A method for different mode over-phase control in a fully automatic operation system

Abstract

The application discloses a different mode over-phase control method in a full-automatic operation system, relates to the field of track traffic, and comprises the following steps: when a signal system is in FAM mode, CAM mode, AM mode and CM mode, a vehicle adopts a control mode that ATP over-phase mode and magnetic steel over-phase mode are parallel and passes through a phase separation area; before the vehicle enters the phase separation area, any one of an ATP over-phase instruction, a positive pre-breaking instruction and a positive strong breaking instruction is valid, and the vehicle can enter the phase separation area mode; and the application avoids the problem that a train cannot pass through the phase separation area after stopping in an interval on the premise of considering operation efficiency.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, in particular to a different mode of over-phase control method in a full-automatic operation system. BACKGROUND

[0002] The statements in this section merely provide background information related to the present disclosure and can not constitute the prior art.

[0003] In the over-phase control of large EMUs, the over-phase devices of EMUs are mainly divided into two types: magnetic steel inductor type over-phase device (GFX-3A for short) and train automatic operation protection system over-phase device (ATP for short). The ATP over-phase device is divided into two control systems: CTCS2 (CTCS2 is the second generation of EMU over-phase control system, which mainly controls the over-phase operation of the main circuit breaker of the EMU by receiving the over-phase area information from the ground transponder) and CTCS3 (CTCS3 is an upgraded version of CTCS2, which mainly controls the over-phase operation of the main circuit breaker of the EMU by receiving the line information from the ground wireless block center RBC through the GSM-R antenna of the railway special mobile communication network). In the CTCS2 and CTCS3 control systems, the CTCS3 system is preferred. In normal operation, the EMU preferentially uses ATP automatic over-phase. However, when the CTCS2 and CTCS3 control systems cannot be used due to different running lines or ATP system failure, the train will automatically adopt GFX-3A control train over-phase area. When both ATP and GFX-3A cannot work normally, the driver can isolate the over-phase device and control the train over-phase area manually.

[0004] The EMU prompts the status of the main circuit breaker on the display screen, and sets up a "break" sign at the entrance of the over-phase area. If the main circuit breaker is still in the closed state when the vehicle approaches the "break" sign at the entrance of the over-phase area, the driver is required to manually break the main circuit.

[0005] In the over-phase control of subway, the over-phase control function of subway is divided into signal ATP over-phase and vehicle magnetic steel over-phase. In the past projects of the Beijing Daxing Airport Line, only the signal ATP over-phase control mode is adopted, and the function implementation mode is as follows: in the FAM mode, AM mode and CM mode driving mode of the signal system, the signal system sends over-phase enabling and instruction signals to the vehicle to assist the vehicle through the line over-phase area; in the CAM mode, the signal normally sends over-phase enabling and over-phase instruction, if the vehicle TCMS receives the instruction, it will perform over-phase according to the VOBC instruction, if the vehicle TCMS does not receive the over-phase instruction, it will use magnetic steel over-phase; in the RM mode and non-ATP protection operation, the vehicle automatically enters and exits over-phase according to the forced magnetic steel point information.

[0006] But in the urban rail transit CM / AM / CAM / FAM automatic crossover scheme, due to the traction power supply in the range of the phase separation area, the train is not allowed to stop in the range of the phase separation area, and the existing control method does not give the corresponding design, resulting in the problem that the train cannot pass the phase separation after stopping in the section. SUMMARY

[0007] The present application aims at the problems in the prior art, and provides a different mode crossover control method in a full-automatic operation system, which avoids the problem that the train cannot pass the phase separation after stopping in the section under the premise of considering the operation efficiency.

[0008] The technical scheme of the present application is as follows:

[0009] A different mode crossover control method in a full-automatic operation system, comprising:

[0010] When the signal system is in FAM mode, CAM mode, AM mode and CM mode, the vehicle adopts a control mode in which the ATP crossover mode and the magnetic steel crossover mode are parallel to pass through the phase separation area;

[0011] Before the vehicle enters the phase separation area, any one of the ATP crossover instruction, the forward pre-break instruction and the forward strong break instruction is valid, and the vehicle can enter the phase separation area mode.

