WO2020001092A1 - 一种轨道车辆车内压力保护方法、装置及系统 - Google Patents

一种轨道车辆车内压力保护方法、装置及系统 Download PDF

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Publication number
WO2020001092A1
WO2020001092A1 PCT/CN2019/079194 CN2019079194W WO2020001092A1 WO 2020001092 A1 WO2020001092 A1 WO 2020001092A1 CN 2019079194 W CN2019079194 W CN 2019079194W WO 2020001092 A1 WO2020001092 A1 WO 2020001092A1
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Prior art keywords
rail vehicle
pressure
pressure fluctuation
preset
vehicle
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PCT/CN2019/079194
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English (en)
French (fr)
Inventor
王胜光
游进
李剑
张从慧
王英邗
孙照岚
李树典
蒋欣
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CRRC Qingdao Sifang Co Ltd
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CRRC Qingdao Sifang Co Ltd
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Publication of WO2020001092A1 publication Critical patent/WO2020001092A1/zh
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D27/00—Heating, cooling, ventilating, or air-conditioning
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems

Definitions

  • the embodiments of the present application relate to the technical field of rail vehicle control, and in particular, to a method, a device, and a system for protecting pressure inside a rail vehicle.
  • the existing rail vehicle interior pressure protection system is a passive pressure protection system. Sensors and controllers are installed on the lead vehicle to monitor the outside pressure fluctuations in real time. When a large outside pressure fluctuation is detected, a separate controller is used. Send a signal to each car's pneumatic pressure protection valve installed in the air conditioning unit and waste exhaust device.
  • the rail vehicle interior pressure protection system needs to monitor pressure fluctuations inside and outside the vehicle in real time. When pressure fluctuations inside and outside the vehicle are monitored, the pressure protection valve needs to be closed quickly, so the valve closing action is achieved by the high pressure gas provided by the vehicle to push the cylinder. Close quickly.
  • the existing rail vehicle interior pressure protection system requires real-time monitoring of the pressure fluctuations inside and outside the vehicle. There are many components, the structure and principle are complex, and the failure rate is high. At the same time, the pressure protection system is prone to continuous operation when running in a tunnel, resulting in fresh air inside the vehicle Inadequate supply.
  • the embodiments of the present application provide a method, a device, and a system for pressure protection in a rail vehicle.
  • an embodiment of the present application provides a pressure protection method for a rail vehicle.
  • the method includes: acquiring a current position of the rail vehicle while the vehicle is in motion; and determining that the rail vehicle is in the arrival pressure fluctuation control based on the current position judgment.
  • the electric pressure wave protection valve is closed; wherein the pressure fluctuation control interval is determined according to the preset pressure fluctuation interval; According to the current position judgment, when the rail vehicle leaves the pressure fluctuation control section, the electric pressure wave protection valve is opened.
  • an embodiment of the present application provides a pressure protection device for a rail vehicle.
  • the device includes a vehicle position acquisition module specifically configured to acquire a current position of a traveling rail vehicle; a control module specifically configured to : If it is determined according to the current position that the rail vehicle is at a preset position before reaching the pressure fluctuation control interval, and the current running speed of the rail vehicle is greater than a preset speed threshold, closing the electric pressure wave protection valve; wherein The pressure fluctuation control interval is determined according to a preset pressure fluctuation interval; if it is learned that the rail vehicle leaves the pressure fluctuation control interval based on the current position judgment, the electric pressure wave protection valve is opened.
  • an embodiment of the present application provides a rail vehicle interior pressure protection system, which includes: a rail vehicle interior pressure protection device, an electric pressure wave protection valve, and a vehicle network system; wherein: the rail vehicle interior pressure The protection device is specifically configured to: obtain the current position of the running rail vehicle; if it is determined according to the current position that the rail vehicle is at a preset position before reaching the pressure fluctuation control interval, and the current running speed of the rail vehicle When it is greater than the preset speed threshold, the electric pressure wave protection valve is closed; wherein the pressure fluctuation control interval is determined according to the preset pressure fluctuation interval; if the current vehicle is judged to leave the pressure fluctuation control based on the current position judgment Interval, the electric pressure wave protection valve is opened; the electric pressure wave protection valve is specifically configured to: receive a control command of a pressure protection device in the rail vehicle, and then perform an opening or closing action; the vehicle network The system is specifically configured to send station information, vehicle speed information, and Vehicle information to the inter-vehicle rail pressure protection means
  • an embodiment of the present application provides an electronic device including a memory and a processor, where the processor and the memory complete communication with each other through a bus; the memory stores a program executable by the processor Instructions, the processor calling the program instructions can execute the following method: obtaining the current position of the running rail vehicle; if it is determined according to the current position that the rail vehicle is at a preset position before reaching the pressure fluctuation control interval, And when the current running speed of the rail vehicle is greater than a preset speed threshold, the electric pressure wave protection valve is closed; wherein the pressure fluctuation control interval is determined according to the preset pressure fluctuation interval; if the current position is judged to obtain the When the rail vehicle leaves the pressure fluctuation control zone, the electric pressure wave protection valve is opened.
  • an embodiment of the present application provides a computer-readable storage medium on which a computer program is stored.
  • the computer program When the computer program is executed by a processor, the following method is implemented: obtaining a current position of a running rail vehicle; The current position judgment indicates that the rail vehicle is at a preset position before reaching the pressure fluctuation control interval, and when the current running speed of the rail vehicle is greater than a preset speed threshold, the electric pressure wave protection valve is closed; wherein the pressure fluctuation The control interval is determined according to a preset pressure fluctuation interval; if it is learned that the rail vehicle leaves the pressure fluctuation control interval based on the current position judgment, the electric pressure wave protection valve is opened.
  • the electric pressure wave protection valve is closed in advance before driving into the pressure fluctuation control section according to a preset rule, and the electric pressure wave protection valve is opened after leaving the pressure fluctuation control section, and the electric pressure wave only needs to be switched on and off at a specific position.
  • the protection valve reduces the failure rate of the pressure protection in the rail vehicle, improves the reliability, and avoids the shortage of fresh air supply caused by the continuous closing of the electric pressure wave protection valve.
  • FIG. 1 is a flowchart of a method for protecting a rail vehicle's interior pressure according to an embodiment of the present application
  • FIG. 2 is a schematic diagram when a preset pressure fluctuation interval is passed between two stations in a method for protecting the pressure in a railcar according to an embodiment of the present application;
  • FIG. 3 is a schematic diagram when a pressure preset control interval is continuously preset between two stations in a pressure protection method for a rail vehicle interior provided in an embodiment of the present application;
  • FIG. 4 is a schematic diagram when a pressure preset control interval is continuously preset between two stations in a method for protecting the pressure in a railcar according to another embodiment of the present application;
  • FIG. 5 is a schematic structural diagram of a pressure protection device in a rail vehicle provided in an embodiment of the present application.
  • FIG. 6 is a schematic structural diagram of a rail vehicle interior pressure protection system according to an embodiment of the present application.
  • FIG. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
  • FIG. 1 is a flowchart of a pressure protection method for a rail vehicle interior according to an embodiment of the present application. As shown in FIG. 1, the method includes:
  • Step 101 Obtain the current position of the running rail vehicle
  • Step 102 If it is determined according to the current position that the rail vehicle is at a preset position before reaching the pressure fluctuation control interval, and when the current running speed of the rail vehicle is greater than a preset speed threshold, closing the electric pressure wave protection valve ; Wherein the pressure fluctuation control interval is determined according to a preset pressure fluctuation interval;
  • Step 103 If it is determined according to the current position that the rail vehicle leaves the pressure fluctuation control section, the electric pressure wave protection valve is opened.
  • the pressure fluctuation control section refers to a section that needs to achieve effective in-vehicle pressure protection.
  • the pressure fluctuation control interval is determined according to a preset pressure fluctuation interval.
  • the preset pressure fluctuation interval refers to a preset interval that needs to achieve effective in-vehicle pressure protection. Because the location of large pressure fluctuations is usually near the ventilation shaft or the tunnel entrance and exit, the section where the ventilation shaft needs to achieve effective in-vehicle pressure protection can be called the wind well pressure fluctuation section, and the tunnel entrance and exit need to achieve effective interior pressure protection. It can be called the tunnel pressure fluctuation interval.
