CN111055730B - No-area detection and control method for rail transit vehicle - Google Patents

No-area detection and control method for rail transit vehicle Download PDF

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Publication number
CN111055730B
CN111055730B CN202010003849.XA CN202010003849A CN111055730B CN 111055730 B CN111055730 B CN 111055730B CN 202010003849 A CN202010003849 A CN 202010003849A CN 111055730 B CN111055730 B CN 111055730B
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subsystem
power
detection
subsystem controller
time
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CN111055730A (en
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邸峰
马法运
张佳波
毕京斌
王博
曾凡飞
王旭阳
高瀚
刘天宇
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CRRC Qingdao Sifang Rolling Stock Research Institute Co Ltd
Chongqing CRRC Sifang Institute Technology Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
    • B60M3/02—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power with means for maintaining voltage within a predetermined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
    • B60M3/06—Arrangements for consuming regenerative power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

The embodiment of the invention relates to a non-electric area detection and control method for a rail transit vehicle, which comprises the following steps: calculating real-time power to generate subsystem load power; uploading the load power of the subsystem to a central processor of the network system; a central processor of the network system sends the working condition state identification, the traction motor and the AC/DC load power set to all subsystem controllers; u shapesamLess than U0Calculating the total capacitance capacity by the time subsystem controller; calculating the total load power according to the working condition state identification; generating a segmented detection power point set; generating a segmented detection descending slope point and a segmented detection affirmation triggering time set according to the segmented detection power point set; judging whether to enter a non-electric area or not according to the subsystem load power, the subsection detection power point, the subsection detection descending slope point and the subsection detection determination triggering frequency set; and when the system is judged to enter the neutral zone, blocking the subsystem inverter pulse, and executing the operation of disconnecting the contactor on the subsystem bus contactor.

Description

No-area detection and control method for rail transit vehicle
Technical Field
The invention relates to the technical field of rail transit, in particular to a non-electric area detection and control method for rail transit vehicles.
Background
The current common power supply modes of rail transit vehicles (such as subways and light rails) comprise pantograph power supply and contact rail power supply. Among them, the power supply method of the contact rail is low in cost and does not affect the urban features (ground lines), so that the power supply method of the contact rail is more and more favored by emerging cities developing rail traffic. However, due to the limitation of objective factors such as a part of track crossing sections and turnout sections in the track, power supply facilities are interrupted, and thus, a traffic area of the track exists. The longest line length of a part of dead zones is longer than the length between two current collectors or pantographs which are farthest away from the whole vehicle, so that the whole vehicle loses power instantly. When a vehicle passes through a dead zone, the situation of short-time power failure and quick power restoration often occurs, if no measures are taken, when power supply is restored after the dead zone, large pressure difference can be generated between capacitor reserve voltage of high-voltage equipment such as a train traction system and an auxiliary system and the voltage of a road network, continuous oscillation can be generated between a filter reactor and a supporting capacitor due to the fact that the pressure difference is too large, further overvoltage and overcurrent faults of the traction system and the auxiliary system are caused, and meanwhile, the service life of equipment such as related capacitors in the system is shortened or even damaged.
At present, there are two main technical treatment measures for rail transit vehicles passing through a dead zone: 1) the high-voltage direct-current bus of the train is communicated: considering that the length of a dead zone on a rail transit line is different from several meters to tens of meters, most newly-built rail transit trains in recent years adopt a fully-through high-voltage direct-current bus, at least one end of powered equipment at the head end and the tail end of the train can be connected to the high-voltage bus constantly, and the high voltage of the whole train is ensured not to be powered down; 2) micro-braking mode: and under the micro-braking mode, the electric energy fed back to the direct current bus by the traction system is used for supplying power to the train auxiliary system.
The two schemes still have certain limitations in practical application:
1) the high-voltage direct-current bus of the train is communicated: a) if the voltage difference between two power supply sections connected to the direct current bus is large, instantaneous large current flows through the direct current bus, and potential overcurrent risk is caused; for direct connection risks, a common solution at present is to add a bus contactor to the middle car. Now, the common management method for the bus contactor is as follows: the bus contactor is controlled by a network system, and is switched off when the vehicle speed is lower than a specified vehicle speed range threshold value, and is switched on when the vehicle speed is higher than the specified vehicle speed range threshold value. The limitation of forcing a low vehicle speed range threshold as a bus contactor control condition is that: when the actual speed of the train is low, the train risks falling into a dead zone. b) The direct current bus penetration scheme requires that each dead zone interval of the line is smaller than the farthest powered equipment from the head end and the tail end of the train, and has specific requirements and certain limitations for line construction.
2) Micro-braking mode: a) when the traction system carries out micro braking, the train is required to have a certain initial speed, the generally recommended speed is not less than 20km/h, and if the speed is too low, the electric energy feedback effect is influenced, and even the energy feedback operation cannot be finished; this requires that the train driver must be aware of the line dead zone distribution and be able to pass the dead zone at the speed required by the dead zone distribution; in the case of signal system control, the signal supplier must make relevant technical support. b) In order to reduce the voltage difference between the network voltage of the line and the supporting capacitors of each system when the power supply is recovered after passing through the dead zone, the starting voltage for the traction system to execute micro braking cannot be too low, and the minimum voltage which is far higher than the standard requirement is generally required to be higher than the rated voltage; if the grid voltage of the current line is lower than the required starting voltage, the micro-braking may fail to start, and each high-voltage device still faces the voltage oscillation impact when the power supply is recovered after passing through the dead zone.
Disclosure of Invention
The invention aims to provide a non-electric area detection and control method for a rail transit vehicle, which aims to overcome the defects of the prior art, accurately judges whether a train enters a non-electric area or not by judging the voltage reduction slope of a support capacitor, and provides a corresponding control method. The method has an important effect on reducing the urban rail transit operation pressure and reducing the impact of a train high-voltage system caused by a dead zone.
