Method and system for controlling gate valve of low-vacuum tube transportation system

Abstract

Disclosed are a method and system for controlling a gate valve of a low-vacuum tube transportation system. The control method comprises: upon acquiring a gate lowering request, acquiring position information, speed information, and a traction speed curve of a train; determining a predicted stopping area according to the position information, the speed information, and the traction speed curve; and sending a gate valve action instruction according to a positional relationship between the predicted stopping area and a risk zone, wherein the risk zone refers to an area where a gate would collide with the train during a gate-lowering phase of a gate valve opening control operation. Prior to the lowering of a gate, the described technical solution first conducts a determination as to whether a train will stop in a risk zone, and controls the gate to descend only when a stopping area falls outside the risk zone, so as to effectively prevent the gate from colliding with trains, and thereby reduce the occurrence of safety incidents, and improve rail transit safety.

Description

Control method and system of low vacuum pipeline transportation system gate valve TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, and in particular to a control method and system of a low vacuum pipeline transportation system gate valve. BACKGROUND

[0002] Limited by air resistance, wheel-rail adhesion, pantograph current collection and other factors, traditional wheel-rail rail transit is almost impossible to break through 500 km / h. The magnetic suspension technology can solve the problem of wheel-rail adhesion, but as the speed continues to rise, the problems of train air resistance (positively related to the square of the speed), noise (positively related to the 6-8 power of the speed) cannot be solved.

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

[0004] The low vacuum pipeline system is provided with a monitoring and control system to monitor the vacuum degree of the pipeline and monitor the facilities such as pumps and valves. In an emergency, passengers need to evacuate in the pipeline, and it is not safe for the human body to be directly exposed to a low vacuum environment. Referring to the research results in the aviation field, the safe air pressure range of human body function is 70.1-50.7 kPa, which is equivalent to 3000-5500 m altitude, that is, the minimum air pressure value of the pipeline to meet the safe evacuation of passengers cannot be lower than 50.7 kPa. Therefore, in an emergency, it is necessary to quickly break the low vacuum state of the pipeline (referred to as breaking the vacuum). At this time, the breaking vacuum and pressure restoring baffle valve in the vacuum pump station is opened, the pressure difference between the outdoor and the pipeline is utilized to realize the quick breaking of the vacuum. And the gate valve is controlled to make the gate fall down to evacuate the passengers.

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

[0006] The present application provides a control method and system of a low vacuum pipeline transportation system gate valve to solve the problem that there is no safety judgment before the gate falls in the low vacuum pipeline transportation system.

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

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

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

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

[0011] The risk area refers to an area that collides with the train when the gate valve is opened to control the gate to fall.

[0012] Optionally, before the position information, the speed information and the traction speed curve of the train are acquired, the method further comprises:

[0013] acquiring a front end point and a rear end point of the risk area, wherein a direction from the front end point to the rear end point is a running direction of the train.

[0014] Optionally, the traction speed curve is acquired by:

[0015] acquiring a train running permission end point;

[0016] when the train is located at the train running permission end point and a tail of the train passes the rear end point, acquiring a maximum speed limit curve according to the train running permission end point, the speed information, the position information and braking performance;

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

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

[0019] Optionally, the gate valve action instruction is issued according to the position relationship between the predicted parking area and the risk area, comprising:

[0020] when the train is in the predicted parking area, a head of the train and / or the tail of the train is located between the front end point and the rear end point, a gate valve closing instruction is issued to control the gate to be lifted up;

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

[0022] Optionally, the front end point and the rear end point of the risk area are acquired by:

[0023] determining a first preset distance;

[0024] a point position at a first preset distance from the damper position in a first direction is taken as the front end point, wherein the first direction is a direction in which a train head of the train points to a train tail of the train;

[0025] a second preset distance is determined;

[0026] a point position at the second preset distance from the damper position in a second direction is taken as the rear end point, wherein the second direction is a direction in which the train tail points to the train head;

[0027] wherein the first preset distance is less than the second preset distance.

[0028] Optionally, the first preset distance is determined by:

[0029] a preset safety distance between the train head and the damper when the train is stopped is taken as the first preset distance.

[0030] Optionally, the second preset distance is determined by:

[0031] a maximum running speed and a braking acceleration of the train are obtained;

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

[0033] According to another aspect of the present application, a control system of a damper valve of a low-vacuum pipeline transportation system is provided, comprising: a vehicle-mounted operation control system, a partition operation control system, a low-vacuum detection system, and a traction system.