[0012] Further, when the signal system is in CAM mode due to communication failure between the VOBC and the TCMS, the vehicle passes through the phase separation area only through the magnetic steel crossover mode.

[0013] Further, the ATP crossover mode and the magnetic steel crossover mode are parallel, comprising:

[0014] When the signal system is in FAM mode, CAM mode, AM mode and CM mode, the on-board ATP estimates the time of running to the forward pre-break point in real time according to the position and speed of the vehicle;

[0015] When the estimation result reaches the preconfigured time, the on-board ATP continuously sends the ATP crossover instruction 1 to the vehicle TCMS; after receiving the ATP crossover instruction 1, the vehicle TCMS confirms that the vehicle enters the ATP crossover mode;

[0016] When the vehicle runs to the forward pre-break point, if the ATP crossover instruction 1 has been received, the vehicle will not respond to the forward pre-break signal; if the ATP crossover instruction 1 has not been received, the vehicle enters the magnetic steel crossover mode.

[0017] Further, the ATP crossover mode and the magnetic steel crossover mode are parallel, and further comprising:

[0018] When the signal system is in FAM mode, CAM mode, AM mode and CM mode, the on-board ATP estimates the time to run to the positive strong break point according to its own position and speed in real time;

[0019] When the estimation result reaches the pre-configured time, the on-board ATP continuously sends ATP over-phase instruction 2 to the vehicle TCMS;

[0020] If the vehicle TCMS has received ATP over-phase instruction 1 or the positive pre-break over-phase signal, the vehicle will not respond to ATP over-phase instruction 2; if ATP over-phase instruction 1 or the positive pre-break over-phase signal has not been received, the vehicle will quickly open the main breaker.

[0021] Further, when the vehicle runs to the positive strong break point, if ATP over-phase instruction 1, ATP over-phase instruction 2 or the positive pre-break over-phase signal has been received, the vehicle will not respond to the positive strong break over-phase signal; if ATP over-phase instruction 1, ATP over-phase instruction 2 or the positive pre-break over-phase signal has not been received, the vehicle enters the magnetic steel over-phase mode.

[0022] Further, when the on-board ATP determines that the vehicle is T1 time away from the position of the positive pre-break point, it sends an over-phase warning instruction display to the MMI, prompting that the front will soon be over-phased.

[0023] Further, when the on-board ATP determines that the vehicle is T2 time away from the position of the positive pre-break point, it determines that the vehicle is in the state of approaching the positive pre-break point, at this time the on-board ATP continuously sends ATP over-phase instruction 1 to the vehicle TCMS, and sends an over-phase display to the MMI;

[0024] After the vehicle TCMS receives ATP over-phase instruction 1 for a period of time, it confirms that the vehicle enters the ATP over-phase mode.

[0025] Further, after the vehicle TCMS receives ATP over-phase instruction 1, it enters the ATP over-phase mode, the vehicle traction system is unloaded, enters the medium voltage holding state, and the main breaker is opened after the vehicle traction system is unloaded, ensuring that the main breaker is opened before the vehicle enters the over-phase area;

[0026] When the vehicle runs to the positive pre-break point, if ATP over-phase instruction 1 has not been received, the vehicle enters the magnetic steel over-phase mode, the vehicle traction system is unloaded, enters the medium voltage holding state, and the main breaker is opened after the vehicle traction system is unloaded, ensuring that the main breaker is opened before the vehicle enters the over-phase area;

[0027] When the vehicle TCMS receives ATP over-phase instruction 2, if ATP over-phase instruction 1 or the positive pre-break over-phase signal has not been received before, the vehicle will quickly open the main breaker, at this time the medium voltage of the vehicle cannot be maintained, the medium voltage load stops working, and the lighting switches to the emergency lighting mode.

