Non-electric area detection method, control method, device, equipment, medium and product

Abstract

The invention relates to the technical field of non-electric area detection, in particular to a non-electric area detection method, a control method, a device, equipment, a medium and a product, and the method comprises the steps: obtaining a current collector current value detected by a current sensor of a current collector; when the duration that the current value of the current collector is lower than the current threshold value exceeds the preset duration, it is judged that an electricity-free area is detected; according to the method, the non-power area can be accurately judged in time, so that the vehicle can take corresponding control measures in time, the safety risk caused by misjudgment or missed judgment of the non-power area is avoided, and the safety and reliability of vehicle operation are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of dead zone detection, and particularly to a dead zone detection method, a control method, a device, equipment, a medium and a product. Background Art

[0002] The power supply of subway vehicles comes from the power supply network, and its power supply forms include pantograph-catenary power supply form and third-rail power supply form. Among them, the third-rail power supply is restricted by factors such as the ground track laying environment and turnout switch rails, etc., and there are non-bridging areas and dead rails with various distance lengths and other dead zones. Related technologies cannot effectively detect dead zones under the conditions of vehicle coasting or braking, and there are situations of misjudgment or missed judgment, posing a greater potential safety hazard. There is a technical problem of inaccurate dead rail detection in this field. Summary of the Invention

[0003] The present invention provides a dead zone detection method, a control method, a device, equipment, a medium and a product, which solves the technical problem of inaccurate dead rail detection.

[0004] In a first aspect, the present invention provides a dead zone detection method, the method comprising: obtaining a current value of a current sensor of a current collector; when a duration for which the current value of the current collector is lower than a current threshold exceeds a preset duration, determining that a dead zone is detected.

[0005] In some embodiments, the step of determining that a dead zone is detected when a duration for which the current value of the current collector is lower than a current threshold exceeds a preset duration includes: when a duration for which the current value of the current collector is lower than a current threshold exceeds a preset duration and a voltage drop rate of a support capacitor is greater than a preset drop rate threshold, determining that a dead zone is detected.

[0006] In some embodiments, the step of calculating the voltage drop rate of the support capacitor includes: obtaining the auxiliary real-time power of the vehicle; obtaining the traction real-time power of the vehicle based on the voltage level, the vehicle speed, and a preset look-up table of voltage level, vehicle speed, and traction power; obtaining the instantaneous power of the vehicle based on the sum of the traction real-time power and the auxiliary real-time power; obtaining the voltage drop rate of the support capacitor based on the ratio of the instantaneous power of the vehicle to the capacitance value and voltage of the support capacitor.

[0007] In a second aspect, the present invention provides a control method for controlling a vehicle, the method comprising: when a dead zone is detected, cutting off the electrical connection between the third rail and the converter of the vehicle.

[0008] In some embodiments, cutting off the electrical connection between the third rail and the converter of the vehicle includes: obtaining the circuit current of the converter; when the circuit current of the converter is less than the circuit current threshold, disconnecting the line contactor to cut off the electrical connection between the third rail and the converter of the vehicle; when the circuit current of the converter is greater than or equal to the circuit current threshold, disconnecting the line contactor after a preset time delay to cut off the electrical connection between the third rail and the converter of the vehicle.

[0009] In some embodiments, the method further includes: obtaining the grid-side voltage of the vehicle, and when the grid-side voltage is greater than a preset grid voltage threshold, determining that the vehicle has driven out of the dead zone; after determining that the vehicle has driven out of the dead zone, establishing an electrical connection between the third rail and the converter of the vehicle.

[0010] In some embodiments, establishing an electrical connection between the third rail and the converter of the vehicle includes: obtaining the closing current of the line contactor based on the ratio of the difference between the grid-side voltage and the support capacitor voltage to the line impedance; if the closing current is less than the threshold, closing the line contactor to establish an electrical connection between the third rail and the converter of the vehicle; if the closing current is greater than or equal to the threshold, closing the charging contactor to charge the support capacitor, and after the charging is completed, closing the line contactor to establish an electrical connection between the third rail and the converter of the vehicle.

[0011] In some embodiments, the method further includes: turning on the braking resistor and / or adopting dynamic chopper control to consume the braking energy of the motor, and adjusting the voltage difference between the grid-side voltage and the support capacitor voltage to a preset range.

[0012] In a third aspect, the present invention provides a dead zone detection device, the device includes: a detection module, configured to obtain the current value of the current sensor of the current collector; a judgment module, configured to determine that a dead zone is detected when the duration of the current value of the current collector being lower than the current threshold exceeds a preset duration.

[0013] In a fourth aspect, the present invention provides a control device for controlling a vehicle, the device includes: a control module, configured to cut off the electrical connection between the third rail and the converter of the vehicle when a dead zone is detected.

[0014] In a fifth aspect, the present invention provides a computer device, including a memory, a processor, and a computer program stored on the memory, and the processor executes the computer program to implement the steps of any one of the control methods in the above aspects.

[0015] In a sixth aspect, the present invention provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of any one of the control methods in the above aspects are implemented.

[0016] In a seventh aspect, the present invention provides a computer program product including a computer program which, when executed by a processor, implements the steps of any one of the control methods in the above aspects.

[0017] The present invention provides a method for detecting a power-off area, a control method, a device, an equipment, a medium and a product. The method includes: obtaining a current value of a current sensor of a current collector; when the duration for which the current value of the current collector is lower than a current threshold exceeds a preset duration, determining that a power-off area is detected; being able to accurately determine the power-off area in a timely manner, enabling the vehicle to take corresponding control measures in a timely manner, avoiding safety risks caused by misjudgment or missed judgment of the power-off area, and improving the safety and reliability of vehicle operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The present invention will be described in more detail below based on embodiments with reference to the drawings:

[0019] Figure 1 is a schematic flowchart of a method for detecting a power-off area provided by an embodiment of the present application;

[0020] Figure 2 is a schematic flowchart of a control method provided by an embodiment of the present application;

[0021] Figure 3 is a schematic structural diagram of a device for detecting a power-off area provided by an embodiment of the present application;

[0022] Figure 4 is a schematic structural diagram of a control device provided by an embodiment of the present application;

[0023] Figure 5 is a schematic diagram of a subway vehicle and a non-bridged power supply for a third rail provided by an embodiment of the present application;

[0024] Figure 6 is a schematic diagram of a subway vehicle and a dead rail area provided by an embodiment of the present application;

[0025] Figure 7 is a schematic diagram of a subway vehicle and a bridged power supply for a third rail provided by an embodiment of the present application;

[0026] Figure 8 is a schematic diagram of an application circuit for detecting a dead rail provided by an embodiment of the present application;

[0027] Figure 9 is a schematic diagram of a detection scheme for RGD in a coasting condition provided by an embodiment of the present application;

[0028] Figure 10 is a schematic diagram of a detection scheme for RGD in a braking condition provided by an embodiment of the present application.

