A method and device for determining the phase position of a train

Abstract

The present invention relates to the field of rail transit technology, and in particular to a method and device for determining a train passing through phase position, which is used to solve the problem that there is no method in the prior art specifically for accurately determining the train passing through phase position safely and quickly. The present invention first confirms the position of the neutral section, and obtains the phase section according to the neutral section position; then, according to the phase section analysis, the starting point P1 of the authorized terminal EOA block section inaccessible area and the end point P2 of the authorized terminal EOA block section inaccessible area are obtained, and the starting point P1 and the end point P2 are used as the position of the train passing through phase. The train outputs a phase passing control command when it is a certain time away from the starting point of the phase separation area, and the phase passing control command is canceled after the front of the train passes a certain distance from the end point of the phase separation area, thereby realizing automatic phase passing. The present invention accurately determines the position of the train passing through phase safely and quickly, effectively solves the speed loss problem of the train when passing through the neutral non-powered area of ​​the contact network, significantly shortens the train passing through phase time, and enhances the section passing capacity.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a method and device for determining a train over-phase position. Background Art

[0002] The entire rail transit line is usually powered by multiple substations. The three-phase (ABC) electricity from the secondary end of the traction substation transformer is usually grounded, and the other two phases are each powered by a power supply arm. 1. At the end of the power supply arm, ensure that the possible phase-to-phase short circuit between the different phases of the two adjacent substations is prevented; 2. At the contact network of the substation feeder line, ensure that the two power supply arms of the same substation feeder line do not have a phase-to-phase short circuit; 3. At the longer crossover, ensure that the power supply of the electric locomotive does not have a phase-to-phase short circuit. At present, the electrified railway with a speed of 160KM / h generally adopts a single-frequency AC power supply method for phase-splitting traction power supply. In order to make the three phases of the power system as balanced as possible, the contact network adopts segmented phase switching power supply. That is to say, the phase sequence of one substation is ABC, and the other substation is CBA. In order to prevent phase-to-phase short circuits, it is necessary to establish a phase-splitting area between each independent power supply area, and each phase is separated by air or insulators, which is called electrical phase separation. It is usually installed near the substation of the AC electrification line, at the separation of the power supply areas of two AC substations, or at the junction of AC and DC power supply.

[0003] The reason why the railway needs to be equipped with phase separation is that the electric locomotive itself does not carry energy. The required energy is transmitted to the locomotive through the contact network by the traction substation near the railway. Since my country's electrified railways use a single-phase industrial frequency AC power supply system, in order to balance the three-phase power supply load, the contact network must be equipped with electrical phase separation facilities. When the locomotive passes through the phase separation, the locomotive must be powered off before passing. The purpose of setting up phase separation on the railway is to prevent the electric locomotive from generating a phase potential difference due to the different power phases between the two sections, which may cause damage to the electric locomotive equipment.

[0004] The existing technology is still unable to accurately determine the position of the train passing through the phase safely and quickly. Summary of the invention

[0005] In view of the above problems, the present invention provides a method and device for determining the phase-crossing position of a train, which is used to solve the problem that there is no method in the prior art specifically for accurately determining the phase-crossing position of a train safely and quickly.

[0006] A method for determining a train over-phase position, the method comprising:

[0007] Confirm the position of the neutral section, and obtain the starting power-off mark D1 and the ending power-off mark D2 according to the position of the neutral section. The area between the starting power-off mark D1 and the ending power-off mark D2 is the phase separation area;

[0008] According to the starting power-off mark D1 and the ending power-off mark D2, the starting point P1 of the authorized end point EOA block section inaccessible area and the end point P2 of the authorized end point EOA block section inaccessible area are obtained, and the starting point P1 and the end point P2 are used as the position of the train passing the phase.

[0009] Further, the obtaining of the authorized end point EOA block partition unreachable area start point P1 and the authorized end point EOA block partition unreachable area end point P2 according to the starting power-off mark D1 and the ending power-off mark D2 specifically includes:

[0010] According to the end power-off mark D2, the power-on point H1 and the end point P2 of the unreachable area of ​​the authorized end point EOA block partition are obtained, and according to the start power-off mark D1, the power-off point P3 is obtained;

[0011] The minimum speed V2 before passing the phase is calculated based on the authorized end point EOA, the end point P2 of the unreachable area of ​​the block partition, the power-off point P3 and the minimum speed Vmin of the passing phase;

[0012] The authorized end point EOA block partition inaccessible area starting point P1 is obtained according to the minimum speed V2 before passing the phase and the power-off point P3.

[0013] Furthermore, the confirmation of the neutral section position and obtaining the start power-off mark D1 and the end power-off mark D2 according to the neutral section position specifically include:

[0014] The neutral zone is an absolutely non-energized area determined by design or measurement;

[0015] The first phase separation buffer distance is extended to both sides of the neutral section to obtain a starting power-off mark D1 and an ending power-off mark D2.

[0016] Furthermore, the train passing phase position is set with a minimum speed before passing phase V2 and a minimum speed after passing phase Vmin.

[0017] The minimum speed Vmin of the over-phase makes the train leave the over-phase position at a speed not less than Vmin, that is, leave the P2 position at a speed not less than Vmin;

[0018] The minimum speed V2 before passing the phase separation allows the train to enter the passing phase power-off section at a speed not lower than V2, that is, to enter the P3 position at a speed not lower than V2.

[0019] Further, the obtaining of the power-on point H1 and the authorized end point EOA block partition unreachable area end point P2 according to the termination power-off mark D2 specifically includes:

[0020] The closing point H1 is located outside the phase separation zone D2, and the distance L3-1 between D2 and H1 is a fixed known value, which can be determined by experiment;

[0021] The authorized terminal EOA block section inaccessible area terminal P2 is located outside the phase separation area D2 direction and far away from the power-on point H1; the distance L3-2 between P2 and H1 is equal to a fixed proportion of the cumulative running distance of the train within a precise positioning distance.

