized in that: include: Determine a first preset distance; use a point along the first direction that is a first preset distance away from the gate position as a front end point; wherein the first direction refers to the direction from the front of the train to the rear of the train; determine a second preset distance; use a point along the second direction that is a second preset distance away from the gate position as a rear end point; wherein the second direction refers to the direction from the rear of the train to the front of the train; wherein the first preset distance is smaller than the second preset distance, and the direction from the front end point to the rear end point is the running direction of the train; when a gate drop request is obtained, obtain the train's position information, speed information and traction speed curve; determine a predicted parking area based on the position information, speed information and traction speed curve; issue a gate valve action instruction based on the positional relationship between the predicted parking area and the risk area; wherein the risk area refers to the area where the gate valve collides with the train when the gate valve is opened to control the gate to drop.

2. The control method according to claim 1, characterized in that: include: Obtain traction speed curve, including; Obtain the destination of train driving permit; When the train is located at the driving permission end point and the rear of the train passes the rear end point, a maximum speed limit curve is obtained according to the driving permission end point of the train, the speed information, the position information and the braking performance; sending the maximum speed limit curve, the position information, the line data and the train data to a traction system; The traction speed curve calculated by the traction system based on the maximum speed limit curve, the position information, the line data and the train data is received.

3. The control method according to claim 1, characterized in that: The gate valve action instruction is issued according to the positional relationship between the predicted parking area and the risk area, including: When the train is in the predicted parking area, the front of the train and / or the rear of the train is located between the front end point and the rear end point, a gate valve closing instruction is issued to control the gate to lift; When the train is in the predicted parking area, the front of the train is located on the side of the front end point away from the rear end point, the front of the train reaches the front end point, the rear of the train reaches the rear end point or the rear of the train has passed the rear end point, a gate valve opening instruction is issued to control the gate to fall.

4. The control method according to claim 1, characterized in that: Determining a first preset distance includes: The preset safety distance between the locomotive and the gate when the train stops is used as the first preset distance.

5. The control method according to claim 1, characterized in that: Determining a second preset distance includes: Obtaining the maximum running speed and braking acceleration of the train; A second preset distance is determined according to the maximum running speed and the braking acceleration of the train.

6. A control system for a gate valve of a low vacuum pipeline transportation system, implemented by the control method according to any one of claims 1 to 5, characterized in that: include: On-board transport control system, zoned transport control system, low vacuum detection system and traction system; The zoning operation control system is connected to the on-board operation control system, the low vacuum detection system and the traction system respectively; the zoning operation control system is used to obtain the position information, speed information and traction speed curve of the train when obtaining the gate valve drop request; and is used to determine the predicted parking area according to the position information, speed information and traction speed curve; It is also used to issue a gate valve action instruction according to the positional relationship between the predicted parking area and the risk area.

7. The control system according to claim 6, characterized in that: Also includes: Gate valve; The low vacuum detection system is connected to the partition operation control system and the gate valve respectively. The low vacuum detection system is used to receive the gate valve action instruction issued by the partition operation control system and output a control signal to the gate valve according to the gate valve action instruction to control the opening and closing of the gate valve.

8. The control system according to claim 6, characterized in that: Also includes: vehicle-mounted positioning equipment; The vehicle-mounted transportation control system is connected to the vehicle-mounted positioning device and the partition transportation control system respectively. The vehicle-mounted transportation control system is used to receive the position information and the speed information obtained by the vehicle-mounted positioning device, and send the position information and the speed information to the partition transportation control system.

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