[0029] Reference Signs:

[0030] FU1: DC fuse for the third-rail current collector;

[0031] FU2: DC fuse for the third-rail current collector;

[0032] FU3: DC fuse for the third-rail current collector;

[0033] FU4: DC fuse for the third-rail current collector;

[0034] CS1: Dead-rail current sensor;

[0035] CS2: Dead-rail current sensor;

[0036] HSCB: High-speed circuit breaker;

[0037] FU21: DC fuse for the auxiliary converter;

[0038] VD21: Reverse-current protection diode for the auxiliary converter;

[0039] CS11: Input current sensor for the traction converter;

[0040] CS21: Input current sensor for the auxiliary converter;

[0041] KM11: Traction converter-line contactor;

[0042] KM12: Traction converter-charging contactor;

[0043] R11: Traction converter-charging resistor;

[0044] L11: Traction converter-line filter reactor;

[0045] KM11: Auxiliary converter-line contactor;

[0046] KM12: Auxiliary converter-charging contactor;

[0047] R11: Auxiliary converter-charging resistor;

[0048] L11: Auxiliary converter-line filter reactor;

[0049] TCU: Traction control unit;

[0050] ACU: Auxiliary control unit;

[0051] RGD: Rail Gap Detected, dead-rail detection.

[0052] In the drawings, like parts are designated by like reference signs, and the drawings are not drawn to scale. Detailed implementation mode

[0053] In order to enable those skilled in the art to better understand the solution of the present invention, and to fully understand how the present invention uses technical means to solve technical problems and the implementation process of achieving corresponding technical effects and to implement accordingly, the following will combine the accompanying drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Each feature in the embodiments of the present invention and in the embodiments can be combined with each other on the premise of not conflicting, and the formed technical solutions are all within the protection scope of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0054] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and do not have to be used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present invention described here can be implemented in an order other than those illustrated or described here. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device comprising a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0055] It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0056] The power supply of subway vehicles comes from the power supply network, and its power supply forms include pantograph-catenary power supply form and third-rail power supply form. Among them, the third-rail power supply is restricted by factors such as the ground track laying environment and turnout switch rails, and there are non-bridging areas and dead rails and other power-off areas of various distance lengths. The related technology cannot effectively detect the power-off areas when the vehicle is coasting or braking, and there are situations of misjudgment or missed judgment, which pose a greater safety hazard. There is a technical problem in the field that the detection of dead rails is inaccurate.

[0057] Hereinafter, the technical solutions of the present application will be described in conjunction with specific embodiments.

[0058] Embodiment 1

[0059] Figure 1It is a schematic flowchart of a method for detecting a power-off area provided by an embodiment of the present application. As Figure 1 shown, in the technical solution of this embodiment, a method for detecting a power-off area is provided. The method includes: obtaining the current value of the current sensor of the vehicle current collector; when the duration for which the current value of the current collector is lower than the current threshold exceeds a preset duration, it is determined that a power-off area is detected.

[0060] The third-rail power supply of current subway vehicles has power-off areas due to various factors. In the related art, it is impossible to effectively detect power-off areas under the conditions of vehicle coasting or braking, resulting in misjudgment or missed judgment, and there are relatively large potential safety hazards. For example, in the conventional detection scheme under the conditions of vehicle braking or coasting, limited by the vehicle operating conditions and control scheme, the voltage drop of the support capacitor and the power change are not obvious, resulting in the inability to accurately determine whether the vehicle enters a power-off area.

[0061] In the technical solution of this embodiment, a current sensor of the current collector is set to detect the current value of the current collector between the current collector and the converter. When the duration for which the current value of the current collector is lower than the current threshold exceeds a preset duration, it is determined that a power-off area is detected. This method directly judges the power-off area by monitoring the current of the current collector, avoiding the limitations of conventional schemes that rely only on the voltage drop of the support capacitor and power change. For example, during the operation of the vehicle, the current sensor of the current collector monitors the current in real time. When the vehicle enters a possible power-off area, the current of the current collector begins to decrease. Once the current value is lower than the preset current threshold and lasts for a certain duration, the system determines that the vehicle has entered a power-off area. The technical solution of this embodiment detects the power-off area, providing a basis for subsequent control operations.

[0062] Compared with the traditional scheme, the technical solution of this embodiment improves the accuracy of power-off area detection and reduces the situations of misjudgment and missed judgment. For example, in practical applications, when the vehicle is in conditions such as braking, the detection method of this embodiment can timely and accurately judge the power-off area, enabling the vehicle to take corresponding control measures in a timely manner, avoiding safety risks caused by misjudgment or missed judgment of the power-off area, and improving the safety and reliability of vehicle operation.

[0063] Embodiment 2

[0064] Based on the above embodiment, the step of determining that a power-off area is detected when the duration for which the current value of the current collector is lower than the current threshold exceeds a preset duration includes: when the duration for which the current value of the current collector is lower than the current threshold exceeds a preset duration and the voltage drop rate of the support capacitor is greater than a preset drop rate threshold, it is determined that a power-off area is detected.

[0065] This embodiment is still to solve the problem that the vehicle cannot effectively detect the power-off area under the coasting or braking conditions. In order to further improve the detection accuracy and avoid the inaccurate situation that may occur when judging the power-off area solely based on the current value of the current collector. On the basis of Embodiment 1, when the duration for which the current value of the current collector is lower than the current threshold exceeds the preset duration and the voltage drop rate of the support capacitor is greater than the preset drop rate threshold, it is determined that the power-off area is detected. By combining two parameters, namely the current value of the current collector and the voltage drop rate of the support capacitor, to judge the power-off area, the accuracy of the judgment is improved. For example, during the operation of the vehicle, not only the current value of the current collector is monitored, but also the voltage drop rate of the support capacitor is calculated in real time. When the current value of the current collector is lower than the threshold and lasts for a certain duration, and at the same time the voltage drop rate of the support capacitor also exceeds the preset threshold, it is determined that the power-off area is detected.

[0066] The technical solution of this embodiment can avoid misjudgment caused by the fluctuation of a single parameter and improve the reliability of the detection. This embodiment further improves the accuracy and reliability of the power-off area detection. In practical applications, it can more accurately judge whether the vehicle enters the power-off area and provide a more accurate basis for subsequent control operations. For example, when the vehicle is in the coasting condition and switches to other conditions, by comprehensively considering the current value of the current collector and the voltage drop rate of the support capacitor, it can more accurately judge whether the vehicle has truly entered the power-off area, avoiding unnecessary control operations caused by misjudgment and improving the stability and safety of vehicle operation.

[0067] Embodiment 3

[0068] On the basis of the above embodiment, the step of calculating the voltage drop rate of the support capacitor includes: obtaining the auxiliary real-time power of the vehicle; obtaining the traction real-time power of the vehicle based on the voltage level, vehicle speed, and a preset comparison table of voltage level, vehicle speed, and traction power; obtaining the instantaneous power of the vehicle based on the sum of the traction real-time power and the auxiliary real-time power; and obtaining the voltage drop rate of the support capacitor based on the ratio of the instantaneous power of the vehicle to the capacitance value and voltage of the support capacitor.

