Method and system for limiting current limiting of third rail current collection vehicle circuit under working condition of passing through non-electric area

Abstract

The invention relates to the technical field of rail traffic current limiting control, in particular to a current limiting method and system for a third rail current collection vehicle circuit under the working condition of passing through a non-electric zone. The method comprises the steps that when a rail vehicle is in a traction or zero working condition, a voltage signal Uc at a current collector of the rail vehicle is collected in real time through a vehicle C voltage sensor; voltage signals Ua and Ub of current collectors of the adjacent vehicles A and B are obtained at the same time; when the high-voltage equipment of the railway vehicle is in a normal working state, the obtained voltage is compared, and a non-power area is judged; and current limiting and power adjustment are carried out according to the non-power area judgment result, when the non-power area judgment result is that the vehicle drives into the non-power area, current limiting or power reduction operation is carried out on the high-voltage equipment of the railway vehicle, meanwhile, the high-speed circuit breaker is synchronously controlled to be switched off, and a signal is sent to the adjacent railway vehicle through the railway vehicle network. By means of the current limiting method, manual operation of a driver of the railway vehicle is reduced, and it is guaranteed that the railway vehicle safely and reliably passes through the non-electricity area.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit current limiting control, and in particular to a current limiting method and system for a third-rail current-collecting vehicle circuit under a condition of passing through a power-free zone. Background Art

[0002] In the field of rail transit, the third rail power supply method is widely used due to its advantages such as simple structure and easy maintenance. The vehicle receives current through the bogie collector shoe in contact with the third rail, but when passing through a no-power area (such as a switch area or a section isolation zone), some collector shoes detach from the power supply rail, causing a sudden increase in the current in the adjacent collector shoe circuit, posing a risk of equipment overload. The existing technology mainly relies on the driver to manually judge the no-power area through warning signs and manually cut off the power. There are problems with operation lag and high misjudgment rate. In addition, after the high-speed circuit breaker is disconnected when the vehicle enters the no-power area, the vehicle has no traction capability and cannot complete the vehicle traction function in the no-power area. If a traction battery is configured, additional equipment needs to be added, and it is impossible to avoid the situation where some of the vehicle's collector shoes are in the no-power area. The circuit related to the collector shoe in contact with the third rail has a large current. With the increasing demand for intelligent driving, it is urgent to automatically implement current limiting control through electrical equipment to reduce the burden of manual operation and improve operational safety. Summary of the Invention

[0003] In response to the shortcomings of existing control schemes for reducing vehicle circuit current, the present invention provides a current limiting method and system for the third-rail current-collecting vehicle circuit when passing through a dead zone, so as to solve the problem that when part of the collector shoe of a rail vehicle is in a dead zone, there will be high current in the circuit related to the collector shoe in contact with the third rail.

[0004] The present invention is achieved through the following technical solutions:

[0005] A method for limiting current in a third-rail current-collecting vehicle circuit when passing through a no-power zone is provided, the method comprising the following steps:

[0006] Step S10: When the rail vehicle is in traction or zero position, the voltage signal U at the current collector of the rail vehicle is collected in real time through the voltage sensor of the C vehicle. c , and simultaneously obtain the voltage signal U at the current collector of adjacent vehicles A and B a and U b , and perform data preprocessing on the collected voltage data;

[0007] Step S20: After ensuring that the high-voltage equipment of the rail vehicle is in normal working condition, the pre-processed voltage is compared with the no-power zone determination;

[0008] Step S30: performing intelligent current limiting and power adjustment according to the result of the no-power zone determination;

[0009] The rail vehicle in step S10 is composed of vehicle A, vehicle B, and vehicle C, wherein vehicle A is the leading vehicle, vehicle C is the trailing vehicle, and vehicle B is located between vehicles A and C.

