Power-off section detection method and apparatus, control method and apparatus, and device, medium and product

Abstract

A power-off section detection method and apparatus, a control method and apparatus, and a device, a medium and a product. The power-off section detection method comprises: acquiring a current-collector current value detected by a current sensor of a current collector; and when the duration of the current-collector current value being less than a current threshold value exceeds a preset duration, determining that a power-off section is detected.

Description

Methods, control methods, devices, equipment, media, and products for detecting areas without electricity.

[0001] Cross-reference to related applications

[0002] This disclosure claims priority to Chinese patent application CN202411447192.0, filed on October 16, 2024, entitled “Method, control method, apparatus, equipment, medium and product for detecting electric-free areas”, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of non-electric zone detection technology, and particularly to a method, control method, apparatus, equipment, medium and product for non-electric zone detection. Background Technology

[0004] Subway vehicles are powered by the power grid, using either pantograph-catenary power supply or third-rail power supply. Third-rail power supply is constrained by factors such as the surface track laying environment and switch transition rails, resulting in non-bridging areas of varying lengths and dead rails (areas without power). Related technologies cannot effectively detect these dead rail areas during vehicle coasting or braking, leading to false positives or false negatives and posing significant safety hazards. Furthermore, there is a technical problem with inaccurate dead rail detection in this field.

[0005] Summary of the Invention

[0006] This disclosure provides a method, control method, apparatus, equipment, medium, and product for detecting areas without electricity, which solves the technical problem of inaccurate dead track detection.

[0007] In a first aspect, this disclosure provides a method for detecting a powerless zone, the method comprising: acquiring the current value of the current receiver detected by the current sensor of the current receiver; and determining that a powerless zone has been detected when the current value of the current receiver is lower than the current threshold for a duration exceeding a preset duration.

[0008] In some embodiments, the step of determining that a power-free zone is detected when the current value of the current receiver is lower than the current threshold for a duration exceeding a preset duration includes: determining that a power-free zone is detected when the current value of the current receiver is lower than the current threshold for a duration exceeding the preset duration and the voltage drop rate of the supporting capacitor is greater than a preset drop rate threshold.

[0009] In some embodiments, the step of calculating the voltage drop rate of the supporting capacitor includes: obtaining the vehicle's auxiliary real-time power; obtaining the vehicle's traction real-time power based on the voltage level, vehicle speed, and a preset lookup table of voltage level, vehicle speed, and traction power; obtaining the vehicle's instantaneous power based on the sum of the traction real-time power and the auxiliary real-time power; and obtaining the voltage drop rate of the supporting capacitor based on the ratio of the vehicle's instantaneous power to the capacitance and voltage of the supporting capacitor.

[0010] Secondly, this disclosure provides a control method for controlling a vehicle, the method comprising: disconnecting the electrical connection between the third rail and the vehicle's converter when a power-off zone is detected.

[0011] In some embodiments, disconnecting the electrical connection between the third rail and the vehicle's converter includes: acquiring the converter's circuit current; when the converter's circuit current is less than a circuit current threshold, disconnecting the line contactor to disconnect the electrical connection between the third rail and the vehicle's converter; when the converter's circuit current is greater than or equal to the circuit current threshold, disconnecting the line contactor after a preset delay to disconnect the electrical connection between the third rail and the vehicle's converter.

[0012] In some embodiments, the method further includes: acquiring the grid-side voltage of the vehicle; determining that the vehicle has left the power-free zone when the grid-side voltage is greater than a preset grid voltage threshold; and establishing an electrical connection between the third rail and the vehicle's converter after determining that the vehicle has left the power-free zone.

[0013] In some embodiments, establishing an electrical connection between the third rail and the vehicle's converter includes: obtaining the closing current of the line contactor based on the ratio of the difference between the grid-side voltage and the supporting capacitor voltage to the line impedance; if the closing current is less than a threshold, closing the line contactor to establish an electrical connection between the third rail and the vehicle's converter; if the closing current is greater than or equal to the threshold, closing the charging contactor to charge the supporting capacitor; and after charging is completed, closing the line contactor to establish an electrical connection between the third rail and the vehicle's converter.

[0014] In some embodiments, the method further includes: turning on the braking resistor and / or using dynamic chopper control to consume the motor braking energy, thereby adjusting the voltage difference between the grid-side voltage and the supporting capacitor voltage to a preset range.

[0015] Thirdly, this disclosure provides a no-electricity zone detection device, the device comprising: a detection module configured to acquire the current value of the current receiver detected by the current sensor of the current receiver; and a judgment module configured to determine that a no-electricity zone has been detected when the current value of the current receiver is lower than the current threshold for a duration exceeding a preset duration.

[0016] Fourthly, this disclosure provides a control device configured to control a vehicle, the device comprising: a control module configured to disconnect the electrical connection between the third rail and the vehicle's converter when a no-power zone detection device based on the above aspects detects a no-power zone.

[0017] Fifthly, this disclosure provides a computer device including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of any of the control methods described above.

[0018] In a sixth aspect, this disclosure provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the control methods described above.

[0019] In a seventh aspect, this disclosure provides a computer program product, including a computer program that, when executed by a processor, implements the steps of any of the control methods described above. Attached Figure Description

[0020] The present disclosure will be described in more detail below based on embodiments and with reference to the accompanying drawings:

[0021] Figure 1 is a schematic flowchart of a method for detecting an electrified area provided in an embodiment of this disclosure;

[0022] Figure 2 is a schematic flowchart of a control method provided by an embodiment of this disclosure;

[0023] Figure 3 is a schematic diagram of the structure of a non-electric zone detection device provided in an embodiment of this disclosure;

[0024] Figure 4 is a schematic diagram of the structure of a control device provided in an embodiment of this disclosure;

[0025] Figure 5 is a schematic diagram of a subway vehicle and a third rail non-bridged power supply provided by an embodiment of this disclosure;

[0026] Figure 6 is a schematic diagram of a subway vehicle and a dead track area provided in an embodiment of this disclosure;

[0027] Figure 7 is a schematic diagram of a subway vehicle and a third rail bridge power supply provided by an embodiment of this disclosure;

[0028] Figure 8 is a schematic diagram of a dead track detection application circuit provided in an embodiment of this disclosure;

[0029] Figure 9 is a schematic diagram of an RGD detection scheme for coasting conditions provided by an embodiment of this disclosure;

[0030] Figure 10 is a schematic diagram of a braking condition RGD detection scheme provided by an embodiment of this disclosure.