[0069] On the basis of the above embodiment, this embodiment solves the technical problem of how to calculate the voltage drop rate of the support capacitor to better combine the current value of the current collector to judge the power-off area, and at the same time solves the problem of inaccurate calculation of the voltage drop rate of the support capacitor in the existing solution. In the technical solution of this embodiment, first, the auxiliary real-time power of the vehicle is obtained, then the traction real-time power of the vehicle is obtained based on the voltage level, vehicle speed, and a preset comparison table of voltage level, vehicle speed, and traction power, then the instantaneous power of the vehicle is obtained based on the sum of the traction real-time power and the auxiliary real-time power, and finally the voltage drop rate of the support capacitor is obtained based on the ratio of the instantaneous power of the vehicle to the capacitance value and voltage of the support capacitor.

[0070] In the technical solution of this embodiment, various operating parameters of the vehicle are comprehensively considered, and the voltage drop rate of the support capacitor is accurately calculated. This embodiment improves the calculation accuracy of the voltage drop rate of the support capacitor, thereby better combining the current value of the current collector to judge the power-off area. In practical applications, it can more accurately judge whether the vehicle enters the power-off area, providing a more reliable data basis for subsequent control operations. For example, when the vehicle is in different working conditions, the accurately calculated voltage drop rate of the support capacitor can be mutually verified with the current value of the current collector, improving the accuracy of power-off area judgment, reducing misjudgment situations caused by inaccurate calculation of the voltage drop rate of the support capacitor, and improving the safety and stability of vehicle operation.

[0071] Embodiment 4

[0072] Figure 2 is a schematic flowchart of a control method provided by an embodiment of the present application. As Figure 2 shown, in the technical solution of this embodiment, a control method is provided for controlling a vehicle. The method includes: when a power-off area is detected, cutting off the electrical connection between the third rail and the converter of the vehicle.

[0073] When a power-off area is detected, cut off the electrical connection between the third rail and the converter of the vehicle. Specifically, when a power-off area is detected, the technical solution of this embodiment immediately takes measures to cut off the connection between the third rail and the vehicle converter to prevent the energy storage element inside the converter from feeding back electrical energy to the power-off track. For example, after detecting the power-off area, the system quickly disconnects the electrical connection between the third rail and the converter by controlling equipment such as line contactors, ensuring that the power-off track is not energized and effectively improving the safety performance of the system.

[0074] After the vehicle detects a power-off area, it can timely cut off the electrical connection between the third rail and the converter, avoiding the risk of the energy storage element inside the converter energizing the power-off track and ensuring the safety of on-site trackside operators. For example, when the vehicle passes through a power-off area, timely cutting off the electrical connection can prevent accidents, improve the reliability and safety of the system, and also provide guarantee for the subsequent safe operation of the vehicle.

[0075] Embodiment 5

[0076] Based on the above embodiment, cutting off the electrical connection between the third rail and the converter of the vehicle includes: obtaining the circuit current of the converter; when the circuit current of the converter is less than the circuit current threshold, disconnecting the line contactor to cut off the electrical connection between the third rail and the converter of the vehicle; when the circuit current of the converter is greater than or equal to the circuit current threshold, disconnecting the line contactor after a preset time delay to cut off the electrical connection between the third rail and the converter of the vehicle.

[0077] Regarding how to cut off the electrical connection between the third rail and the vehicle converter, there are technical problems of how to ensure the reliability and safety of the cutting operation while avoiding damage to the equipment. The technical solution of this embodiment is to obtain the circuit current of the converter. When the circuit current of the converter is less than the circuit current threshold, the line contactor is disconnected to cut off the electrical connection between the third rail and the vehicle converter; when the circuit current of the converter is greater than or equal to the circuit current threshold, the line contactor is disconnected after a preset time delay to cut off the electrical connection between the third rail and the vehicle converter.

[0078] In this way, different cutting methods are adopted according to the magnitude of the circuit current of the converter, which not only ensures the reliability and safety of the cutting operation but also avoids damage to the equipment. For example, when the circuit current of the converter is small, the line contactor can be directly disconnected to quickly cut off the electrical connection; when the circuit current is large, the line contactor is disconnected after a period of time to avoid damage to the equipment caused by excessive instantaneous current. This embodiment improves the reliability and safety of the operation of cutting off the electrical connection. In practical applications, appropriate cutting methods can be adopted according to different situations, which not only ensures the timely cutting operation after the dead zone detection but also avoids damage to the equipment.

[0079] Embodiment 6

[0080] Based on the above embodiment, the method further includes: obtaining the grid-side voltage of the vehicle. When the grid-side voltage is greater than the preset grid voltage threshold, it is determined that the vehicle has exited the dead zone; after determining that the vehicle has exited the dead zone, the electrical connection between the third rail and the vehicle converter is established.

[0081] After the vehicle exits the dead zone, there are technical problems such as how to promptly restore the electrical connection between the third rail and the vehicle converter to ensure the normal operation of the vehicle, and at the same time, it is necessary to accurately determine whether the vehicle has exited the dead zone. In the technical solution of this embodiment, by obtaining the grid-side voltage of the vehicle, when the grid-side voltage is greater than the preset grid voltage threshold, it is determined that the vehicle has exited the dead zone; after determining that the vehicle has exited the dead zone, the electrical connection between the third rail and the vehicle converter is established. By monitoring the grid-side voltage to determine whether the vehicle has exited the dead zone, when the grid-side voltage is greater than the preset threshold, it is considered that the vehicle has exited the dead zone, and then the electrical connection between the third rail and the converter is established.

[0082] During the operation of the vehicle, the system monitors the grid-side voltage in real time. When the vehicle exits the power-off area, the grid-side voltage will gradually recover. Once the grid-side voltage is greater than the preset threshold, the system determines that the vehicle has exited the power-off area and promptly restores the electrical connection to ensure the normal operation of the vehicle. The embodiment can promptly restore the normal operation of the vehicle and improve the availability of the vehicle. In practical applications, when the vehicle exits the power-off area, it can accurately judge and promptly restore the electrical connection between the third rail and the converter, ensuring the normal operation of the vehicle and reducing the impact of the power-off area on the vehicle operation at the same time.

[0083] Embodiment 7

[0084] On the basis of the above embodiment, an electrical connection is established between the third rail and the converter of the vehicle, including: obtaining the closing current of the line contactor based on the ratio of the difference between the grid-side voltage and the support capacitor voltage to the line impedance; if the closing current is less than the threshold, closing the line contactor to establish an electrical connection between the third rail and the converter of the vehicle; if the closing current is greater than or equal to the threshold, closing the charging contactor to charge the support capacitor, and after the charging is completed, closing the line contactor to establish an electrical connection between the third rail and the converter of the vehicle.