[0022] Furthermore, obtaining the power-off point P3 according to the starting power-off mark D1 specifically includes:

[0023] The power-off point P3 is located outside the phase separation area D1, and the distance L1-2 between P3 and D1 is equal to a fixed proportion of the cumulative running distance of the train within a precise positioning distance;

[0024] The power-off point P3 is the location where the train issues a power-off command.

[0025] Further, the minimum speed V2 before the phase transition is calculated based on the authorized end point EOA block partition unreachable area end point P2, the power-off point P3 and the minimum speed Vmin of the phase transition, specifically including:

[0026] ;

[0027] in,

[0028] L1-2 is the distance from P3 to D1, in meters;

[0029] L2 is the distance from D1 to D2, in meters;

[0030] L3 is the distance from D2 to P2, in meters;

[0031] α 坡 is the train deceleration caused by the slope, in m / s 2 ;

[0032] α 基本 It is the basic running resistance deceleration of the train, in m / s 2 ;

[0033] α 附加 It is the additional basic resistance deceleration of train operation, in m / s 2 .

[0034] Further, the step of obtaining the unreachable area starting point P1 of the block partition of the authorized end point EOA according to the minimum speed V2 before the phase transition and the power failure point P3 specifically includes:

[0035] The starting point P1 of the unreachable area of ​​the authorized end point EOA block partition is located outside the phase separation area D1 direction and far away from the power failure point P3;

[0036] The distance L1-1 between the starting point P1 of the unreachable area of ​​the block partition of the authorized end point EOA and the power-off point P3 is calculated as follows:

[0037] L1-1=(V2 / 3.6) 2 / 2α v ;

[0038] α v =α 车 +α 坡 +α 基本 +α 附加 ;

[0039] α 车 =Fv / [M(1+r)];

[0040] in:

[0041] V2 is the minimum speed before the phase transition, in km / h;

[0042] α v is the average acceleration of the train in L1-1, in m / s 2 ;

[0043] α 车 is the acceleration of the train in L1-1, in m / s;

[0044] α 坡 The train deceleration caused by the slope of the train in L1-1, in m / s 2 ;

[0045] α 基本 It is the basic running resistance deceleration of the train, in m / s 2 ;

[0046] α 附加 It is the additional basic resistance deceleration of train operation, in m / s 2 ;

[0047] Fv is the average traction force of the train in L1-1, in kN;

[0048] M is the total mass of the train set, in t;

[0049] r is the train rotation mass coefficient.

[0050] Furthermore, the method also includes: calculating the dynamic authorized endpoint EOA according to the phase zone position and the train driving status, calculating the ATO control curve of the train automatic driving system according to the dynamic authorized endpoint EOA, and controlling the train to pass through the phase zone.

[0051] Furthermore, the dynamic authorization endpoint EOA is calculated based on the phase zone position and the train driving status, specifically including: calculating the dynamic EOA based on the MA sent from the ground or the vehicle-to-vehicle communication; when passing the phase zone, the train dynamic EOA falls within the area from P1 to P2. At this time, the train EOA is not updated, and the EOA remains unchanged at the P1 position until the calculated EOA passes the P2 position, and the real-time update of the dynamic EOA is resumed.

[0052] A device for determining a train passing through phase separation position comprises: a phase separation area determination unit and a train passing through phase separation position confirmation unit,

[0053] Determine the phase separation zone unit, which is used to confirm the position of the neutral section, and obtain the starting power-off mark D1 and the ending power-off mark D2 according to the position of the neutral section. The area between the starting power-off mark D1 and the ending power-off mark D2 is the phase separation zone;

[0054] The unit for confirming the train passing phase position is used to obtain the starting point P1 of the authorized end point EOA block section inaccessible area and the end point P2 of the authorized end point EOA block section inaccessible area according to the starting power-off mark D1 and the ending power-off mark D2, and use the starting point P1 and the end point P2 as the train passing phase position.

[0055] Further, confirming that the train passes through the phase position unit specifically includes: obtaining the authorized end point EOA block partition unreachable area start point P1 and the authorized end point EOA block partition unreachable area end point P2 according to the starting power-off mark D1 and the ending power-off mark D2 specifically includes:

[0056] According to the end power-off mark D2, the power-on point H1 and the end point P2 of the unreachable area of ​​the authorized end point EOA block partition are obtained, and according to the start power-off mark D1, the power-off point P3 is obtained;

[0057] The minimum speed V2 before passing the phase is calculated based on the authorized end point EOA, the end point P2 of the unreachable area of ​​the block partition, the power-off point P3 and the minimum speed Vmin of the passing phase;

[0058] The authorized end point EOA block partition inaccessible area starting point P1 is obtained according to the minimum speed V2 before passing the phase and the power-off point P3.

[0059] The present invention can quickly and accurately determine the position of a train passing through a phase separation safely and quickly, and can enable the train to automatically pass through the phase separation. Without increasing the length of the train, the traffic density can be greatly improved and the maximum transportation capacity can be obtained only by changing the train control system.

[0060] The present invention accurately determines the position of the train passing through the phase safely and quickly, and effectively solves the speed loss problem of the train when passing through the neutral and power-free area of ​​the contact network. The train has basically no loss in running speed when passing through the phase, and the response is fast, which can greatly shorten the power-off time, significantly shorten the train passing phase time, and enhance the section passing capacity.