[0031] Reference numerals: FU1: DC fuse for the third rail current collector; FU2: DC fuse for the third rail current collector; FU3: Third rail current collector DC fuse; FU4: Third rail current collector DC fuse; CS1: Dead rail current sensor; CS2: Dead rail current sensor; HSCB: High-speed circuit breaker; FU21: Auxiliary converter DC fuse; VD21: Auxiliary converter reverse protection diode; CS11: Traction converter input current sensor; CS21: Auxiliary converter input current sensor; KM11: Traction converter - line contactor; KM12: Traction converter - charging contactor; R11: Traction converter - charging resistor; L11: Traction converter - line filter reactor; KM11: Auxiliary converter - line contactor; KM12: Auxiliary converter - charging contactor; R11: Auxiliary converter - charging resistor; L11: Auxiliary converter - line filter reactor; TCU: Traction control unit; ACU: Auxiliary control unit; RGD: Rail Gap Detected, dead rail detection.

[0032] In the accompanying drawings, the same parts are referred to by the same reference numerals, and the drawings are not drawn to scale. Detailed Implementation

[0033] To enable those skilled in the art to better understand the present disclosure and to fully understand and implement the process of how the present disclosure applies technical means to solve technical problems and achieve corresponding technical effects, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present disclosure, not all embodiments. The embodiments of the present disclosure and the various features therein can be combined with each other without conflict, and the resulting technical solutions are all within the protection scope of the present disclosure. Based on the embodiments of the present disclosure, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present disclosure.

[0034] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this disclosure are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this disclosure described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0035] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0036] Subway vehicles are powered by the power grid, using either pantograph-catenary power supply or third-rail power supply. Third-rail power supply is constrained by factors such as the surface track laying environment and switch transition rails, resulting in non-bridging areas of varying lengths and dead rails (areas without power). Related technologies cannot effectively detect these dead rail areas during vehicle coasting or braking, leading to false positives or false negatives and posing significant safety hazards. Furthermore, there is a technical problem with inaccurate dead rail detection in this field.

[0037] The technical solution of this disclosure will be described below with reference to specific embodiments.

[0038] Example 1

[0039] Figure 1 is a flowchart illustrating a method for detecting a powerless zone according to an embodiment of this disclosure. As shown in Figure 1, in the technical solution of this embodiment, a method for detecting a powerless zone is provided. The method includes: acquiring the current value of the current receiver detected by the current sensor of the vehicle current receiver; and determining that a powerless zone is detected when the current value of the current receiver is lower than the current threshold for a duration exceeding a preset duration.

[0040] Currently, the third rail power supply in subway vehicles is limited by various factors, resulting in areas without power. Related technologies cannot effectively detect these areas during vehicle coasting or braking, leading to false positives or false negatives and posing significant safety hazards. For example, conventional detection methods, under vehicle braking or coasting conditions, are limited by the vehicle's operating conditions and control scheme, resulting in insignificant changes in the voltage drop and power of the supporting capacitor, making it impossible to accurately determine whether an area has entered a power-off zone.

[0041] In this embodiment, a current sensor is used to detect the current value between the current collector and the converter. When the current value remains below a current threshold for a duration exceeding a preset time, a no-electricity zone is detected. This method directly determines the no-electricity zone by monitoring the current collector, avoiding the limitations of conventional solutions that rely solely on the voltage drop of the supporting capacitor and power changes. For example, during vehicle operation, the current sensor monitors the current in real time. When the vehicle enters a potential no-electricity zone, the current collector begins to decrease. Once the current value falls below a preset current threshold for a certain duration, the system determines that the vehicle has entered the no-electricity zone. This embodiment's technical solution detects no-electricity zones, providing a basis for subsequent control operations.

[0042] Compared to traditional solutions, the technical solution in this embodiment improves the accuracy of detecting no-electricity zones and reduces false positives and false negatives. For example, in practical applications, when a vehicle is braking or in other operating conditions, the detection method in this embodiment can promptly and accurately identify no-electricity zones, enabling the vehicle to take appropriate control measures in a timely manner. This avoids safety risks caused by false positives or false negatives, and improves the safety and reliability of vehicle operation.

[0043] Example 2

[0044] Based on the above embodiments, the step of determining that a power-free zone is detected when the current value of the current receiver is lower than the current threshold for a duration exceeding a preset duration includes: determining that a power-free zone is detected when the current value of the current receiver is lower than the current threshold for a duration exceeding a preset duration and the voltage drop rate of the supporting capacitor is greater than a preset drop rate threshold.

[0045] This embodiment still aims to address the problem of ineffective detection of no-electricity zones during vehicle coasting or braking conditions. To further improve detection accuracy and avoid potential inaccuracies in judging no-electricity zones solely based on the current collector value, building upon Embodiment 1, a no-electricity zone is determined to have been detected when the current collector value remains below a current threshold for a duration exceeding a preset time, and the voltage drop rate of the supporting capacitor exceeds a preset drop rate threshold. By combining the current collector current value and the voltage drop rate of the supporting capacitor to determine the no-electricity zone, the accuracy of the judgment is improved. For example, during vehicle operation, not only is the current collector current value monitored, but the voltage drop rate of the supporting capacitor is also calculated in real time. Only when the current collector current value remains below the threshold for a certain duration, and the voltage drop rate of the supporting capacitor also exceeds the preset threshold, is a no-electricity zone determined to have been detected.

[0046] The technical solution of this embodiment can avoid misjudgments caused by fluctuations in a single parameter, thus improving the reliability of detection. This embodiment further improves the accuracy and reliability of the detection of the powerless zone. In practical applications, it can more accurately determine whether a vehicle has entered the powerless zone, providing a more accurate basis for subsequent control operations. For example, when a vehicle transitions from coasting to other operating conditions, by comprehensively considering the current value of the current collector and the voltage drop rate of the supporting capacitor, it can more accurately determine whether the vehicle has truly entered the powerless zone, avoiding unnecessary control operations due to misjudgments and improving the stability and safety of vehicle operation.

[0047] Example 3

[0048] Based on the above embodiments, the step of calculating the voltage drop rate of the supporting capacitor includes: obtaining the vehicle's auxiliary real-time power; obtaining the vehicle's traction real-time power based on the voltage level, vehicle speed, and a preset lookup table of voltage level, vehicle speed, and traction power; obtaining the vehicle's instantaneous power based on the sum of the traction real-time power and the auxiliary real-time power; and obtaining the voltage drop rate of the supporting capacitor based on the ratio of the vehicle's instantaneous power to the capacitance and voltage of the supporting capacitor.