[0034] The partition operation control system is connected with the vehicle-mounted operation control system, the low-vacuum detection system, and the traction system respectively, and is configured to obtain position information, speed information, and a traction speed curve of the train when a damper falling request is obtained, to determine a predicted parking area according to the position information, the speed information, and the traction speed curve, and to issue a damper valve action instruction according to a positional relationship between the predicted parking area and a risk area.

[0035] Optionally, the control system further comprises: a damper valve.

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

[0037] Optionally, the control system further comprises: a vehicle-mounted positioning device.

[0038] The vehicle-mounted operation control system is connected with the vehicle-mounted positioning device and the sub-area operation control system respectively, and is configured to receive the position information and the speed information acquired by the vehicle-mounted positioning device, and send the position information and the speed information to the sub-area operation control system.

[0039] When the gate plate falling request is acquired, the position information, the speed information and the traction speed curve of the train are acquired, the predicted parking area is determined according to the position information, the speed information and the traction speed curve, and the gate plate valve action instruction is sent according to the position relationship between the predicted parking area and the risk area. The above technical solution judges whether the train will stop in the risk area before the gate plate falls, controls the gate plate to fall only when the parking area is outside the risk area, effectively prevents the gate plate from hitting the train, reduces the occurrence of safety accidents and improves the safety of rail transit.

[0040] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the present application, nor is it used to limit the scope of the present application. Other features of the present application will become apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0041] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0042] Fig. 1 is a flow chart of a control method of a gate valve of a first low-vacuum pipeline transportation system according to an embodiment of the present application;

[0043] Fig. 2 is a flow chart of a control method of a gate valve of a second low-vacuum pipeline transportation system according to an embodiment of the present application;

[0044] Fig. 3 is a process diagram of train running braking according to a first embodiment of the present application;

[0045] Fig. 4 is a flow chart of a control method of a gate valve of a third low-vacuum pipeline transportation system according to an embodiment of the present application;

[0046] Fig. 5 is a process diagram of train running braking according to a second embodiment of the present application;

[0047] Fig. 6 is a flow chart of a control method of a gate valve of a fourth low-vacuum pipeline transportation system according to an embodiment of the present application;

[0048] Fig. 7 is a flow chart of a control method of a gate valve of a fifth low-vacuum pipeline transportation system according to an embodiment of the present application;

[0049] Fig. 8 is a schematic diagram of a control system structure of a first low-vacuum pipeline transportation system damper valve according to an embodiment of the present application;

[0050] Fig. 9 is a schematic diagram of a control system structure of a second low-vacuum pipeline transportation system damper valve according to an embodiment of the present application;

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

[0052] In order to make the personnel in the technical field better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor should belong to the scope of protection of the present application.

[0053] It should be noted that the terms "first", "second", and the like in the specification and claims of the present application and the above-described drawings are used to distinguish similar objects, and do not necessarily have to be used to describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or device that includes a series of steps or units does not have to be limited to only those steps or units clearly listed, but can include other steps or units that are not clearly listed or inherent to these processes, methods, products, or devices.

[0054] Fig. 1 is a flowchart of a control method of a first low-vacuum pipeline transportation system damper valve according to an embodiment of the present application. The present embodiment can be applied to a situation where a damper falling down may hit a train in a low-vacuum pipeline transportation system. As shown in Fig. 1, the method comprises:

[0055] S110, obtaining position information, speed information, and traction speed curve of the train when a damper falling down request is obtained.

[0056] Specifically, the low-vacuum pipeline transportation system comprises a vehicle-mounted operation control system, a partition operation control system, a low-vacuum detection system, and a traction system. It should be noted that low vacuum refers to a gas pressure of 10 5 to 10 2Vacuum state in Pascal (Pa) range. In case of emergency, passengers need to evacuate in the pipe, at this time, the shutter valve needs to be opened to control the shutter to fall to break the vacuum state and evacuate the passengers. In order to ensure that the shutter does not fall on the running train, the low vacuum detection system needs to send a shutter falling request to the partition operation control system first, and only after receiving the shutter valve opening instruction issued by the partition operation control system, the shutter falling can be operated. When the partition operation control system obtains the shutter falling request, the position information and speed information of the train in the current state are obtained through the on-board operation control system, and the traction speed curve is obtained through the traction system. The traction speed curve refers to a curve describing the relationship between the traction force of the train and the speed, which is drawn by comprehensively considering the braking and traction characteristics of the train.