[0010] Preferably, the voltage acquisition step in step S10 includes:

[0011] Hardware system initialization: Install a high-precision voltage sensor (such as a Hall voltage sensor) at the current collector (collector shoe) of the C car of the rail vehicle to collect the voltage signal U at the contact point between the current collector and the third rail in real time. c ,The sensor sampling frequency is set to 100Hz to ensure capturing the voltage transient changes. ,A data transmission channel is established through the vehicle bus, such as MVB / TCN, ,to connect the voltage sensor signal of vehicle C with the current ,receiver voltage signal U of the adjacent vehicles A and B. a and U b Perform synchronous collection to ensure the timestamp consistency of multi-vehicle data (error < 10ms);

[0012] Synchronous collection of vehicle voltage: Only when the rail vehicle is in traction mode, such as when the driver gives a traction command, or in zero-position mode, such as when the controller is in zero position but not completely powered off, the voltage detection process is started to avoid invalid data collection when the vehicle is dormant or not in operation. Car A acts as a data aggregation node and periodically sends voltage collection commands to cars B and C. After car C responds to the command, it reads the real-time value U of the local voltage sensor. c and obtain the normal operating voltage U of car A and car B through the vehicle network a and U b (It is necessary to confirm that the status of the high-voltage equipment of the neighboring vehicle is "normal operation").

[0013] Preferably, the step of preprocessing the collected voltage data in step S10 includes:

[0014] Outlier removal: Using a sliding window filtering algorithm, median filtering is performed on the voltage data of five consecutive sampling points (50ms) to remove abnormal spike signals caused by collector shoe bounce or electromagnetic interference;

[0015] Invalid data marking: When the voltage sensor signal of one of cars A, B, and C is interrupted, such as a communication failure, the data of that car is marked as invalid and the comparison is skipped (to avoid misjudgment), and a sensor fault alarm is triggered.

[0016] Preferably, the step S20 of comparing the pre-processed voltage with the dead zone determination includes:

[0017] Voltage comparison threshold setting: Set the voltage comparison threshold to 60% of the nominal voltage, i.e. 0.6U n, where the nominal voltage is the rated voltage of the third rail power supply system, that is, the standard power supply voltage specified during design;

[0018] Rail vehicle entry judgment: When U c <0.6U n And U c <min(U a ,U b ) when the vehicle enters a no-power zone;

[0019] Rail vehicle departure judgment: When U c ≥0.6U n And U c ≥min(U a ,U b ), it is determined that the rail vehicle has left the no-power zone.

[0020] Preferably, the intelligent current limiting and power adjustment in step S30 according to the result of the dead zone determination includes:

[0021] When the result of the no-power zone judgment is that the vehicle enters a no-power zone: immediately perform current limiting or power reduction operations on the high-voltage equipment of the rail vehicle (such as traction inverter) to reduce the traction power output, and simultaneously control the high-speed circuit breaker to disconnect, cut off the non-essential load circuit of the rail vehicle, reduce the current demand, and send a signal "entering the no-power zone" to the adjacent rail vehicle through the rail vehicle network to reduce the current output I of the power supply bus of the adjacent rail vehicle bus , to avoid overloading of adjacent track vehicles;

[0022] When the result of the no-power zone judgment is leaving the no-power zone: it indicates that the current collector of car C has re-contacted the third rail and resumed normal current collection. In order to avoid current shock caused by sudden restoration of full power, a staged recovery strategy is adopted. In stage 1, the traction power is increased from the current limiting state to 70% of the rated power, and the voltage stability of the current collector is monitored at the same time. In stage 2, when the voltage continues to be stable, it is further increased to 90% of the rated power. In stage 3, it is fully restored to 100% of the rated power, ending the current limiting mode. When the power is restored to 70%, the high-speed circuit breaker is automatically closed, and non-essential load circuits (such as passenger compartment air conditioning, lighting, etc.) are connected to ensure the coordinated recovery of the traction system and the auxiliary system. The signal "leaving the no-power zone" is sent to the adjacent rail vehicles through the rail vehicle network to increase the current output I of the power supply bus of the adjacent rail vehicles. bus , restore normal power supply and return to standard operating mode.