[0049] Based on the above embodiments, this embodiment solves the technical problem of how to calculate the voltage drop rate of the support capacitor, so as to better combine the current value of the current collector to determine the no-electric zone, and at the same time solves the problem of inaccurate calculation of the voltage drop rate of the support capacitor in the existing solution. In the technical solution of this embodiment, the auxiliary real-time power of the vehicle is first obtained. Then, based on the voltage level, vehicle speed and a preset comparison table of voltage level, vehicle speed and traction power, the traction real-time power of the vehicle is obtained. Next, based on the sum of the traction real-time power and the auxiliary real-time power, the instantaneous power of the vehicle is obtained. Finally, based on the ratio of the instantaneous power of the vehicle to the capacitance and voltage of the support capacitor, the voltage drop rate of the support capacitor is obtained.

[0050] In this embodiment, various vehicle operating parameters are comprehensively considered to accurately calculate the voltage drop rate of the supporting capacitor. This embodiment improves the accuracy of the supporting capacitor voltage drop rate calculation, thereby better combining it with the current collector value to determine the no-electric zone. In practical applications, it can more accurately determine whether the vehicle has entered a no-electric zone, providing more reliable data for subsequent control operations. For example, when the vehicle is under different operating conditions, the accurately calculated supporting capacitor voltage drop rate can be cross-referenced with the current collector value, improving the accuracy of no-electric zone determination, reducing misjudgments caused by inaccurate calculation of the supporting capacitor voltage drop rate, and improving the safety and stability of vehicle operation.

[0051] Example 4

[0052] Figure 2 is a flowchart illustrating a control method provided in an embodiment of this disclosure. As shown in Figure 2, in the technical solution of this embodiment, a control method is provided for controlling a vehicle. The method includes: when a power-off zone is detected, disconnecting the electrical connection between the third rail and the vehicle's converter.

[0053] When a de-energized area is detected, the electrical connection between the third rail and the vehicle's converter is severed. Specifically, when a de-energized area is detected, the technical solution of this embodiment immediately takes measures to cut off the connection between the third rail and the vehicle's converter, preventing the energy storage elements inside the converter from feeding back electrical energy to the de-energized track. For example, after a de-energized area is detected, the system quickly disconnects the electrical connection between the third rail and the converter by controlling devices such as line contactors, ensuring that the de-energized track is not energized, effectively improving the system's safety performance.

[0054] When the vehicle detects a de-energized area, it can promptly disconnect the electrical connection between the third rail and the converter, avoiding the risk of the converter's internal energy storage components electrifying the de-energized rail and ensuring the safety of on-site trackside workers. For example, when the vehicle passes through a de-energized area, timely disconnection of the electrical connection can prevent accidents, improve the reliability and safety of the system, and also provide a guarantee for the safe operation of the vehicle afterwards.

[0055] Example 5

[0056] Based on the above embodiments, disconnecting the electrical connection between the third rail and the vehicle's converter includes: obtaining the converter's circuit current; when the converter's circuit current is less than a circuit current threshold, disconnecting the line contactor to disconnect the electrical connection between the third rail and the vehicle's converter; when the converter's circuit current is greater than or equal to the circuit current threshold, disconnecting the line contactor after a preset delay to disconnect the electrical connection between the third rail and the vehicle's converter.

[0057] Regarding how to disconnect the electrical connection between the third rail and the vehicle converter, there is a technical problem of ensuring the reliability and safety of the disconnection operation while avoiding damage to the equipment. The technical solution of this embodiment involves obtaining the converter's circuit current. When the converter's circuit current is less than a circuit current threshold, the line contactor is disconnected to disconnect the electrical connection between the third rail and the vehicle converter. When the converter's circuit current is greater than or equal to the circuit current threshold, the line contactor is disconnected after a preset delay to disconnect the electrical connection between the third rail and the vehicle converter.

[0058] In this way, different disconnection methods are adopted according to the magnitude of the converter's circuit current, ensuring both the reliability and safety of the disconnection operation while avoiding damage to the equipment. For example, when the converter's circuit current is small, the line contactor can be directly disconnected to quickly cut off the electrical connection; when the circuit current is large, the line contactor is disconnected after a certain delay to avoid damage to the equipment due to excessive instantaneous current. This embodiment improves the reliability and safety of disconnecting electrical connections. In practical applications, appropriate disconnection methods can be adopted according to different situations, ensuring timely disconnection after detecting a power-off zone while avoiding damage to the equipment.

[0059] Example 6

[0060] Based on the above embodiments, the method further includes: obtaining the grid-side voltage of the vehicle; when the grid-side voltage is greater than a preset grid voltage threshold, determining that the vehicle has left the power-free zone; after determining that the vehicle has left the power-free zone, establishing an electrical connection between the third rail and the vehicle's converter.

[0061] After a vehicle leaves a power-deprived area, the technical challenge lies in promptly restoring the electrical connection between the third rail and the vehicle's converter to ensure normal vehicle operation. This also requires accurately determining whether the vehicle has left the power-deprived area. In this embodiment, the vehicle's grid-side voltage is acquired. When the grid-side voltage exceeds a preset grid voltage threshold, it is determined that the vehicle has left the power-deprived area. After determining that the vehicle has left the power-deprived area, an electrical connection is established between the third rail and the vehicle's converter. The power-side voltage is monitored to determine whether the vehicle has left the power-deprived area; when the grid-side voltage exceeds a preset threshold, it is considered that the vehicle has left the power-deprived area, and then an electrical connection between the third rail and the converter is established.

[0062] During vehicle operation, the system monitors the grid-side voltage in real time. When the vehicle leaves the de-energized area, the grid-side voltage gradually recovers. Once the grid-side voltage exceeds a preset threshold, the system determines that the vehicle has left the de-energized area and promptly restores the electrical connection, ensuring normal vehicle operation. This embodiment can promptly restore normal vehicle operation, improving vehicle availability. In practical applications, when the vehicle leaves the de-energized area, it can accurately determine and promptly restore the electrical connection between the third rail and the converter, ensuring normal vehicle operation and reducing the impact of the de-energized area on vehicle operation.

[0063] Example 7

[0064] Based on the above embodiments, establishing an electrical connection between the third rail and the vehicle's converter includes: obtaining the closing current of the line contactor based on the ratio of the difference between the grid-side voltage and the supporting capacitor voltage to the line impedance; if the closing current is less than a threshold, closing the line contactor to establish an electrical connection between the third rail and the vehicle's converter; if the closing current is greater than or equal to the threshold, closing the charging contactor to charge the supporting capacitor; after charging is completed, closing the line contactor to establish an electrical connection between the third rail and the vehicle's converter.

[0065] When establishing the electrical connection between the third rail and the vehicle converter, how can a suitable method be adopted to ensure the reliability and safety of the connection while avoiding damage to the equipment? In the technical solution of this embodiment, the closing current of the line contactor is obtained based on the ratio of the difference between the grid-side voltage and the supporting capacitor voltage to the line impedance. If the closing current is less than a threshold, the line contactor is closed to establish the electrical connection between the third rail and the vehicle converter. If the closing current is greater than or equal to the threshold, the charging contactor is closed to charge the supporting capacitor. After charging is completed, the line contactor is closed to establish the electrical connection between the third rail and the vehicle converter.