[0061] Other features and advantages of the present invention will be described in the following description, and partly become obvious from the description, or be understood by implementing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0063] Figure 1 A flow chart of a method for determining a train passing phase position according to an embodiment of the present invention;

[0064] Figure 2 A flow chart for determining the positions of the start point P1 of the unreachable area of ​​the authorized end point EOA block partition and the end point P2 of the unreachable area of ​​the authorized end point EOA block partition according to an embodiment of the present invention;

[0065] Figure 3 This is a schematic diagram of the automatic phase transition of a train according to an embodiment of the present invention;

[0066] Figure 4 A schematic diagram of a model for determining the position of a train passing through phases according to an embodiment of the present invention. DETAILED DESCRIPTION

[0067] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0068] In the field of rail transit technology, the current for running electric locomotives is not provided by one power supply. Generally, one power supply station is responsible for a certain area. The phase of the current between two power supply stations is not necessarily the same, so there is a phase separation area without electricity between the power grids connecting the two power supply stations. When a train travels long distances, it will pass through the above phase separation area, and this process is called train over-phase.

[0069] The present invention provides a method and a device for determining a train over-phase position, including a method for determining a train over-phase position and a device for determining a train over-phase position.

[0070] The present invention can enable group trains to automatically pass through phase separation. The advantage is that a group of trains can be controlled by group trains, and each train can be coordinated to obtain the optimization of the group. Therefore, without increasing the axle weight or the length of the train, the traffic density can be greatly improved and the maximum transportation capacity can be obtained only by changing the train control system.

[0071] First, as Figure 1 As shown, the present invention provides a method for determining a train over-phase position, the method comprising:

[0072] Step S101, confirming the neutral section position, obtaining the starting power-off mark D1 and the ending power-off mark D2 according to the neutral section position, and the area between the starting power-off mark D1 and the ending power-off mark D2 is a phase separation area;

[0073] Step S102, according to the starting power-off mark D1 and the ending power-off mark D2, obtain the starting point P1 of the authorized end point EOA (End of Movement Authority, authorized end point, referred to as EOA) block section inaccessible area and the end point P2 of the authorized end point EOA block section inaccessible area, and use the starting point P1 and the end point P2 as the position of the train passing the phase.

[0074] The dynamic authorization end point EOA (End of Movement Authority, authorization end point, referred to as EOA) is calculated according to the position of the phase zone and the driving status of the train. The train automatic driving system ATO control curve is calculated based on the dynamic authorization end point EOA and the train is controlled to pass through the phase zone.

[0075] During the specific implementation, the neutral section position is first measured according to the design data or experiment. The neutral section position is an absolutely non-energized section. Then the starting power-off mark D1 and the ending power-off mark D2 of the phase zone are obtained, and the starting point P1 of the unreachable area of ​​the authorized end point EOA (End of Movement Authority, authorized end point, referred to as EOA) block partition and the end point P2 of the unreachable area of ​​the authorized end point EOA block partition are further obtained. The on-board ATP (Automatic Train Protection, automatic protection system, ATP for short) outputs an over-phase control command based on the phase-splitting area information provided by the ground at a certain time away from the starting power-off mark D1 of the starting point of the phase-splitting area. The train degrades the traction force to 0, shuts down the auxiliary units and disconnects the main circuit breaker. After that, the train relies on inertia to coast through the phase-splitting area. The over-phase control command is canceled after the front of the train passes the termination power-off mark D2 at the end of the phase-splitting area for a certain distance. At this time, the train closes the main circuit breaker, starts the auxiliary machine, and gradually restores the traction force level to the same value as before the phase-splitting, thereby realizing automatic over-phase, and automatically realizing the pantograph entering and exiting the phase-splitting area without current, ensuring the safety of the pantograph and the contact network.

[0076] In CTCS-3, before the phase separation area, the RBC (Radio Block Center, wireless block center, referred to as RBC) informs the train of the MA (Movement Authority, referred to as MA) and phase separation area information (including the distance to the phase separation point and the length of the phase separation area). After receiving the phase separation area information described by the RBC, the on-board equipment monitors the train running speed and position in real time, and issues a prompt to the driver and outputs the phase separation control command at a certain time from the starting point of the phase separation area. The phase separation control command is canceled after the head of the train passes a certain distance from the end of the phase separation area (the distance parameter is configured according to the requirements of the EMU). The cut-off distance margin and the recovery distance margin are set before and after the phase separation area. The cut-off distance margin and the recovery distance margin are redundancies to reduce risks and can improve the overall robustness of the system.

[0077] In this embodiment, Figure 2 As shown, step S102 specifically includes:

[0078] Step S201, obtaining the power-on point H1 and the authorized end point EOA block partition unreachable area end point P2 according to the end power-off mark D2, and obtaining the power-off point P3 according to the start power-off mark D1;

[0079] Step S202, calculating the minimum speed V2 before the phase transition according to the authorized end point EOA block partition unreachable area end point P2, the power failure point P3 and the minimum speed Vmin of the phase transition;

[0080] Step S203, obtaining the authorized end point EOA block partition unreachable area starting point P1 according to the minimum speed V2 before the phase transition and the power failure point P3.

[0081] In this embodiment, the neutral section is an absolutely non-energized area, and the position of the neutral section is determined by design data or experiments;

[0082] The first phase separation buffer distance is extended to both sides of the neutral section to obtain a starting power-off mark D1 and an ending power-off mark D2.

[0083] In the specific implementation, in order to ensure the safety of electricity use, the buffer distance of the first phase separation zone is extended to both sides of the neutral section to obtain the two end points of the phase separation zone: the starting power-off mark D1 and the ending power-off mark D2. The buffer distance of the first phase separation zone is designed according to the specifications of rail transit or determined according to the actual conditions on site.