In view of this, an embodiment of the present invention provides a method for detecting and controlling a dead zone of a rail transit vehicle, where the method is applied to a rail transit vehicle, and the rail transit vehicle includes: a network system central processor and a plurality of high voltage subsystems, the high voltage subsystems including a subsystem controller, a subsystem inverter, a subsystem load and a subsystem bus contactor, the method comprising:
the subsystem controller receives the working condition state identification and the traction motor power set { P) sent by the central processing unit of the network systemT1,PT2…PTi…PTnH and AC/DC load power set PS1,PS2…PSj…PSmStoring the parameters as non-area detection parameters in local; the subsystem controller obtains the sampling supporting capacitor voltage U of the subsystem loadsamAnd subsystem load power P; the value range of i is from 1 to n, the value range of j is from 1 to m, and m + n is the total number of high-voltage subsystems included in the rail transit vehicle;
when the sampling supports the capacitor voltage UsamLess than predetermined no-zone trigger detection support capacitor voltage U0Then, the subsystem controller obtains a preset traction inverter supporting capacitance set { C) in the configuration information of the rail transit vehicle according to the load typeT1,CT2…CTi…CTnAnd a set of auxiliary inverter support capacitances CS1,CS2…CSj…CSmAnd according to the traction inverter support capacitance set { C }T1,CT2…CTi…CTnAnd a set of said auxiliary inverter support capacitances { C }S1,CS2…CSj…CSmCalculating the equivalent total capacitance of the whole vehicle to generate the total capacitance Ctot；
The subsystem controller identifies the power set { P) of the traction motor according to the working condition stateT1,PT2…PTi…PTnH and the AC/DC load power set { P }S1,PS2…PSj…PSmCarry on the total load calculation of the whole car and generate the total load power Ptot；
The subsystem controller is used for controlling the total load power P according to a preset first-end section proportion, a preset middle section increasing proportion andtotsetting the power point of the non-area subsection detection to generate the subsectionDetecting a set of power points { PB1,PB2…PBx…PBq}; the value range of x is from 1 to q, and q is the total number of the subsection power detection points;
the subsystem controller detects a set of power points { P } from the segmentsB1,PB2…PBx…PBqAnd calculating voltage falling slope points of the support capacitor for the non-region segmented detection to generate a segmented detection falling slope point set { K }1,K2…Kx…Kq}；
The subsystem controller detects a set of power points { P } from the segmentsB1,PB2…PBx…PBqCalculating the number of times of the subsection detection and identification triggering of the no-cell, and generating a set of the number of times of the subsection detection and identification triggering { A }1,A2…Ax…Aq}；
The subsystem controller detects a power point set { P) according to the subsystem load power P and the segmentationB1,PB2…PBx…PBqSet of said piecewise detected falling slope points { K }1,K2…Kx…KqAnd the set of segment detection assertion trigger times { A }1,A2…Ax…AqCarrying out detection judgment on the subsystem entering a non-electric area, and generating a judgment result of the subsystem entering the non-electric area;
and when the judgment result that the subsystem enters the non-electricity zone indicates that the subsystem enters the non-electricity zone state mark, the subsystem controller controls the blocking pulse of the subsystem inverter and performs the operation of disconnecting the contactor on the subsystem bus contactor.
Preferably, the subsystem controller receives the working condition state identifier and the traction motor power set { P) sent by the central processor of the network systemT1,PT2…PTi…PTnH and AC/DC load power set PS1,PS2…PSj…PSmBefore, the method further comprises:
the subsystem controller is preset by the subsystem inverterSampling time TsamSampling electric energy to the subsystem load to generate the sampling support capacitor voltage UsamAnd a sampling current Isam(ii) a Supporting the capacitor voltage U according to the samplingsamAnd the sampling current IsamPerforming real-time power calculation to generate the subsystem load power P; uploading the subsystem load power P to the network system central processing unit; the subsystem load power P comprises traction motor group power PTAnd AC/DC load group power PS；
The central processing unit of the network system distinguishes and counts the received load power P of all subsystems according to load types to generate a traction motor power set { PT1,PT2…PTi…PTnH and AC/DC load power set PS1,PS2…PSj…PSm}；
The central processing unit of the network system acquires the current vehicle running condition to generate a working condition state identifier, and the working condition state identifier and the traction motor power set { P }T1,PT2…PTi…PTnH and the AC/DC load power set { P }S1,PS2…PSj…PSmIt sends it to all subsystem controllers.
Preferably, said set of capacitances { C ] supported according to said traction inverterT1,CT2…CTi…CTnAnd a set of said auxiliary inverter support capacitances { C }S1,CS2…CSj…CSmCalculating the equivalent total capacitance of the whole vehicle to generate the total capacitance CtotThe method specifically comprises the following steps:
the subsystem controller supports a set of capacitances { C ] from the traction inverterT1,CT2…CTi…CTnAnd a set of said auxiliary inverter support capacitances { C }S1,CS2…CSj…CSmCalculating said
Figure GDA0002907471900000051
Preferably, the subsystem controller identifies the traction motor power set { P) according to the working condition stateT1,PT2…PTi…PTnH and the AC/DC load power set { P }S1,PS2…PSj…PSmCarry on the total load calculation of the whole car and generate the total load power PtotThe method specifically comprises the following steps:
when the working condition state identifier is an idle working condition identifier, the subsystem controller collects the power set { P) of the AC/DC load according to the AC/DC load powerS1,PS2…PSj…PSmCarrying out total load calculation of the whole vehicle, wherein
Figure GDA0002907471900000052
When the condition status identifier is a traction condition identifier, the subsystem controller aggregates the power of the traction motor according to the { P }T1,PT2…PTi…PTnH and the AC/DC load power set { P }S1,PS2…PSj…PSmCarrying out total load calculation of the whole vehicle, wherein
Figure GDA0002907471900000053
Preferably, the subsystem controller is configured to control the subsystem according to a predetermined first-to-last segment ratio, a predetermined middle segment incremental ratio, and the total load power PtotSetting the power point of the non-district subsection detection to generate a subsection detection power point set { PB1,PB2…PBx…PBq}; the value range of x is from 1 to q, and q is the total number of segment power detection points, and the method specifically comprises the following steps:
the subsystem controller sets the head-to-tail segment ratio and the middle segment incremental ratio according to the head-to-tail segment ratio and the middle segment incremental ratio
Figure GDA0002907471900000054
The subsystem controller is based on the q, the head-end proportion, the middle segment incremental proportion and the total negativePower carrying capacity PtotSetting the set of segment detection power points { P }B1,PB2…PBx…PBq}; the set of segment detection power points { P }B1,PB2…PBx…PBqIn (b), the PB1Multiplying the first and last segment ratios by the total load power PtotThe product of (A), the PB2Multiplying the intermediate segment by the total load power P in increasing proportiontotIs added to said PB1And, said PBqMultiplying the total load power P by the difference of 1 minus the first and last segment ratiostotThe product of (a).
