Rail transit vehicle and backflow rail breaking area control method and system thereof

Abstract

The invention discloses a control method and system for a backflow rail breaking area of a rail transit vehicle. The vehicle runs in a contact network mode and a special backflow rail mode, and the speed is not zero. And if the voltage of the overhead line system is smaller than a set value and the duration exceeds a set time threshold value, it is judged that the vehicle enters the backflow rail breaking area. The vehicle disconnects the main circuit breaker and cuts off the high-voltage electric equipment; if the speed of the vehicle is larger than the set speed threshold value, the pantograph is kept in a rising state, and the vehicle runs inertially until the voltage of the overhead line system is normal, namely the vehicle runs out of the rail breaking area. If the duration time of the vehicle in the backflow rail breaking area is not smaller than the time threshold value, the vehicle is controlled to be converted into a storage battery power supply mode; and if the speed of the vehicle in the backflow rail breaking area is smaller than a set speed threshold value, the vehicle is converted into a steel rail backflow mode. The method judges whether the vehicle enters or leaves the backflow rail breaking area according to the voltage of the overhead line system, and has the cost advantage compared with the scheme that a beacon receiving device is installed on the vehicle and beacons are arranged on the ground.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a method and system for controlling a broken rail area of ​​a rail transit vehicle. Background Art

[0002] Currently, there are two primary methods for returning power to rail transit grids: steel rail return and dedicated rail return. From an energy consumption perspective, the traditional steel rail return circuit has a high impedance, resulting in significant energy losses on the rails. Compared to steel rail circuits, dedicated return rails have a lower impedance per unit length, effectively reducing return losses. From a cost perspective, dedicated rail return requires the installation of additional return rails, which is more expensive than traditional steel rail return. Both return methods have their own advantages and disadvantages, and both currently exist in the rail transit industry.

[0003] Broken dedicated return rails occur along train routes at switches, at some station entrances, and in the vehicle depot section. When a vehicle enters this broken dedicated return rail area, the lack of a return circuit can lead to abnormal grid voltage energy supply, causing the vehicle's protection system to malfunction. The current method for identifying broken dedicated return rails relies on deploying multiple beacons on the ground and installing beacon receivers on the vehicle. This method carries high equipment, deployment, and maintenance costs. Summary of the Invention

[0004] The technical problem to be solved by this invention is to address the shortcomings of existing technologies and provide a method and system for controlling rail transit vehicle return rail breakage zones. This method allows vehicles and the ground to detect when they have entered a dedicated return rail breakage zone without any external beacons or equipment. During this time, the vehicle utilizes inertia, and a combination of inertia travel time and speed automatic control mode ensures efficient passage through the dedicated return rail breakage zone.

[0005] In order to solve the above technical problems, the technical solution adopted by the present invention is: a method for controlling the broken rail area of ​​a rail transit vehicle backflow, comprising the following steps:

[0006] S1. The vehicle operates in catenary mode and dedicated return rail mode, and the operating speed is not zero. If the catenary voltage is less than the set value and the duration exceeds the set time threshold, the main circuit breaker and high-voltage electrical equipment are disconnected;

[0007] S2. Determine whether the vehicle speed is not less than a set speed threshold. If so, the pantograph remains raised, the vehicle inertia travels, and continues to determine whether the vehicle is in the return rail break area based on the contact network voltage. If so, when the duration of the vehicle in the return rail break area is not less than a time threshold, the vehicle is controlled to switch to the battery power supply mode; if the vehicle is not in the return rail break area, the return rail break mode is maintained and the process returns to step S1; if the vehicle speed is less than the set speed threshold, the vehicle is controlled to switch to the rail return mode;

[0008] S3. Determine whether the return rail confirmation button is pressed. If so, when the vehicle is in the return rail mode, return to step S1.

[0009] In the present invention, the set value is 60% of the normal network voltage.

[0010] In the present invention, the time threshold is 500ms.

[0011] In the present invention, the speed threshold is set to 5 km / h.

[0012] As an inventive concept, the present invention also provides a rail transit vehicle return rail break area control system, which includes a vehicle control unit, a main circuit breaker, a pantograph, a contactor for catenary power supply, a traction battery, a battery-powered contactor, a dedicated return rail contactor, a rail return contactor, high-voltage electrical equipment, and a return rail confirmation button. The vehicle control unit is connected to the main circuit breaker, the pantograph, the contactor for catenary power supply, the battery-powered contactor, the dedicated return rail contactor, the rail return contactor, the high-voltage electrical equipment, and the return rail confirmation button. The vehicle control unit performs an operation including the following steps:

[0013] 1) When the vehicle is operating in the contact network mode and the dedicated return rail mode, and the operating speed is not zero, if the contact network voltage is less than the set value and the duration exceeds the set time threshold, the main circuit breaker and high-voltage electrical equipment will be disconnected;

[0014] 2) Determine whether the vehicle speed is not less than a set speed threshold. If so, the pantograph remains raised, the vehicle inertia travels, and the contact network voltage is used to determine whether the vehicle is in a return rail break area. If so, when the duration of the vehicle in the return rail break area is not less than a time threshold, control the vehicle to switch to a battery power supply mode; if the vehicle is not in the return rail break area, maintain the return rail mode and return to step 1);

[0015] If the vehicle speed is less than the set speed threshold, the vehicle is controlled to switch to rail return mode;

[0016] 3) Confirm whether the button is pressed. If so, when the vehicle is in return rail mode, return to step 1).