  • the preset pressure fluctuation section can be the wind well pressure fluctuation section and the tunnel pressure fluctuation section.
  • An area where the pressure fluctuation at the entrance or exit of the ventilation shaft or the tunnel is greater than a preset threshold (for example, 500 Pascals / s) may be used as the preset pressure fluctuation interval.
  • the pressure fluctuation control interval is further determined according to the preset pressure fluctuation interval.
  • the preset pressure fluctuation interval is the pressure fluctuation control interval; If the preset pressure fluctuation interval is continuous between two stations, if it is determined that the valve closing time of the in-vehicle pressure protection in the previous preset pressure fluctuation interval is known to be longer than the in-vehicle preset pressure fluctuation interval For the valve opening time of the pressure protection, it is only necessary to set the valve opening time corresponding to the preset pressure fluctuation interval described previously, and to set the valve closing time corresponding to the preset pressure fluctuation interval described later.
  • the pressure fluctuation control interval can be set in advance or can be determined through calculation during the control process.
  • the electric pressure wave protection valve In the direction of travel of the rail vehicle, the electric pressure wave protection valve needs to be closed in advance when entering the pressure fluctuation control section, so as to ensure that the vehicle is not affected by the pressure fluctuation after entering the pressure fluctuation control section; After leaving the pressure fluctuation control interval, the electric pressure wave protection valve can be opened to resume normal operation.
  • the method for protecting the pressure inside a rail vehicle provided in the embodiment of the present application may be implemented by a pressure protection device in a rail vehicle, and specifically, may be implemented by an air conditioning controller.
  • the pressure protection device in the rail vehicle obtains the current position of the traveling rail vehicle, and the preset position may be the position of the front of the rail; if it is determined based on the current position of the rail vehicle that the rail vehicle is in the arrival pressure fluctuation control, When the preset position before the section and the current running speed of the rail vehicle is greater than a preset speed threshold, the electric pressure wave protection valve is closed; wherein, the preset position is also the position at which the valve close signal is issued.
  • the preset position may be a distance of 500 m from a current position of the rail vehicle to a start end of the pressure fluctuation control interval, and a specific value may be set according to actual needs.
  • the electric pressure wave protection valve is closed only when the driving speed is greater than a preset speed threshold.
  • the preset speed threshold may be 90 km / h.
  • the electric pressure wave protection valve is opened.
  • the departure of the rail vehicle from the pressure fluctuation control section means that the tail of the rail vehicle leaves the pressure fluctuation control section.
  • the rail vehicle may also be set to determine that the rail vehicle has traveled a certain distance from the pressure fluctuation control interval based on the current position of the rail vehicle. For example, if the vehicle is 500m away from the pressure fluctuation control interval, it may be determined according to actual needs. Depending on, the electric pressure wave protection valve is opened.
  • the electric pressure wave protection valve is closed in advance before driving into the pressure fluctuation control section according to a preset rule, and the electric pressure wave protection valve is opened after leaving the pressure fluctuation control section.
  • the protection valve reduces the failure rate of the pressure protection in the rail vehicle, improves the reliability, and avoids the shortage of fresh air supply caused by the continuous closing of the electric pressure wave protection valve.
  • the distance between the preset position and the driving end of the pressure fluctuation control interval is obtained by the following formula:
  • the pressure fluctuation control section is known, that is, the positions of the entry end and the exit end of the pressure fluctuation control section are known.
  • the reliable closing of the valve can use the time obtained by adding the preset time margin to the operating time of the electric pressure wave protection valve, multiplying the maximum speed of the rail vehicle, and the obtained result can be used as the preset position and the pressure.
  • the distance between the driving ends of the wave control section thereby determining the preset position.
  • a valve closing command is sent in advance at the preset position to ensure that the electric pressure wave protection valve is reliably closed when the rail vehicle travels to the pressure fluctuation control section.
  • the control logic of pressure protection in rail vehicles includes two aspects: one is the trigger logic for closing the electric pressure wave protection valve that pre-enters the pressure fluctuation control zone; the other is the trigger for opening the electric pressure wave protection valve that is out of the pressure fluctuation control zone. logic.
  • the opening and closing of the electric pressure wave protection valve can directly control the closing and opening of the valve according to whether the current position of the vehicle is in the preset position or whether it is driving out of the pressure fluctuation control zone; or based on the rail vehicle and The distance between the previous stations (distance from the station) triggers the opening and closing of the pressure protection valve.
  • T 1 be the operating time of the electric pressure wave protection valve, about 5s;
  • T 2 is the time margin, which can be set to 3s;
  • T T 1 + T 2 ;
  • Another set length is L C ⁇ 190m.
  • FIG. 2 is a schematic diagram when a preset pressure fluctuation interval is passed between two stations in the method for protecting the pressure in a railcar according to an embodiment of the present application.
  • FIG. 2 taking the inter-station line conditions of a certain subway line of the S 1 metro as an example, there is only one tunnel pressure fluctuation interval C 1 D 1 between the stations, and the pressure fluctuation control interval is the Tunnel pressure fluctuation range C 1 D 1 .
  • a 1 and B 1 are the start and end points of the operating zone of Z 1 and Z 2 in S 1 city
  • C 1 and D 1 are the entry and exit ends of the tunnel pressure fluctuation zone
  • G 1 is the valve closing signal.
  • the sending position is the preset position
  • I 1 is the sending position of the valve opening signal.
  • G 1 A 1 C 1 A 1 -C 1
  • FIG. 3 is a schematic diagram when a pressure fluctuation control interval is continuously preset between two stations in a method for protecting the pressure in a railcar according to an embodiment of the present application.
  • a pressure fluctuation control interval is continuously preset between two stations in a method for protecting the pressure in a railcar according to an embodiment of the present application.
  • FIG. 3 taking the inter-station line conditions of a certain subway line of the S 2 rail transit as an example, two air shafts need to be passed between two stations, that is, two preset pressure fluctuation intervals must be passed.
  • a 2 and B 2 be the start and end points of the running zone of Z 2 and Z 4 stations in S 2 city
  • C 2 and D 2 be the entry and exit ends of the pressure fluctuation section of No. 1 wind well
  • E 2 and F 2 is the entry end and exit end of the pressure fluctuation zone of No. 2 wind well.
  • the pressure fluctuation control intervals between the stations Z 3 and Z 4 are C 2 D 2 and E 2 F 2 respectively, and the positions at which the air conditioning controller sends off signals of the electric pressure wave protection valve are: G 2 and H 2.
  • the positions where the air-conditioning controller sends out the opening signal of the electric pressure wave protection valve are I 2 and J 2 respectively .
  • G 2 A 2 C 2 A 2 -C 2
  • FIG. 4 is a schematic diagram when a pressure preset control interval is continuously preset between two stations in a rail vehicle interior pressure protection method according to another embodiment of the present application.
  • a pressure preset control interval is continuously preset between two stations in a rail vehicle interior pressure protection method according to another embodiment of the present application.
  • FIG. 4 taking the inter-station line conditions of a certain subway line of the S 3 rail transit as an example, two air shafts need to be passed between two stations, that is, two preset pressure fluctuation intervals must be passed.
  • a 3 and B 3 be the start and end points of the running zone of Z 5 and Z 6 in S 3 city
  • C 3 and D 3 are the entry and exit ends of the pressure fluctuation section of No. 3 wind well
  • E 3 and F 3 is the entry end and exit end of the pressure fluctuation zone of No. 4 wind well.
  • I 3 E 3 ⁇ (T 1 + T) ⁇ 38.9m / s ⁇ 506m, indicating that the valve closing time for the pressure fluctuation interval of No. 4 wind well does not lag behind the valve opening time for the pressure fluctuation interval of No. 3 wind well . Therefore, as shown in FIG. 4, the pressure fluctuation control interval between stations Z 5 and Z 6 is C 3 F 3 , the position where the air conditioning controller sends the pressure protection valve off signal is G 3 , and the air conditioning controller sends the pressure. The position of the protection valve open signal is J 3 .