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

[0058] Further, after obtaining the position information, the speed information and the traction speed curve, the partition operation control system can predict the area where the vehicle is likely to stop, i.e. the predicted parking area, according to the above information and through a function model.

[0059] S130, issuing a shutter valve action instruction according to the positional relationship between the predicted parking area and the risk area.

[0060] The risk area refers to the area where the train collides when the shutter valve is opened to control the shutter to fall. The partition operation control system compares the parking area with the risk area to determine whether there is an overlap, and issues a shutter valve action instruction according to the overlap. The shutter valve action instruction includes a shutter valve opening instruction and a shutter valve closing instruction. When the shutter valve is opened, the shutter falls, and vice versa, when the shutter valve is closed, the shutter rises. For example, when the partition operation control system determines that there is an overlap between the predicted parking area and the risk area, it means that the shutter falling may hit the train, and then the shutter valve closing instruction is issued. When the partition operation control system determines that there is no overlap between the predicted parking area and the risk area, it means that the shutter falling will not hit the train, and then the shutter valve opening instruction is issued.

[0061] In the embodiment of the present application, when the shutter falling request is obtained, the position information, the speed information and the traction speed curve of the train are obtained, and the predicted parking area is determined according to the position information, the speed information and the traction speed curve. Further, the shutter valve action instruction is issued according to the positional relationship between the predicted parking area and the risk area. The above technical solution first judges whether the train will stop in the risk area before the shutter falls, and controls the shutter to fall only when the parking area is outside the risk area, which can effectively prevent the shutter from hitting the train and reduce the occurrence of safety accidents, thereby improving the safety of rail transit.

[0062] On the basis of the above-mentioned embodiments, the embodiment additionally adds the step of obtaining the front end point and the rear end point of the risk area before obtaining the position information, the speed information and the traction speed curve of the train when the gate falling request is obtained. Fig. 2 is a flow chart of a control method of a gate valve of a second low-vacuum pipeline transportation system according to an embodiment of the present application. Fig. 3 is a process diagram of train running braking according to an embodiment of the present application. As shown in Fig. 2, the method comprises the following steps:

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

[0064] Specifically, as shown in Fig. 3, P is the gate position, and the area where the gate falling collides with the train, i.e., the risk area, is between the front end point A and the rear end point B. The direction from the front end point A to the rear end point B is the direction of train running.

[0065] S210, obtaining the position information, the speed information and the traction speed curve of the train when the gate falling request is obtained.

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

[0067] S230, issuing the gate valve action instruction according to the positional relationship between the predicted parking area and the risk area.

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

[0069] On the basis of the above-mentioned embodiments, the embodiment describes how to obtain the traction speed curve. Fig. 4 is a flow chart of a control method of a third low-vacuum pipeline transportation system gate valve according to an embodiment of the present application, and Fig. 5 is a process diagram of train running braking according to an embodiment of the present application. As shown in Fig. 4, the control method comprises the following steps:

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

[0071] S310, obtaining the position information and the speed information of the train when the gate falling request is obtained.

[0072] S320, obtaining the train running permission end point.

[0073] Specifically, the train running permission end point refers to the farthest position that the train is allowed to reach in the low-vacuum tube transportation system. As shown in FIG. 5, the horizontal axis in the coordinate axis represents distance, the vertical axis represents speed, the curve represents the maximum speed limit curve, and the intersection of the curve and the horizontal axis represents the farthest position that the train is allowed to travel. For example, referring to curve 5, the intersection of the curve 5 and the horizontal axis is point M, and if the train is located at point M and the tail of the train passes the rear end point B, the parking permission end point can be set as point B. Referring to curve 6, the intersection of the curve 6 and the horizontal axis is point N, and if the train is located at point N and the head of the train reaches the front end point A, the parking permission end point can be set as point A. In addition, it should be noted that the train movement authorization mechanism effectively ensures that the train running permission end point is not in the risk area through high-precision positioning, continuous two-way communication, and automatic protection functions. Based on the train movement authorization mechanism, the intersection of the maximum speed limit curve and the horizontal axis, i.e., the parking permission end point, will not fall between the front end point A and the rear end point B of the risk area.