[0017] As an inventive concept, the present invention also provides a rail transit vehicle, which adopts the above-mentioned return rail broken area control system.

[0018] Compared with existing technologies, the present invention offers the following advantages: By using the contact line voltage to determine whether a vehicle is entering or exiting a broken dedicated return rail area, the present invention offers a cost advantage over vehicle-mounted beacon receivers and ground-based beacons. Furthermore, without triggering emergency protection, the present invention automatically controls the vehicle's speed, ensuring efficient passage through the broken dedicated return rail area. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a flow chart of a method according to an embodiment of the present invention. DETAILED DESCRIPTION

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying 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 making creative efforts shall fall within the scope of protection of the present invention.

[0021] Example 1

[0022] This embodiment provides a method for controlling the return rail break zone of a rail transit vehicle with dedicated return rail. The vehicle operates in the contact network power supply mode and the dedicated return rail mode, and the operating speed is not zero. When it is detected that the contact network voltage drops to the voltage threshold value of the dedicated return rail break zone and lasts for a set time, it is determined that the vehicle has entered the dedicated return rail break zone. At this time, the vehicle control unit performs the following operations:

[0023] (1) The vehicle pantograph remains raised, and the main circuit breaker and high-voltage electrical equipment (such as traction converter and auxiliary converter) are disconnected;

[0024] (2) If the vehicle speed is at or above the limit:

[0025] ①The vehicle uses inertia to travel;

[0026] ② If the grid voltage is restored to a value greater than the voltage threshold, the vehicle is judged to exit the broken track area, restore high-voltage electrical equipment, and close the main circuit breaker.

[0027] (3) If the vehicle inertia exceeds the specified time, an undervoltage fault will be reported. The vehicle will disconnect the dedicated rail return contactor and the contact power supply contactor, and close the battery power supply contactor. The vehicle will operate normally in battery power supply mode;

[0028] (4) If the vehicle speed is lower than the limit, the dedicated return rail contactor will be disconnected, the rail return contactor will be closed, and the train will continue to be tractioned normally.

[0029] After the driver presses the dedicated return rail confirmation button, if the vehicle is not in dedicated return rail mode, it switches to dedicated return rail mode. Specifically, in this embodiment, the vehicle operates in contact network power supply mode and dedicated return rail mode, and the operating speed is not zero. When it is detected that the contact network voltage drops to 60% of the normal network voltage and lasts for ≥500ms, it is determined that the vehicle has entered the dedicated return rail broken area. At this time, the vehicle control unit performs the following operations:

[0030] (1) The pantograph remains raised, and the main circuit breaker and high-voltage electrical equipment (such as traction converters and auxiliary converters) are disconnected;

[0031] (2) If the vehicle speed is ≥5km / h, the vehicle will use inertia to travel until the contact network voltage is restored, the power supply to the high-voltage electrical equipment is restored, and the main circuit breaker is closed;

[0032] (3) If the vehicle's inertia time exceeds 10 seconds, an undervoltage fault will be reported. The vehicle will disconnect the dedicated rail return contactor and the contact power supply contactor, and close the battery power supply contactor. The vehicle will operate normally in battery power supply mode;

[0033] (4) If the vehicle speed is less than 5 km / h, disconnect the dedicated return rail contactor, close the rail return contactor, connect the high-voltage electrical equipment, close the main circuit breaker, and the vehicle will operate normally in the rail return mode.

[0034] When the driver presses the dedicated return rail confirmation button, the vehicle control unit does the following:

[0035] (1) If the vehicle is powered by a pantograph and the dedicated return rail is in return mode, no action is taken;

[0036] (2) If the vehicle is powered by a pantograph and in rail return mode, the pantograph remains raised, the main circuit breaker is opened, the rail return contactor is opened, the dedicated return rail contactor is closed, and the main circuit breaker is closed;

[0037] (3) If the vehicle is in battery-powered mode, disconnect the main circuit breaker and battery-powered contactor, raise the pantograph, close the dedicated return rail contactor and catenary power supply contactor, and close the main circuit breaker.

[0038] Example 2

[0039] Embodiment 2 of the present invention provides a control system corresponding to the above-mentioned embodiment 1, including a main circuit system and a network control system.