  • G 3 A 3 C 3 A 3 -C 3
  • the embodiment of the present application calculates between the preset position and the driving end of the pressure fluctuation control interval according to the operation time of the electric pressure wave protection valve, the preset time margin, and the maximum travel speed of the rail vehicle.
  • the distance guarantees the reliable closing of the electric pressure wave protection valve when the rail vehicle enters the pressure fluctuation control zone, and improves the reliability of the pressure protection inside the rail vehicle.
  • the method further includes: determining the preset pressure fluctuation interval through simulation analysis or line experiment.
  • the preset pressure fluctuation interval refers to a preset interval that needs to achieve effective in-vehicle pressure protection. If it can be a tunnel pressure fluctuation interval or a wind well pressure fluctuation interval, the pressure fluctuation can be greater than a preset value.
  • An area of a threshold (for example, 500 Pascals / s) is used as the preset pressure fluctuation interval.
  • the preset pressure fluctuation interval may be determined through simulation analysis or line experiment.
  • the simulation analysis includes performing dynamic simulation on a moving rail vehicle, and determining the pressure fluctuation interval where a pressure change is greater than a preset threshold according to a pressure change situation;
  • the line experiment determining the preset pressure fluctuation interval refers to determining the The preset pressure fluctuation interval may be measured by a pressure sensor during a train running to determine the pressure fluctuation interval in which a pressure change is greater than a preset threshold.
  • the embodiments of the present application determine the preset pressure fluctuation interval through simulation analysis or line experiment, which lays a foundation for further determining the pressure fluctuation control interval and realizing pressure protection in the rail vehicle.
  • the acquiring the current position of the traveling rail vehicle specifically includes: acquiring the current position of the traveling rail vehicle according to the station information, vehicle speed information, and time information sent by the vehicle network system. .
  • the current position of the running rail vehicle may be obtained according to the station information, vehicle speed information, and time information sent by the vehicle network system.
  • the station information sent by the vehicle network system includes information on a stop on a rail vehicle, the vehicle speed information and time information include the speed information and corresponding time information during the vehicle driving process, and the time information also includes information from above Time information at the departure of a stop.
  • the departure distance of the traveling rail vehicle can be obtained according to the station information, vehicle running speed information, and time information sent by the vehicle network system, and then the station's position information (belonging to the station information) and the rail vehicle can be obtained. Get the current position of the running rail vehicle by the distance from the station.
  • the distance from the rail vehicle to the station can be calculated by the following formula:
  • the embodiment of the present application acquires the current position of the traveling rail vehicle according to the station information, vehicle running speed information, and time information sent by the vehicle network system, thereby improving the reliability of position determination, and further Improved the reliability of pressure protection in rail vehicles.
  • the acquiring the current position of the traveling rail vehicle specifically includes: acquiring the current position of the traveling rail vehicle according to vehicle positioning information sent by a vehicle signal system.
  • the current position of the running rail vehicle can be obtained according to the vehicle positioning information sent by the vehicle signal system.
  • the vehicle signal system can obtain the vehicle's location information based on vehicle-ground communication and other means. Therefore, the current position of the running rail vehicle can be obtained according to the vehicle positioning information sent by the vehicle signal system.
  • the embodiments of the present application obtain the current position of the running rail vehicle by using the vehicle positioning information sent by the vehicle signal system, which is beneficial to the rapidity of acquiring the current position of the rail vehicle, and further improves Processing efficiency of pressure protection in rail vehicles.
  • FIG. 5 is a schematic structural diagram of a rail vehicle pressure protection device according to an embodiment of the present application.
  • the rail vehicle interior pressure protection device 1 includes a vehicle position acquisition module 10 and a control module 20, where:
  • the vehicle position acquisition module 10 is specifically configured to: obtain the current position of the running rail vehicle; the control module 20 is specifically configured to: if it is determined according to the current position that the rail vehicle is in a preset before reaching the pressure fluctuation control interval Position, and when the current running speed of the rail vehicle is greater than a preset speed threshold, the electric pressure wave protection valve is closed; wherein the pressure fluctuation control interval is determined according to the preset pressure fluctuation interval; if it is known based on the current position judgment When the rail vehicle leaves the pressure fluctuation control section, the electric pressure wave protection valve is opened.
  • the pressure fluctuation control section refers to a section that needs to achieve effective in-vehicle pressure protection.
  • the pressure fluctuation control interval is determined according to a preset pressure fluctuation interval.
  • the preset pressure fluctuation interval refers to a preset area that requires effective in-vehicle pressure protection, such as a wind well pressure fluctuation interval or a tunnel pressure fluctuation interval.
  • the vehicle position acquisition module 10 acquires the current position of the traveling rail vehicle, and the preset position may be the position of the front of the vehicle; if the control module 20 determines that the rail vehicle is at the arrival pressure fluctuation based on the current position of the rail vehicle, When the preset position before the control section and the current running speed of the rail vehicle is greater than a preset speed threshold, the electric pressure wave protection valve is closed; wherein the preset position is also the position at which the valve close signal is issued; control The module 20 opens the electric pressure wave protection valve if it is determined that the rail vehicle leaves the pressure fluctuation control section according to the current position of the rail vehicle.
  • control module 20 can also determine that the rail vehicle has traveled a certain distance from the pressure fluctuation control section according to the current position of the rail vehicle, and then open the electric pressure wave protection valve.
  • the electric pressure wave protection valve is closed in advance before driving into the pressure fluctuation control section according to a preset rule, and the electric pressure wave protection valve is opened after leaving the pressure fluctuation control section.
  • the protection valve reduces the failure rate of the pressure protection in the rail vehicle, improves the reliability, and avoids the shortage of fresh air supply caused by the continuous closing of the electric pressure wave protection valve.
  • the expression of the distance between the preset position and the driving end of the pressure fluctuation control interval is:
  • the pressure fluctuation control section is known, that is, the positions of the entry end and the exit end of the pressure fluctuation control section are known.
  • the reliable closing of the valve can use the time obtained by adding the preset time margin to the operating time of the electric pressure wave protection valve, multiplying the maximum speed of the rail vehicle, and the obtained result can be used as the preset position and the pressure.
  • the embodiment of the present application calculates between the preset position and the driving end of the pressure fluctuation control interval according to the operation time of the electric pressure wave protection valve, the preset time margin, and the maximum travel speed of the rail vehicle.
  • the distance guarantees the reliable closing of the electric pressure wave protection valve when the rail vehicle enters the pressure fluctuation control zone, and improves the reliability of the pressure protection inside the rail vehicle.
  • the device further includes a preset pressure fluctuation interval determination module, which is specifically configured to determine the preset pressure fluctuation interval through simulation analysis or line experiment.
  • the preset pressure fluctuation interval may be determined by a preset pressure fluctuation interval determination module through simulation analysis or line experiment.
  • the simulation analysis includes performing dynamic simulation on a moving rail vehicle, and determining the pressure fluctuation interval in which a pressure change is greater than a preset threshold according to a pressure change situation.
  • the preset pressure fluctuation interval determination module determines the preset pressure fluctuation interval through line experiments.
  • the preset pressure fluctuation interval refers to determining the preset pressure fluctuation interval through actual measurement.
  • the pressure sensor can be measured during the train to determine that the pressure change is greater than a preset threshold.
  • the pressure fluctuation range is a preset pressure fluctuation interval.
  • the embodiments of the present application determine the preset pressure fluctuation interval through simulation analysis or line experiment, which lays a foundation for further determining the pressure fluctuation control interval and realizing pressure protection in the rail vehicle.
  • the vehicle position acquiring module 10 is specifically configured to acquire the current position of the running rail vehicle according to the station information, vehicle operating speed information, and time information sent by the vehicle network system. The current position of the traveling rail vehicle is described.
  • the vehicle position acquisition module 10 acquires the current position of the traveling rail vehicle, and may acquire the current position of the traveling rail vehicle according to the station information, vehicle speed information, and time information sent by the vehicle network system.
  • the station information sent by the vehicle network system includes information on a stop on a rail vehicle, the vehicle speed information and time information include the speed information and corresponding time information during the vehicle driving process, and the time information also includes information from above Time information at the departure of a stop.
  • the embodiment of the present application acquires the current position of the traveling rail vehicle according to the station information, vehicle running speed information, and time information sent by the vehicle network system, thereby improving the reliability of position determination, and further Improved the reliability of pressure protection in rail vehicles.