[0085] When establishing the electrical connection between the third rail and the vehicle converter, how to adopt a suitable method to ensure the reliability and safety of the connection and avoid damage to the equipment at the same time. In the technical solution of this embodiment, the closing current of the line contactor is obtained based on the ratio of the difference between the grid-side voltage and the support capacitor voltage to the line impedance; if the closing current is less than the threshold, closing the line contactor to establish an electrical connection between the third rail and the converter of the vehicle; if the closing current is greater than or equal to the threshold, closing the charging contactor to charge the support capacitor, and after the charging is completed, closing the line contactor to establish an electrical connection between the third rail and the converter of the vehicle.

[0086] By calculating the closing current of the line contactor and adopting different connection methods according to the current magnitude, it not only ensures the reliability and safety of the connection, but also avoids damage to the equipment. For example, when the closing current is small, the line contactor can be directly closed to quickly establish the electrical connection; when the closing current is large, the charging contactor is first closed to charge the support capacitor, and after the charging is completed, the line contactor is closed to avoid damage to the equipment caused by excessive instantaneous current. This embodiment improves the reliability and safety of the operation of establishing the electrical connection. It not only ensures the timely connection operation after the vehicle exits the power-off area, but also avoids damage to the equipment.

[0087] Embodiment 8

[0088] Based on the above embodiments, the method further includes: turning on a braking resistor and / or adopting dynamic chopper control to consume the braking energy of the motor, and adjusting the voltage difference between the grid-side voltage and the support capacitor voltage within a preset range.

[0089] When the vehicle passes through the power-off area under braking conditions, it faces technical problems such as how to ensure that the line contactor can be quickly closed after the vehicle exits the power-off area to restore the normal operation of the vehicle. In the technical solution of this embodiment, by turning on the braking resistor and / or adopting dynamic chopper control to consume the braking energy of the motor, the voltage difference between the grid-side voltage and the support capacitor voltage is adjusted within a preset range. Turning on the braking resistor converts the braking energy of the motor into heat and consumes it, or adopting the method of dynamic chopper control to adjust the consumption speed of the braking energy of the motor, thereby adjusting the support capacitor voltage so that the difference between it and the grid-side voltage gradually decreases and enters the preset range.

[0090] When the vehicle exits the power-off area, since the voltage difference between the grid-side voltage and the support capacitor voltage is within a reasonable range, the line contactor can be quickly closed to restore the normal operation of the vehicle. This embodiment significantly improves the recovery speed and availability of the vehicle after passing through the power-off area, avoids the delay in closing the contactor caused by too large a voltage difference, and thus reduces the operation interruption time of the vehicle before and after the power-off area. For example, during the peak subway operation period, when the vehicle frequently passes through the power-off area, the solution of this embodiment can ensure that the vehicle quickly resumes power supply and normal operation, improves the overall operation efficiency of the subway system, reduces the waiting time of passengers, and enhances the travel experience of passengers. At the same time, this solution also reduces the safety risks that may be caused by untimely closing of the contactor, and improves the safety and reliability of subway operation.

[0091] Embodiment 9

[0092] Figure 3 It is a schematic structural diagram of a power-off area detection device provided by an embodiment of the present application, as Figure 3 shown. In the technical solution of this embodiment, a power-off area detection device is provided. The device includes: a detection module for obtaining the current value of the current sensor of the current collector; a judgment module for determining that a power-off area is detected when the duration of the current value of the current collector being lower than the current threshold exceeds a preset duration.

[0093] At present, the third-rail power supply of the subway is limited by various factors and there are dead zones. However, the related technologies cannot effectively detect the dead zones under the conditions of vehicle coasting or braking, resulting in misjudgment or missed judgment, which poses a great safety hazard. For example, in the conventional detection scheme, under the conditions of vehicle braking or coasting, limited by the vehicle operating conditions and control scheme, the voltage drop of the support capacitor and the power change are not obvious, resulting in the inability to accurately judge whether the vehicle enters the dead zone. In the technical solution of this embodiment, a current sensor of the current collector is set to detect the current value of the current collector between the current collector and the converter. When the continuous duration of the current value of the current collector being lower than the current threshold exceeds the preset duration, it is determined that the dead zone is detected.

[0094] The technical solution of this embodiment directly determines the dead zone by monitoring the current of the current collector, avoiding the limitations of conventional solutions that rely only on the voltage drop of the support capacitor and power change. For example, during the vehicle operation, the current sensor of the current collector monitors the current in real time. When the vehicle enters a possible dead zone, the current of the current collector begins to decrease. Once the current value is lower than the preset current threshold and lasts for a certain duration, the system determines that the vehicle has entered the dead zone. The technical solution of this embodiment detects the dead zone, providing a basis for subsequent control operations. Compared with the traditional solution, it improves the accuracy of dead zone detection and reduces the situations of misjudgment and missed judgment. For example, in practical applications, when the vehicle is in the braking condition, etc., the detection method of this embodiment can timely and accurately judge the dead zone, enabling the vehicle to take corresponding control measures in time, avoiding the safety risks caused by misjudgment or missed judgment of the dead zone, and improving the safety and reliability of vehicle operation. The other technical features and beneficial effects of this embodiment are corresponding to those of the above embodiment and will not be elaborated here.

[0095] Embodiment 10

[0096] Figure 4 It is a schematic structural diagram of a control device provided by an embodiment of the present application. As Figure 4 shown, in the technical solution of this embodiment, a control device is provided for controlling a vehicle. The device includes: a control module, configured to cut off the electrical connection between the third rail and the converter of the vehicle when the dead zone is detected.

[0097] When a power-off area is detected, the electrical connection between the third rail and the vehicle's converter is cut off. Specifically, when a power-off area is detected, the technical solution of this embodiment immediately takes measures to cut off the connection between the third rail and the vehicle converter, preventing the energy storage elements inside the converter from feeding back electrical energy to the power-off track. For example, after detecting a power-off area, the system quickly disconnects the electrical connection between the third rail and the converter by controlling equipment such as line contactors, ensuring that the power-off track is not energized and effectively improving the safety performance of the system. In practical applications, when the vehicle detects a power-off area, it can promptly cut off the electrical connection between the third rail and the converter, avoiding the risk of the energy storage elements inside the converter energizing the power-off track and ensuring the safety of on-site trackside operators. For example, when the vehicle passes through a power-off area, promptly cutting off the electrical connection can prevent accidents, improve the reliability and safety of the system, and also provide guarantee for the subsequent safe operation of the vehicle. Other technical features and beneficial effects of this embodiment are corresponding to those of the above embodiments and will not be elaborated here.

[0098] Embodiment 11

[0099] In the technical solution of this embodiment, a computer device is provided, including a memory, a processor, and a computer program stored on the memory. The processor executes the computer program to implement the steps of any one of the control methods in the above embodiments.

[0100] In the technical solution of this embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of any one of the control methods in the above embodiments are implemented.

[0101] In the technical solution of this embodiment, a computer program product is provided, including a computer program. When the computer program is executed by a processor, the steps of any one of the control methods in the above embodiments are implemented.