[0074] S330, when the train is located at the parking permission end point and the tail of the train passes the rear end point, the maximum speed limit curve is obtained according to the train running permission end point, speed information, position information, and braking performance.

[0075] For example, as shown in FIG. 5, referring to curve 5, the train running permission end point can be set as the rear end point B, that is, the farthest distance that the train is allowed to travel includes the risk area, so the train may be parked between the front end point A and the rear end point B of the risk area in the actual running process. Based on the above situation, it is necessary to determine whether the train will be parked in the risk area.

[0076] Referring to curve 6, the train running permission end point can be set as the front end point A, that is, the farthest distance that the train is allowed to travel can only reach the front end point A, and the train will not be parked between the front end point A and the rear end point B of the risk area in the actual running process. In this case, it is not necessary to determine whether the train will be parked in the risk area.

[0077] As shown in FIG. 3, the horizontal axis in the coordinate axis represents distance, the vertical axis represents speed, and the curve represents the maximum speed limit curve, which is the maximum allowed speed of the train at any position. The intersection of the curve 4 and the horizontal axis represents the maximum distance that the train is allowed to travel. Referring to curve 4, the intersection C of the curve 4 and the horizontal axis is after the rear end point B, that is, the train running permission end point can be set as C, and when the train is located at the train running permission end point C, the tail of the train passes the rear end point. At this time, the partition operation and control system obtains the maximum speed limit curve according to the train running permission end point, speed information, position information, and braking performance. The maximum speed limit curve is the maximum allowed speed of the train at any position.

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

[0079] Further, after the partition operation control system calculates the maximum speed limit curve, the maximum speed limit curve, position information, line data and train data are sent to the traction system, so that the traction system makes feedback according to the above information, wherein the line data includes slope and radius of curvature. The slope refers to the height change rate of the pipeline bottom relative to the horizontal plane. The radius of curvature refers to the physical bending degree of the pipeline track curve. The train data refers to the train length and car weight and other parameters.

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

[0081] Specifically, after the traction system receives the maximum speed limit curve, position information, line data and train data and other information sent by the partition operation control system, the traction speed curve is calculated based on the above information and fed back to the partition operation control system, so that the partition operation control system subsequently predicts the train parking area.

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

[0083] S370, issue a gate valve action instruction according to the positional relationship between the predicted parking area and the risk area.

[0084] In the embodiment of the application, the train running permission end point is first obtained. When the train is located at the running permission end point and the tail exceeds the rear end point, it is judged that the train will pass through the risk area during operation. At this time, it is necessary to judge whether the train will be hit by the falling gate. Further, the maximum speed limit curve is obtained according to the train running permission end point, speed information, position information and braking performance, and the maximum speed limit curve, position information, line data and train data are sent to the traction system to obtain the traction speed curve calculated by the traction system based on the maximum speed limit curve, position information, line data and train data. In order to subsequently judge whether the train will stop in the risk area, prevent the gate from hitting the train, reduce the occurrence of safety accidents and improve the safety of rail transit.

[0085] The embodiment of the application further refines how to issue a gate valve action instruction according to the positional relationship between the predicted parking area and the risk area. Fig. 6 is a flow chart of a fourth control method of the gate valve of the low vacuum pipeline transportation system according to an embodiment of the application. As shown in Fig. 6, the control method comprises the following steps:

[0086] S400, obtain the front end point and the rear end point of the risk area.

[0087] S410, when the gate falling request is acquired, acquiring position information, speed information and traction speed curve of the train.

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

[0089] S431, when the train is in the predicted parking area, the train head and / or the train tail is between the front end point and the rear end point, the gate valve closing instruction is sent to control the gate to rise.

[0090] Specifically, as shown in FIG. 3, curve 1, curve 2 and curve 3 represent the traction speed curve. The intersection of curve 1, curve 2 and curve 3 with the horizontal axis represents the predicted parking point. The predicted parking area refers to the area occupied by the train body when the train is at the predicted parking point. For example, referring to curve 2, the intersection of curve 2 with the horizontal axis is D, the train predicted parking point D is between the front end point A and the rear end point B, and if the train is in the predicted parking area corresponding to the D point, there are the following cases: 1) the train head is between the front end point A and the rear end point B; 2) the train head and tail are between the front end point A and the rear end point B; 3) the train tail is between the front end point A and the rear end point B. The above three cases all indicate that the predicted parking area and the risk area overlap, and the gate falling will hit the train. Based on this, the partition operation and control system sends the gate valve closing instruction to control the gate to remain raised.