[0084] like Figure 3 As shown in the figure, the entire train phase-splitting position is divided into three parts, P1 to D1 is called the phase-splitting difficult section, or the coasting difficult section. D1 to D2 is the phase-splitting area section. D2 to P2 is called the phase-splitting protection section.

[0085] In this embodiment, the train passing phase position is set with a minimum speed V2 before passing phase and a minimum speed Vmin for passing phase.

[0086] The minimum speed Vmin of the over-phase makes the train leave the over-phase position at a speed not less than Vmin, that is, leave the P2 position at a speed not less than Vmin;

[0087] The minimum speed V2 before passing the phase separation allows the train to enter the passing phase power-off section at a speed not lower than V2, that is, to enter the P3 position at a speed not lower than V2.

[0088] In specific implementation, Vmin is specified in the rail train specifications, and there is a risk of hook breakage if the train speed is too low.

[0089] In this embodiment, the obtaining of the power-on point H1 and the authorized end point EOA block partition unreachable area end point P2 according to the termination power-off mark D2 specifically includes:

[0090] The closing point H1 is located outside the phase separation zone D2, and the distance L3-1 between D2 and H1 is a fixed known value, which can be determined by experiment;

[0091] The authorized terminal EOA block section inaccessible area terminal P2 is located outside the phase separation area D2 direction and far away from the power-on point H1; the distance L3-2 between P2 and H1 is related to the signal system, train parameters and positioning error. The L3-2 distance is equal to a fixed proportion of the cumulative running distance of the train within a precise positioning distance.

[0092] In specific implementation, the train positioning function of the train control system relies on the speed and distance measurement unit of the on-board equipment. Due to the measurement error of the speed sensor, the parameter error of the wheel diameter value, and the calculation error caused by wheel idling and slipping, these error factors exist objectively and are difficult to eliminate. They constitute the train speed and distance measurement error, among which the distance measurement error will accumulate with the running distance of the train. In order to eliminate the accumulated distance measurement error, a positioning transponder is usually set on the ground as an absolute position reference point, and the length information between adjacent transponders is used as a precise positioning distance.

[0093] Here, the L3-2 distance is equal to a fixed proportion of the cumulative distance traveled by the train within a precise positioning distance, and is generally calculated as 2% of the cumulative distance traveled by the train within a precise positioning distance.

[0094] In this embodiment, obtaining the power-off point P3 according to the starting power-off mark D1 specifically includes:

[0095] The power-off point P3 is located outside the phase separation area D1. The distance L1-2 between P3 and D1 is related to the signal system, train parameters and positioning error. The distance L1-2 is equal to a fixed proportion of the cumulative running distance of the train within a precise positioning distance.

[0096] The power-off point P3 is the location where the train issues a power-off command.

[0097] In this embodiment, the minimum speed V2 before the phase transition is calculated based on the authorized end point EOA block partition unreachable area end point P2, the power failure point P3 and the minimum speed Vmin of the phase transition, specifically including:

[0098] ;

[0099] in,

[0100] L1-2 is the distance from P3 to D1, in meters;

[0101] L2 is the distance from D1 to D2, in meters;

[0102] L3 is the distance from D2 to P2, in meters;

[0103] α 坡 is the train deceleration caused by the slope, in m / s 2 ;

[0104] α 基本 It is the basic running resistance deceleration of the train, in m / s 2 ;

[0105] α 附加 It is the additional basic resistance deceleration of train operation, in m / s 2 .

[0106] In specific implementation, the distance L1-2 is similar to L3-2. The distance L1-2 is equal to a fixed proportion of the cumulative running distance of the train within a precise positioning distance, and is generally calculated as 2% of the cumulative running distance of the train within a precise positioning distance.

[0107] In this embodiment, the method of obtaining the authorized end point EOA block partition unreachable area starting point P1 according to the minimum speed V2 before the phase transition and the power failure point P3 specifically includes:

[0108] The starting point P1 of the unreachable area of ​​the authorized end point EOA block partition is located outside the phase separation area D1 direction and far away from the power failure point P3;

[0109] The distance L1-1 between the starting point P1 of the unreachable area of ​​the block partition of the authorized end point EOA and the power-off point P3 is calculated as follows:

[0110] L1-1=(V2 / 3.6) 2 / 2α v ;

[0111] α v =α 车 +α 坡 +α基本 +α 附加 ;

[0112] α 车 =Fv / [M(1+r)];

[0113] in:

[0114] V2 is the minimum speed before the phase transition, in km / h;

[0115] α v is the average acceleration of the train in L1-1, in m / s 2 ;

[0116] α 车 is the acceleration of the train in L1-1, in m / s;

[0117] α 坡 The train deceleration caused by the slope of the train in L1-1, in m / s 2 ;

[0118] α 基本 It is the basic running resistance deceleration of the train, in m / s 2 ;

[0119] α 附加 It is the additional basic resistance deceleration of train operation, in m / s 2 ;

[0120] Fv is the average traction force of the train in L1-1, in kN;

[0121] M is the total mass of the train set, in t;

[0122] r is the train rotation mass coefficient.

[0123] In this embodiment, the train passing through the phase separation specifically includes: calculating the dynamic authorized end point EOA according to the position of the phase separation area and the train driving status, calculating the train automatic driving system ATO control curve according to the dynamic authorized end point EOA, and controlling the train to pass through the phase separation area.