  • the vehicle position acquisition module 10 when acquiring the current position of the running rail vehicle, is specifically configured to obtain the running rail vehicle according to vehicle positioning information sent by a vehicle signal system. The current position.
  • the vehicle position acquisition module 10 can acquire the current position of the running rail vehicle according to the vehicle positioning information sent by the vehicle signal system.
  • the vehicle signal system can obtain the vehicle's location information based on vehicle-ground communication and other means. Therefore, the vehicle position acquisition module 10 may acquire the current position of the traveling rail vehicle according to the vehicle positioning information sent by the vehicle signal system.
  • the embodiments of the present application obtain the current position of the running rail vehicle by using the vehicle positioning information sent by the vehicle signal system, which is beneficial to the rapidity of acquiring the current position of the rail vehicle, and further improves Processing efficiency of pressure protection in rail vehicles.
  • FIG. 6 is a schematic structural diagram of a rail vehicle interior pressure protection system according to an embodiment of the present application. As shown in FIG. 6, the system includes a pressure protection device 1 for a rail vehicle, an electric pressure wave protection valve 2, and a vehicle network system 3, where:
  • the rail vehicle in-vehicle pressure protection device 1 is specifically configured to: obtain the current position of the traveling rail vehicle; if it is determined according to the current position that the rail vehicle is at a preset position before reaching the pressure fluctuation control interval, and When the current running speed of the rail vehicle is greater than a preset speed threshold, the electric pressure wave protection valve is closed; wherein the pressure fluctuation control interval is determined according to the preset pressure fluctuation interval; if the track is learned based on the current position judgment When the vehicle leaves the pressure fluctuation control zone, the electric pressure wave protection valve is opened;
  • the electric pressure wave protection valve 2 is specifically configured to: receive a control command of the pressure protection device 1 inside the rail vehicle, and then perform an opening or closing action;
  • the vehicle network system 3 is specifically configured to send station information, vehicle speed information, and time information to the rail vehicle interior pressure protection device 1 for the rail vehicle interior pressure protection device 1 to calculate the current position.
  • the system may further include a vehicle signal system configured to send vehicle positioning information to the rail vehicle interior pressure protection device 1 so that the rail vehicle interior pressure protection device 1 acquires a driving signal. The current position of the rail vehicle.
  • the electric pressure wave protection valve is closed in advance before driving into the pressure fluctuation control section according to a preset rule, and the electric pressure wave protection valve is opened after leaving the pressure fluctuation control section.
  • the protection valve reduces the failure rate of the pressure protection in the rail vehicle, improves the reliability, and avoids the shortage of fresh air supply caused by the continuous closing of the electric pressure wave protection valve.
  • the function of the pressure protection device 1 in the rail vehicle is realized by the air-conditioning controller of the rail vehicle; the electric pressure wave protection valve 2 is an air valve of the air-conditioning system of the rail vehicle. Based on this, it is realized by improving the air tightness and improving the execution speed of the actuator.
  • the rail vehicle interior pressure protection device 1 can be implemented by adding corresponding control functions on the basis of the existing air-conditioning controller, such as: acquiring the current position of the rail vehicle in motion; if the current position is determined to be known, When the rail vehicle is at a preset position before reaching the pressure fluctuation control section and the current running speed of the rail vehicle is greater than a preset speed threshold, the electric pressure wave protection valve is closed; wherein the pressure fluctuation control section is based on a preset pressure The fluctuation interval is determined; if it is determined according to the current position that the rail vehicle leaves the pressure fluctuation control interval or a predetermined distance from the pressure fluctuation control interval, the electric pressure wave protection valve is opened.
  • the electric pressure wave protection valve 2 is based on the air valve of the rail vehicle air conditioning system, and is realized by improving the air tightness and the speed of the actuator.
  • the air valve of the air conditioning system includes an air conditioning unit and a waste exhaust device. Damper.
  • the improvement of the airtightness can be achieved by adding a partition plate, setting a louver structure, etc .; the improvement of the execution speed of the actuator includes replacing a motor with a higher execution speed and meeting the requirements of instantaneous control.
  • the embodiments of the present application can implement pressure and structural improvements on the basis of the existing air-conditioning controller and the air valve of the existing air-conditioning system to achieve pressure protection in rail vehicles.
  • a pressure protection controller there is no need to set a pressure protection controller, and it is not necessary to additionally install a pressure protection valve and a cylinder supplying air to the pressure protection valve, which reduces system components, reduces costs, and is simple to implement.
  • FIG. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
  • the electronic device includes a processor 701, a memory 702, and a bus 703.
  • the processor 701 and the memory 702 complete communication with each other through the bus 703.
  • the processor 701 is configured to call program instructions in the memory 702 to execute the methods provided by the foregoing method embodiments.
  • the method includes, for example, obtaining the current position of the running rail vehicle; if it is determined according to the current position that the rail vehicle is at a preset position before reaching the pressure fluctuation control interval, and the current travel speed of the rail vehicle is greater than When the speed threshold is preset, the electric pressure wave protection valve is closed; wherein the pressure fluctuation control interval is determined according to the preset pressure fluctuation interval; if it is learned based on the current position judgment that the rail vehicle leaves the pressure fluctuation control interval , The electric pressure wave protection valve is opened.
  • An embodiment of the present application discloses a computer program product.
  • the computer program product includes a computer program stored on a non-transitory computer-readable storage medium.
  • the computer program includes program instructions.
  • the computer can execute the methods provided by the foregoing method embodiments, for example, including: obtaining a current position of the running rail vehicle; and judging from the current position that the rail vehicle is at a preset position before reaching a pressure fluctuation control interval, And when the current running speed of the rail vehicle is greater than a preset speed threshold, the electric pressure wave protection valve is closed; wherein the pressure fluctuation control interval is determined according to the preset pressure fluctuation interval; if the current position is judged to obtain the When the rail vehicle leaves the pressure fluctuation control zone, the electric pressure wave protection valve is opened.
  • An embodiment of the present application provides a non-transitory computer-readable storage medium that stores computer instructions, and the computer instructions cause the computer to execute the methods provided by the foregoing method embodiments, for example,
  • the method includes: obtaining the current position of the running rail vehicle; if it is determined based on the current position that the rail vehicle is at a preset position before reaching the pressure fluctuation control interval, and the current running speed of the rail vehicle is greater than a preset speed threshold At that time, the electric pressure wave protection valve is closed; wherein the pressure fluctuation control interval is determined according to a preset pressure fluctuation interval; if it is learned based on the current position judgment that the rail vehicle leaves the pressure fluctuation control interval, the valve is opened.
  • the electric pressure wave protection valve is described.
  • the foregoing program may be stored in a computer-readable storage medium.
  • the program is executed, the program is executed.
  • the method includes the steps of the foregoing method embodiment.
  • the foregoing storage medium includes: a ROM, a RAM, a magnetic disk, or an optical disk, and other media that can store program codes.
  • the embodiments can be implemented by means of software plus a necessary universal hardware platform, and of course, they can also be implemented by hardware.
  • the above-mentioned technical solution essentially or part that contributes to the existing technology can be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic Disks, compact discs, etc., include instructions for causing an electronic device (which may be a personal computer, a server, or a network device, etc.) to perform the methods described in various embodiments or certain parts of the embodiments.