[0091] S432, when the train is in the predicted parking area, the train head is on the side of the front end point away from the rear end point, the train head reaches the front end point, the train tail reaches the rear end point, or the train tail has passed the rear end point, the gate valve opening instruction is sent to control the gate to fall.

[0092] For example, as shown in FIG. 3, referring to curve 1, the intersection of curve 1 with the horizontal axis is E, E point corresponds to the front end point A, and if the train is in the predicted parking area corresponding to the E point, there are the following cases: 1) the train head is on the side of the front end point A away from the rear end point B, that is, the train head has not reached the front end point A; 2) the train head has just reached the front end point A. Referring to curve 3, the intersection of curve 3 with the horizontal axis is F, F point corresponds to the rear end point B, and if the train is in the predicted parking area corresponding to the F point, there are the following cases: 1) the train tail reaches the rear end point B; 2) the train tail has passed the rear end point B. The above cases all indicate that the predicted parking area and the risk area do not overlap, and the gate falling will not hit the train. Based on this, the partition operation and control system sends the gate valve opening instruction to control the gate to fall.

[0093] In the embodiment of the application, the position relationship between the train in the predicted parking area and the front end point and the rear end point is determined, so that it is accurately judged whether the train will be hit by the gate falling, further preventing the gate from hitting the train, reducing the occurrence of safety accidents and improving the safety of rail transit.

[0094] The embodiment illustrates how to obtain the front end point and the rear end point of the risk area. FIG. 7 is a flow chart of a control method of a fifth low-vacuum pipeline transportation system flap valve according to an embodiment of the present application. As shown in FIG. 7, the control method flow chart comprises the following steps:

[0095] S501, determining a first preset distance.

[0096] Optionally, the determination of the first preset distance comprises: taking a preset safety distance between a train head and the flap when the train stops as the first preset distance.

[0097] Specifically, as shown in FIG. 3, La represents the first preset distance. The preset safety distance refers to a safety distance reserved between the train head and the flap when the train stops.

[0098] S502, taking a point position at a first preset distance from the flap position along a first direction as a front end point.

[0099] The first direction refers to a direction in which the train head points to the train tail.

[0100] Specifically, as shown in FIG. 3, the first direction X is a direction in which the train head points to the train tail, and the point at the first preset distance La from the flap position P along the first direction X is the front end point, i.e., point A.

[0101] S503, determining a second preset distance.

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

[0103] Specifically, as shown in FIG. 3, the second preset distance is Lb, and the second preset distance Lb can be a train emergency braking distance. According to the formula: the second preset distance Lb can be calculated. Wherein s is the train emergency braking distance, V is the initial speed of the train, and a is the braking acceleration of the train. The initial speed of the train can be the maximum running speed of the train. When obtaining the braking acceleration of the train, the influence of resistance and slope needs to be considered comprehensively to ensure the accuracy of the calculation of the train emergency braking distance.

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

[0105] S504, a point position at a second preset distance from the dam position in a second direction is taken as a rear end point. The second direction refers to a direction in which the tail of the train points to the head of the train.

[0106] Specifically, as shown in FIG. 3, the second direction Y is a direction in which the tail of the train points to the head of the train, and a point at a second preset distance Lb from the dam position P in the second direction Y is the rear end point, i.e., point B. The first preset distance is smaller than the second preset distance.

[0107] S510, when the dam falling request is acquired, the position information, the speed information and the traction speed curve of the train are acquired.

[0108] S520, the predicted parking area is determined according to the position information, the speed information and the traction speed curve.

[0109] S530, the dam valve action instruction is issued according to the positional relationship between the predicted parking area and the risk area.

[0110] The first preset distance and the second preset distance are determined in the embodiment of the application, and then the front end point and the rear end point of the risk area are determined, so that whether the train will stop in the risk area is determined subsequently, the dam is prevented from hitting the train, the occurrence of safety accidents is reduced, and the safety of the rail transit is improved.