[0066] By calculating the closing current of the line contactor and adopting different connection methods based on the current magnitude, the reliability and safety of the connection are ensured while avoiding damage to the equipment. For example, when the closing current is small, the line contactor can be closed directly to quickly establish an electrical connection; when the closing current is large, the charging contactor is closed first to charge the supporting capacitor, and then the line contactor is closed after charging is complete to avoid damage to the equipment due to excessive instantaneous current. This embodiment improves the reliability and safety of establishing electrical connections. It ensures timely connection after the vehicle leaves the de-energized area while avoiding damage to the equipment.

[0067] Example 8

[0068] Based on the above embodiments, the method further includes: turning on the braking resistor and / or using dynamic chopper control to consume the motor braking energy, and adjusting the voltage difference between the grid-side voltage and the supporting capacitor voltage to a preset range.

[0069] When a vehicle passes through a de-energized area while braking, it faces the technical challenge of ensuring the rapid closure of the line contactor after exiting the area, thus restoring normal vehicle operation. In this embodiment, the braking energy of the motor is dissipated by activating the braking resistor and / or by employing dynamic chopper control, thereby adjusting the voltage difference between the grid-side voltage and the supporting capacitor voltage to a preset range. Activating the braking resistor converts the motor's braking energy into heat energy, or dynamic chopper control adjusts the rate of energy dissipation, thereby regulating the supporting capacitor voltage and gradually reducing the difference between it and the grid-side voltage until it enters the preset range.

[0070] Once the train leaves the de-energized area, the line contactor can be quickly closed, restoring normal train operation, as the voltage difference between the grid voltage and the supporting capacitor voltage is within a reasonable range. This embodiment significantly improves the recovery speed and availability after the train passes through the de-energized area, avoiding contactor closing delays caused by excessive voltage differences, thereby reducing the time of train operation interruption before and after the de-energized area. For example, during peak subway operating hours, trains frequently pass through de-energized areas. This embodiment's solution ensures rapid restoration of power supply and normal operation, improving the overall operating efficiency of the subway system, reducing passenger waiting time, and enhancing the passenger travel experience. Simultaneously, this solution also reduces the safety risks that may arise from untimely contactor closure, improving the safety and reliability of subway operation.

[0071] Example 9

[0072] Figure 3 is a schematic diagram of a no-electricity zone detection device provided in an embodiment of this disclosure. As shown in Figure 3, in the technical solution of this embodiment, a no-electricity zone detection device is provided. The device includes: a detection module configured to acquire the current value of the current receiver detected by the current sensor of the current receiver; and a judgment module configured to determine that a no-electricity zone is detected when the current value of the current receiver is lower than the current threshold for a duration exceeding a preset duration.

[0073] Currently, the power supply of the third rail in subways is limited by various factors, resulting in areas without power. Related technologies cannot effectively detect these areas during vehicle coasting or braking, leading to false positives or false negatives and posing significant safety hazards. For example, conventional detection methods, under vehicle braking or coasting conditions, are limited by the vehicle's operating conditions and control scheme, resulting in insignificant changes in the voltage drop and power of the supporting capacitor, making it impossible to accurately determine whether an area without power has been entered. In the technical solution of this embodiment, a current sensor is used to detect the current value of the current collector between the current collector and the converter. When the current value of the current collector remains below a current threshold for a preset duration, an area without power is determined to have been detected.

[0074] The technical solution of this embodiment directly determines the no-electric zone by monitoring the current of the current collector, avoiding the limitations of conventional solutions that rely solely on the voltage drop of the supporting capacitor and power changes. For example, during vehicle operation, the current sensor of the current collector monitors the current in real time. When the vehicle enters a possible no-electric zone, the current of the current collector begins to decrease. Once the current value is lower than a preset current threshold and remains below it for a certain period of time, the system determines that the vehicle has entered the no-electric zone. The technical solution of this embodiment detects the no-electric zone, providing a basis for subsequent control operations. Compared with traditional solutions, it improves the accuracy of no-electric zone detection and reduces false positives and false negatives. For example, in practical applications, when the vehicle is braking or in other operating conditions, the detection method of this embodiment can promptly and accurately determine the no-electric zone, enabling the vehicle to take appropriate control measures in a timely manner, avoiding safety risks caused by false positives or false negatives, and improving the safety and reliability of vehicle operation. Other technical features and beneficial effects of this embodiment correspond to those of the above embodiments and will not be repeated here.

[0075] Example 10

[0076] Figure 4 is a schematic diagram of a control device provided in an embodiment of this disclosure. As shown in Figure 4, in the technical solution of this embodiment, a control device is provided, configured to control a vehicle. The device includes a control module configured to disconnect the electrical connection between the third rail and the vehicle's converter when a power-off zone is detected.

[0077] When a de-energized area is detected, the electrical connection between the third rail and the vehicle's converter is severed. Specifically, when a de-energized area is detected, the technical solution of this embodiment immediately takes measures to sever the connection between the third rail and the vehicle's converter, preventing the energy storage elements inside the converter from feeding back electrical energy to the de-energized track. For example, after a de-energized area is detected, the system quickly disconnects the electrical connection between the third rail and the converter through control line contactors and other equipment, ensuring that the de-energized track is not energized, effectively improving the system's safety performance. In practical applications, when the vehicle detects a de-energized area, it can promptly sever the electrical connection between the third rail and the converter, avoiding the risk of the energy storage elements inside the converter energizing the de-energized track, and ensuring the safety of on-site trackside workers. For example, when the vehicle passes through a de-energized area, timely severing of the electrical connection can prevent accidents, improve the system's reliability and safety, and also provide a guarantee for the subsequent safe operation of the vehicle. Other technical features and beneficial effects of this embodiment correspond to the above embodiments and will not be repeated here.

[0078] Example 11

[0079] In this embodiment, a computer device is provided, including a memory, a processor, and a computer program stored in the memory. The processor executes the computer program to implement the steps of any of the control methods described in the above embodiments.

[0080] In the technical solution of this embodiment, a computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the steps of any of the control methods described in the above embodiments.

[0081] In the technical solution of this embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of any of the control methods described in the above embodiments.