Preferably, the subsystem controller detects a set of power points { P } from the segmentsB1,PB2…PBx…PBqAnd calculating voltage falling slope points of the support capacitor for the non-region segmented detection to generate a segmented detection falling slope point set { K }1,K2…Kx…KqThe method specifically comprises the following steps:
the subsystem controller is based on a formula
Figure GDA0002907471900000061
The sampling time TsamThe non-cell triggering detection support capacitor voltage U0The total capacitance capacity CtotAnd the set of segment detection power points { P }B1,PB2…PBx…PBqSubstituting and calculating as a parameter to generate the set of the piecewise detection descending slope points { K }1,K2…Kx…Kq}；
Wherein, the
Figure GDA0002907471900000062
The above-mentioned
Figure GDA0002907471900000063
The above-mentioned
Figure GDA0002907471900000064
The above-mentioned
Figure GDA0002907471900000065
Preferably, the subsystem controller detects a set of power points { P } from the segmentsB1,PB2…PBx…PBqCalculating the number of times of the subsection detection and identification triggering of the no-cell, and generating a set of the number of times of the subsection detection and identification triggering { A }1,A2…Ax…AqThe method specifically comprises the following steps:
the subsystem controller is based on a formula
Figure GDA0002907471900000066
The total load power PtotAnd the set of segment detection power points { P }B1,PB2…PBx…PBqSubstituting and calculating as parameter to generate the set of the segmented detection affirmed triggering times { A }1,A2…Ax…Aq}；
Wherein, the
Figure GDA0002907471900000067
The above-mentioned
Figure GDA0002907471900000068
The above-mentioned
Figure GDA0002907471900000069
The above-mentioned
Figure GDA00029074719000000610
Preferably, the subsystem controller detects the power point set { P) according to the subsystem load power P and the segmentB1,PB2…PBx…PBqSet of said piecewise detected falling slope points { K }1,K2…Kx…KqAnd the set of segment detection assertion trigger times { A }1,A2…Ax…AqCarrying out detection judgment on the subsystem entering the non-electric area, and generating a judgment result of the subsystem entering the non-electric area, wherein the method specifically comprises the following steps:
the subsystem controller detects a set of power points { P } from the segmentsB1,PB2…PBx…PBqSetting a judgment interval set { a first judgment interval, a second judgment interval …, a q +1 judgment interval }; wherein the threshold range of the first judgment interval is greater than or equal to 0 and less than PB1The threshold range of the second judgment interval is greater than or equal to PB1And is less than the PB2The threshold value range of the q +1 th judgment interval is greater than or equal to the PBqAnd less than the total load power Ptot；
When the value of the subsystem load power P belongs to the threshold range of the first judgment interval, the subsystem controller does not perform the subsystem no-area detection judgment;
when the value of the subsystem load power P belongs to the threshold range of the second judgment interval, the subsystem controller sets the judgment times to be A1Setting the determination falling slope to said K1(ii) a The subsystem controller generates a set K of descending slopes to be measured by continuously counting the descending slopes of the voltage of the real-time support capacitor of the subsystemTIME(ii) a The set K of falling slopes to be measuredTIMEIncluding a plurality of real-time descent slope statistics; in the set K of falling slopes to be measuredTIMEThe subsystem controller counts the total number of a plurality of real-time descending slope statistical values which have values smaller than the judged descending slope and are continuous in sequence to generate a continuous judgment total number; when the total number of the continuous judgments is greater than or equal to the judgment times, the subsystem controller sets the non-electric area judgment result as the identifier for entering the non-electric area state;
when the value of the subsystem load power P belongs to the threshold range of the q +1 th judgment interval, the subsystem controlsThe device sets the judgment times to be AqSetting the determination falling slope to said Kq(ii) a The subsystem controller generates the set K of the falling slopes to be detected by continuously counting the falling slopes of the voltage of the real-time support capacitor of the subsystemTIME(ii) a In the set K of falling slopes to be measuredTIMEThe subsystem controller counts the total number of a plurality of real-time descending slope statistical values which have values smaller than the judgment descending slope and are sequentially continuous to generate the continuous judgment total number; and when the total continuous judgment number is greater than or equal to the judgment times, the subsystem controller sets the non-electric area judgment result as the identification of entering the non-electric area state.
Furthermore, the subsystem controller generates a set K of descending slopes to be measured by continuously counting the descending slopes of the voltage of the real-time supporting capacitor of the subsystemTIMEThe method specifically comprises the following steps:
the subsystem controller initializes the set K of descending slopes to be measuredTIMEIs empty;
the subsystem controller carries out statistics on the voltage falling slope of the real-time support capacitor of the subsystem to generate a first real-time falling slope statistic value Ktime1Said subsystem controller comparing said first real-time decreasing slope statistic Ktime1To the set K of descending slopes to be measuredTIMEAdding a real-time descending slope statistic data item;
before the subsystem is not determined to enter a no-current area, the subsystem controller continuously counts the real-time support capacitor voltage descending slope of the subsystem to generate a plurality of real-time descending slope statistical values, and respectively sends the real-time descending slope statistical values generated by statistics to the descending slope set K to be detectedTIMEAnd performing real-time descending slope statistic data item adding operation.
The subsystem controller counts the voltage falling slope of the real-time support capacitor of the subsystem to generate a first real-time falling slope statistic value Ktime1The method specifically comprises the following steps:
the subsystem controller obtains the number of the preset single falling slope statistical sampling to be detected to generate the number of statistical sampling d: the statistical sampling frequency d is an even number;
the subsystem controller takes the statistical sampling times d as the total sampling number and the sampling time TsamFor a single sampling duration, continuously sampling the support capacitor voltage of the subsystem inverter to generate a first sampled support capacitor voltage set { U }time1,Utime2…Utimed}; the first set of sampled support capacitor voltages { U }time1,Utime2…UtimedD first sampling supporting capacitor voltages U counted by sampling timestime；
The subsystem controller sets a grouping breakpoint label e as a quotient of dividing the statistical sampling times d by 2;
the subsystem controller supports the first set of sampled support capacitor voltages { U }time1,Utime2…UtimedEqually dividing the voltage into two groups according to time sequence, and sampling all first sampling supporting capacitor voltages U of each grouptimePerforming a summation calculation to generate a first set of voltage sums Usum1And a second set of voltages and Usum2；
The above-mentioned
Figure GDA0002907471900000081
The value range of y is from 1 to the grouping breakpoint label
The above-mentioned
Figure GDA0002907471900000091
The value range of z is from the sum of the grouping breakpoint label e plus 1 to the statistical sampling times d;
the subsystem controller is based on the grouping breakpoint label e, the first set of voltages and Usum1And the second set of voltage sums Usum2Calculating the real-time descending slope statistic to generate the first real-time descending slope statistic Ktime1(ii) a The above-mentioned
Figure GDA0002907471900000092
Preferably, the method further comprises: and the subsystem controller determines whether the line network voltage is recovered to be within a normal line network voltage threshold range, and when the line network voltage is recovered to be within the normal line network voltage threshold range, the subsystem controller exits the no-electricity-zone detection processing flow, cancels the blocking pulse control of the subsystem inverter, and then performs contactor closing operation on the subsystem bus contactor.
The non-electric area detection and control method for the rail transit vehicle provided by the embodiment of the invention at least has the following technical effects or advantages: 1) the method for determining the boundary condition of the non-electric area detection according to different train load powers under different operation working conditions of the train is provided; 2) the non-cell detection and control method provided by the invention can adaptively adjust the detection and judgment speed according to the different reduction speeds of the support capacitor voltage brought by different load powers so as to ensure that the support capacitor voltage is maintained in a safe range after the non-cell detection and control; 3) the invention has no specific requirements on whether the train direct current bus penetrates or not and on the line construction aspect, and has strong adaptability; 4) the control method provided by the invention is active detection and passive control, has no specific requirement on the train speed, and is beneficial to engineering realization; 5) the non-electricity-zone detection and control method provided by the invention can keep the rest voltage of the support capacitor of each system of the train while ensuring the detection reliability, and effectively avoids the problems of power receiving boots or pantograph burns, circuit breaker tripping and the like caused by large differential pressure between the support capacitor and a power supply line and direct charging when the train exits from the non-electricity-zone.
Drawings
Fig. 1 is a schematic diagram of a rail transit vehicle and a dead zone according to an embodiment of the present invention;
FIG. 2 is a schematic view of a rail transit vehicle according to an embodiment of the present invention;
fig. 3 is a schematic view illustrating a method for detecting and controlling a dead zone of a rail transit vehicle according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of a continuous power segment without cell detection according to an embodiment of the present invention;
fig. 5 is a schematic view illustrating a non-electric area detection and control method for a rail transit vehicle according to a second embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
The technical solution of the present invention is further described in detail by the accompanying drawings and embodiments.
To facilitate understanding of the technical solution of the present invention, an application environment of the present invention will be briefly described. Fig. 1 is a schematic diagram of a rail transit vehicle and a dead zone according to an embodiment of the present invention, and as shown in fig. 1, the rail transit vehicle has 4 formation forms, including 6 traction inverters and 2 auxiliary inverters, and a train dc bus is through. In fig. 1, a non-electric region is formed between a power supply region 1 and a power supply region 2. During the process that the rail transit vehicle travels from the power supply area 1 to the power supply area 2, after the trailer 2 drives away from the power supply area 1, the rail transit vehicle starts to enter the non-electricity area. Because the vehicle is provided with the direct current through bus, the trailer 1 can continuously obtain electric energy from the power supply area 1 through the direct current through bus by using the current collector of the subsequent compartment to keep normal operation, and when the trailer 1 drives away from the power supply area 1, the whole vehicle enters a non-electricity area, namely the state shown in fig. 1. The bus contactor is arranged on the direct current through bus, so that the possible risk that instantaneous large current occurs on the direct current bus due to the pressure difference of a network when the vehicle exits a dead zone is avoided.