[0102] Based on the above embodiments, this embodiment provides a computer device, including a memory, a processor, and a computer program stored on the memory, and the processor executes the computer program to implement the steps of the method described in the above embodiments. In some embodiments of this embodiment, a computer-readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by the processor, the steps of the method described in the above embodiments are implemented. In some embodiments of this embodiment, a computer program product is provided, including a computer program, and when the computer program is executed by the processor, the steps of the method described in the above embodiments are implemented. The processor may include, but is not limited to, for example, one or more processors or microprocessors, etc. Each processor may be implemented by an application specific integrated circuit (ASIC), a digital signal processor (DSP), a digital signal processing device (DSPD), a programmable logic device (PLD), a field programmable gate array (FPGA), a controller, a microcontroller, a microprocessor, or other electronic components, and is used to execute the method in the above embodiments. The computer-readable storage medium may be implemented by any type of volatile or non-volatile storage device or a combination thereof. The computer-readable storage medium may include, but is not limited to, for example, random access memory (RAM), read-only memory (ROM), flash memory, EPROM memory, EEPROM memory, registers, computer storage media (such as hard disks, floppy disks, solid state drives, removable disks, CD-ROMs, DVD-ROMs, Blu-ray discs, etc.). The computer-readable storage medium may also store at least one computer-executable program / instructions, and the computer-executable program / instructions are, for example, computer-readable instructions. The computer-readable storage medium includes, but is not limited to, for example, volatile memory and / or non-volatile memory. Volatile memory may include, for example, random access memory (RAM) and / or cache memory, etc. The computer-readable storage medium may include, for example, read-only memory (ROM), hard disk, flash memory, etc. For example, a non-transitory computer-readable storage medium may be connected to a computing device such as a computer. Then, when the computing device runs the computer-readable instructions stored on the computer-readable storage medium, the various methods described above may be performed. In addition, the computer device may further include (but is not limited to) a data bus, an input / output (I / O) bus, a display, and input / output devices (such as a keyboard, a mouse, a speaker, etc.).The processor can communicate with external devices via a wired or wireless network through an I / O bus. In one embodiment, the at least one computer-executable instruction can also be compiled into or form a software product / computer program product, and when one or more computer-executable instructions are run by a processor, each function and / or step of the method described in the embodiments of the present technology is executed.

[0103] Embodiment 12

[0104] Based on the above embodiments, this embodiment provides an application example.

[0105] The power supply of subway vehicles comes from the power supply network, and its power supply forms include pantograph-catenary power supply form and third-rail power supply form. Among them, the third-rail power supply is restricted by factors such as the ground track laying environment and turnout transfer tracks, etc., and there are non-bridging areas and dead tracks of various distance lengths and other power-off areas.

[0106] Related technologies cannot effectively detect power-off areas under the conditions of vehicle coasting or braking, and there are situations of misjudgment or missed judgment, which pose a great safety hazard. There is a technical problem of inaccurate dead track detection in this field.

[0107] When the current subway train passes through this type of area, if the internal line contactors of the traction system and the auxiliary system are not disconnected in time, it will cause the current collection shoe to be charged, posing a great safety risk. And when the vehicle passes through the dead track area, it will cause the dead track to be charged, posing a great safety hazard to the on-site trackside operators. However, the current implemented power-off area detection schemes all detect through the voltage drop of the support capacitor, power change, etc. Such schemes cannot effectively detect power-off areas under the conditions of vehicle coasting or braking, and there are situations of misjudgment or missed judgment, posing a great safety hazard under special track conditions.

[0108] For the subway vehicle system with third-rail power supply, there are three forms between the third rail and the subway vehicle power supply form, as follows Figure 5 , Figure 6 and Figure 7 as shown. Among them, Figure 5 is a schematic structural diagram of non-bridging power supply for subway vehicles and the third rail. At this time, when the subway vehicle passes through the non-bridging area, the vehicle has no external power supply; Figure 6 is a schematic diagram of the subway vehicle and the dead track area. At this time, when the vehicle passes through the dead track area, it is necessary to ensure that there is no high voltage in the dead track area; Figure 7 is a schematic diagram of bridging power supply for subway vehicles and the third rail (including single-end bridging and double-end bridging), and the detection of non-bridging areas and dead track areas (Rail Gap Detected, abbreviated as RGD).

[0109] Currently, conventional subway rail trains detect this type of area through characteristics such as voltage drop and instantaneous changes in bus DC current, and adopt a micro-braking scheme to convert the vehicle's kinetic energy into electrical energy to maintain the operation of the auxiliary system and the traction system; however, limited by the vehicle operating conditions and control schemes, these schemes have the following technical problems:

[0110] When the vehicle enters the dead rail area during the braking condition, the traction system converts the vehicle's kinetic energy into electrical energy, and the energy flows from the vehicle to the third rail. At this time, when the vehicle passes through the dead rail area, there is no obvious change in the voltage drop and power of the support capacitor, and there is a technical problem that the original detection scheme fails;

[0111] When the vehicle enters the dead rail area during the coasting condition, at this time the vehicle power is low, and the energy stored in the support capacitor can briefly maintain the normal operation of the traction system and the auxiliary system, and the voltage drop rate of the support capacitor is low. There is a technical problem that the existing detection scheme based on the voltage drop of the support capacitor is prone to misjudgment;

[0112] After the vehicle detects that it has entered the dead rail area, the micro-braking control mode is triggered, and the vehicle's kinetic energy continues to be converted into electrical energy to maintain the operation of the high-voltage components. At this time, the vehicle speed will continue to decrease, and there is a technical problem that affects the vehicle's driving curve;

[0113] When the vehicle passes through the dead rail area and the dead rail area during the braking condition or the coasting condition, the original detection scheme will fail, and even after detecting the RGD area, when the vehicle adopts the micro-braking scheme, the line contactor will always remain closed. At this time, there are energy storage devices such as capacitors inside the traction system and the auxiliary system, making the current collector of the vehicle continuously charged, and there is a technical problem of potential safety hazards.

[0114] To further improve the safety and detection reliability of the vehicle system, the present invention adopts a control scheme of disconnecting the line contactor when the vehicle passes through the RGD area.

[0115] This scheme provides a detection scheme for the RGD area, adding a dead rail current sensor and control function measures at the rear end of the current collector, enabling a more accurate detection scheme, and adopting control function measures matching the above hardware, greatly improving the usability and functionality of the vehicle.

[0116] The main functions of this dead rail detection method and device are: when the vehicle is about to enter the dead rail (dead rail area), quickly disconnect the line contactors of the traction converter and the auxiliary converter at the non-bridged power supply to avoid the internal energy storage components of the converter from charging the dead third rail, improving the safety performance of the system. When the control system detects the non-bridged dead rail area through the dead rail detection current sensors CS1 and CS2, the control system sends a contactor disconnection signal, so that the traction converter and the auxiliary converter can quickly disconnect the line contactor.