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Abstract

提供了一种轨道车辆车内压力保护方法、装置及系统，该方法包括：获取行驶中的轨道车辆的当前位置；若判断获知轨道车辆处于到达压力波动控制区间之前的预设位置，且轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，压力波动控制区间根据预设压力波动区间确定；若判断获知轨道车辆驶离压力波动控制区间，则开启电动压力波保护阀。通过根据预设的规则在驶入压力波动控制区间之前提前关闭电动压力波保护阀，在驶离压力波动控制区间之后开启电动压力波保护阀，只需在特定位置开关电动压力波保护阀，降低了轨道车辆车内压力保护的故障率，提高了可靠性，避免保护阀持续关闭导致的新风供应不足的情况。

Description

一种轨道车辆车内压力保护方法、装置及系统
交叉引用
本申请引用于2018年06月25日提交的专利名称为“一种轨道车辆车内压力保护方法、装置及系统”的第2018106610536号中国专利申请，其通过引用被全部并入本申请。
技术领域
本申请实施例涉及轨道车辆控制技术领域，具体涉及一种轨道车辆车内压力保护方法、装置及系统。
背景技术
轨道车辆高速行驶过程中，会在某些位置，如隧道出入口出现较大的压力波动，如果不采取措施，则这种压力波动则会通过空调系统的通风孔进入车内，从而造成人耳不适。
为解决压力波动造成的影响，出现了轨道车辆车内压力保护系统。现有的轨道车辆车内压力保护系统为被动式压力保护系统，通过在头车设置传感器及控制器，实时监测车外压力波动，当监测到车外压力波动较大时，通过一个单独的控制器发送信号给各车安装于空调机组和废排装置中的气动压力保护阀。该轨道车辆车内压力保护系统需要实时监测车内外的压力波动，在监测到车内外的压力波动时，需要快速关闭压力保护阀，因此其关阀动作的实现通过车辆提供的高压气体推动气缸进行快速关闭。
现有的轨道车辆车内压力保护系统需要实时监测车内外压力波动，元器件多，结构和原理复杂，故障率高；同时在隧道中运行时，容易产生压力保护系统持续动作，导致车内新风供应不足。
发明内容
为解决现有技术中轨道车辆车内压力保护的可靠性较低的问题，本申请实施例提供一种轨道车辆车内压力保护方法、装置及系统。
第一方面，本申请实施例提供一种轨道车辆车内压力保护方法，该方 法包括：获取行驶中的轨道车辆的当前位置；若根据所述当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述压力波动控制区间根据预设压力波动区间确定；若根据所述当前位置判断获知所述轨道车辆驶离所述压力波动控制区间，则开启所述电动压力波保护阀。
第二方面，本申请实施例提供一种轨道车辆车内压力保护装置，该装置包括：车辆位置获取模块，具体被配置为：获取行驶中的轨道车辆的当前位置；控制模块，具体被配置为：若根据所述当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述压力波动控制区间根据预设压力波动区间确定；若根据所述当前位置判断获知所述轨道车辆驶离所述压力波动控制区间，则开启所述电动压力波保护阀。
第三方面，本申请实施例提供一种轨道车辆车内压力保护系统，该系统包括：轨道车辆车内压力保护装置、电动压力波保护阀和车辆网络系统；其中：所述轨道车辆车内压力保护装置具体被配置为：获取行驶中的轨道车辆的当前位置；若根据所述当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述压力波动控制区间根据预设压力波动区间确定；若根据所述当前位置判断获知所述轨道车辆驶离所述压力波动控制区间，则开启所述电动压力波保护阀；所述电动压力波保护阀具体被配置为：接收所述轨道车辆车内压力保护装置的控制命令，进而执行开启或关闭的动作；所述车辆网络系统具体被配置为：发送站点信息、车辆运行速度信息和时间信息给所述轨道车辆车内压力保护装置，以供所述轨道车辆车内压力保护装置计算所述当前位置。
第四方面，本申请实施例提供一种电子设备，包括存储器和处理器，所述处理器和所述存储器通过总线完成相互间的通信；所述存储器存储有可被所述处理器执行的程序指令，所述处理器调用所述程序指令能够执行如下方法：获取行驶中的轨道车辆的当前位置；若根据所述当前位置判断 获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述压力波动控制区间根据预设压力波动区间确定；若根据所述当前位置判断获知所述轨道车辆驶离所述压力波动控制区间，则开启所述电动压力波保护阀。
第五方面，本申请实施例提供一种计算机可读存储介质，其上存储有计算机程序，该计算机程序被处理器执行时实现如下方法：获取行驶中的轨道车辆的当前位置；若根据所述当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述压力波动控制区间根据预设压力波动区间确定；若根据所述当前位置判断获知所述轨道车辆驶离所述压力波动控制区间，则开启所述电动压力波保护阀。
本申请实施例通过根据预设的规则在驶入压力波动控制区间之前提前关闭电动压力波保护阀，在驶离压力波动控制区间之后开启电动压力波保护阀，只需在特定位置开关电动压力波保护阀，降低了轨道车辆车内压力保护的故障率，提高了可靠性，避免了电动压力波保护阀持续关闭导致的新风供应不足的情况。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本申请实施例提供的轨道车辆车内压力保护方法流程图；
图2为本申请实施例提供的轨道车辆车内压力保护方法中两站之间通过一个预设压力波动区间时的示意图；
图3为本申请实施例提供的轨道车辆车内压力保护方法中两站之间通过连续预设压力波动控制区间时的示意图；
图4为本申请另一实施例提供的轨道车辆车内压力保护方法中两站之间通过连续预设压力波动控制区间时的示意图；
图5为本申请实施例提供的轨道车辆车内压力保护装置结构示意图；
图6为本申请实施例提供的轨道车辆车内压力保护系统结构示意图；
图7为本申请实施例提供的电子设备的结构示意图。
具体实施方式
为使本申请实施例的目的、技术方案和优点更加清楚，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整的描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
图1为本申请实施例提供的轨道车辆车内压力保护方法流程图。如图1所示，所述方法包括：
步骤101、获取行驶中的轨道车辆的当前位置；
步骤102、若根据所述当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述压力波动控制区间根据预设压力波动区间确定；
步骤103、若根据所述当前位置判断获知所述轨道车辆驶离所述压力波动控制区间，则开启所述电动压力波保护阀。
所述压力波动控制区间是指需要实现有效车内压力保护的区间。所述压力波动控制区间根据预设压力波动区间确定。所述预设压力波动区间是指预先设定好的需要实现有效车内压力保护的区间。由于压力波动较大的位置通常处于通风竖井或隧道出入口附近，其中通风竖井处需实现有效车内压力保护的区间可以称为风井压力波动区间，隧道出入口处需实现有效车内压力保护的区间可以称为隧道压力波动区间。由于所述风井压力波动区间和所述隧道压力波动区间可以预先设定，因此所述预设压力波动区间可以为所述风井压力波动区间和所述隧道压力波动区间。可以将通风竖井或隧道出入口处压力波动大于预设阈值(如500帕斯卡/s)的区域作为所述预设压力波动区间。
根据所述预设压力波动区间进而确定所述压力波动控制区间。在根据所述预设压力波动区间确定所述压力波动控制区间时，如果两站之间只有一个所述预设压力波动区间，则所述预设压力波动区间即为所述压力波动 控制区间；如果两站之间具有连续的所述预设压力波动区间，若判断获知前一所述预设压力波动区间进行车内压力保护的关阀时间大于后一所述预设压力波动区间进行车内压力保护的开阀时间，则可只需对应前一所述预设压力波动区间设置开阀时间，而对应后一所述预设压力波动区间设置关阀时间。