[0111] Based on the above inventive concept, FIG. 8 is a control system structure schematic diagram of a first low-vacuum pipeline transportation system dam valve according to an embodiment of the application. As shown in FIG. 8, the system includes: a vehicle-mounted operation control system 810, a partition operation control system 820, a low-vacuum detection system 830 and a traction system 840; the partition operation control system 820 is connected with the vehicle-mounted operation control system 810, the low-vacuum detection system 830 and the traction system 840 respectively; the partition operation control system 820 is used for acquiring the position information, the speed information and the traction speed curve of the train when the dam falling request is acquired; and is used for determining the predicted parking area according to the position information, the speed information and the traction speed curve; and is further used for issuing the dam valve action instruction according to the positional relationship between the predicted parking area and the risk area.

[0112] Specifically, the vehicle-mounted operation control system 810 is responsible for monitoring the running state of the train, including speed and position. The zoned operation control system 820 can efficiently collect and calculate data in the low-vacuum tube system and ensure the safety and stability of train operation through advanced data processing and control strategies. In addition, the zoned operation control system 820 means that the inside of the low-vacuum tube transportation system is divided into multiple independent zones through advanced control technology and equipment. The low-vacuum detection system 830 can monitor the vacuum degree in the tube in real time and also control the opening and closing of the gate valve. The traction system 840 is mainly responsible for providing the necessary power for the train, can calculate the traction speed curve according to the information sent by the zoned operation control system 820, and calculate the input phase, frequency and voltage of the long-stator motor according to the speed, and then drive the train to run or brake the train. The zoned operation control system 820 is connected with the low-vacuum detection system 830 for receiving the gate falling request sent by the low-vacuum detection system 830, and is connected with the vehicle-mounted operation control system 810 for obtaining position information and speed information. The zoned operation control system 820 is connected with the traction system 840 for receiving the traction speed curve feedback by the traction system 840. The zoned operation control system 820 can obtain the maximum speed limit curve according to the train parking permission end point, speed information, position information and braking performance, and send the maximum limit speed curve, position information, line data and train data to the traction system 840. The traction system 840 can calculate the traction speed curve according to the above information and feedback to the zoned operation control system 820. The zoned operation control system 820 determines the predicted parking area according to the position information, speed information and traction speed curve, and then sends the gate valve action instruction according to the position relationship between the predicted parking area and the risk area.

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

[0114] Optionally, Fig. 9 is a schematic diagram of a control system structure of a second low-vacuum pipeline transportation system gate valve according to an embodiment of the present application. As shown in Fig. 9, the system further comprises: a gate valve 850; and a low-vacuum detection system 830 connected to the zone operation control system 820 and the gate valve 850, respectively, and configured to receive a gate valve action instruction sent by the zone operation control system 820 and output a control signal to the gate valve 850 according to the gate valve action instruction to control opening and closing of the gate valve 850.

[0115] Specifically, the low-vacuum detection system 830 can send a gate falling request to the zone operation control system 820, and when the zone operation control system 820 determines that the gate will not hit the train, the zone operation control system 820 sends a gate valve opening instruction to the low-vacuum detection system 830, and the low-vacuum detection system 830 outputs a gate opening signal to the gate valve 850 according to the gate valve opening instruction to control the gate valve 850 to open and make the gate fall. Conversely, when the zone operation control system 820 determines that the gate will hit the train, the zone operation control system 820 sends a gate valve closing instruction to the low-vacuum detection system 830, and the low-vacuum detection system 830 outputs a gate closing signal to the gate valve 850 according to the gate valve closing instruction to control the gate valve 850 to close and make the gate rise.

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

[0117] Optionally, Fig. 10 is a schematic diagram of a control system structure of a third low-vacuum pipeline transportation system gate valve according to an embodiment of the present application. As shown in Fig. 10, the system comprises: a vehicle-mounted positioning device 860; and a vehicle-mounted operation control system 810 connected to the vehicle-mounted positioning device 860 and the zone operation control system 820, respectively, and configured to receive position information and speed information acquired by the vehicle-mounted positioning device 860 and send the position information and the speed information to the zone operation control system 820.

[0118] Specifically, the vehicle-mounted positioning device 860 can provide real-time position information and speed information of the train. The vehicle-mounted positioning device 860 is connected to the vehicle-mounted operation control system 810 and transmits the position information and the speed information of the train to the vehicle-mounted operation control system 810 in real time. The vehicle-mounted operation control system 810 is connected to the zone operation control system 820 and sends the position information and the speed information to the zone operation control system 820 by wireless communication.