[0124] In this embodiment, the dynamic authorized endpoint EOA is calculated based on the phase zone position and the train driving status, specifically including: calculating the dynamic EOA based on the MA sent from the ground or the vehicle-to-vehicle communication; when passing the phase zone, the train dynamic EOA falls within the area from P1 to P2. At this time, the train EOA is not updated, and the EOA remains unchanged at the P1 position until the calculated EOA crosses the P2 position, and the real-time update of the dynamic EOA is resumed.

[0125] During specific implementation, in order to ensure the safety of over-phase separation, the train dynamic EOA is prevented from falling between P1 and P2; at the same time, the train head outputs an over-phase separation control command at the P3 position to cut off power. Because the command execution takes a short time, the distance between P3 and D1 is left as a buffer; when the train head passes the H1 point, the over-phase separation control command is canceled to restore power.

[0126] Second, as Figure 4 As shown, the present invention provides a device for determining a train passing through phase separation position, comprising: a phase separation area determination unit and a train passing through phase separation position confirmation unit,

[0127] Determine the phase separation zone unit, which is used to confirm the position of the neutral section, and obtain the starting power-off mark D1 and the ending power-off mark D2 according to the position of the neutral section. The area between the starting power-off mark D1 and the ending power-off mark D2 is the phase separation zone;

[0128] The unit for confirming the train passing phase position is used to obtain the starting point P1 of the authorized end point EOA block section inaccessible area and the end point P2 of the authorized end point EOA block section inaccessible area according to the starting power-off mark D1 and the ending power-off mark D2, and use the starting point P1 and the end point P2 as the train passing phase position.

[0129] During specific implementation, the unit for determining the phase separation area and the unit for confirming the train passing through the phase separation position are both realized through the ground GCC equipment.

[0130] In this embodiment, confirming that the train passes through the phase position unit specifically includes: obtaining the authorized end point EOA block partition unreachable area start point P1 and the authorized end point EOA block partition unreachable area end point P2 according to the starting power-off mark D1 and the ending power-off mark D2 specifically includes:

[0131] According to the end power-off mark D2, the power-on point H1 and the end point P2 of the unreachable area of ​​the authorized end point EOA block partition are obtained, and according to the start power-off mark D1, the power-off point P3 is obtained;

[0132] The minimum speed V2 before passing the phase is calculated based on the authorized end point EOA, the end point P2 of the unreachable area of ​​the block partition, the power-off point P3 and the minimum speed Vmin of the passing phase;

[0133] The authorized end point EOA block partition inaccessible area starting point P1 is obtained according to the minimum speed V2 before passing the phase and the power-off point P3.

[0134] In specific implementation, the implementation processes of a device for determining a train over-phase position and a method for determining a train over-phase position of the present invention correspond one to one, and will not be described in detail here.

[0135] In order to enable those skilled in the art to better understand the present invention, the principle of the present invention is described as follows in conjunction with the accompanying drawings:

[0136] The current for running electric locomotives on power-supply gasification railways is not provided by one power supply. Generally, one power supply station is responsible for a certain area. The phase of the current between two power supply stations is not necessarily the same, so there is a phase-splitting area without electricity between the power grids connecting the two power supply stations. During long-distance travel, the train will pass through the above-mentioned phase-splitting area. This process is called train passing through the phase-splitting area. There are "off" and "on" signs on the ground at a certain distance outside the phase-splitting area. When the train passes through, it must downgrade (traction force drops to 0), turn off the auxiliary units, disconnect the main circuit breaker, coast through the phase-splitting area, and then restore item by item (close the main circuit breaker, start the auxiliary machine, and gradually restore the traction force level to the same value as before the phase-splitting). In this way, the pantograph enters and exits the phase-splitting area without current, ensuring the safety of the pantograph and the contact network.

[0137] The on-board ATP (Automatic Train Protection) outputs a phase-over control command based on the phase-over zone information provided by the ground at a certain time from the starting point of the phase-over zone. The phase-over control command is canceled after the train head passes a certain distance from the end point of the phase-over zone, thereby realizing automatic phase-over.

[0138] The China Train Control System (CTCS)-3 train control system is the core safety system of the current domestic high-speed railways. It is the key equipment to ensure the safe and efficient operation of high-speed trains, and is the "control center" and "nervous system" of high-speed railways. The CTCS-3 train control system exchanges information with the train control ground equipment through the GSM-R (GSM for Railway) wireless communication network to meet the operating speed of more than 350km / h and the requirements for the 3-minute tracking interval of the train.

[0139] In CTCS-3, the Radio Block Center (RBC) informs the train of the phase separation information ahead (including the distance to the phase separation point and the length of the phase separation area) before the phase separation area. After receiving the phase separation information described by the RBC, the on-board equipment monitors the train's running speed and position in real time, and issues a prompt to the driver and outputs a phase separation control command when the train is a certain distance away from the starting point of the phase separation area. The phase separation control command is canceled after the train head passes a certain distance from the end of the phase separation area (the distance parameter is configured according to the requirements of the EMU).

[0140] For a single train, the neutral section position is first measured based on design data or experiments. The neutral section position is an absolutely unpowered section. Then the starting power-off mark D1 and the ending power-off mark D2 of the phase zone are obtained, and the starting point P1 of the unreachable area of ​​the authorized end point EOA (End of Movement Authority, authorized end point, referred to as EOA) block section and the end point P2 of the unreachable area of ​​the authorized end point EOA block section are further obtained. The on-board ATP (Automatic Train Protection, automatic protection system, ATP for short) outputs an over-phase control command based on the phase-splitting area information provided by the ground at a certain time away from the starting power-off mark D1 of the starting point of the phase-splitting area. The train degrades the traction force to 0, shuts down the auxiliary units and disconnects the main circuit breaker. After that, the train relies on inertia to coast through the phase-splitting area. The over-phase control command is canceled after the front of the train passes the termination power-off mark D2 at the end of the phase-splitting area for a certain distance. At this time, the train closes the main circuit breaker, starts the auxiliary machine, and gradually restores the traction force level to the same value as before the phase-splitting, thereby realizing automatic over-phase, and automatically realizing the pantograph entering and exiting the phase-splitting area without current, ensuring the safety of the pantograph and the contact network.