[0117] This solution realizes the detection of the dead section of the third rail (including the power-off area). Based on the data when the third rail is in the dead section (including the power-off area), a dead-rail current sensor is adopted, and combined with the voltage drop and current characteristics of the third-rail power supply, a technical solution for rapid power-off area detection under all working conditions is realized. Under the vehicle traction condition, braking condition, and coasting condition, the power-off area can be stably and effectively detected within 200 ms when passing through the dead section (power-off area) of the third rail.

[0118] This solution realizes the control scheme for the dead section of the third rail (including the power-off area) under non-braking conditions. Based on the detection scheme of the dead section of the third rail (including the power-off area), when the vehicle enters the dead section of the third rail (including the power-off area), the line contactor is disconnected with a small current to avoid the energization of the dead rail by the energy storage components inside the converter, thereby improving the safety performance of the system. It is realized that the line contactors of the traction converter and the auxiliary converter are stably and effectively disconnected within 1 s when the vehicle enters the dead section (power-off area) of the third rail. Through rapid power-off area detection, the line contactor is disconnected as soon as possible to reduce the consumption of the intermediate voltage, so that after the vehicle leaves the dead section (power-off area) of the third rail, the line contactor can be quickly closed, improving the vehicle availability.

[0119] This solution is to ensure the response performance of the vehicle's electric braking force. Based on the detection of the dead section of the third rail (including the power-off area), full-process electric braking response is realized. Under the braking condition, through the control scheme of the present invention, the line contactor is quickly disconnected, and a control scheme for stabilizing the intermediate voltage is adopted, so that when the vehicle leaves the dead section (power-off area) of the third rail, the line contactor can be directly closed, and the vehicle's electric braking force can be normally exerted throughout the process without loss of electric braking force, effectively improving the vehicle availability.

[0120] Figure 8 As shown in the schematic diagram of a dead-rail detection application circuit disclosed in this embodiment, Figure 8 the basic implementation logic is as follows:

[0121] When the control system detects that the dead-rail current sensors (including the first dead-rail current sensor CS1 and the second dead-rail current sensor CS2) are lower than the current threshold (1 A) preset by the control system and last for the preset time threshold (200 ms), the control system triggers the detection of the existence of the dead rail RGD. At this time, the traction converter and the auxiliary converter will disconnect the line contactors (including the line contactor KM11 of the traction converter and the line contactor KM21 of the auxiliary converter), quickly disconnecting the electrical connection between the traction converter, the auxiliary converter and the third rail to prevent the electric energy of the traction motor (in the braking condition) or the energy storage components inside the traction converter and the auxiliary converter (mainly referring to the support capacitor and the filter inductor) from being fed back to the dead third rail, so as to improve the system safety.

[0122] Based on circuit analysis, when passing through the dead rail (power-off area) of the third rail in the vehicle traction mode, the vehicle cannot obtain energy from the third rail. At this time, the vehicle traction converter and auxiliary converter will consume the energy of energy storage devices such as intermediate capacitors to maintain the normal operation of the system. Therefore, when the currents of the dead rail current sensors CS1 and CS2 are lower than the current threshold, it indicates that the contact between the current collector and the third rail is lost or the vehicle enters the power-off third rail. However, since the traction converter realizes the mutual conversion of the electric energy of the power supply grid and the kinetic energy of the vehicle according to the vehicle control command, during the conversion process, due to the conversion of the energy flow direction, there will be an energy balance point in the vehicle, that is, the normal operation of the vehicle system can be maintained without the input of the third rail electric energy. If only the dead rail current sensor is used to judge the RGD at this time, it will be impossible to achieve fast and accurate judgment of the RGD;

[0123] To solve the defects existing in the existing technical solutions, based on the support capacitor voltage drop, DC current and dead rail current data, a dead rail detection solution applicable to subway track vehicles is provided, and the energy conversion and characteristics under different working conditions are distinguished for the RGD judgment during the dynamic process of the vehicle, so as to achieve accurate judgment under different working conditions; the specific implementation scheme is as follows:

[0124] RGD is triggered under non-braking conditions of the vehicle.

[0125] When the vehicle is in the coasting or traction mode and passes through the dead rail (power-off area) of the third rail, at this time the traction converter converts electric energy into kinetic energy. Since the grid-side power supply circuit is disconnected at this time, the energy in the support capacitor is consumed to maintain the normal operation of the traction system and the auxiliary system. During the traction mode, the power consumption of the traction system is large, the voltage drop of the support capacitor is large, and the data characteristics are obvious. However, when the vehicle is in the coasting mode, the overall vehicle power consumption is low, the voltage drop of the support capacitor is small, and the working conditions before the vehicle enters the coasting will affect the RGD judgment scheme. At this time, there are mainly the following scenarios:

[0126] 1. If the vehicle converts from the traction mode to the coasting mode, at this time the grid-side energy will continue to be input to maintain the normal operation of the system. If the vehicle actually enters the dead rail (power-off area) of the third rail, there is no grid-side current input, then the sampling values of the dead rail current sensors CS1 and CS2 will be lower than the current threshold, which can meet the judgment requirements. And at this time, the intermediate voltage will also gradually decrease due to the demand of motor excitation;

[0127] 2. If the vehicle switches from the braking condition to the coasting condition, there will be an instantaneous energy balance in the vehicle, and the input current on the network side will be zero. This is mainly because when the vehicle is in the braking condition, the traction converter converts the vehicle's kinetic energy into electrical energy, which will raise the network side voltage and the intermediate capacitor voltage. When the vehicle enters the coasting condition, due to the reduction of the electric braking force, the braking energy consumption decreases, and the actual power supply voltage of the line is lower than the intermediate capacitor voltage. Therefore, the vehicle only consumes the intermediate voltage at this moment until the intermediate voltage is consistent with the line power supply voltage. If only the dead rail current sensors CS1 and CS2 are used to judge RGD when they are lower than the threshold value at this time, there will be a misjudgment of RGD, and it is necessary to combine the intermediate voltage drop for judgment;

[0128] To improve the accuracy and timeliness of RGD judgment under the coasting condition, the coasting condition and the traction condition of the vehicle are classified as non-braking conditions. Combining the dead rail current sensors CS1 and CS2 and the support voltage drop, only when the vehicle actually enters the third rail dead rail (power-off area) can RGD be triggered, and the traction pulse is blocked through the following logic flowchart, the line contactor of the traction converter is disconnected, and at the same time, the intermediate support capacitor voltage is prevented from being too low, so that when the vehicle leaves the rail gap, the line contactor can be quickly closed. Figure 9 This is a schematic diagram of an RGD scheme for the coasting condition of the working condition of this embodiment, as Figure 9 shown, the implementation scheme of this embodiment is as follows:

[0129] Obtain the real-time status signals of the subway vehicle, including the auxiliary system start signal, the working status of the auxiliary system, the traction system start signal, the status of the internal contactor of the traction system, the support capacitor voltage, the DC current, and the network side voltage signal;