[0023] In addition, to achieve the above-mentioned object, the present invention further proposes a current limiting system for a third-rail current-collecting vehicle circuit when passing through a power-free zone. The current limiting system for a third-rail current-collecting vehicle circuit when passing through a power-free zone comprises:

[0024] Rail vehicle voltage acquisition and data preprocessing module: used to collect the voltage signal U at the current collector of the rail vehicle in real time through the C car voltage sensor when the rail vehicle is in traction or zero position working condition c , and simultaneously obtain the voltage signal U at the current collector of adjacent vehicles A and B a and U b , and perform data preprocessing on the collected voltage data;

[0025] Rail vehicle voltage comparison and dead zone determination module: used to ensure that the high-voltage equipment of the rail vehicle is in normal working condition, and to compare the pre-processed voltage and determine the dead zone;

[0026] Intelligent current limiting and power adjustment module: used to perform intelligent current limiting and power adjustment based on the results of the power-off zone judgment;

[0027] The rail vehicle in the rail vehicle voltage acquisition and data preprocessing module consists of vehicle A, vehicle B and vehicle C, wherein vehicle A is the leading vehicle, vehicle C is the trailing vehicle, and vehicle B is located between vehicles A and C.

[0028] In addition, to achieve the above-mentioned purpose, the present invention also proposes a current limiting device for a third-rail current-collecting vehicle circuit when passing through a power-free zone. The device includes: a memory, a processor, and programs such as a current limiting algorithm for a third-rail current-collecting vehicle circuit when passing through a power-free zone, which are stored in the memory and can be run on the processor. The current limiting algorithm for a third-rail current-collecting vehicle circuit when passing through a power-free zone, and other programs are steps for implementing the current limiting method for a third-rail current-collecting vehicle circuit when passing through a power-free zone as described above.

[0029] In addition, to achieve the above-mentioned purpose, the present invention also provides a computer program product, which includes a current limiting algorithm for the third-rail current-collecting vehicle circuit when passing through a power-free zone, and other programs. When the current limiting algorithm for the third-rail current-collecting vehicle circuit when passing through a power-free zone is executed by a processor, the current limiting method for the third-rail current-collecting vehicle circuit when passing through a power-free zone as described above is implemented.

[0030] The advantages and effects of the present invention are:

[0031] The present invention identifies power-free zones in real time by comparing the voltages of multiple vehicles, avoiding misjudgment by a single sensor, and achieving dynamic adjustment of traction power, thereby reducing the current of the power supply bus of adjacent vehicles by 30%-50%. At the same time, there is no need to completely disconnect the traction system, maintaining the basic traction force of the vehicle and adapting to complex working conditions such as slopes. In addition, the present invention automatically performs current limiting throughout the entire process, reducing the complexity of driver operations and improving the safety of rail vehicle operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0033] Figure 1 The present invention is a flow chart of a current limiting method for a third-rail current-collecting vehicle circuit when passing through a no-power zone.

[0034] Figure 2 This is a structural schematic diagram of the current limiting system of the third rail current-collecting vehicle circuit of the present invention when passing through a power-free zone.

[0035] Figure 3 A schematic diagram of the structure of the C car and the no-power zone is provided for an embodiment of the current limiting method for the third-rail current-collecting vehicle circuit when passing through a no-power zone.

[0036] Figure 4 This is a schematic block diagram of the structure of the current limiting electronic device for the third rail current collecting vehicle circuit of the present invention when passing through a power-free zone. DETAILED DESCRIPTION

[0037] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. 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 are within the scope of protection of the present invention.

[0038] like Figure 1 As shown, in one embodiment of the present invention, a method for limiting current of a third-rail current-collecting vehicle circuit when passing through a no-power zone comprises the following steps:

[0039] Step S10: When the rail vehicle is in traction or zero position, the voltage signal U at the current collector of the rail vehicle is collected in real time through the voltage sensor of the C vehicle. c , and simultaneously obtain the voltage signal U at the current collector of adjacent vehicles A and B a and U b , and perform data preprocessing on the collected voltage data.

[0040] Specifically, the rail vehicle in step S10 consists of car A, car B and car C, wherein car A is the leading car, car C is the trailing car, and car B is located between cars A and C.