[0141] For group trains, the method for determining the train's phase-splitting position is similar to that of a single train, and the calculation method of the authorized end point EOA is slightly different. Similarly, the phase-splitting zone position is defined as three parts, and P1 to D1 is called the phase-splitting difficult section, or the idling difficult section. D1 to D2 is the phase-splitting zone section. D2 to P2 is called the phase-splitting protection section. P1 is set at point D1 and L1 is pushed in the opposite direction of the train's operation. The length of L1 needs to be calculated and determined based on the train parameters and line data. It should be ensured that the train can safely cross the contact network phase-splitting zone when it stops and restarts at the P1 position. The train cannot stop in the phase-splitting zone. P2 is set at point D2 and L2 is pushed in the direction of the train's operation. The length of L2 needs to meet the train's safety protection distance plus the necessary driving margin. The calculated length values ​​of L1 and L2 should be confirmed based on the design or on-site tests.

[0142] A group train refers to a train group consisting of one or more physical trains. The ground equipment controls the train group as one train, and the trains in the train group are controlled in a coordinated manner.

[0143] The first train in a group is the first train in the group.

[0144] The group following train refers to the train in the group except the first train. There may be no group following train in the group train.

[0145] The preceding train refers to the preceding train in the group of trains that is adjacent to the train in the direction of travel.

[0146] In a group train, the way the group's first car and the group's following car determine EOA (authorized end point) is different. The ATP of the group's first car determines EOA according to the MA (mobile authorization) on the ground, calculates the speed curve, and performs speed monitoring and overspeed protection; the ATP of the group's following car obtains the speed, position and other information of the train immediately ahead based on car-to-car communication, and calculates EOA autonomously based on train parameters and line data. It calculates the ATO control curve based on EOA and performs speed monitoring and overspeed protection. The group train ATO (Automatic Train Operation, train automatic driving system) is responsible for automatically driving the train under the safety protection of the group car's onboard ATP.

[0147] The vehicle-to-vehicle communication is normal, and the dynamic authorized endpoint EOA calculated by the group following vehicle falls within the area from P1 to P2. At this time, the dynamic authorized endpoint EOA of the following train is not updated and remains at P1 until the calculated dynamic authorized endpoint EOA crosses P2, and the real-time update of the dynamic authorized endpoint EOA is resumed.

[0148] The vehicle-to-vehicle communication is interrupted, and the group follower vehicle is controlled by the group leader vehicle. The vehicle-mounted ATP determines the EOA based on the MA sent from the ground.

[0149] When the interval between group trains adopts moving block, the ground equipment GCC confirms MA in the same way as the EOA point of the group following vehicle. The ground equipment GCC detects forward to the dangerous point, which includes prohibition signals, the train ahead, etc.

[0150] When the interval between group trains is fixed block, the ground equipment GCC confirms MA in the same way as the current CTCS-3. The ground equipment GCC detects forward to the danger point, which includes prohibition signals, trains ahead, etc.

[0151] When the on-board ATO equipment is used to control the automatic driving of the train, the on-board ATO is responsible for automatically driving the train under the safety protection of the on-board ATP. The on-board ATO can use batteries to power the train for traction in the power outage area until the contact network power supply is restored.

[0152] When the on-board ATO equipment is not used to control the train driving, the driver is responsible for ensuring that the speed before the power-off zone is not less than the minimum speed, which is the minimum calculated speed of the train passing through the phase separation zone. The driver cancels the traction command and the train coasts out of the power-off zone.

[0153] GCC sends MA (including line data) to the first car of the group train, and sends line data (phase separation information including the distance to the phase separation point and the length of the phase separation area) to the following cars of the group.

[0154] If the train is the first train in the group, the EOA point is determined based on the MA (including the over-phase information) sent by the GCC, the speed curve is calculated based on the line data and train parameters, and the operation of the train is supervised.

[0155] According to GCC's line data, after the vehicle-to-vehicle communication equipment, on-board ATP, on-board ATO and other on-board equipment receive the phase-separation area information described by GCC, the on-board ATP monitors the train's running speed and position in real time, and issues prompts and outputs over-phase control commands to the driver at a certain time from the starting point of the phase-separation area. The on-board ATO assists in sending traction or braking commands to the vehicle, and cancels the over-phase control command after the front of the train passes a certain distance from the end of the phase-separation area (the distance parameter is configured according to the train requirements).

[0156] If the train is a group following car, the EOA point is dynamically calculated according to the control principle described above, the speed curve is calculated in combination with the line data and train parameters, and the operation of the train is supervised.

[0157] Through the vehicle-to-vehicle communication equipment, the group following car obtains information such as the speed and position of the preceding train. According to the line data of GCC, after the vehicle-to-vehicle communication equipment, on-board ATP, on-board ATO and other on-board equipment receive the phase-separation area information described by GCC, the on-board ATP monitors the train running speed and position in real time, and issues prompts and outputs over-phase control commands to the driver at a certain time from the starting point of the phase-separation area. The on-board ATO assists in sending traction or braking commands to the vehicle, and cancels the over-phase control command after the front of the vehicle passes a certain distance from the end of the phase-separation area (the distance parameter is configured according to the requirements of the train group).