[0082] Based on the above embodiments, this embodiment provides a computer device, including a memory, a processor, and a computer program stored in the memory. The processor executes the computer program to implement the steps of the methods described in the above embodiments. In some embodiments of this embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When executed by a processor, the computer program implements the steps of the methods described in the above embodiments. In some embodiments of this embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of the methods described in the above embodiments. The processor may include, but is not limited to, one or more processors or microprocessors. Each processor may be implemented as an Application Specific Integrated Circuit (ASIC), a Digital Signal Processor (DSP), a Digital Signal Processing Device (DSPD), a Programmable Logic Device (PLD), a Field Programmable Gate Array (FPGA), a controller, a microcontroller, a microprocessor, or other electronic components to execute the methods described in the above embodiments. Computer-readable storage media can be implemented from any type of volatile or non-volatile storage device or a combination thereof. Computer-readable storage media can include, but are not limited to, random access memory (RAM), read-only memory (ROM), flash memory, EPROM memory, EEPROM memory, registers, and computer storage media (e.g., hard disks, floppy disks, solid-state drives, removable disks, CD-ROMs, DVD-ROMs, Blu-ray discs, etc.). Computer-readable storage media can also store at least one computer-executable program / instruction, such as computer-readable instructions. Computer-readable storage media includes, but is not limited to, volatile memory and / or non-volatile memory. Volatile memory can include, for example, random access memory (RAM) and / or cache memory. Computer-readable storage media can include, for example, read-only memory (ROM), hard disks, flash memory, etc. For example, a non-transitory computer-readable storage medium can be connected to a computing device such as a computer, and then, when the computing device executes the computer-readable instructions stored on the computer-readable storage medium, the various methods described above can be performed. In addition, the computer device may include (but is not limited to) a data bus, an input / output (I / O) bus, a display, and input / output devices (e.g., keyboard, mouse, speakers, etc.).The processor can communicate with external devices via a wired or wireless network through an I / O bus. In one embodiment, the at least one computer-executable instruction can also be compiled into or comprise a software product / computer program product, wherein one or more computer-executable instructions are executed by the processor to perform the steps of the various functions and / or methods in the embodiments described herein.

[0083] Example 12

[0084] Based on the above embodiments, this embodiment provides an application example.

[0085] The power supply for subway vehicles comes from the power grid, and its power supply forms include pantograph-catenary power supply and third rail power supply. The third rail power supply is limited by factors such as the ground track laying environment and switch switching rails, and there are non-bridging areas of various lengths and dead rails without power.

[0086] Related technologies cannot effectively detect de-energized areas when the vehicle is coasting or braking, leading to false positives or false negatives, posing significant safety hazards. There is also a technical problem with inaccurate dead track detection in this field.

[0087] When subway trains pass through this type of area, if the contactors inside the traction and auxiliary systems are not disconnected in time, the current collector shoe will become electrified, posing a significant safety risk. Furthermore, when the train passes through the dead rail area, the dead rail will become electrified, posing a great safety hazard to on-site trackside workers. However, the current detection schemes for de-energized areas all rely on the voltage drop and power changes of the supporting capacitor. Such schemes cannot effectively detect de-energized areas when the train is coasting or braking, leading to misjudgments or omissions, which pose significant safety hazards under special track conditions.

[0088] The third-rail powered metro vehicle system has three power supply configurations for the third rail and the metro vehicle, as shown in Figures 5, 6, and 7. Figure 5 shows a non-bridged power supply configuration for the metro vehicle and the third rail, where the CAR (Car, Car, and Vehicle) passes through the non-bridged area between the third rails 101, and the vehicle has no external power supply. Figure 6 shows a schematic diagram of the CAR and dead rail area 102, where the vehicle passes through the dead rail area, ensuring there is no high voltage in the dead rail area. Figure 7 shows a bridged power supply configuration for the CAR and the third rail 101 (including single-ended and double-ended bridging), with detection of non-bridged areas and dead rail areas (Rail Gap Detected, abbreviated as RGD).

[0089] Currently, conventional subway trains detect this type of area by detecting characteristics such as voltage drop and instantaneous changes in bus DC current, and use micro-braking to convert the vehicle's kinetic energy into electrical energy to maintain the operation of auxiliary and traction systems. However, due to limitations in vehicle operating conditions and control schemes, these schemes have the following technical problems:

[0090] When a vehicle enters a de-energized zone while braking, the traction system converts the vehicle's kinetic energy into electrical energy, and the energy flows from the vehicle to the third rail. At this time, when the vehicle passes through the de-energized zone, the voltage drop and power of the supporting capacitor do not change significantly, indicating that the original detection scheme is ineffective.

[0091] When a vehicle enters a non-electric zone while coasting, the overall vehicle power is low. The energy stored in the support capacitor can temporarily maintain the normal operation of the traction system and auxiliary system. The voltage drop rate of the support capacitor is low. Existing solutions that detect voltage drop by the support capacitor are prone to misjudgment.

[0092] After the vehicle detects that it has entered a power-free zone, it triggers the micro-braking control mode. The vehicle's kinetic energy is continuously converted into electrical energy to maintain the operation of high-voltage components. At this time, the vehicle speed will continuously decrease, which poses a technical problem that affects the vehicle's driving curve.

[0093] When a vehicle passes through a dead rail area or a de-energized area under braking or coasting conditions, the original detection scheme will fail. Even if the RGD area is detected and the vehicle uses a micro-braking scheme, the line contactor will remain closed. At this time, there are energy storage devices such as capacitors inside the traction system and auxiliary system, which will keep the vehicle's current collector shoe continuously energized, posing a technical problem that poses a safety hazard.

[0094] To further improve the safety and detection reliability of the vehicle system, this disclosure adopts a control scheme that disconnects the line contactor when the vehicle passes through the RGD area.

[0095] This solution provides a detection scheme for the RGD area. A dead track current sensor and control functions are added to the back end of the current receiver, which enables more accurate detection. The control functions matched with the hardware are adopted, which greatly improves the availability and functionality of the vehicle.

[0096] The main function of this dead rail detection method and device is to quickly disconnect the traction converter and auxiliary converter line contactors at the non-bridged power supply point when the vehicle is about to enter the dead rail (de-energized zone), preventing the internal energy storage components of the converter from energizing the de-energized third rail and improving system safety performance. When the control system detects the non-bridged de-energized zone through dead rail detection current sensors CS1 and CS2, the control system sends a contactor disconnection signal, thereby enabling the traction converter and auxiliary converter to quickly disconnect the line contactors.

[0097] This solution enables the detection of third-rail dead zones (including de-energized areas). Based on data from third-rail dead zones (including de-energized areas), it employs a dead-rail current sensor and combines the voltage drop and current characteristics of the third-rail supply to achieve a rapid de-energized area detection solution under all operating conditions. Under vehicle traction, braking, and coasting conditions, it stably and effectively detects de-energized areas within 200ms when passing through a third-rail dead zone (de-energized area).