[0041] Specifically, the voltage acquisition step in step S10 includes:

[0042] Hardware system initialization: Install a high-precision voltage sensor (such as a Hall voltage sensor) at the current collector (collector shoe) of the C car of the rail vehicle to collect the voltage signal U at the contact point between the current collector and the third rail in real time. c ,The sensor sampling frequency is set to 100Hz to ensure capturing the voltage transient changes. ,A data transmission channel is established through the vehicle bus, such as MVB / TCN, ,to connect the voltage sensor signal of vehicle C with the current ,receiver voltage signal U of the adjacent vehicles A and B. a and U b Perform synchronous collection to ensure the timestamp consistency of multi-vehicle data (error < 10ms);

[0043] Synchronous collection of vehicle voltage: Only when the rail vehicle is in traction mode, such as when the driver gives a traction command, or in zero-position mode, such as when the controller is in zero position but not completely powered off, the voltage detection process is started to avoid invalid data collection when the vehicle is dormant or not in operation. Car A acts as a data aggregation node and periodically sends voltage collection commands to cars B and C. After car C responds to the command, it reads the real-time value U of the local voltage sensor. c and obtain the normal operating voltage U of car A and car B through the vehicle network a and U b (It is necessary to confirm that the status of the high-voltage equipment of the neighboring vehicle is "normal operation").

[0044] Specifically, the step of preprocessing the collected voltage data in step S10 includes:

[0045] Outlier removal: Using a sliding window filtering algorithm, median filtering is performed on the voltage data of five consecutive sampling points (50ms) to remove abnormal spike signals caused by collector shoe bounce or electromagnetic interference;

[0046] Invalid data marking: When the voltage sensor signal of one of cars A, B, and C is interrupted, such as a communication failure, the data of that car is marked as invalid and the comparison is skipped (to avoid misjudgment), and a sensor fault alarm is triggered.

[0047] Step S20: After ensuring that the high-voltage equipment of the rail vehicle is in normal working condition, the pre-processed voltage is compared with the dead zone determination.

[0048] Specifically, step S20 compares the pre-processed voltage with the dead zone determination, including:

[0049] Voltage comparison threshold setting: Set the voltage comparison threshold to 60% of the nominal voltage, i.e. 0.6U n , where the nominal voltage is the rated voltage of the third rail power supply system, that is, the standard power supply voltage specified during design;

[0050] Rail vehicle entry judgment: When Uc <0.6U n AndU c <min(U a ,U b ) when the vehicle enters a no-power zone;

[0051] Rail vehicle departure judgment: When U c ≥0.6U n And U c ≥min(U a ,U b ), it is determined that the rail vehicle has left the no-power zone.

[0052] Step S30: performing intelligent current limiting and power adjustment according to the result of the no-power zone determination.

[0053] Specifically, in step S30, intelligent current limiting and power adjustment are performed according to the result of the no-power zone determination, including:

[0054] When the result of the no-power zone judgment is entering the no-power zone: immediately perform current limiting or power reduction operations on the high-voltage equipment of the rail vehicle (such as the traction inverter) to reduce the traction power output, and simultaneously control the high-speed circuit breaker to disconnect, cut off the non-essential load circuit of the rail vehicle, reduce the current demand, and send a signal "entering the no-power zone" to the adjacent rail vehicle through the rail vehicle network to reduce the current output Ibus of the power supply bus of the adjacent rail vehicle to avoid overload of the adjacent rail vehicle;

[0055] When the result of the no-power zone judgment is leaving the no-power zone: it indicates that the current collector of car C has re-contacted the third rail and resumed normal current collection. In order to avoid the current shock caused by the sudden restoration of full power, a staged recovery strategy is adopted. In stage 1, the traction power is increased from the current limiting state (such as 50% rated power) to 70%, while monitoring the voltage stability of the current collector. In stage 2, when the voltage is continuously stable (fluctuation < ±5% U n ), further increased to 90% of the rated power, stage 3, fully restored to 100% of the rated power, ending the current limiting mode. For example, when the power is 1500kW (50% of the rated value) during current limiting, it is gradually increased to 2100kW (70%), 2700kW (90%), and then to 3000kW (full value). When the power is restored to 70%, the high-speed circuit breaker is automatically closed to connect the non-essential load circuits (such as passenger compartment air conditioning, lighting, etc.) to ensure the coordinated recovery of the traction system and the auxiliary system. A signal "leave the power-free zone" is sent to the adjacent rail vehicles through the rail vehicle network to increase the current output I of the power supply busbar of the adjacent rail vehicles. bus , restore normal power supply and return to standard operating mode.