由于所述风井压力波动区间和所述隧道压力波动区间可以预先设定，因此所述压力波动控制区间可以预先设定，也可以在控制过程中经过计算确定。
在轨道车辆的行驶方向上，在驶入所述压力波动控制区间时需要提前关闭电动压力波保护阀，以保证车辆驶入所述压力波动控制区间后，可以不受压力波动的影响；在驶离所述压力波动控制区间后，可以开启所述电动压力波保护阀，以恢复正常运行。
本申请实施例提供的轨道车辆车内压力保护方法可以由轨道车辆车内压力保护装置实现，具体地，可以由空调控制器实现。
首先轨道车辆车内压力保护装置获取行驶中的轨道车辆的当前位置，所述预设位置可以为车头所在的位置；若根据所述轨道车辆的当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述预设位置也即关阀信号下发位置点。比如，所述预设位置可以为所述轨道车辆的当前位置距所述压力波动控制区间的起始端的距离为500m，具体数值可根据实际需要设定。
由于车辆速度较高时才会出现压力波动较大的情况，因此根据所述轨道车辆的当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，才会关闭电动压力波保护阀。所述预设速度阈值可以为90km/h。
若根据所述轨道车辆的当前位置判断获知所述轨道车辆驶离所述压力波动控制区间，则开启所述电动压力波保护阀。所述轨道车辆驶离所述压力波动控制区间是指所述轨道车辆的车尾驶离所述压力波动控制区间。
可以理解的，也可以设置为根据所述轨道车辆的当前位置判断获知所述轨道车辆驶离所述压力波动控制区间一定距离后，如驶离所述压力波动 控制区间500m，具体可根据实际需要而定，则开启所述电动压力波保护阀。
本申请实施例通过根据预设的规则在驶入压力波动控制区间之前提前关闭电动压力波保护阀，在驶离压力波动控制区间之后开启电动压力波保护阀，只需在特定位置开关电动压力波保护阀，降低了轨道车辆车内压力保护的故障率，提高了可靠性，避免了电动压力波保护阀持续关闭导致的新风供应不足的情况。
进一步地，基于上述实施例，所述预设位置与所述压力波动控制区间的驶入端之间的距离通过以下公式得到：
L＝(T 1+T 2)V
其中，L为所述预设位置与所述压力波动控制区间的驶入端之间的距离；T 1为所述电动压力波保护阀动作时间；T 2为预设时间余量；V为所述轨道车辆最高行驶速度。
由于所述电动压力波保护阀动作需要一定的时间，因此需要提前控制所述电动压力波保护阀关闭，以保证轨道车辆行驶至所述压力波动控制区间时所述电动压力波保护阀可靠关闭。所述压力波动控制区间是已知的，也即所述压力波动控制区间的驶入端和驶出端的位置已知，为保证轨道车辆行驶至所述压力波动控制区间时所述电动压力波保护阀的可靠关闭，可以利用所述电动压力波保护阀动作时间加上预设时间余量得到的时间，乘以所述轨道车辆最高行驶速度，得到的结果作为所述预设位置与所述压力波动控制区间的驶入端之间的距离，从而确定所述预设位置。在所述预设位置提前发送关阀命令，以保证轨道车辆行驶至所述压力波动控制区间时所述电动压力波保护阀可靠关闭。
下面对本申请实施例提供的轨道车辆车内压力保护方法进行举例说明。
轨道车辆车内压力保护的控制逻辑包括两个方面：一是预进入压力波动控制区间的电动压力波保护阀关闭的触发逻辑；二是驶离压力波动控制区间的电动压力波保护阀开启的触发逻辑。电动压力波保护阀的开启和关闭可直接根据车辆的当前位置是否处于所述预设位置、是否驶离所述压力波动控制区间，进而控制关阀和开阀；也可以基于所述轨道车辆与上一站 点之间的距离(离站距离)，触发压力保护阀的开启和关闭。
设T 1为电动压力波保护阀动作时间，约5s；T 2为时间余量，可以设为3s；T＝T 1+T 2；
另设轨道车辆最高行驶速度为140km/h＝38.9m/s，则所述预设位置与所述压力波动控制区间的驶入端之间的距离L＝T×38.9m/s≈310m；
另设车长为L C≈190m。
图2为本申请实施例提供的轨道车辆车内压力保护方法中两站之间通过一个预设压力波动区间时的示意图。如图2所示，以S 1市轨道交通某号线地铁的站间线路条件为例，该站间仅有1个隧道压力波动区间C 1D 1，则所述压力波动控制区间为所述隧道压力波动区间C 1D 1。
设A 1、B 1为S 1市Z 1、Z 2两站运行区间的起点及终点，C 1、D 1为隧道压力波动区间的驶入端和驶出端，G 1为关阀信号下发位置点，也即所述预设位置；I 1为开阀信号下发位置点。
则空调控制器下发电动压力波保护阀关、开信号的位置与上一站点位置(Z 1站)之间的关系分别为：
G 1A 1＝C 1A 1-C 1G 1＝C 1A 1-L＝C 1A 1-310m；
I 1A 1＝D 1A 1+L C＝D 1A 1+190m。
图3为本申请实施例提供的轨道车辆车内压力保护方法中两站之间通过连续预设压力波动控制区间时的示意图。如图3所示，以S 2市轨道交通某号线地铁的站间线路条件为例，列车行驶两站间需通过两个风井，也即需通过两个所述预设压力波动区间。
设A 2、B 2为S 2市Z 3、Z 4两站运行区间的起点及终点，C 2、D 2为1号风井压力波动区间的驶入端和驶出端，E 2、F 2为2号风井压力波动区间的驶入端和驶出端。
其中，I 2E 2>(T 1+T)×38.9m/s≈506m，说明针对2号风井压力波动区间的关阀时间滞后于针对1号风井压力波动区间的开阀时间。因此，如图3所示，Z 3、Z 4站间的所述压力波动控制区间分别为C 2D 2、E 2F 2，空调控制器下发电动压力波保护阀关信号的位置分别为G 2、H 2，空调控制器下发电动压力波保护阀开信号的位置分别为：I 2、J 2。
其中：
G 2A 2＝C 2A 2-C 2G 2＝CA-L＝C 2A 2-310m；
I 2A 2＝D 2A 2+L C＝D 2A 2+190m；
H 2A 2＝E 2A 2-E 2H 2＝E 2A 2-L＝E 2A 2-310m；
J 2A 2＝F 2A 2+L C＝F 2A 2+190m。
图4为本申请另一实施例提供的轨道车辆车内压力保护方法中两站之间通过连续预设压力波动控制区间时的示意图。如图4所示，以S 3市轨道交通某号线地铁的站间线路条件为例，列车行驶两站间需通过两个风井，也即需通过两个所述预设压力波动区间。
设A 3、B 3为S 3市Z 5、Z 6两站运行区间的起点及终点，C 3、D 3为3号风井压力波动区间的驶入端和驶出端，E 3、F 3为4号风井压力波动区间的驶入端和驶出端。
其中，I 3E 3<＝(T 1+T)×38.9m/s≈506m，说明针对4号风井压力波动区间的关阀时间不滞后于针对3号风井压力波动区间的开阀时间。因此，如图4所示，Z 5、Z 6站间的所述压力波动控制区间为C 3F 3，空调控制器下发压力保护阀关信号的位置为G 3，空调控制器下发压力保护阀开信号的位置为J 3。
其中：
G 3A 3＝C 3A 3-C 3G 3＝C 3A 3-L＝C 3A 3-310m；
J 3A 3＝F 3A 3+L C＝F 3A 3+190m。
在上述实施例的基础上，本申请实施例通过根据电动压力波保护阀动作时间、预设时间余量和轨道车辆最高行驶速度计算预设位置与所述压力波动控制区间的驶入端之间的距离，保证了轨道车辆在进入压力波动控制区间时电动压力波保护阀的可靠关闭，提高了轨道车辆车内压力保护的可靠性。
进一步地，基于上述实施例，所述方法还包括：通过仿真分析或线路实验确定所述预设压力波动区间。
如前所述，所述预设压力波动区间是指预先设定好的需要实现有效车内压力保护的区间，如可以为隧道压力波动区间或风井压力波动区间，可以根据压力波动大于预设阈值(如500帕斯卡/s)的区域作为所述预设压力波动区间。
所述预设压力波动区间可以通过仿真分析或线路实验确定。其中，仿真分析包括对行驶中的轨道车辆进行动力学仿真，依据压力变化情况确定压力变化大于预设阈值的所述压力波动区间；线路实验确定所述预设压力波动区间是指通过实测确定所述预设压力波动区间，可以通过压力传感器在列车行驶过程中进行测量，确定压力变化大于预设阈值的所述压力波动区间。
在上述实施例的基础上，本申请实施例通过仿真分析或线路实验确定所述预设压力波动区间，为进一步确定压力波动控制区间及实现轨道车辆车内压力保护奠定了基础。
进一步地，基于上述实施例，所述获取行驶中的轨道车辆的当前位置，具体包括：根据车辆网络系统发送的站点信息、车辆运行速度信息和时间信息获取所述行驶中的轨道车辆的当前位置。