[0158] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent substitutions for some of the technical features therein; and these modifications or substitutions do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for determining a train passing phase position, characterized in that: The method comprises: Confirm the position of the neutral section, and obtain the starting power-off mark D1 and the ending power-off mark D2 according to the position of the neutral section. The area between the starting power-off mark D1 and the ending power-off mark D2 is the phase separation area; According to the starting power-off mark D1 and the ending power-off mark D2, the starting point P1 of the authorized end point EOA block partition inaccessible area and the end point P2 of the authorized end point EOA block partition inaccessible area are obtained, and the starting point P1 and the end point P2 are used as the position of the train passing the phase; The step of obtaining the authorized end point EOA block partition unreachable area start point P1 and the authorized end point EOA block partition unreachable area end point P2 according to the starting power-off mark D1 and the ending power-off mark D2 specifically includes: According to the end power-off mark D2, the power-on point H1 and the end point P2 of the unreachable area of ​​the authorized end point EOA block partition are obtained, and according to the start power-off mark D1, the power-off point P3 is obtained; The minimum speed V2 before passing the phase is calculated based on the authorized end point EOA, the end point P2 of the unreachable area of ​​the block partition, the power-off point P3 and the minimum speed Vmin of the passing phase; Obtain the starting point P1 of the unreachable area of ​​the authorized end point EOA block partition according to the minimum speed V2 before passing the phase and the power-off point P3; The method of obtaining the power-on point H1 and the authorized end point EOA block partition unreachable area end point P2 according to the termination power-off mark D2 specifically includes: The closing point H1 is located outside the phase separation zone D2, and the distance L3-1 between D2 and H1 is a fixed known value, which can be determined by experiment; The authorized terminal EOA block section inaccessible area terminal P2 is located outside the phase separation area D2 direction and far away from the power-on point H1; the distance L3-2 between P2 and H1 is equal to a fixed proportion of the cumulative running distance of the train within a precise positioning distance.

2. A method for determining a train passing phase position, characterized in that: The method comprises: Confirm the position of the neutral section, and obtain the starting power-off mark D1 and the ending power-off mark D2 according to the position of the neutral section. The area between the starting power-off mark D1 and the ending power-off mark D2 is the phase separation area; According to the starting power-off mark D1 and the ending power-off mark D2, the starting point P1 of the authorized end point EOA block partition inaccessible area and the end point P2 of the authorized end point EOA block partition inaccessible area are obtained, and the starting point P1 and the end point P2 are used as the position of the train passing the phase; The step of obtaining the authorized end point EOA block partition unreachable area start point P1 and the authorized end point EOA block partition unreachable area end point P2 according to the starting power-off mark D1 and the ending power-off mark D2 specifically includes: According to the end power-off mark D2, the power-on point H1 and the end point P2 of the unreachable area of ​​the authorized end point EOA block partition are obtained, and according to the start power-off mark D1, the power-off point P3 is obtained; The minimum speed V2 before passing the phase is calculated based on the authorized end point EOA, the end point P2 of the unreachable area of ​​the block partition, the power-off point P3 and the minimum speed Vmin of the passing phase; Obtain the starting point P1 of the unreachable area of ​​the authorized end point EOA block partition according to the minimum speed V2 before passing the phase and the power-off point P3; The step of obtaining the power-off point P3 according to the starting power-off mark D1 specifically includes: The power-off point P3 is located outside the phase separation area D1, and the distance L1-2 between P3 and D1 is equal to a fixed proportion of the cumulative running distance of the train within a precise positioning distance; The power-off point P3 is the location where the train issues a power-off command.

3. A method for determining a train passing phase position according to claim 1 or 2, characterized in that: The determining of the neutral section position and obtaining the starting power-off mark D1 and the ending power-off mark D2 according to the neutral section position specifically include: The neutral zone is an absolutely non-energized area determined by design or measurement; The first phase separation buffer distance is extended to both sides of the neutral section to obtain a starting power-off mark D1 and an ending power-off mark D2.

4. A method for determining a train passing phase position according to claim 1 or 2, characterized in that: The train passing phase position is set with the minimum speed before passing phase V2 and the minimum speed of passing phase Vmin. The minimum speed Vmin of the over-phase makes the train leave the over-phase position at a speed not less than Vmin, that is, leave the P2 position at a speed not less than Vmin; The minimum speed V2 before passing the phase separation allows the train to enter the passing phase power-off section at a speed not lower than V2, that is, to enter the P3 position at a speed not lower than V2.

5. A method for determining a train passing phase position according to claim 1 or 2, characterized in that: The method of calculating the minimum speed V2 before the phase transition according to the unreachable area end point P2 of the block partition of the authorized end point EOA, the power-off point P3 and the minimum speed Vmin of the phase transition specifically includes: a=a 坡 +a 基本 +a 附加 ; in, L1-2 is the distance from P3 to D1, in meters; L2 is the distance from D1 to D2, in meters; L3 is the distance from D2 to P2, in meters; α 坡 is the train deceleration caused by the slope, in m / s 2 ; α 基本 It is the basic running resistance deceleration of the train, in m / s 2 ; α 附加 It is the additional basic resistance deceleration of train operation, in m / s 2 .