[0056] For example, when the rail vehicle is traveling at a speed of 40 km / h, the collector shoe of vehicle C enters the no-power zone, and the voltage sensor detects that Uc =500V(nominal voltage U n =1500V, threshold is 900V), and U a =U b =1450V, then proceed to determine the no-power zone, U c <900V and U c <min(U a ,U b ), the system determines that the rail vehicle enters the no-power zone, and then performs current limiting, reducing the traction power from 3000kW to 1500kW, and disconnecting the non-traction load circuit breaker, reducing the current demand by 200A. The neighboring cars B and A receive the current limiting signal, and the bus current is reduced by 150A and 100A respectively; when the rail vehicle leaves the no-power zone, the collector shoe of car C contacts the third rail again, and U c =1400V, the system resumes normal power output.

[0057] In addition, if Figure 2 As shown, in one embodiment of the present invention, a current limiting system for a third-rail current-collecting vehicle circuit when passing through a power-free zone is proposed. The current limiting system for a third-rail current-collecting vehicle circuit when passing through a power-free zone comprises:

[0058] Rail vehicle voltage acquisition and data preprocessing module: used to collect the voltage signal U at the current collector of the rail vehicle in real time through the C car voltage sensor when the rail vehicle is in traction or zero position working condition c , and simultaneously obtain the voltage signal U at the current collector of adjacent vehicles A and B a and U b , and perform data preprocessing on the collected voltage data;

[0059] Rail vehicle voltage comparison and dead zone determination module: used to ensure that the high-voltage equipment of the rail vehicle is in normal working condition, and to compare the pre-processed voltage and determine the dead zone;

[0060] Intelligent current limiting and power adjustment module: used to perform intelligent current limiting and power adjustment based on the results of the power-off zone judgment;

[0061] The rail vehicle in the rail vehicle voltage acquisition and data preprocessing module consists of vehicle A, vehicle B and vehicle C, wherein vehicle A is the leading vehicle, vehicle C is the trailing vehicle, and vehicle B is located between vehicles A and C.

[0062] The current-limiting system for a third-rail current-collecting vehicle circuit operating in a dead zone, provided in this application, employs the current-limiting method for a third-rail current-collecting vehicle circuit operating in a dead zone, as described in the aforementioned embodiment. This system can address the technical issues of existing vehicle circuit current control methods, which are the inability to complete vehicle traction in a dead zone and the presence of high current in collector shoe-related circuits. Compared to the prior art, the current-limiting system for a third-rail current-collecting vehicle circuit operating in a dead zone, provided in this application, has the same beneficial effects as the current-limiting method for a third-rail current-collecting vehicle circuit operating in a dead zone, as described in the aforementioned embodiment. Other technical features of the current-limiting system for a third-rail current-collecting vehicle circuit operating in a dead zone are the same as those disclosed in the aforementioned embodiment, and are not further elaborated upon here.

[0063] like Figure 3 As shown, in one embodiment of the present invention, a schematic diagram of the structure of the C car and the no-power zone is provided for an embodiment of the current limiting method of the third-rail current-collecting vehicle circuit when passing through a no-power zone.

[0064] The present application provides a current limiting device for a third-rail current-collecting vehicle circuit when passing through a dead zone. The current limiting device for a third-rail current-collecting vehicle circuit when passing through a dead zone includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the current limiting method for a third-rail current-collecting vehicle circuit when passing through a dead zone in the above-mentioned embodiment 1.

[0065] like Figure 4 As shown, in one embodiment of the present invention, a schematic diagram of the structure of a current limiting device suitable for implementing the third-rail current-collecting vehicle circuit when passing through a power-free zone in the embodiment of the present application is shown. The current limiting device for the third-rail current-collecting vehicle circuit when passing through a power-free zone in the embodiment of the present application can include, but is not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), etc., as well as fixed terminals such as digital TVs and desktop computers. Figure 4 The current limiting device of the third-rail current-collecting vehicle circuit when passing through a power-free zone is merely an example and should not limit the functions and scope of use of the embodiments of the present application.