[0130] Based on the above scenario analysis, when the voltage drop rate of the support capacitor is greater than the preset voltage drop rate threshold Dd1, and the dead rail currents detected by the dead rail current sensors CS1 and CS2 are lower than the preset current threshold DI1, it is considered that the vehicle enters the RGD area, and the vehicle is controlled to enter the RGD control mode. The preset voltage drop rate threshold Dd1 can be adjusted in real time according to the current working power of the traction system and the auxiliary system. Through preliminary tests, the coasting power set {INV_PP1} of the traction system under different voltage levels and speed levels is obtained. According to the current support capacitor voltage and the train speed at the current moment, the real-time power PP_INV of the traction system is obtained by referring to the coasting power set {INV_PP1}, and the current real-time power PP_APS of the auxiliary system is obtained through the network system. At this time, the power consumption Pt of the vehicle's high-voltage system = the real-time power P_INV of the traction system + the current real-time power PP_APS of the auxiliary system;

[0131] The preset voltage drop rate threshold Dd1 of the support capacitor voltage drop can be obtained according to the power consumed by the capacitor and the voltage drop rate calculation formula. The voltage drop rate during pure capacitor power consumption Where Pt is the instantaneous power of the traction system and the auxiliary system at the current moment, that is, the power consumption of the above-mentioned vehicle high-voltage system, C is the capacitance value of the support capacitor, and Ut is the voltage of the support capacitor at the current moment;

[0132] After confirming that the vehicle enters the RGD area, directly stop the power output of the traction system and the auxiliary system, so that the voltage of the support capacitor is maintained at a high state;

[0133] To ensure the service life of the line contactor, after the dead-rail current sensor detects that the DC current is less than the preset current threshold, directly disconnect the line contactors of the traction system and the auxiliary system, otherwise disconnect the line contactors of the traction system and the auxiliary system after the RGD lasts for a preset duration;

[0134] When the vehicle leaves the rail gap area, since the line contactors of the traction system and the auxiliary system are both disconnected, the network voltage detection is the third-rail network-side voltage. When it is detected that the network voltage is greater than the network voltage threshold U, it is considered that the vehicle has left the RGD area;

[0135] At this time, the support capacitor will be recharged; to further improve the charging scheme of the support capacitor, the present invention detects the difference between the support capacitor and the network-side voltage, and calculates the instantaneous current for directly closing the line contactor in real time according to the network-side voltage Unet, the support capacitor voltage Ud, and the capacitance value C of the support capacitor Where Unet is the network-side voltage value, Ud(t) is the real-time support capacitor voltage, and R is the line impedance. If the instantaneous current is less than the circuit current threshold, directly close the line contactor, and the traction system can be quickly started, avoiding the inoperable stage of the traction system during the charging process and improving the vehicle response characteristics; if the instantaneous current is greater than or equal to the charging current threshold, it is necessary to re-close the charging contactors KM12 and KM22 to charge the support capacitor. After the charging is completed, close the line contactor again;

[0136] The RGD is triggered under the vehicle braking condition.

[0137] The common rail gap detection scheme cannot effectively detect when the vehicle passes through the third-rail dead-rail (power-off area) area under the braking condition. At this time, the traction converter converts the vehicle kinetic energy into electrical energy, and this energy will all be consumed by the braking resistor, and there is no network-side current, so all the energy is consumed by the braking resistor. Using the dead-rail current sensors CS1 and CS2 for judgment can meet the judgment requirements; to enable the vehicle to quickly close the line contactor when leaving the third-rail dead-rail (power-off area) area, the control system adopts dynamic chopper control to consume the motor braking energy after entering the dead-rail, adjust the intermediate voltage to be basically the same as the network voltage, so that the line contactor can be quickly closed, and disconnect the traction converter line contactor through the following logic flowchart; Figure 10 It is a schematic diagram of RGD detection under the braking condition disclosed in this embodiment, asFigure 10 As shown in the figure, the implementation plan of this embodiment is as follows:

[0138] Obtain the real-time status signals of the subway vehicle, including the auxiliary system start signal, the working status of the auxiliary system, the traction system start signal, the status of the internal contactor of the traction system, the support capacitor voltage, the DC current, and the line-side voltage signal;

[0139] When the vehicle enters the RGD, the external power supply input is interrupted, and the power supply of the auxiliary system is provided by the traction system. The RGD area is judged according to the line current of the traction system and the characteristics of the line-side DC current;

[0140] Based on the above scenario analysis, when the line current of the traction system is lower than the judgment threshold and the dead-rail current detected by the dead-rail current sensors CS1 and CS2 is lower than the preset current threshold DI1, it is considered that the vehicle enters the RGD area, and the vehicle is controlled to enter the RGD control mode. The preset current threshold Dd1 can be adjusted in real time according to the current working power of the traction system and the auxiliary system. The current real-time power BP_APS of the auxiliary system is obtained through the network system. At this time, the power consumption of the vehicle's high-voltage system is obtained as BPt = P_APS;

[0141] At this time, the power of the auxiliary system is completely provided by the traction system, and the line current of the traction system is obtained as I = Ud / BPt. When the detected line current meets the requirements, it is considered that the vehicle is in the RGD area;

[0142] After confirming that the vehicle enters the RGD area, directly stop the output of the auxiliary system, and the traction system works normally to respond to the vehicle braking force demand. At this time, after the kinetic energy of the vehicle is converted into electric energy, it is consumed in the form of heat through the braking resistor;

[0143] To ensure the service life of the line contactor, after detecting that the DC current is less than the threshold, directly disconnect the line contactors of the traction system and the auxiliary system, otherwise disconnect the line contactors of the traction system and the auxiliary system after the RGD lasts for a preset duration;

[0144] When the vehicle leaves the rail gap area, since the line contactors of the traction system and the auxiliary system are both disconnected, the network voltage is detected as the third-rail line-side voltage. When it is detected that the network voltage is greater than the network voltage threshold U, it is considered that the vehicle has left the RGD area;

[0145] After confirming that the vehicle has left the RGD area, forcibly turn on the braking resistor and adopt the Bang-Bang control strategy to make the line-side voltage and the intermediate voltage basically the same. Detect the difference between the support capacitor voltage and the line-side voltage, and calculate the instantaneous current for directly closing the line contactor in real time according to the line-side voltage Unet, the support capacitor voltage Ud, and the support capacitor capacitance value C; Among them, Unet is the grid-side voltage value, Ud(t) is the real-time support capacitor voltage, and R is the line impedance. If the instantaneous current is less than the threshold value, the line contactor is directly closed.

[0146] When the vehicle passes through the RGD area, the traction system always works normally, stably provides braking force, the vehicle deceleration control always follows the input demand, the vehicle electric braking force works normally throughout the process, without loss of electric braking force, and effectively improves the vehicle availability.