[0098] This solution implements a control scheme for the third rail dead rail (including de-energized areas) under non-braking conditions. Based on the third rail dead rail (including de-energized areas) detection scheme, it achieves low-current disconnection of the line contactor when the vehicle enters the third rail dead rail (including de-energized areas), preventing the internal energy storage components of the converter from energizing the de-energized rail and improving system safety performance. It achieves stable and effective disconnection of the traction converter and auxiliary converter line contactors within 1 second of the vehicle entering the third rail dead rail (de-energized area). Through rapid de-energized area detection, the line contactor is disconnected as quickly as possible, reducing intermediate voltage consumption, and enabling the line contactor to close quickly after the vehicle leaves the third rail dead rail (de-energized area), improving vehicle availability.

[0099] To ensure the responsiveness of the vehicle's electric braking force, this solution utilizes third-rail dead rail (including de-energized areas) detection to achieve full-range electric braking response. During braking, the control scheme disclosed herein rapidly disconnects the line contactor and employs a stable intermediate voltage control scheme, allowing the line contactor to close directly when the vehicle leaves the third-rail dead rail (de-energized area). Throughout the braking process, the vehicle's electric braking force is fully utilized without loss, effectively improving vehicle availability.

[0100] Figure 8 is a schematic diagram of a dead track detection application circuit disclosed in this embodiment. As shown in Figure 8, the basic implementation logic is as follows:

[0101] When the control system detects that the dead rail current sensor (including the first dead rail current sensor CS1 and the second dead rail current sensor CS2) is lower than the current threshold (1A) preset by the control system and remains below the preset time threshold (200ms), the control system triggers the detection of the dead rail RGD. At this time, the traction converter and the auxiliary converter will disconnect the line contactors (including the line contactor KM11 of the traction converter and the line contactor KM21 of the auxiliary converter) to quickly disconnect the electrical connection between the traction converter, the auxiliary converter and the third rail. This is to prevent the energy of the traction motor (during braking) or the energy storage components (mainly the supporting capacitor and the filter inductor) inside the traction converter and the auxiliary converter from being fed back to the de-energized third rail, thereby improving system safety.

[0102] Based on circuit analysis, when a vehicle passes through a third-rail dead rail (de-energized zone) area in traction mode, it cannot obtain energy from the third rail. At this time, the vehicle traction converter and auxiliary converter will consume the energy of energy storage devices such as intermediate capacitors to maintain the normal operation of the system. Therefore, when the current of the dead rail current sensors CS1 and CS2 is lower than the current threshold, it indicates that the current collector has lost contact with the third rail or the vehicle has entered the de-energized third rail. However, since the traction converter realizes the mutual conversion of electrical energy from the power grid and vehicle kinetic energy according to the vehicle control command, the vehicle will have an energy balance point during the conversion process due to the change in energy flow direction. That is, the normal operation of the vehicle system can be maintained without the input of electrical energy from the third rail. If only the dead rail current sensor is used to judge RGD at this time, it will not be possible to quickly and accurately judge RGD.

[0103] To address the shortcomings of some existing solutions, this paper proposes a dead-rail detection scheme for metro rail vehicles based on data from supporting capacitor voltage drop, DC current, and dead-rail current. The scheme differentiates energy conversion and characteristics under different operating conditions based on RGD (Residual Radiation Determination) assessment during vehicle dynamics, thereby achieving accurate detection under various conditions. The specific implementation plan is as follows:

[0104] RGD is triggered when the vehicle is not braking.

[0105] When a vehicle passes through a third-rail dead rail (no-electricity zone) area while in coasting or traction mode, the traction converter converts electrical energy into kinetic energy. Since the grid-side power supply circuit is disconnected at this time, the traction system and auxiliary systems maintain normal operation by consuming energy within the support capacitor. During traction mode, the traction system consumes a large power, and the support capacitor voltage drop is large, exhibiting distinct data characteristics. However, when the vehicle is in coasting mode, the overall vehicle power consumption is low, and the support capacitor voltage drop is small. Furthermore, the vehicle's condition before entering coasting mode will affect the RGD's judgment scheme. The following scenarios mainly exist at this time:

[0106] 1. If the vehicle switches from traction mode to coasting mode, the grid side energy will continue to be input to maintain the normal operation of the system. If the vehicle actually enters the third rail dead rail (no power zone) area, there will be no current input from the grid side. The sampling values ​​of the dead rail current sensors CS1 and CS2 will be lower than the current threshold, which can meet the judgment requirements. At this time, the intermediate voltage will also gradually decrease due to the motor excitation requirements.

[0107] 2. If the vehicle switches from braking to coasting, there is an instantaneous energy balance, and the grid-side input current is zero. This is mainly because during braking, the traction converter converts the vehicle's kinetic energy into electrical energy, which raises the grid-side voltage and the intermediate capacitor voltage. However, when the vehicle enters coasting, the braking energy consumption decreases due to the reduction in electric braking force. Since the actual supply voltage of the line is lower than the intermediate capacitor voltage, the vehicle only consumes the intermediate voltage at this instant until the intermediate voltage matches the line supply voltage. If the dead rail current sensors CS1 and CS2 are used to judge RGD only when they are below the threshold, there will be false judgments of RGD. It is necessary to combine the intermediate voltage drop for judgment.

[0108] To improve the accuracy and timeliness of RGD judgment under coasting conditions, the vehicle coasting and traction conditions are classified as non-braking conditions. Combining dead rail current sensors CS1 and CS2 with the support voltage drop, RGD is only triggered when the vehicle actually enters the third rail dead rail (de-energized zone). The following logic flowchart blocks the traction pulse, disconnects the traction converter line contactor, and simultaneously prevents the intermediate support capacitor voltage from being too low, ensuring that the line contactor can quickly close when the vehicle leaves the rail gap. Figure 9 is a schematic diagram of an RGD scheme for coasting conditions in this embodiment. As shown in Figure 9, the implementation scheme of this embodiment is as follows:

[0109] Acquire real-time status signals of subway vehicles, including auxiliary system start signals, auxiliary system operating status, traction system start signals, traction system internal contactor status, support capacitor voltage, DC current, and grid-side voltage signals;

[0110] Based on the above scenario analysis, when the voltage drop rate of the supporting capacitor is greater than the preset drop rate threshold Dd1, and the dead rail current detected by the dead rail current sensors CS1 and CS2 is lower than the preset current threshold DI1, the vehicle is considered to have entered the RGD region, and the vehicle is controlled to enter the RGD control mode. The preset drop rate threshold Dd1 can be adjusted in real time according to the current working power of the traction system and the auxiliary system. The coasting power set {INV_PP1} of the traction system under different voltage and speed levels is obtained through previous experiments. Based on the current supporting capacitor voltage and train speed, the real-time power PP_INV of the traction system is obtained by referring to the coasting power set {INV_PP1}. The current real-time power PP_APS of the auxiliary system is obtained through the network system. At this time, the power consumption Pt of the whole vehicle high voltage system is obtained as Pt = real-time power of traction system P_INV + real-time power of auxiliary system PP_APS.