[0066] Figure 4The illustrated current limiting device for a third-rail current-collecting vehicle circuit operating in a dead zone may include a processing system 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes based on programs stored in a read-only memory (ROM) 1002 or loaded from a storage system 1003 into a random access memory (RAM) 1004. RAM 1004 also stores various programs and data required for the current limiting device to operate in a dead zone. Processing system 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: an input system 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; an output system 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; a storage system 1003 including, for example, a magnetic tape, hard disk, etc.; and a communication system 1009. Communication system 1009 can allow the current limiting device for the third-rail vehicle circuit to communicate wirelessly or wired with other devices to exchange data when operating in a dead zone. While the figure shows a current limiting device for the third-rail vehicle circuit operating in a dead zone with various systems, it should be understood that implementation or presence of all illustrated systems is not required. More or fewer systems may alternatively be implemented or present.

[0067] In particular, according to the embodiments disclosed in the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via a communication system, or installed from a storage system 1003, or installed from a ROM 1002. When the computer program is executed by the processing system 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0068] The third rail current collection vehicle circuit provided by the application can solve the technical problem that the current control method of the existing vehicle circuit cannot complete vehicle traction in a dead section and a large current exists in the current collection shoe related circuit. Compared with the prior art, the third rail current collection vehicle circuit under the condition of passing through a dead section provided by the application has the same beneficial effects as the third rail current collection vehicle circuit under the condition of passing through a dead section provided by the above-mentioned embodiments, and other technical features of the third rail current collection vehicle circuit under the condition of passing through a dead section are the same as the features disclosed in the above-mentioned embodiment method, and thus are not described herein.

[0069] Parts of the application can be implemented in hardware, software, firmware, or a combination thereof. In the description of the above-mentioned embodiments, specific features, structures, materials, or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0070] The application also provides a computer program product comprising a computer program which, when executed by a processor, implements the steps of the third rail current collection vehicle circuit current limiting method under the condition of passing through a dead section as described above.

[0071] The computer program product provided by the application can solve the technical problem that the current control method of the existing vehicle circuit cannot complete vehicle traction in a dead section and a large current exists in the current collection shoe related circuit. Compared with the prior art, the computer program product provided by the application has the same beneficial effects as the third rail current collection vehicle circuit under the condition of passing through a dead section provided by the above-mentioned embodiments, and thus is not described herein.

[0072] Obviously, those skilled in the art can make various modifications and variations to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application also intends to include these modifications and variations.

Claims

1. A current limiting method for a third rail current-collecting vehicle circuit when passing through a no-power zone, characterized in that: The method comprises the following steps: Step S10: When the rail vehicle is in traction or zero position, the voltage signal U at the current collector of the rail vehicle is collected in real time through the voltage sensor of the C vehicle. c , and simultaneously obtain the voltage signal U at the current collector of adjacent vehicles A and B a and U b , and perform data preprocessing on the collected voltage data; Step S20: After ensuring that the high-voltage equipment of the rail vehicle is in normal working condition, the pre-processed voltage is compared with the no-power zone determination; Step S30: performing intelligent current limiting and power adjustment according to the result of the no-power zone determination; The rail vehicle in step S10 is composed of vehicle A, vehicle B, and vehicle C, wherein vehicle A is the leading vehicle, vehicle C is the trailing vehicle, and vehicle B is located between vehicles A and C.

2. The current limiting method for a third-rail current-collecting vehicle circuit in a no-power zone condition according to claim 1, characterized in that: The voltage acquisition step in step S10 includes: Hardware system initialization: Install a voltage sensor at the current collector of the C car of the rail vehicle to collect the voltage signal U at the contact point between the current collector and the third rail in real time. c , through the vehicle bus, a data transmission channel is established to connect the voltage sensor signal of vehicle C with the current receiver voltage signal U of adjacent vehicles A and B. a and U b Perform synchronous acquisition; Vehicle voltage synchronous collection: Only when the rail vehicle is in traction condition or zero position condition, the voltage detection process is started. Car A acts as a data aggregation node and periodically sends voltage collection instructions to Car B and Car C. After Car C responds to the instruction, it reads the real-time value U of the local voltage sensor c and obtain the normal operating voltage U of car A and car B through the vehicle network a and U b .

3. The current limiting method for a third-rail current-collecting vehicle circuit in a no-power zone condition according to claim 1, characterized in that: The step of preprocessing the collected voltage data in step S10 includes: Outlier removal: Using a sliding window filtering algorithm, median filtering is performed on the voltage data of five consecutive sampling points to remove abnormal spike signals caused by collector shoe vibration or electromagnetic interference; Invalid data marking: When the voltage sensor signal of a car among cars A, B and C is interrupted, the data of that car is marked as invalid.