Fig. 2 is a schematic diagram of a rail transit vehicle according to an embodiment of the present invention, which is based on the system configuration of fig. 1, and is shown in fig. 2: the rail transit vehicle comprises 1 network system central processing unit and 8 high-voltage subsystems; the network system central processing unit is connected with the high-voltage subsystem through a Multifunctional Vehicle Bus (MVB); the 8 high-voltage subsystems are respectively 6 traction subsystems and 2 auxiliary subsystems; each traction subsystem comprises 1 traction system controller (subsystem controller), 1 traction inverter and a motor set formed by 2 traction motors, and each auxiliary subsystem comprises 1 auxiliary system controller (subsystem controller), 1 auxiliary inverter and an alternating current/direct current load set corresponding to the subsystem.
The present invention is applied to a method for detecting and controlling a dead zone of a rail transit vehicle, and the method is described in the following embodiments.
Example one
Fig. 3 is a schematic view of a method for detecting and controlling a dead zone of a rail transit vehicle according to an embodiment of the present invention, as shown in fig. 3, the method for detecting and controlling a dead zone of a rail transit vehicle according to an embodiment of the present invention includes the following steps:
s1, the subsystem controller passes through the subsystem inverter according to the preset sampling time TsamThe subsystem load is sampled by electric energy to generate a sampling supporting capacitor voltage UsamAnd a sampling current Isam(ii) a Supporting the capacitor voltage U according to the samplingsamAnd a sampling current IsamPerforming real-time power calculation to generate a subsystem load power P; uploading the load power P of the subsystem to a central processing unit of a network system;
wherein the subsystem load power P comprises traction motor group power PTAnd AC/DC load group power PS。
Here, the traction motor power P of the subsystemTThe total power of a traction motor set of the subsystem, and the AC/DC load power P of the subsystemSThe total power of the AC/DC load group of the subsystem is obtained.
S2, the network system central processor distinguishes and counts the received load power P of all subsystems according to load types to generate a traction motor power set { P }T1,PT2…PTi…PTnH and AC/DC load power set PS1,PS2…PSj…PSm}；
The value range of i is from 1 to n, the value range of j is from 1 to m, m + n is the total number of high-voltage subsystems included in the vehicle, n is the total number of traction subsystems in the rail transit vehicle, and m is the total number of auxiliary subsystems in the rail transit vehicle. Taking the rail transit vehicle shown in fig. 2 as an example, the vehicle includes 6 traction systems (6 traction inverters) and 2 auxiliary systems (2 auxiliary inverters), n is the total number of traction subsystems 6, and m is the total number of auxiliary subsystems 2.
S3, the central processor of the network system obtains the current vehicle running condition to generate a working condition state mark, and the working condition state mark and the traction motor power set { P }T1,PT2…PTi…PTnH and AC/DC load power set PS1,PS2…PSj…PSmIt sends it to all subsystem controllers.
S4, the subsystem controller receives the working condition state identification and the traction motor power set { P }from the central processor of the network systemT1,PT2…PTi…PTnH and AC/DC load power set PS1,PS2…PSj…PSmStored locally as a dead zone detection parameter.
S5, when the voltage U of the supporting capacitor is sampledsamLess than predetermined no-zone trigger detection support capacitor voltage U0In time, the subsystem controller obtains a preset traction inverter supporting capacitance set { C) in configuration information of the rail transit vehicle according to the load typeT1,CT2…CTi…CTnAnd a set of auxiliary inverter support capacitances CS1,CS2…CSj…CSmAnd according to the traction inverter support capacitance set { C }T1,CT2…CTi…CTnAnd a set of auxiliary inverter support capacitances CS1,CS2…CSj…CSmCalculating the equivalent total capacitance of the whole vehicle to generate the total capacitance Ctot；
Specifically, the method comprises the following steps:
Figure GDA0002907471900000121
here, no region triggers the detection of the support capacitor voltage U0A prerequisite for initiating a no-zone detection for a subsystem. Taking the rail transit vehicle shown in fig. 2 as an example, the vehicle comprises 6 traction inverters and 2 auxiliary inverters, and the traction inverter here supports a set of capacitance values CT1,CT2…CTi…CTnShould be { C }T1,CT2,CT3,CT4,CT5,CT6Support capacitance set of auxiliary inverter { C }S1,CS2…CSj…CSmShould be { C }S1,CS2}, total capacitance CtotShould be that
Figure GDA0002907471900000122
Further assuming that the support capacitor capacity of each traction inverter is equal and the support capacitor capacity of each auxiliary inverter is also equal, CtotIt is 6CT+2CS。
S6, the subsystem controller identifies and pulls the motor power set { P }according to the working condition stateT1,PT2…PTi…PTnH and AC/DC load power set PS1,PS2…PSj…PSmCarry on the total load calculation of the whole car and generate the total load power Ptot；
Specifically, the process of calculating the total load of the whole vehicle may include:
s61, when the working condition state is identified as the idle working condition identifier, the subsystem controller collects the power set { P) according to the AC/DC loadS1,PS2…PSj…PSmThe total load of the whole vehicle is calculated,
Figure GDA0002907471900000123
s62, when the condition state is identified as a traction condition identifier, the subsystem controller aggregates P according to the traction motor powerT1,PT2…PTi…PTnH and AC/DC load power set PS1,PS2…PSj…PSmThe total load of the whole vehicle is calculated,
Figure GDA0002907471900000124
here, the vehicle operation condition state is briefly described: the working modes of the existing rail transit vehicle comprise three modes of coasting, traction and electric braking, and in the traction mode, a traction motor set and an alternating current/direct current load set take electricity from a vehicle main line; in the coasting mode, only the AC/DC load group gets electricity from the vehicle main line; in the electric braking mode, the traction system inverter converts kinetic energy into electric energy and feeds the converted electric energy back to a vehicle main line, and the alternating current and direct current load group obtains electricity from the vehicle main line. When the vehicle passes through the dead zone, the worst working condition is a traction working condition, and the worst working condition is an idle working condition.