[0111] The preset voltage drop rate threshold Dd1 for the supporting capacitor can be obtained from the power consumed by the capacitor and the voltage drop rate calculation formula, which represents the voltage drop rate when only capacitor power is consumed. Where Pt is the instantaneous power of the traction system and auxiliary system at the current moment, that is, the power consumed by the high voltage system of the whole vehicle, C is the capacitance of the supporting capacitor, and Ut is the voltage of the supporting capacitor at the current moment.

[0112] Once the vehicle has entered the RGD zone, the power output of the traction system and auxiliary system is immediately stopped, so that the voltage of the supporting capacitor is maintained at a high level.

[0113] To ensure the lifespan of the line contactors, the dead rail current sensor will directly disconnect the line contactors of the traction system and the auxiliary system after detecting that the DC current is less than the preset current threshold. Otherwise, the RGD will continue to disconnect the line contactors of the traction system and the auxiliary system for a preset time.

[0114] When the vehicle leaves the rail gap area, since the line contactors of the traction system and the auxiliary system have been disconnected, the grid voltage detection is the third rail grid side voltage. When the detected grid voltage is greater than the grid voltage threshold U, it is considered that the vehicle has left the RGD area.

[0115] At this point, the supporting capacitor will be recharged. To further improve the supporting capacitor charging scheme, this disclosure detects the difference between the supporting capacitor and the grid-side voltage, and calculates the instantaneous current of the directly closed line contactor in real time based on the grid-side voltage Unet, the supporting capacitor voltage Ud, and the capacitance C of the supporting capacitor. Where Unet is the grid-side voltage value, Ud(t) is the real-time support capacitor voltage, and R is the line impedance. If the instantaneous current is less than the circuit current threshold, the line contactor is closed directly, and the traction system can start quickly, avoiding the stage where the traction system cannot work during the charging process and improving the vehicle response characteristics. If the instantaneous current is greater than or equal to the charging current threshold, the charging contactors KM12 and KM22 need to be closed again to charge the support capacitor. After the charging is completed, the line contactor is closed again.

[0116] RGD is triggered when the vehicle is braking.

[0117] Common rail gap detection schemes cannot effectively detect when a vehicle passes through a third-rail dead rail (de-energized zone) area while braking. In this situation, the traction converter converts the vehicle's kinetic energy into electrical energy, which is entirely consumed by the braking resistor. Since there is no grid-side current, all energy is consumed through the braking resistor. Using dead rail current sensors CS1 and CS2 for judgment can meet the detection requirements. To ensure rapid closure of the line contactor when the vehicle leaves the third-rail dead rail (de-energized zone), the control system uses dynamic chopper control after entering the dead rail to consume the motor's braking energy, adjusting the intermediate voltage to be basically consistent with the grid voltage, allowing the line contactor to close quickly. The traction converter line contactor is then disconnected through the following logic flowchart. Figure 10 is a schematic diagram of RGD detection under braking conditions disclosed in this embodiment. As shown in Figure 10, the implementation scheme of this embodiment is as follows:

[0118] Acquire real-time status signals of subway vehicles, including auxiliary system start signals, auxiliary system operating status, traction system start signals, traction system internal contactor status, support capacitor voltage, DC current, and grid-side voltage signals;

[0119] When a vehicle enters the RGD, the external power supply input is interrupted, and the power supply for the auxiliary system is provided by the traction system. The RGD area is determined based on the characteristics of the traction system line current and the DC current on the grid side.

[0120] Based on the above scenario analysis, when the traction system line current is lower than the judgment threshold and the dead rail current detected by dead rail current sensors CS1 and CS2 is lower than the preset current threshold DI1, it is considered that the vehicle has entered the RGD area, and the vehicle is controlled to enter the RGD control mode. The preset current threshold DI1 can be adjusted in real time according to the current working power of the traction system and the auxiliary system. The current real-time power BP_APS of the auxiliary system is obtained through the network system. At this time, the power consumption of the high voltage system of the whole vehicle is obtained as BPt=P_APS.

[0121] At this time, the auxiliary system power is entirely provided by the traction system, and the traction system line current I = Ud / BPt is obtained. When the line current is detected to meet the requirements, it is considered that the RGD region is being entered.

[0122] Once the vehicle is confirmed to have entered the RGD zone, the auxiliary system output is stopped directly, the traction system works normally, and responds to the vehicle's braking force demand. At this time, the vehicle's kinetic energy is converted into electrical energy and then consumed as heat through the braking resistor.

[0123] To ensure the lifespan of the line contactors, the line contactors of the traction system and auxiliary system are directly disconnected when the detected DC current is less than the threshold; otherwise, the RGD will continue to disconnect the line contactors of the traction system and auxiliary system for a preset time.

[0124] When the vehicle leaves the rail gap area, since the line contactors of the traction system and the auxiliary system have been disconnected, the grid voltage detection is the third rail grid side voltage. When the detected grid voltage is greater than the grid voltage threshold U, it is considered that the vehicle has left the RGD area.

[0125] Once it is confirmed that the vehicle has left the RGD area, the braking resistor is forcibly activated, and a Bang-Bang control strategy is adopted to ensure that the grid-side voltage and the intermediate voltage are basically consistent. The difference between the supporting capacitor and the grid-side voltage is detected, and the instantaneous current of the directly closed line contactor is calculated in real time based on the grid-side voltage Unet, the supporting capacitor voltage Ud, and the supporting capacitor value C. Where Unet is the grid-side voltage value, Ud(t) is the real-time support capacitor voltage, and R is the line impedance. If the instantaneous current is less than the threshold, the line contactor is directly closed.

[0126] The traction system always works normally when the vehicle passes through the RGD area, providing stable braking force. The vehicle deceleration control always follows the input demand. The vehicle's electric braking force is fully utilized throughout the process without loss, effectively improving vehicle availability.

[0127] When the vehicle detects a dead rail (de-energized area / non-bridged rail gap) on the third rail under different vehicle operating conditions (non-braking, braking), the vehicle will disconnect the line contactors of the traction converter and auxiliary converter to prevent energy from the traction motor (during braking) or the energy storage components (support capacitor, filter inductor) inside the traction converter and auxiliary converter from being fed back to the de-energized third rail. Simultaneously, under this condition, the line voltage can be detected again by the voltage sensors inside the traction converter and auxiliary converter, and after the charging process is completed, the line contactors will be re-closed. Furthermore, to avoid disconnecting the line contactors before the converter starts operating when the current may be below 1A, the control system is configured to activate the dead rail detection function only after the converter starts operating.