4. The current limiting method for a third-rail current-collecting vehicle circuit in a no-power zone condition according to claim 1, characterized in that: The step S20 of comparing the pre-processed voltage with the dead zone determination includes: Voltage comparison threshold setting: Set the voltage comparison threshold to the nominal voltage U n 60%, or 0.6U n , where the nominal voltage U n It is the rated voltage of the third rail power supply system, that is, the standard power supply voltage specified during design; Rail vehicle entry judgment: When U c <0.6U n And U c <min(U a ,U b ) when the vehicle enters a no-power zone; Rail vehicle departure judgment: When U c ≥0.6U n And U c ≥min(U a ,U b ), it is determined that the rail vehicle has left the no-power zone.

5. The current limiting method for a third-rail current-collecting vehicle circuit in a no-power zone condition according to claim 1, characterized in that: In step S30, intelligent current limiting and power adjustment are performed according to the result of the no-power zone determination, including: When the result of the no-power zone judgment is that the vehicle enters a no-power zone: immediately perform current limiting or power reduction operations on the high-voltage equipment of the rail vehicle to reduce the traction power output, and simultaneously control the high-speed circuit breaker to disconnect, and send a signal "entering the no-power zone" to the adjacent rail vehicle through the rail vehicle network to reduce the current output I of the power supply bus of the adjacent rail vehicle. bus ; When the result of the no-power zone judgment is leaving the no-power zone: it indicates that the current collector of car C has re-contacted the third rail and resumed normal current collection. A staged recovery strategy is adopted. In stage 1, the traction power is increased from the current limiting state to 70% of the rated power, while monitoring the voltage stability of the current collector. In stage 2, when the voltage continues to be stable, it is further increased to 90% of the rated power. In stage 3, it is fully restored to 100% of the rated power, ending the current limiting mode. When the power is restored to 70%, the high-speed circuit breaker is automatically closed, and a signal "leaving the no-power zone" is sent to the adjacent rail vehicles through the rail vehicle network, increasing the current output I of the power supply busbar of the adjacent rail vehicles. bus .

6. The current limiting system of the third rail current-collecting vehicle circuit when passing through the power-free zone is characterized by: The current limiting system of the third rail current-collecting vehicle circuit under the condition of passing through the power-free zone includes: Rail vehicle voltage acquisition and data preprocessing module: used to collect the voltage signal U at the current collector of the rail vehicle in real time through the C car voltage sensor when the rail vehicle is in traction or zero position working condition c , and simultaneously obtain the voltage signal U at the current collector of adjacent vehicles A and B a and U b , and perform data preprocessing on the collected voltage data; Rail vehicle voltage comparison and dead zone determination module: used to ensure that the high-voltage equipment of the rail vehicle is in normal working condition, and to compare the pre-processed voltage and determine the dead zone; Intelligent current limiting and power adjustment module: used to perform intelligent current limiting and power adjustment based on the results of the power-off zone judgment; The rail vehicle in the rail vehicle voltage acquisition and data preprocessing module consists of vehicle A, vehicle B and vehicle C, wherein vehicle A is the leading vehicle, vehicle C is the trailing vehicle, and vehicle B is located between vehicles A and C.

7. The current limiting device for the third rail current-collecting vehicle circuit when passing through the power-free zone is characterized by: The current limiting device of the third rail current-collecting vehicle circuit under the condition of passing through the power-free zone includes: A memory, a processor, and a current limiting program for a third-rail current-collecting vehicle circuit when passing through a dead zone, which is stored in the memory and can be run on the processor. When the current limiting program for the third-rail current-collecting vehicle circuit when passing through a dead zone is executed by the processor, a current limiting method for a third-rail current-collecting vehicle circuit when passing through a dead zone is implemented as claimed in any one of claims 1 to 5.

8. A computer program product, characterized in that The computer program product includes a current limiting program for a third-rail current-collecting vehicle circuit when passing through a dead zone. When the current limiting program for a third-rail current-collecting vehicle circuit when passing through a dead zone is executed by a processor, the current limiting method for a third-rail current-collecting vehicle circuit when passing through a dead zone is implemented according to any one of claims 1 to 5.

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