Taking the rail transit vehicle shown in fig. 2 as an example, the vehicle includes 6 traction inverters and 2 auxiliary inverters, and it is assumed that the output power of each traction inverter is equal and the output power of each auxiliary inverter is also equal. When the rail transit vehicle is in different working condition states, the total load of the whole vehicle is also different: in the coasting mode, only the AC/DC load sets consume power, so
Figure GDA0002907471900000131
Is 2PS(ii) a In the traction mode, the traction motor set and the AC/DC load set take power from the main line of the vehicle, so
Figure GDA0002907471900000132
Namely 6PT+2PS。
S7, the subsystem controller increases the proportion according to the preset first-end segment proportion, the preset middle segment and the total load power PtotSetting the power point of the non-district subsection detection to generate a subsection detection power point set { PB1,PB2…PBx…PBq}；
Wherein, the value range of x is from 1 to q, q is the total number of the subsection power detection points, namely q +1 continuous non-zone detection power sections are set;
specifically, the method comprises the following steps:
s71, the subsystem controller sets according to the first segment proportion and the last segment proportion and the middle segment increasing proportion
Figure GDA0002907471900000133
S72, the subsystem controller increases the proportion according to q, the proportion of the first section and the last section, the increment proportion of the middle section and the total load power PtotSetting a set of segment detection power points { P }B1,PB2…PBx…PBq}；
In particular, the method comprises the following steps of,
PB1head to end ratio x Ptot；
PBxIntermediate segment increasing ratio x Ptot+PB(x-1)X ≠ 1 or q;
PBq(1-head-to-tail ratio) x Ptot。
Here, the inventive method depends on the total load power PtotSetting a plurality of continuous power sections for detecting the dead zone, wherein the boundary value of each power section is the subsection detection power point set { PB1,PB2…PBx…PBqThat set does not include 0 and PtotTwo points. When the method of the invention sets the power subsection for detection, the first section and the last section account for the total load power PtotThe proportion value of (A) is the proportion of the first section and the last section; the segments except the head and tail ends are called middle segments, and the middle segments account for the total load power PtotThe proportion value of (A) is the incremental proportion of the middle section; the ratio of the first and last segments may not be consistent with the increasing ratio of the middle segment. FIG. 4 is a schematic diagram of the continuous power segment without cell detection according to the embodiment of the present invention, as shown in FIG. 4, if the ratio of the first segment to the last segment is 0.1 and the incremental ratio of the middle segment is 0.2, then q is equal to 5, which means that the set of segment detection power points is { P }B1,PB2,PB3,PB4,PB5Q +1, i.e. 6 consecutive power segments, are provided for detecting dead zones; removal of 0 and PtotTwo fixed value points, the boundary value of each power segment is PB1＝0.1Ptot，PB2＝0.3Ptot，PB3＝0.5Ptot，PB4＝0.7Ptot，PB5＝0.9Ptot。
S8, the subsystem controller detects the power point set P according to the segmentsB1,PB2…PBx…PBqAnd calculating voltage falling slope points of the support capacitor for the non-region segmented detection to generate a segmented detection falling slope point set { K }1,K2…Kx…Kq}；
Specifically, the subsystem controller is based on a formula
Figure GDA0002907471900000141
Time T of samplingsamNo-area triggering detection support capacitor voltage U0Total capacitance CtotAnd a set of segment detection power points { P }B1,PB2…PBx…PBqSubstituting and calculating as a parameter to generate a set of segmental detection descending slope points { K }1,K2…Kx…Kq}; wherein the content of the first and second substances,
Figure GDA0002907471900000142
here, the method of the present invention detects the set of power points { P } for the segmentation in FIG. 4B1,PB2,PB3,PB4,PB5Substituting the values of 5 demarcation points in the step into a descending slope calculation formula of the step for calculation to obtain a set of section detection descending slope points corresponding to the boundary points, wherein the set of section detection descending slope points is { K }1,K2,K3,K4,K5}。
S9, the subsystem controller detects the power point set P according to the segmentsB1,PB2…PBx…PBqCalculating the number of times of the subsection detection and identification triggering of the no-cell, and generating a set of the number of times of the subsection detection and identification triggering { A }1,A2…Ax…Aq}；
Specifically, the subsystem controller is based on a formula
Figure GDA0002907471900000151
Total load power PtotAnd a set of segment detection power points { P }B1,PB2…PBx…PBqSubstituting the parameters into a set of segmented detection affirmation triggering times { A }1,A2…Ax…Aq}; wherein the content of the first and second substances,
Figure GDA0002907471900000152
here, the detection-confirmation trigger count is a count condition for triggering the operation of the dead zone, which is set to prevent the dead zone from being judged by mistake and to ensure the detection sensitivity of the dead zone; the method of the invention is used for detecting the power point set { P ] of the segmentation in the graph 4B1,PB2,PB3,PB4,PB5Substituting the values of the 5 demarcation points into the trigger time calculation formula of the step for calculation, then: a. the1Round (2/o.1) ═ 20 times, a2Round (2/O.3) ═ 7 times, A3Round (2/O.5) ═ 4 times, A4Round (2/O.7) ═ 3 times, a5Round (2/O.9) 2 times.
S10, the subsystem controller detects the power point set { P ] according to the subsystem load power P and the segmentsB1,PB2…PBx…PBqAnd (5) detecting a descending slope point set (K) in a segmented mode1,K2…Kx…KqAnd the set of segmented detection affirmed triggering times { A }1,A2…Ax…AqCarrying out detection judgment on the subsystem entering a non-electric area, and generating a judgment result of the subsystem entering the non-electric area;
specifically, the method comprises the following steps:
s101, the subsystem controller detects a power point set { P ] according to the segmentsB1,PB2…PBx…PBqSetting a judgment interval set { a first judgment interval, a second judgment interval …, a q +1 judgment interval };
here, as shown in FIG. 4, the power points are detected in segmentsSet as { PB1,PB2,PB3,PB4,PB5Setting 6 continuous power sections as detection judgment boundaries, wherein the judgment interval set is { a first judgment interval, a second judgment interval, a third judgment interval, a fourth judgment interval, a fifth judgment interval and a sixth judgment interval },
wherein the content of the first and second substances,
the threshold range of the first judgment interval is greater than or equal to 0 and less than PB1，
The threshold value range of the second judgment section is greater than or equal to PB1And is less than PB2，
The threshold value range of the third judgment section is greater than or equal to PB2And is less than PB3，
The threshold value range of the fourth judgment section is greater than or equal to PB3And is less than PB4，
The threshold value range of the fifth judgment section is greater than or equal to PB4And is less than PB5，
The threshold value range of the sixth judgment section is greater than or equal to PB5And is less than Ptot；
S102, when the value of the subsystem load power P belongs to the threshold range of the first judgment interval, the subsystem controller does not perform subsystem no-zone detection judgment and goes to S11;
s103, when the value of the subsystem load power P belongs to the threshold range of the second judgment interval, the subsystem controller sets the judgment times to be A1Setting the decision decreasing slope to K1(ii) a The subsystem controller generates a set K of descending slopes to be measured through continuously counting the descending slopes of the voltage of the real-time supporting capacitor of the subsystemTIME(ii) a In the set of falling slopes to be measured KTIMEThe subsystem controller counts the total number of a plurality of real-time descending slope statistical values which have values smaller than the judgment descending slope and are continuous in sequence to generate a continuous judgment total number; when the continuous judgment total number is larger than or equal to the judgment times, the subsystem controller sets the non-electric area judgment result as a non-electric area state identification;
in the above steps, the subsystem controller is connected withGenerating a set K of descending slopes to be measured by real-time supporting capacitor voltage descending slopes of continuous statistics subsystemTIMEThe method comprises the following steps:
s1031, the subsystem controller initializes a set K of descending slopes to be measuredTIMEIs empty;
s1032, the subsystem controller carries out statistics on the real-time support capacitor voltage falling slope of the subsystem to generate a first real-time falling slope statistic value Ktime1The subsystem controller calculates the first real-time descending slope coefficient Ktime1Set K of descending slopes to be measuredTIMEAdding a real-time descending slope statistic data item;
specifically, the method comprises the following steps:
s10321, the subsystem controller obtains the number of the predetermined single to-be-detected falling slope statistical sampling times to generate a statistical sampling time d;
here, the statistical sampling number of the single to-be-measured descent slope, that is, the number of sampling times that the subsystem needs to perform for calculating each real-time descent slope statistical value, should be an even number, and is assumed to be 10;
s10322, the subsystem controller takes the statistical sampling times d as the total number of samples and takes the sampling time TsamFor a single sampling duration, the support capacitor voltage of the subsystem inverter is continuously sampled to generate a first sampled support capacitor voltage set { U }time1,Utime2…Utimed}；
Here, if d is 10, the first sampling support capacitor voltage set is { U {time1,Utime2…Utime10Comprises 10 first sampling support capacitor voltages Utime；
S10323, the subsystem controller sets the grouping breakpoint label e as d/2;
here, d is 10, e is 10/2 is 5;
s10324, the subsystem controller sets { U } a first set of sampled support capacitor voltagestime1,Utime2…UtimedEqually dividing the voltage into two groups according to time sequence, and sampling all first sampling supporting capacitor voltages U of each grouptimePerforming a summation calculation to generate a first set of electricityPressure and Usum1And a second set of voltages and Usum2；
In particular, the method comprises the following steps of,
Figure GDA0002907471900000171
where d is 10 and e is 5, then
Figure GDA0002907471900000172
S10325, the subsystem controller sets the breakpoint reference e, the first set of voltages, and Usum1And a second set of voltages and Usum2Calculating the real-time descending slope statistic to generate a first real-time descending slope statistic Ktime1；
In particular, the method comprises the following steps of,
Figure GDA0002907471900000173
here, e is 5, Usum1And Usum2Calculating as parameter to obtain a first real-time descending slope statistic
Figure GDA0002907471900000174
S10326, the subsystem controller calculates a first real-time decreasing slope coefficient Ktime1Set K of descending slopes to be measuredTIMEAdding a real-time descending slope statistic data item;
s1033, before the subsystem is not determined to enter the dead zone, the subsystem controller continuously counts the real-time support capacitor voltage falling slope of the subsystem to generate a plurality of real-time falling slope statistical values, and the real-time falling slope statistical values generated by each time of statistics are respectively sent to a falling slope set K to be detectedTIMEAnd performing real-time descending slope statistic data item adding operation.