[0128] The technical solution of this embodiment achieves the following beneficial technical effects: It realizes the detection of the third rail dead rail (de-energized zone). Based on the data when the third rail is in a dead rail (de-energized zone), a detection scheme is implemented that uses a dead rail current sensor and combines the voltage drop and current characteristics of the third rail power supply to achieve rapid detection of the de-energized zone, avoiding the shortcomings of existing schemes that fail to detect under vehicle braking or coasting conditions. It also realizes the protection of the third rail dead rail (de-energized zone). Based on the data of the vehicle entering and leaving the third rail dead rail (de-energized zone), an optimized control scheme is adopted to achieve low-current disconnection of the line contactor when entering the third rail dead rail (de-energized zone) under different operating conditions, and rapid closing of the line contactor when leaving the third rail dead rail (de-energized zone), preventing the internal energy storage elements of the converter from energizing the de-energized rail and improving the system safety performance. Through program control strategies, the converter contactor can be quickly disconnected when the vehicle passes through a de-energized area, avoiding intermediate voltage loss. This allows the line contactor to close quickly after the vehicle leaves the track gap, restoring the vehicle's traction / auxiliary power supply. At the same time, it can prevent the line contactor from disconnecting with a large current and ensure that the traction / braking force can be used normally in the de-energized area, making full use of the vehicle's electric braking force and improving the vehicle's response performance.

[0129] This disclosure provides a method, control method, device, equipment, medium, and product for detecting no-electricity zones. The method includes: acquiring the current value of the current receiver detected by the current sensor of the current receiver; determining that a no-electricity zone has been detected when the current value of the current receiver is lower than the current threshold for a duration exceeding a preset duration; enabling timely and accurate identification of no-electricity zones, allowing the vehicle to take corresponding control measures in a timely manner, avoiding safety risks caused by misjudgment or omission of no-electricity zones, and improving the safety and reliability of vehicle operation.

[0130] In the embodiments provided in this disclosure, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0131] It should be noted that, in this disclosure, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element limited by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0132] While the embodiments disclosed herein are as described above, the foregoing content is merely for the purpose of facilitating understanding of this disclosure and is not intended to limit this disclosure. Any person skilled in the art to which this disclosure pertains may make any modifications and changes in form and detail of the implementation without departing from the spirit and scope of this disclosure; however, the scope of patent protection of this disclosure shall still be determined by the scope defined in the appended claims.

Claims

1. A method for detecting a power-free area, comprising: Obtain the current value of the current receiver detected by the current sensor of the vehicle's current receiver; When the current value of the current receiver is lower than the current threshold for a duration exceeding a preset duration, it is determined that a power-free area has been detected.

2. The non-electricity area detection method according to claim 1, wherein The step of determining that a power-free zone has been detected when the current value of the current receiver is lower than the current threshold for a duration exceeding a preset duration includes: When the current value of the current receiver is lower than the current threshold for a duration exceeding a preset duration, and the voltage drop rate of the supporting capacitor is greater than a preset drop rate threshold, it is determined that a power-free area has been detected.

3. The non-electricity area detection method according to claim 2, wherein The step of calculating the voltage drop rate of the supporting capacitor includes: Obtain the vehicle's real-time auxiliary power; Based on voltage level, vehicle speed, and a preset table of voltage level, vehicle speed, and traction power, the real-time traction power of the vehicle is obtained. The instantaneous power of the vehicle is obtained based on the sum of the real-time traction power and the real-time auxiliary power. The voltage drop rate of the supporting capacitor is obtained based on the ratio of the vehicle's instantaneous power to the capacitance and voltage of the supporting capacitor.

4. A control method for controlling a vehicle, the method comprising: Based on any one of the methods for detecting non-electric regions according to claims 1 to 3, a non-electric region is detected; When a power-off zone is detected, the electrical connection between the third rail and the vehicle's converter is severed.

5. The non-electric zone detection method of claim 4, wherein, The disconnection of the electrical connection between the third rail and the vehicle's converter includes: Obtain the circuit current of the converter; When the circuit current of the converter is less than the circuit current threshold, the line contactor is disconnected to cut off the electrical connection between the third rail and the converter of the vehicle. When the circuit current of the converter is greater than or equal to the circuit current threshold, the line contactor is disconnected after a preset delay to cut off the electrical connection between the third rail and the vehicle's converter.

6. The control method according to claim 4, wherein The method further includes: The grid-side voltage of the vehicle is obtained. When the grid-side voltage is greater than a preset grid voltage threshold, it is determined that the vehicle has left the power-free zone. After determining that the vehicle has left the power-off zone, an electrical connection is established between the third rail and the vehicle's converter.

7. The non-electric zone detection method of claim 6, wherein, Establishing the electrical connection between the third rail and the vehicle's converter includes: The closing current of the line contactor is obtained by using the ratio of the difference between the grid-side voltage and the supporting capacitor voltage to the line impedance. If the closing current is less than the threshold, the line contactor is closed to establish an electrical connection between the third rail and the vehicle's converter. If the closing current is greater than or equal to the threshold, the charging contactor is closed to charge the supporting capacitor. After charging is completed, the line contactor is closed to establish an electrical connection between the third rail and the vehicle's converter.

8. The control method according to claim 6, wherein The method further includes: By activating the braking resistor and / or using dynamic chopper control to dissipate the motor's braking energy, the voltage difference between the grid-side voltage and the supporting capacitor voltage is adjusted to within a preset range.

9. A device for detecting areas without electricity, comprising: The detection module is configured to acquire the current value of the current receiver detected by the current sensor of the vehicle current receiver; The judgment module is configured to determine that a power-free area has been detected when the current value of the current receiver is lower than the current threshold for a duration exceeding a preset duration.

10. A control device configured to control a vehicle, the device comprising: The control module is configured to disconnect the electrical connection between the third rail and the vehicle's converter when the no-electricity detection device based on claim 9 detects a no-electricity area.

11. A computer device comprising a memory, a processor, and a computer program stored in the memory, the processor executing the computer program to implement the steps of the powerless area detection method of any one of claims 1 to 3 and / or the steps of the control method of any one of claims 4 to 8.

12. A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the powerless area detection method of any one of claims 1 to 3 and / or the steps of the control method of any one of claims 4 to 8.

13. A computer program product comprising a computer program that, when executed by a processor, implements the steps of the powerless area detection method according to any one of claims 1 to 3 and / or the steps of the control method according to any one of claims 4 to 8.

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