[0119] According to the embodiment of the present application, the vehicle-mounted positioning device accurately acquires the position information and the speed information of the train, which lays a foundation for subsequent judgment of whether the train will stop in a risk area.

[0120] It should be understood that the various forms of flow shown above can be used to reorder, add, or remove steps. For example, the steps recited in the present application can be performed in parallel, in series, or in a different order, as long as the desired results of the technical solutions of the present application can be achieved, which are not limited herein.

[0121] The above detailed description does not constitute a limitation on the protection scope of the present application. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent replacements, and improvements made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A method of controlling a low vacuum pipeline transportation system gate valve, characterized in that, The application comprises the following steps: When the request of the drop of the gate is obtained, the position information, the speed information and the traction speed curve of the train are obtained; The predicted parking area is determined according to the position information, the speed information and the traction speed curve; The gate valve action instruction is sent according to the position relationship between the predicted parking area and the risk area; The risk area refers to the area that collides with the train when the gate valve is opened to control the drop of the gate.

2. The control method according to claim 1, characterized by, Before the position information, the speed information and the traction speed curve of the train are obtained when the request of the drop of the gate is obtained, the following steps are further included: The front end point and the rear end point of the risk area are obtained, and the direction from the front end point to the rear end point is the running direction of the train.

3. The control method according to claim 2, characterized by The application comprises the following steps: The traction speed curve is obtained, including: The train driving permission end point is obtained; When the train is located at the driving permission end point and the tail of the train passes the rear end point, the maximum speed limit curve is obtained according to the train driving permission end point, the speed information, the position information and the braking performance; The maximum speed limit curve, the position information, the line data and the train data are sent to the traction system; The traction system calculates the traction speed curve based on the maximum speed limit curve, the position information, the line data and the train data.

4. The control method according to claim 2, characterized by, The gate valve action instruction is sent according to the position relationship between the predicted parking area and the risk area, including: When the train is in the predicted parking area, the head of the train and / or the tail of the train is located between the front end point and the rear end point, the gate valve closing instruction is sent to control the lifting of the gate; When the train is in the predicted parking area, the head of the train is located on the side away from the rear end point, the head of the train reaches the front end point, the tail of the train reaches the rear end point or the tail of the train has passed the rear end point, the gate valve opening instruction is sent to control the drop of the gate.

5. The control method according to claim 2, characterized by, The front end point and the rear end point of the risk area are obtained, including: A first preset distance is determined; A point located at the first preset distance from the gate position in a first direction is taken as the front end point, wherein the first direction refers to the direction from the head of the train to the tail of the train; A second preset distance is determined; A point located at the second preset distance from the gate position in a second direction is taken as the rear end point, wherein the second direction refers to the direction from the tail of the train to the head of the train; The first preset distance is smaller than the second preset distance.

6. The control method according to claim 5, characterized by The first preset distance is determined, including: A preset safety distance between the head of the train and the gate when the train stops is taken as the first preset distance.

7. The control method according to claim 5, characterized by, The second preset distance is determined, including: The maximum running speed and the braking acceleration of the train are obtained; The second preset distance is determined according to the maximum running speed and the braking acceleration of the train.

8. A control system for a low vacuum pipeline transportation system gate valve, characterized in that, The application comprises the following steps: The onboard operation control system, the partition operation control system, the low vacuum detection system and the traction system are included. The partition operation control system is connected with the vehicle-mounted operation control system, the low vacuum detection system and the traction system respectively; the partition operation control system is used to acquire position information, speed information and traction speed curve of the train when a request of falling down of the gate valve is acquired; and is used to determine a predicted parking area according to the position information, the speed information and the traction speed curve; And is used to issue a gate valve action instruction according to a position relationship between the predicted parking area and a risk area.

9. The control system of claim 8, wherein, Further comprising: a gate valve; The low vacuum detection system is connected with the partition operation control system and the gate valve respectively, and is used to receive the gate valve action instruction issued by the partition operation control system and output a control signal to the gate valve according to the gate valve action instruction to control opening and closing of the gate valve.

10. The control system of claim 8, wherein, Further comprising: a vehicle-mounted positioning device; The vehicle-mounted operation control system is connected with the vehicle-mounted positioning device and the partition operation control system respectively, and is used to receive the position information and the speed information acquired by the vehicle-mounted positioning device and send the position information and the speed information to the partition operation control system.

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