The sub-controller continuously samples the load voltage of the sub-system at high frequency after calculating all the non-zone determination boundary parameters, and the calculation of the real-time support capacitance descending slope of the sampling value by continuous sampling is generated by a plurality of real-time support capacitance descending slopesStatistical value K of descending slopetimeDescending slope set K to be measured and formed by arranging according to time sequenceTIME. Meanwhile, a set K of descending slopes to be measured is generated by sampling at the edgeTIMEMeanwhile, the subsystem also synchronously starts judging the dead zone by combining the system real-time load P which is calculated before and the dead zone judgment boundary parameters. And as long as the value of the load power P of the subsystem does not belong to the threshold range of the first judgment interval, the judgment process of the subsystem on the non-electric area is the same. The following table is a unified description of the relationship between the determination boundary conditions and the determination processing method.
Figure GDA0002907471900000181
Watch 1
And S11, when the judgment result of the subsystem entering the dead zone is the identification of the state of entering the dead zone, the subsystem controller controls the blocking pulse of the subsystem inverter and performs the operation of disconnecting the contactor of the subsystem bus contactor.
The subsystem bus contactors are respectively arranged between each high-voltage subsystem and the high-voltage bus and between each high-voltage subsystem and the high-voltage bus of the train, and when the subsystems judge that the high-voltage subsystems enter a non-electricity area, the subsystem bus contactors are required to be shut off while inverter pulses are blocked by the subsystem controllers, so that large current caused by instant voltage difference when the high-voltage subsystems return to the electricity area from the non-electricity area is prevented.
In summary, the technical solution provided in the embodiments of the present invention at least has the following technical effects or advantages:
1) when the method is used for real-time judgment, different operation working conditions and different actual loads are combined, and compared with the boundary calculation principle of common constants or fixed proportion parameters, the method is closer to the actual condition and can effectively judge the entering position of a dead zone; 2) the method can adaptively adjust the detection judgment speed according to the difference of the reduction speed of the voltage of the support capacitor caused by different load powers so as to ensure that the voltage of the support capacitor is maintained in a safe range after no-cell detection control; 3) the method of the invention is active detection and passive control, has no specific requirement on the train speed, and is beneficial to engineering realization; 4) the method can keep the rest voltage of the support capacitor of each system of the train while ensuring the detection reliability, and effectively avoids the problems of the power receiving boots or the pantograph burns, the trip of a circuit breaker and the like caused by the fact that the support capacitor has larger voltage difference with a power supply line and is directly charged when the train exits from a dead zone.
Example two
Fig. 5 is a schematic view of a non-electric area detecting and controlling method for a rail transit vehicle according to a second embodiment of the present invention, as shown in fig. 5, the non-electric area detecting and controlling method for a rail transit vehicle according to the second embodiment of the present invention includes the following steps:
s201, the subsystem controller determines the voltage U of the non-area triggering detection support capacitor according to the system configuration and specification of the rail transit vehicle0。
Here, U of each vehicle is determined according to the specific configuration and specification of the actual vehicle0May be different.
S202, the subsystem controller passes through the subsystem inverter according to the preset sampling time TsamThe subsystem load is sampled by electric energy to generate a sampling supporting capacitor voltage UsamAnd a sampling current Isam(ii) a Supporting the capacitor voltage U according to the samplingsamAnd a sampling current IsamPerforming real-time power calculation to generate a subsystem load power P; and uploading the subsystem load power P to a central processor of the network system.
Wherein the subsystem load power P comprises traction motor group power PTAnd AC/DC load group power PS。
S203, the network system central processing unit distinguishes and counts the received load power P of all the subsystems according to load types to generate a traction motor power set { P }T1,PT2…PTi…PTnH and AC/DC load power set PS1,PS2…PSj…PSmAnd the working condition state is identified and the power of the traction motor is integrated into a set { P }T1,PT2…PTi…PTnJ and crossDC load power set { PS1,PS2…PSj…PSmIt sends it to all subsystem controllers.
Wherein, the value range of i is from 1 to n, the value range of j is from 1 to m, and m + n is the total number of high-voltage subsystems included in the vehicle. Taking the rail transit vehicle shown in fig. 2 as an example, the vehicle includes 6 traction subsystems and 2 auxiliary subsystems, where n is 6 and m is 2.
S204, the subsystem controller receives the working condition state identification and the traction motor power set { P } of the central processing unit of the network systemT1,PT2…PTi…PTnH and AC/DC load power set PS1,PS2…PSj…PSmStored locally as a dead zone detection parameter.
S205, when the voltage U of the supporting capacitor is sampledsamGreater than or equal to no-zone triggering detection support capacitor voltage U0In this case, the subsystem controller determines that the subsystem does not enter the no-power zone, and then proceeds to S202.
Here, UsamWhether or not less than U0Starting a precondition for a no-zone detection for a subsystem, when UsamGreater than or equal to U0Meanwhile, the electric energy acquired from the power supply area by the rail transit vehicle which does not enter the dead zone or the partial carriage which does not enter the dead zone can still support the normal operation of the vehicle, and at the moment, the subsystem controller does not need to further detect and control the dead zone of the system and still carries out the detection and the control according to the sampling time TsamThe sub-system load is continuously sampled.
In summary, the technical solution provided in the embodiments of the present invention at least has the following technical effects or advantages: the method of the invention is to support the capacitor voltage U0The support capacitor is related to the specific configuration and specification of the vehicle for judging conditions, so that the support capacitor is used as a judging condition, namely, the specific requirement on the speed of the train is not required, the engineering realization is facilitated, and the conditions can be automatically adjusted according to the actual conditions.