获取行驶中的轨道车辆的当前位置可以根据车辆网络系统发送的站点信息、车辆运行速度信息和时间信息获取所述行驶中的轨道车辆的当前位置。所述车辆网络系统发送的站点信息包括轨道车辆上一停靠站点信息，所述车辆运行速度信息和时间信息包括车辆行驶过程中的运行速度信息和对应的时间信息，所述时间信息还包括从上一停靠站点出发时的时间信息。
具体地，根据车辆网络系统发送的站点信息、车辆运行速度信息和时间信息可以获取所述行驶中的轨道车辆的离站距离，进而可以根据车站的位置信息(属于站点信息)及所述轨道车辆的离站距离获取所述行驶中的轨道车辆的当前位置。
比如，根据轨道车辆上一停靠站点信息，可以通过如下公式计算得到轨道车辆的离站距离：：
S＝∫v(t)dt，其中S为所述轨道车辆的离站距离，v为车速，t为离站时间。
在上述实施例的基础上，本申请实施例通过根据车辆网络系统发送的站点信息、车辆运行速度信息和时间信息获取所述行驶中的轨道车辆的当前位置，提高了位置确定的可靠性，进一步提高了轨道车辆车内压力保护的可靠性。
进一步地，基于上述实施例，所述获取行驶中的轨道车辆的当前位置， 具体包括：根据车辆信号系统发送的车辆定位信息，获取所述行驶中的轨道车辆的当前位置。
获取行驶中的轨道车辆的当前位置可以根据车辆信号系统发送的车辆定位信息获取。车辆信号系统可以依据车地通信等手段获取车辆的位置信息。因此，可以根据车辆信号系统发送的车辆定位信息，获取所述行驶中的轨道车辆的当前位置。
在上述实施例的基础上，本申请实施例通过根据车辆信号系统发送的车辆定位信息，获取所述行驶中的轨道车辆的当前位置，有利于实现轨道车辆的当前位置获取的快速性，进而提高轨道车辆车内压力保护的处理效率。
图5为本申请实施例提供的轨道车辆车内压力保护装置结构示意图。如图5所示，所述轨道车辆车内压力保护装置1包括车辆位置获取模块10和控制模块20，其中：
车辆位置获取模块10具体被配置为：获取行驶中的轨道车辆的当前位置；控制模块20具体被配置为：若根据所述当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述压力波动控制区间根据预设压力波动区间确定；若根据所述当前位置判断获知所述轨道车辆驶离所述压力波动控制区间，则开启所述电动压力波保护阀。
所述压力波动控制区间是指需要实现有效车内压力保护的区间。所述压力波动控制区间根据预设压力波动区间确定。所述预设压力波动区间是指预先设定好的需要实现有效车内压力保护的区间，如风井压力波动区间或隧道压力波动区间。
首先车辆位置获取模块10获取行驶中的轨道车辆的当前位置，所述预设位置可以为车头所在的位置；控制模块20若根据所述轨道车辆的当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述预设位置也即关阀信号下发位置点；控制模块20若根据所述轨道车辆的当前位置判断获知所述轨道车辆驶离所述压力波 动控制区间，则开启所述电动压力波保护阀。
可以理解的，控制模块20也可以根据所述轨道车辆的当前位置判断获知所述轨道车辆驶离所述压力波动控制区间一定距离后，开启所述电动压力波保护阀。
本申请实施例通过根据预设的规则在驶入压力波动控制区间之前提前关闭电动压力波保护阀，在驶离压力波动控制区间之后开启电动压力波保护阀，只需在特定位置开关电动压力波保护阀，降低了轨道车辆车内压力保护的故障率，提高了可靠性，避免了电动压力波保护阀持续关闭导致的新风供应不足的情况。
进一步地，基于上述实施例，所述预设位置与所述压力波动控制区间的驶入端之间的距离的表达式为：
L＝(T 1+T 2)V
其中，L为所述预设位置与所述压力波动控制区间的驶入端之间的距离；T 1为所述电动压力波保护阀动作时间；T 2为预设时间余量；V为所述轨道车辆最高行驶速度。
所述压力波动控制区间是已知的，也即所述压力波动控制区间的驶入端和驶出端的位置已知，为保证轨道车辆行驶至所述压力波动控制区间时所述电动压力波保护阀的可靠关闭，可以利用所述电动压力波保护阀动作时间加上预设时间余量得到的时间，乘以所述轨道车辆最高行驶速度，得到的结果作为所述预设位置与所述压力波动控制区间的驶入端之间的距离，从而确定所述预设位置。
在上述实施例的基础上，本申请实施例通过根据电动压力波保护阀动作时间、预设时间余量和轨道车辆最高行驶速度计算预设位置与所述压力波动控制区间的驶入端之间的距离，保证了轨道车辆在进入压力波动控制区间时电动压力波保护阀的可靠关闭，提高了轨道车辆车内压力保护的可靠性。
进一步地，基于上述实施例，所述装置还包括预设压力波动区间确定模块，具体被配置为：通过仿真分析或线路实验确定所述预设压力波动区间。
所述预设压力波动区间可以由预设压力波动区间确定模块通过仿真 分析或线路实验确定。其中，仿真分析包括对行驶中的轨道车辆进行动力学仿真，依据压力变化情况确定压力变化大于预设阈值的所述压力波动区间。预设压力波动区间确定模块通过线路实验确定所述预设压力波动区间是指通过实测确定所述预设压力波动区间，可以通过压力传感器在列车行驶过程中进行测量，确定压力变化大于预设阈值的所述压力波动区间。
在上述实施例的基础上，本申请实施例通过仿真分析或线路实验确定所述预设压力波动区间，为进一步确定压力波动控制区间及实现轨道车辆车内压力保护奠定了基础。
进一步地，基于上述实施例，所述车辆位置获取模块10在获取行驶中的轨道车辆的当前位置时，具体被配置为：根据车辆网络系统发送的站点信息、车辆运行速度信息和时间信息获取所述行驶中的轨道车辆的当前位置。
车辆位置获取模块10获取行驶中的轨道车辆的当前位置可以根据车辆网络系统发送的站点信息、车辆运行速度信息和时间信息获取所述行驶中的轨道车辆的当前位置。所述车辆网络系统发送的站点信息包括轨道车辆上一停靠站点信息，所述车辆运行速度信息和时间信息包括车辆行驶过程中的运行速度信息和对应的时间信息，所述时间信息还包括从上一停靠站点出发时的时间信息。
在上述实施例的基础上，本申请实施例通过根据车辆网络系统发送的站点信息、车辆运行速度信息和时间信息获取所述行驶中的轨道车辆的当前位置，提高了位置确定的可靠性，进一步提高了轨道车辆车内压力保护的可靠性。
进一步地，基于上述实施例，所述车辆位置获取模块10在获取行驶中的轨道车辆的当前位置时，具体被配置为：根据车辆信号系统发送的车辆定位信息，获取所述行驶中的轨道车辆的当前位置。
车辆位置获取模块10获取行驶中的轨道车辆的当前位置可以根据车辆信号系统发送的车辆定位信息获取。车辆信号系统可以依据车地通信等手段获取车辆的位置信息。因此，车辆位置获取模块10可以根据车辆信号系统发送的车辆定位信息，获取所述行驶中的轨道车辆的当前位置。
在上述实施例的基础上，本申请实施例通过根据车辆信号系统发送的 车辆定位信息，获取所述行驶中的轨道车辆的当前位置，有利于实现轨道车辆的当前位置获取的快速性，进而提高轨道车辆车内压力保护的处理效率。
图6为本申请实施例提供的轨道车辆车内压力保护系统结构示意图。如图6所示，所述系统包括轨道车辆车内压力保护装置1、电动压力波保护阀2和车辆网络系统3，其中：
所述轨道车辆车内压力保护装置1具体被配置为：获取行驶中的轨道车辆的当前位置；若根据所述当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述压力波动控制区间根据预设压力波动区间确定；若根据所述当前位置判断获知所述轨道车辆驶离所述压力波动控制区间，则开启所述电动压力波保护阀；
所述电动压力波保护阀2具体被配置为：接收所述轨道车辆车内压力保护装置1的控制命令，进而执行开启或关闭的动作；
所述车辆网络系统3具体被配置为：发送站点信息、车辆运行速度信息和时间信息给所述轨道车辆车内压力保护装置1，以供所述轨道车辆车内压力保护装置1计算所述当前位置。
所述系统还可以包括车辆信号系统，所述车辆信号系统被配置为发送车辆定位信息给所述轨道车辆车内压力保护装置1，以供所述轨道车辆车内压力保护装置1获取行驶中的轨道车辆的当前位置。
本申请实施例通过根据预设的规则在驶入压力波动控制区间之前提前关闭电动压力波保护阀，在驶离压力波动控制区间之后开启电动压力波保护阀，只需在特定位置开关电动压力波保护阀，降低了轨道车辆车内压力保护的故障率，提高了可靠性，避免了电动压力波保护阀持续关闭导致的新风供应不足的情况。