6. A method for determining a train passing phase position according to claim 1 or 2, characterized in that: The method of obtaining the unreachable area starting point P1 of the block partition of the authorized end point EOA according to the minimum speed V2 before the phase transition and the power failure point P3 specifically includes: The starting point P1 of the unreachable area of ​​the authorized end point EOA block partition is located outside the phase separation area D1 direction and far away from the power failure point P3; The distance L1-1 between the starting point P1 of the unreachable area of ​​the block partition of the authorized end point EOA and the power-off point P3 is calculated as follows: <h2 style=";text-align:left;direction:ltr">L1-1=(V2 / 3.6)<h2 style=";text-align:left;direction:ltr"> 2 <h2 style=";text-align:left;direction:ltr"> / 2α<h2 style=";text-align:left;direction:ltr"> v <h2 style=";text-align:left;direction:ltr"> ; α v ＝α 车 +α 坡 +α 基本 +α 附加 ； α 车 =Fv / [M(1+r)]; in: V2 is the minimum speed before the phase transition, in km / h; α v is the average acceleration of the train in L1-1, in m / s 2 ; α 车 is the acceleration of the train in L1-1, in m / s; α 坡 The train deceleration caused by the slope of the train in L1-1, in m / s 2 ; α 基本 It is the basic running resistance deceleration of the train, in m / s 2 ; α 附加 It is the additional basic resistance deceleration of train operation, in m / s 2 ; Fv is the average traction force of the train in L1-1, in kN; M is the total mass of the train set, in t; r is the train rotation mass coefficient.

7. A method for determining a train passing phase position according to claim 1 or 2, characterized in that: The method also includes: calculating a dynamic authorized endpoint EOA according to the position of the phase zone and the train driving status, calculating an ATO control curve of the train automatic driving system according to the dynamic authorized endpoint EOA, and controlling the train to pass through the phase zone.

8. A method for determining a train passing phase position according to claim 7, characterized in that: The dynamic authorization endpoint EOA is calculated according to the phase zone position and the train driving status, specifically including: calculating the dynamic EOA according to the MA sent from the ground or the vehicle-to-vehicle communication; when passing the phase zone, the train dynamic EOA falls in the area from P1 to P2. At this time, the train EOA is not updated, and the EOA remains unchanged at the P1 position until the calculated EOA passes the P2 position, and the real-time update of the dynamic EOA is resumed.

9. A device for determining a train passing phase position, characterized in that: include: Determine the phase separation unit and confirm the train passing phase separation position unit, Determine the phase separation zone unit, which is used to confirm the position of the neutral section, and obtain the starting power-off mark D1 and the ending power-off mark D2 according to the position of the neutral section. The area between the starting power-off mark D1 and the ending power-off mark D2 is the phase separation zone; The unit for confirming the position of the train passing through the phase is used to obtain the starting point P1 of the authorized end point EOA block partition unreachable area and the end point P2 of the authorized end point EOA block partition unreachable area according to the starting power-off mark D1 and the ending power-off mark D2, and use the starting point P1 and the end point P2 as the position of the train passing through the phase; Confirming the train passing through the phase position unit specifically includes: obtaining the authorized end point EOA block partition unreachable area start point P1 and the authorized end point EOA block partition unreachable area end point P2 according to the starting power-off mark D1 and the ending power-off mark D2 specifically includes: According to the end power-off mark D2, the power-on point H1 and the end point P2 of the unreachable area of ​​the authorized end point EOA block partition are obtained, and according to the start power-off mark D1, the power-off point P3 is obtained; The minimum speed V2 before passing the phase is calculated based on the authorized end point EOA, the end point P2 of the unreachable area of ​​the block partition, the power-off point P3 and the minimum speed Vmin of the passing phase; Obtain the starting point P1 of the unreachable area of ​​the authorized end point EOA block partition according to the minimum speed V2 before passing the phase and the power-off point P3; The method of obtaining the power-on point H1 and the authorized end point EOA block partition unreachable area end point P2 according to the termination power-off mark D2 specifically includes: The closing point H1 is located outside the phase separation zone D2, and the distance L3-1 between D2 and H1 is a fixed known value, which can be determined by experiment; The authorized terminal EOA block section inaccessible area terminal P2 is located outside the phase separation area D2 direction and far away from the power-on point H1; the distance L3-2 between P2 and H1 is equal to a fixed proportion of the cumulative running distance of the train within a precise positioning distance.

10. A device for determining a train passing phase position, characterized in that: include: Determine the phase separation unit and confirm the train passing phase separation position unit, Determine the phase separation zone unit, which is used to confirm the position of the neutral section, and obtain the starting power-off mark D1 and the ending power-off mark D2 according to the position of the neutral section. The area between the starting power-off mark D1 and the ending power-off mark D2 is the phase separation zone; The unit for confirming the position of the train passing through the phase is used to obtain the starting point P1 of the authorized end point EOA block partition unreachable area and the end point P2 of the authorized end point EOA block partition unreachable area according to the starting power-off mark D1 and the ending power-off mark D2, and use the starting point P1 and the end point P2 as the position of the train passing through the phase; Confirming the train passing through the phase position unit specifically includes: obtaining the authorized end point EOA block partition unreachable area start point P1 and the authorized end point EOA block partition unreachable area end point P2 according to the starting power-off mark D1 and the ending power-off mark D2 specifically includes: According to the end power-off mark D2, the power-on point H1 and the end point P2 of the unreachable area of ​​the authorized end point EOA block partition are obtained, and according to the start power-off mark D1, the power-off point P3 is obtained; The minimum speed V2 before passing the phase is calculated based on the authorized end point EOA, the end point P2 of the unreachable area of ​​the block partition, the power-off point P3 and the minimum speed Vmin of the passing phase; Obtain the starting point P1 of the unreachable area of ​​the authorized end point EOA block partition according to the minimum speed V2 before passing the phase and the power-off point P3; The step of obtaining the power-off point P3 according to the starting power-off mark D1 specifically includes: The power-off point P3 is located outside the phase separation area D1, and the distance L1-2 between P3 and D1 is equal to a fixed proportion of the cumulative running distance of the train within a precise positioning distance; The power-off point P3 is the location where the train issues a power-off command.

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