Those of skill would further appreciate that the various illustrative components and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied in hardware, a software module executed by a processor, or a combination of the two. A software module may reside in Random Access Memory (RAM), memory, Read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are merely exemplary embodiments of the present invention, and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.

Claims (10)

1. A dead zone detection and control method for a rail transit vehicle is characterized in that the method is applied to the rail transit vehicle, and the rail transit vehicle comprises the following steps: a network system central processor and a plurality of high voltage subsystems, the high voltage subsystems including a subsystem controller, a subsystem inverter, a subsystem load and a subsystem bus contactor, the method comprising:
the subsystem controller receives the working condition state identification and the traction motor power set { P) sent by the central processing unit of the network systemT1,PT2…PTi…PTnH and AC/DC load power set PS1,PS2…PSj…PSmStoring the parameters as non-area detection parameters in local; the subsystem controller obtains the sampling supporting capacitor voltage U of the subsystem loadsamAnd subsystem load power P; the value range of i is from 1 to n, the value range of j is from 1 to m, and m + n is the total number of high-voltage subsystems included in the rail transit vehicle;
when the sampling supports the capacitor voltage UsamLess than predetermined no-zone trigger detection support capacitor voltage U0Then, the subsystem controller obtains a preset traction inverter supporting capacitance set { C) in the configuration information of the rail transit vehicle according to the load typeT1,CT2…CTi…CTnAnd a set of auxiliary inverter support capacitances CS1,CS2…CSj…CSmAnd according to the traction inverter support capacitance set { C }T1,CT2…CTi…CTnAnd a set of said auxiliary inverter support capacitances { C }S1,CS2…CSj…CSmCalculating the equivalent total capacitance of the whole vehicle to generate the total capacitance Ctot；
The subsystem controller identifies the power set { P) of the traction motor according to the working condition stateT1,PT2…PTi…PTnH and the AC/DC load power set { P }S1,PS2…PSj…PSmCarry on the total load calculation of the whole car and generate the total load power Ptot；
The subsystem controller is used for controlling the total load power P according to a preset first-end section proportion, a preset middle section increasing proportion andtotsetting the power point of the non-district subsection detection to generate a subsection detection power point set { PB1,PB2…PBx…PBq}; the value range of x is from 1 to q, and q is the total number of the subsection power detection points;
the subsystem controller detects a set of power points { P } from the segmentsB1,PB2…PBx…PBqCarrying out non-area subsection detection on the supporting capacitorCalculating voltage falling slope points to generate a set of sectional detection falling slope points { K1,K2…Kx…Kq}；
The subsystem controller detects a set of power points { P } from the segmentsB1,PB2…PBx…PBqCalculating the number of times of the subsection detection and identification triggering of the no-cell, and generating a set of the number of times of the subsection detection and identification triggering { A }1,A2…Ax…Aq}；
The subsystem controller detects a power point set { P) according to the subsystem load power P and the segmentationB1,PB2…PBx…PBqSet of said piecewise detected falling slope points { K }1,K2…Kx…KqAnd the set of segment detection assertion trigger times { A }1,A2…Ax…AqCarrying out detection judgment on the subsystem entering a non-electric area, and generating a judgment result of the subsystem entering the non-electric area;
and when the judgment result that the subsystem enters the non-electricity zone indicates that the subsystem enters the non-electricity zone state mark, the subsystem controller controls the blocking pulse of the subsystem inverter and performs the operation of disconnecting the contactor on the subsystem bus contactor.
2. The method of claim 1, wherein the operating condition status indicator, the set of traction motor powers { P } is received at the subsystem controller from the network system central processorT1,PT2…PTi…PTnH and AC/DC load power set PS1,PS2…PSj…PSmBefore, the method further comprises:
the subsystem controller is used for controlling the subsystem inverter to perform sampling according to a preset sampling time TsamSampling electric energy to the subsystem load to generate the sampling support capacitor voltage UsamAnd a sampling current Isam(ii) a Supporting the capacitor voltage U according to the samplingsamAnd the sampling current IsamPerforming real-time power calculation to generate the subsystem load power P; uploading the subsystem load power P to the network system central processing unit; the subsystem load power P comprises traction motor group power PTAnd AC/DC load group power PS；
The central processing unit of the network system distinguishes and counts the received load power P of all subsystems according to load types to generate a traction motor power set { PT1,PT2…PTi…PTnH and AC/DC load power set PS1,PS2…PSj…PSm}；
The central processing unit of the network system acquires the current vehicle running condition to generate a working condition state identifier, and the working condition state identifier and the traction motor power set { P }T1,PT2…PTi…PTnH and the AC/DC load power set { P }S1,PS2…PSj…PSmIt sends it to all subsystem controllers.
3. The dead zone detection and control method for a rail transit vehicle of claim 1, wherein the set of support capacitances { C ] from the traction inverterT1,CT2…CTi…CTnAnd a set of said auxiliary inverter support capacitances { C }S1,CS2…CSj…CSmCalculating the equivalent total capacitance of the whole vehicle to generate the total capacitance CtotThe method specifically comprises the following steps:
the subsystem controller supports a set of capacitances { C ] from the traction inverterT1,CT2…CTi…CTnAnd a set of said auxiliary inverter support capacitances { C }S1,CS2…CSj…CSmCalculating said
Figure FDA0002907471890000031
4. According to claim 1The method for detecting and controlling the dead zone of the rail transit vehicle is characterized in that the subsystem controller identifies the traction motor power set { P) according to the working condition stateT1,PT2…PTi…PTnH and the AC/DC load power set { P }S1,PS2…PSj…PSmCarry on the total load calculation of the whole car and generate the total load power PtotThe method specifically comprises the following steps:
when the working condition state identifier is an idle working condition identifier, the subsystem controller collects the power set { P) of the AC/DC load according to the AC/DC load powerS1,PS2…PSj…PSmCarrying out total load calculation of the whole vehicle, wherein
Figure FDA0002907471890000032
When the condition status identifier is a traction condition identifier, the subsystem controller aggregates the power of the traction motor according to the { P }T1,PT2…PTi…PTnH and the AC/DC load power set { P }S1,PS2…PSj…PSmCarrying out total load calculation of the whole vehicle, wherein
Figure FDA0002907471890000033
5. The method of claim 1, wherein the subsystem controller is configured to determine the total load power P based on a predetermined first-to-last segment ratio, a predetermined middle segment incremental ratio, and the total load power PtotSetting the power point of the non-district subsection detection to generate a subsection detection power point set { PB1,PB2…PBx…PBq}; the value range of x is from 1 to q, and q is the total number of segment power detection points, and the method specifically comprises the following steps:
the subsystem controller sets the head-to-tail segment ratio and the middle segment incremental ratio according to the head-to-tail segment ratio and the middle segment incremental ratio
Figure FDA0002907471890000034
The subsystem controller is used for controlling the subsystem according to the q, the head-end section proportion, the middle section increasing proportion and the total load power PtotSetting the set of segment detection power points { P }B1,PB2…PBx…PBq}; the set of segment detection power points { P }B1,PB2…PBx…PBqIn (b), the PB1Multiplying the first and last segment ratios by the total load power PtotThe product of (A), the PB2Multiplying the intermediate segment by the total load power P in increasing proportiontotIs added to said PB1And, said PBqMultiplying the total load power P by the difference of 1 minus the first and last segment ratiostotThe product of (a).