进一步地，基于上述实施例所述轨道车辆车内压力保护装置1的功能由所述轨道车辆的空调控制器实现；所述电动压力波保护阀2是在所述轨道车辆的空调系统风阀的基础上，通过进行气密性改进及执行器执行速度改进实现。
所述轨道车辆车内压力保护装置1可以在现有空调控制器的基础上， 增加相应的控制功能实现，比如：获取行驶中的轨道车辆的当前位置；若根据所述当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述压力波动控制区间根据预设压力波动区间确定；若根据所述当前位置判断获知所述轨道车辆驶离所述压力波动控制区间、或驶离所述压力波动控制区间预设距离后，则开启所述电动压力波保护阀。
所述电动压力波保护阀2是在所述轨道车辆的空调系统风阀的基础上，通过进行气密性改进及执行器执行速度改进实现；所述空调系统风阀包括空调机组和废排装置的风阀。进行气密性改进可以通过增加隔板、设置成百叶式结构等实现；所述执行器执行速度改进包括更换执行速度更高、符合瞬时控制要求的电机。
在上述实施例的基础上，本申请实施例通过在现有空调控制器和现有空调系统的风阀的基础上进行功能和结构上的改进，便可实现轨道车辆车内压力保护；与现有技术相比，不需设置压力保护控制器，也不需另外安装压力保护阀以及为压力保护阀供气的气缸，减少了系统部件，降低了成本，且实现简单。
本申请实施例提供的装置及系统是用于上述方法的，具体功能可参照上述方法流程，此处不再赘述。
图7为本申请实施例提供的电子设备的结构示意图。如图7所示，所述电子设备包括处理器701、存储器702和总线703。其中，所述处理器701和所述存储器702通过所述总线703完成相互间的通信；所述处理器701被配置为调用所述存储器702中的程序指令，以执行上述各方法实施例所提供的方法，例如包括：获取行驶中的轨道车辆的当前位置；若根据所述当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述压力波动控制区间根据预设压力波动区间确定；若根据所述当前位置判断获知所述轨道车辆驶离所述压力波动控制区间，则开启所述电动压力波保护阀。
本申请实施例公开一种计算机程序产品，所述计算机程序产品包括存 储在非暂态计算机可读存储介质上的计算机程序，所述计算机程序包括程序指令，当所述程序指令被计算机执行时，计算机能够执行上述各方法实施例所提供的方法，例如包括：获取行驶中的轨道车辆的当前位置；若根据所述当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述压力波动控制区间根据预设压力波动区间确定；若根据所述当前位置判断获知所述轨道车辆驶离所述压力波动控制区间，则开启所述电动压力波保护阀。
本申请实施例提供一种非暂态计算机可读存储介质，所述非暂态计算机可读存储介质存储计算机指令，所述计算机指令使所述计算机执行上述各方法实施例所提供的方法，例如包括：获取行驶中的轨道车辆的当前位置；若根据所述当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述压力波动控制区间根据预设压力波动区间确定；若根据所述当前位置判断获知所述轨道车辆驶离所述压力波动控制区间，则开启所述电动压力波保护阀。
本领域普通技术人员可以理解：实现上述方法实施例的全部或部分步骤可以通过程序指令相关的硬件来完成，前述的程序可以存储于一计算机可读取存储介质中，该程序在执行时，执行包括上述方法实施例的步骤；而前述的存储介质包括：ROM、RAM、磁碟或者光盘等各种可以存储程序代码的介质。
以上所描述的电子设备等实施例仅仅是示意性的，其中所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性的劳动的情况下，即可以理解并实施。
通过以上的实施方式的描述，本领域的技术人员可以清楚地了解到各实施方式可借助软件加必需的通用硬件平台的方式来实现，当然也可以通过硬件。基于这样的理解，上述技术方案本质上或者说对现有技术做出贡 献的部分可以以软件产品的形式体现出来，该计算机软件产品可以存储在计算机可读存储介质中，如ROM/RAM、磁碟、光盘等，包括若干指令用以使得一台电子设备(可以是个人计算机，服务器，或者网络设备等)执行各个实施例或者实施例的某些部分所述的方法。
最后应说明的是：以上实施例仅用以说明本申请的技术方案，而非对其限制；尽管参照前述实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的精神和范围。

Claims (10)

  1. 一种轨道车辆车内压力保护方法，其特征在于，包括：
    获取行驶中的轨道车辆的当前位置；
    若根据所述当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述压力波动控制区间根据预设压力波动区间确定；
    若根据所述当前位置判断获知所述轨道车辆驶离所述压力波动控制区间，则开启所述电动压力波保护阀。
  2. 根据权利要求1所述的方法，其特征在于，所述预设位置与所述压力波动控制区间的驶入端之间的距离通过以下公式得到：
    L＝(T 1+T 2)V
    其中，L为所述预设位置与所述压力波动控制区间的驶入端之间的距离；T 1为所述电动压力波保护阀动作时间；T 2为预设时间余量；V为所述轨道车辆最高行驶速度。
  3. 根据权利要求1所述的方法，其特征在于，所述方法还包括：
    通过仿真分析或线路实验确定所述预设压力波动区间。
  4. 根据权利要求1所述的方法，其特征在于，所述获取行驶中的轨道车辆的当前位置，具体包括：
    根据车辆网络系统发送的站点信息、车辆运行速度信息和时间信息获取所述行驶中的轨道车辆的当前位置。
  5. 根据权利要求1所述的方法，其特征在于，所述获取行驶中的轨道车辆的当前位置，具体包括：
    根据车辆信号系统发送的车辆定位信息，获取所述行驶中的轨道车辆的当前位置。
  6. 一种轨道车辆车内压力保护装置，其特征在于，包括：
    车辆位置获取模块，具体被配置为：获取行驶中的轨道车辆的当前位置；
    控制模块，具体被配置为：若根据所述当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行 驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述压力波动控制区间根据预设压力波动区间确定；若根据所述当前位置判断获知所述轨道车辆驶离所述压力波动控制区间，则开启所述电动压力波保护阀。
  7. 一种轨道车辆车内压力保护系统，其特征在于，包括：轨道车辆车内压力保护装置、电动压力波保护阀和车辆网络系统；其中：
    所述轨道车辆车内压力保护装置具体被配置为：获取行驶中的轨道车辆的当前位置；若根据所述当前位置判断获知所述轨道车辆处于到达压力波动控制区间之前的预设位置，且所述轨道车辆当前的行驶速度大于预设速度阈值时，则关闭电动压力波保护阀；其中，所述压力波动控制区间根据预设压力波动区间确定；若根据所述当前位置判断获知所述轨道车辆驶离所述压力波动控制区间，则开启所述电动压力波保护阀；
    所述电动压力波保护阀具体被配置为：接收所述轨道车辆车内压力保护装置的控制命令，进而执行开启或关闭的动作；
    所述车辆网络系统具体被配置为：发送站点信息、车辆运行速度信息和时间信息给所述轨道车辆车内压力保护装置，以供所述轨道车辆车内压力保护装置计算所述当前位置。
  8. 根据权利要求7所述的系统，其特征在于，所述轨道车辆车内压力保护装置的功能由所述轨道车辆的空调控制器实现；
    所述电动压力波保护阀是在所述轨道车辆的空调系统风阀的基础上，通过进行气密性改进及执行器执行速度改进实现。
  9. 一种电子设备，其特征在于，包括存储器和处理器，所述处理器和所述存储器通过总线完成相互间的通信；所述存储器存储有可被所述处理器执行的程序指令，所述处理器调用所述程序指令能够执行如权利要求1至5任一所述的方法。
  10. 一种计算机可读存储介质，其上存储有计算机程序，其特征在于，该计算机程序被处理器执行时实现如权利要求1至5任一所述的方法。
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