[0147] When the vehicle detects the third-rail dead rail (power-off area / non-bridge joint gap) area under different vehicle operating conditions (non-braking, braking), the vehicle will disconnect the line contactors of the traction converter and the auxiliary converter to prevent the electric energy of the traction motor (in the braking condition) or the internal energy storage components (support capacitor, filter inductor) of the traction converter and the auxiliary converter from being fed back to the power-off third rail. At the same time, when the line voltage can be detected again by the internal voltage sensors of the traction converter and the auxiliary converter and the charging process is completed in this condition, the line contactors are re-closed. At the same time, to avoid disconnecting the line contactor before the converter starts working when the current may be lower than 1A, the control system sets the dead rail detection function to start after the converter starts working.

[0148] The technical solution of this embodiment has achieved the following beneficial technical effects: realizing the detection of the third-rail dead rail (power-off area). Based on the data in the third-rail dead rail (power-off area), a detection scheme is realized that uses a dead rail current sensor and combines the voltage drop and current characteristics of the third-rail power supply voltage to achieve fast power-off area detection, avoiding the shortcoming of the existing scheme that fails to detect under the vehicle braking or coasting conditions. Realizing the protection of the third-rail dead rail (power-off area). Based on the data of the vehicle entering and leaving the third-rail dead rail (power-off area), an optimized control scheme is adopted to achieve a small current to disconnect the line contactor when entering the third-rail dead rail (power-off area) under different conditions, and a fast closing of the line contactor when leaving the third-rail dead rail (power-off area), avoiding the energization of the power-off track by the internal energy storage components of the converter and improving the system safety performance. Through the program control strategy, the vehicle can quickly disconnect the converter contactor when passing through the power-off area, avoiding the consumption of the intermediate voltage, enabling the vehicle to quickly close the line contactor after leaving the rail gap and restoring the vehicle traction / auxiliary power supply; at the same time, it can avoid the line contactor from breaking at a large current and keep the traction / braking force normal during the power-off area stage, making full use of the vehicle electric braking force and improving the vehicle response performance.

[0149] In the embodiments provided by the present invention, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architectures, functions, and operations of devices, methods, and computer program products according to multiple embodiments of the present invention. In this regard, each block in the flowchart or block diagram may represent a module, a program segment, or a part of code, and the above-mentioned module, program segment, or part of code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than that marked in the accompanying drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, as well as the combination of blocks in the block diagram and / or flowchart, can be implemented by a dedicated hardware-based system that performs the specified functions or actions, or can be implemented by a combination of dedicated hardware and computer instructions.

[0150] It should be noted that in the present invention, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, the elements defined by the statement "comprising one..." do not exclude the presence of additional identical elements in the process, method, article or device comprising the elements.

[0151] Although the disclosed embodiments of the present invention are as above, the above content is only an embodiment adopted for the convenience of understanding the present invention and is not intended to limit the present invention. Any person skilled in the art within the technical field to which the present invention pertains may make any modifications and changes in the form of implementation and details without departing from the spirit and scope disclosed by the present invention. However, the scope of patent protection of the present invention shall still be subject to the scope defined by the appended claims.

Claims

1. A method for detecting a no-power zone, characterized in that: The method comprises: Obtaining a current value of a current receiver detected by a current sensor of a vehicle current receiver; When the duration of the current value of the current receiver being lower than the current threshold value exceeds a preset duration, it is determined that a no-power zone is detected.

2. The method for detecting a dead zone according to claim 1, characterized in that: The step of determining that a no-power zone is detected when the duration of the current value of the current receiver being lower than the current threshold exceeds a preset duration comprises: When the duration of the current value of the current receiver being lower than the current threshold exceeds a preset duration, and the voltage drop rate of the supporting capacitor is greater than a preset drop rate threshold, it is determined that a no-power zone is detected.

3. The method for detecting a dead zone according to claim 2, characterized in that: The step of calculating the support capacitor voltage drop rate comprises: Get the auxiliary real-time power of the vehicle; Based on the voltage level, the vehicle speed and a preset comparison table of the voltage level, the vehicle speed and the traction power, the real-time traction power of the vehicle is obtained; Obtaining the instantaneous power of the vehicle based on the sum of the traction real-time power and the auxiliary real-time power; The voltage drop rate of the support capacitor is obtained based on the ratio of the instantaneous power of the vehicle to the capacitance and voltage of the support capacitor.

4. A control method for controlling a vehicle, characterized in that: The method comprises: Detecting a dead zone based on the dead zone detection method according to any one of claims 1 to 3; When a dead zone is detected, the electrical connection between the third rail and the vehicle's converter is cut off.

5. The method for detecting a dead zone according to claim 4, characterized in that: The method of cutting off the electrical connection between the third rail and the converter of the vehicle comprises: Obtaining the circuit current of the converter; When the circuit current of the converter is less than a circuit current threshold, opening the line contactor to cut off the electrical connection between the third rail and the converter of the vehicle; When the circuit current of the converter is greater than or equal to the circuit current threshold, the line contactor is disconnected after a preset delay time to cut off the electrical connection between the third rail and the converter of the vehicle.

6. The control method according to claim 4, characterized in that: The method further comprises: Acquiring the grid-side voltage of the vehicle, and determining that the vehicle has exited a power-free zone when the grid-side voltage is greater than a preset grid voltage threshold; After it is determined that the vehicle has left the no-power zone, an electrical connection is established between the third rail and the converter of the vehicle.

7. The method for detecting a dead zone according to claim 6, characterized in that: The step of establishing an electrical connection between the third rail and the converter of the vehicle comprises: Based on the ratio of the difference between the grid-side voltage and the supporting capacitor voltage to the line impedance, the closing current of the line contactor is obtained; If the closing current is less than a threshold value, closing the line contactor to establish an electrical connection between the third rail and the converter of the vehicle; If the closing current is greater than or equal to the threshold, the charging contactor is closed to charge the supporting capacitor, and after the charging is completed, the line contactor is closed to establish an electrical connection between the third rail and the converter of the vehicle.

8. The control method according to claim 6, characterized in that: The method further comprises: The braking resistor is turned on and / or dynamic chopper control is used to consume the motor braking energy, and the voltage difference between the grid-side voltage and the supporting capacitor voltage is adjusted to within a preset range.

9. A device for detecting a no-power zone, characterized in that: The device comprises: A detection module, used for obtaining a current value of a current receiver detected by a current sensor of a vehicle current receiver; The judging module is used to judge that a no-power zone is detected when the duration of the current value of the current receiver being lower than the current threshold exceeds a preset duration.

10. A control device for controlling a vehicle, characterized in that: The device comprises: The control module is used to cut off the electrical connection between the third rail and the inverter of the vehicle when a no-power zone is detected.

11. A computer device comprising a memory, a processor and a computer program stored in the memory, characterized in that: The processor executes the computer program to implement the steps of the dead zone detection method according to any one of claims 1 to 3 and / or the steps of the control method according to any one of claims 4 to 8.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the dead zone detection method described in any one of claims 1 to 3 and / or the steps of the control method described in any one of claims 4 to 8 are implemented.

13. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the dead zone detection method described in any one of claims 1 to 3 and / or the steps of the control method described in any one of claims 4 to 8 are implemented.

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