[0040] The main circuit system includes: pantograph, catenary power supply contactor, traction battery, traction battery power supply contactor, main circuit breaker, high-voltage electrical equipment (such as traction converter and auxiliary converter), special return rail contactor, rail return contactor and return rail confirmation button.

[0041] The network control system includes: a vehicle control unit, a circuit signal input acquisition device, and a circuit signal output drive device.

[0042] The contact network contactor and traction battery contactor cannot be closed at the same time; the dedicated return rail contactor and rail return contactor cannot be closed at the same time.

[0043] The vehicle control unit is used to control the overall functions of the vehicle, such as controlling the opening and closing of the catenary contactor or battery contactor, the opening and closing of the main circuit breaker, and the opening and closing of the dedicated return rail contactor and the rail return contactor.

[0044] Example 3

[0045] Embodiment 3 of the present invention provides a rail transit vehicle corresponding to the above-mentioned embodiment 1, which adopts the control system of the above-mentioned embodiment 2.

[0046] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present application.

[0047] Obviously, those skilled in the art may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. A method for controlling a broken rail area of ​​a rail transit vehicle, characterized in that: The following steps are involved: S1. The vehicle operates in catenary mode and dedicated return rail mode, and the operating speed is not zero. If the catenary voltage is less than the set value and the duration exceeds the set time threshold, the main circuit breaker and high-voltage electrical equipment are disconnected; S2. Determine whether the vehicle speed is not less than a set speed threshold. If so, the pantograph remains raised, the vehicle inertia travels, and continues to determine whether the vehicle is in the return rail break area based on the contact network voltage. If so, when the duration of the vehicle in the return rail break area is not less than a time threshold, the vehicle is controlled to switch to battery power supply mode; if the vehicle is not in the return rail break area, the return rail mode is maintained and the process returns to step S1; if the vehicle speed is less than the set speed threshold, the vehicle is controlled to switch to rail return mode; S3. Determine whether the return rail confirmation button is pressed. If so, when the vehicle is in the return rail mode, return to step S1.

2. The method for controlling the broken rail area of ​​a rail transit vehicle according to claim 1, characterized in that: The voltage setting value is 60% of the normal network voltage.

3. The method for controlling the broken rail area of ​​a rail transit vehicle according to claim 1, characterized in that: The set time threshold is 500ms.

4. The method for controlling the broken rail area of ​​a rail transit vehicle according to claim 1, characterized in that: The speed threshold is set to 5 km / h.

5. The method for controlling the broken rail area of ​​a rail transit vehicle according to claim 1, characterized in that: In step S2, when the duration of the vehicle in the return rail break area is less than the time threshold, the process returns to determine whether the vehicle is in the return rail break area.

6. The method for controlling the broken rail area of ​​a rail transit vehicle according to claim 1, characterized in that: In step S3, when the vehicle is not in the return rail mode, the vehicle is controlled to switch to the return rail mode and the process returns to step S1.

7. A rail transit vehicle return rail broken area control system, characterized in that: The vehicle control unit includes a vehicle control unit, a main circuit breaker, a pantograph, a contactor for catenary power supply, a traction battery, a contactor for traction battery power supply, a dedicated return rail contactor, a rail return contactor, high-voltage electrical equipment, and a return rail confirmation button; the vehicle control unit is connected to the main circuit breaker, the pantograph, the contactor for catenary power supply, the traction battery power supply contactor, the dedicated return rail contactor, the rail return contactor, high-voltage electrical equipment, and the return rail confirmation button; the vehicle control unit performs the following steps: 1) When the vehicle is operating in the contact network mode and the dedicated return rail mode, and the operating speed is not zero, if the contact network voltage is less than the set value and the duration exceeds the set time threshold, it is determined that the vehicle has entered the dedicated return rail disconnection area, and the main circuit breaker and high-voltage electrical equipment are disconnected; 2) Determine whether the vehicle speed is not less than a set speed threshold. If so, the pantograph remains raised, the vehicle inertia travels, and the vehicle is determined to be in a return rail break area based on the contact network voltage. If so, when the duration of the vehicle in the return rail break area is not less than a time threshold, the vehicle is controlled to switch to a battery power supply mode; if the vehicle is not in the return rail break area, the return rail break mode is maintained, and the process returns to step 1); if the vehicle speed is less than the set speed threshold, the vehicle is controlled to switch to a rail return mode; 3) Confirm whether the button is pressed. If so, when the vehicle is in return rail mode, return to step 1).

8. The rail transit vehicle backflow broken rail area control system according to claim 7, characterized in that: The set value is 60% of the normal network voltage.

9. The rail transit vehicle backflow broken rail area control system according to claim 7, characterized in that: The time threshold is 500ms.

10. A rail transit vehicle, characterized in that: It adopts the return rail breaking area control system described in any one of claims 7 to 9.

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