6. The method of claim 1, wherein the subsystem controller detects the set of power points { P } from the segmentsB1,PB2…PBx…PBqAnd calculating voltage falling slope points of the support capacitor for the non-region segmented detection to generate a segmented detection falling slope point set { K }1,K2…Kx…KqThe method specifically comprises the following steps:
the subsystem controller is based on a formula
Figure FDA0002907471890000041
A preset sampling time TsamThe non-cell triggering detection support capacitor voltage U0The total capacitance capacity CtotAnd the set of segment detection power points { P }B1,PB2…PBx…PBqSubstituting and calculating as a parameter to generate the set of the piecewise detection descending slope points { K }1,K2…Kx…Kq}；
Wherein, the
Figure FDA0002907471890000042
The above-mentioned
Figure FDA0002907471890000043
The above-mentioned
Figure FDA0002907471890000044
The above-mentioned
Figure FDA0002907471890000045
7. The method of claim 1, wherein the subsystem controller detects the set of power points { P } from the segmentsB1,PB2…PBx…PBqCalculating the number of times of the subsection detection and identification triggering of the no-cell, and generating a set of the number of times of the subsection detection and identification triggering { A }1,A2…Ax…AqThe method specifically comprises the following steps:
the subsystem controller is based on a formula
Figure FDA0002907471890000046
The total load power PtotAnd the set of segment detection power points { P }B1,PB2…PBx…PBqSubstituting and calculating as parameter to generate the set of the segmented detection affirmed triggering times { A }1,A2…Ax…Aq}；
Wherein, the
Figure FDA0002907471890000051
The above-mentioned
Figure FDA0002907471890000052
The above-mentioned
Figure FDA0002907471890000053
The above-mentioned
Figure FDA0002907471890000054
8. The method of claim 1, wherein the subsystem controller detects the set of power points { P } according to the subsystem load power P, the segment detection power pointB1,PB2…PBx…PBqSet of said piecewise detected falling slope points { K }1,K2…Kx…KqAnd the set of segment detection assertion trigger times { A }1,A2…Ax…AqCarrying out detection judgment on the subsystem entering the non-electric area, and generating a judgment result of the subsystem entering the non-electric area, wherein the method specifically comprises the following steps:
the subsystem controller detects a set of power points { P } from the segmentsB1,PB2…PBx…PBqSetting a judgment interval set { a first judgment interval, a second judgment interval …, a q +1 judgment interval }; wherein the threshold range of the first judgment interval is greater than or equal to 0 and less than PB1The threshold range of the second judgment interval is greater than or equal to PB1And is less than the PB2The threshold value range of the q +1 th judgment interval is greater than or equal to the PBqAnd less than the total load power Ptot；
When the value of the subsystem load power P belongs to the threshold range of the first judgment interval, the subsystem controller does not perform the subsystem no-area detection judgment;
when the value of the subsystem load power P belongs to the threshold range of the second judgment interval, the subsystem controller sets the judgment times to be A1Setting a decision falling slopeIs said K1(ii) a The subsystem controller generates a set K of descending slopes to be measured by continuously counting the descending slopes of the voltage of the real-time support capacitor of the subsystemTIME(ii) a The set K of falling slopes to be measuredTIMEIncluding a plurality of real-time descent slope statistics; in the set K of falling slopes to be measuredTIMEThe subsystem controller counts the total number of a plurality of real-time descending slope statistical values which have values smaller than the judged descending slope and are continuous in sequence to generate a continuous judgment total number; when the total number of the continuous judgments is greater than or equal to the judgment times, the subsystem controller sets the non-electric area judgment result as the identifier for entering the non-electric area state;
when the value of the subsystem load power P belongs to the threshold range of the q +1 th judgment interval, the subsystem controller sets the judgment times to be AqSetting the determination falling slope to said Kq(ii) a The subsystem controller generates the set K of the falling slopes to be detected by continuously counting the falling slopes of the voltage of the real-time support capacitor of the subsystemTIME(ii) a In the set K of falling slopes to be measuredTIMEThe subsystem controller counts the total number of a plurality of real-time descending slope statistical values which have values smaller than the judgment descending slope and are sequentially continuous to generate the continuous judgment total number; and when the total continuous judgment number is greater than or equal to the judgment times, the subsystem controller sets the non-electric area judgment result as the identification of entering the non-electric area state.
9. The method as claimed in claim 8, wherein the subsystem controller generates a set K of descending slopes to be measured by continuously counting descending slopes of real-time support capacitor voltage of the subsystemTIMEThe method specifically comprises the following steps:
the subsystem controller initializes the set K of descending slopes to be measuredTIMEIs empty;
the subsystem controller counts the voltage reduction slope of the real-time support capacitor of the subsystem to generate a first real-time voltageSlope reduction rate statistic Ktime1Said subsystem controller comparing said first real-time decreasing slope statistic Ktime1To the set K of descending slopes to be measuredTIMEAdding a real-time descending slope statistic data item;
before the subsystem is not determined to enter a no-current area, the subsystem controller continuously counts the real-time support capacitor voltage descending slope of the subsystem to generate a plurality of real-time descending slope statistical values, and respectively sends the real-time descending slope statistical values generated by statistics to the descending slope set K to be detectedTIMEAdding a real-time descending slope statistic data item;
the subsystem controller counts the voltage falling slope of the real-time support capacitor of the subsystem to generate a first real-time falling slope statistic value Ktime1The method specifically comprises the following steps:
the subsystem controller obtains the number of the preset single falling slope statistical sampling to be detected to generate the number of statistical sampling d: the statistical sampling frequency d is an even number;
the subsystem controller takes the statistical sampling times d as the total sampling number and preset sampling time TsamFor a single sampling duration, continuously sampling the support capacitor voltage of the subsystem inverter to generate a first sampled support capacitor voltage set { U }time1,Utime2…Utimed}; the first set of sampled support capacitor voltages { U }time1,Utime2…UtimedD first sampling supporting capacitor voltages U counted by sampling timestime；
The subsystem controller sets a grouping breakpoint label e as a quotient of dividing the statistical sampling times d by 2;
the subsystem controller supports the first set of sampled support capacitor voltages { U }time1,Utime2…UtimedEqually dividing the voltage into two groups according to time sequence, and sampling all first sampling supporting capacitor voltages U of each grouptimePerforming a summation calculation to generate a first set of voltage sums Usum1And a second set of voltages and Usum2；
The above-mentioned
Figure FDA0002907471890000071
The value range of y is from 1 to the grouping breakpoint label e;
the above-mentioned
Figure FDA0002907471890000072
The value range of z is from the sum of the grouping breakpoint label e plus 1 to the statistical sampling times d;
the subsystem controller is based on the grouping breakpoint label e, the first set of voltages and Usum1And the second set of voltage sums Usum2Calculating the real-time descending slope statistic to generate the first real-time descending slope statistic Ktime1(ii) a The above-mentioned
Figure FDA0002907471890000073
10. The dead zone detection and control method for a rail transit vehicle of claim 1, further comprising:
and the subsystem controller determines whether the line network voltage is recovered to be within a normal line network voltage threshold range, and when the line network voltage is recovered to be within the normal line network voltage threshold range, the subsystem controller exits the no-electricity-zone detection processing flow, cancels the blocking pulse control of the subsystem inverter, and then performs contactor closing operation on the subsystem bus contactor.
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