[0028] When the vehicle runs to the positive strong break point, if no ATP over-phase instruction 1, ATP over-phase instruction 2, positive pre-break over-phase signal is received, the vehicle will quickly disconnect the main circuit breaker, at this time, the medium voltage in the vehicle cannot be maintained, the medium voltage load stops working, and the lighting is switched to the emergency lighting mode.

[0029] Further, to avoid the simultaneous accidental cancellation of the ATP over-phase instruction 1 and the ATP over-phase instruction 2 before entering the over-phase area or the false collection of the magnetic steel, the distance requirement for prohibiting the main break is increased.

[0030] When the vehicle is in the required distance range for prohibiting the main break, the vehicle does not perform the main break.

[0031] Further, when the vehicle enters the ATP over-phase mode, the following conditions need to be met to exit the ATP over-phase mode:

[0032] The vehicle network voltage is normal, and the vehicle operation has exceeded the required distance range for prohibiting the main break;

[0033] Under the condition that the vehicle network voltage is normal, the running distance after entering the ATP over-phase mode exceeds the length of the over-phase area;

[0034] When the vehicle enters the magnetic steel over-phase mode, the following conditions need to be met to exit the magnetic steel over-phase mode:

[0035] Under the condition that the vehicle network voltage is normal, any magnetic steel signal after exiting the over-phase area is collected;

[0036] Under the condition that the vehicle network voltage is normal, the running distance after entering the magnetic steel over-phase mode exceeds the length of the over-phase area.

[0037] Compared with the existing technology, the beneficial effects of the present application are:

[0038] A different mode over-phase control method in a full-automatic operation system, comprising: when the signal system is in FAM mode, CAM mode, AM mode and CM mode, the vehicle adopts ATP over-phase mode and magnetic steel over-phase mode parallel control mode to pass through the over-phase area; before the vehicle enters the over-phase area, any one of the ATP over-phase instruction, the positive pre-break instruction and the positive strong break instruction is valid, and the vehicle can enter the over-phase area mode; under the premise of considering the operation efficiency, the problem of the train being unable to over-phase after stopping in the section is avoided. BRIEF DESCRIPTION OF DRAWINGS

[0039] Figure 1 The figure is a schematic diagram of the train over-phase process. DETAILED DESCRIPTION

[0040] It is to be noted that the relational terms herein, such as first and second, and the like, are used solely to distinguish one from another entity or action without necessarily requiring or implying any actual relationship or order between such entities or actions. Moreover, the terms "comprises", "comprising", or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0041] The features and nature of the present application will become more apparent from the detailed description set forth below, taken in conjunction with the accompanying drawings.

[0042] Embodiment One

[0043] Please refer to Figure 1 A different mode overpass control method in a full-automatic operation system, comprising:

[0044] When the signal system is in FAM mode, CAM mode, AM mode and CM mode, the signal system has the function of sending overpass instruction signals to vehicles for assisting the vehicles to pass through the line overpass area, and when the signal system is in FAM mode, CAM mode, AM mode and CM mode, the vehicles adopt the control mode of parallel ATP overpass mode and magnetic steel overpass mode to pass through the overpass area.

[0045] Before the vehicle enters the overpass area, any one of the ATP overpass instruction, the positive pre-break instruction and the positive strong-break instruction is valid, so that the vehicle can enter the overpass area mode, and the main breaker before the overpass area can be safely and effectively opened to prevent the train from entering the overpass area with electricity.

[0046] In this embodiment, specifically, when the signal system is in CAM mode due to communication failure between VOBC and TCMS, the vehicle passes through the overpass area only through the magnetic steel overpass mode.

[0047] In this embodiment, specifically, the ATP overpass mode and the magnetic steel overpass mode are parallel, comprising:

[0048] When the CBTC and ABL level signal system is in FAM mode, CAM mode (VOBC-TCMS communication is normal), AM mode and CM mode, the on-board ATP estimates the time of running to the positive pre-break (magnetic steel) point in real time according to the position and speed of the vehicle.

[0049] When the estimated result reaches the pre-configured time, the ATP over-excitation instruction 1 is continuously sent by the vehicle-mounted ATP to the vehicle TCMS; after receiving the ATP over-excitation instruction 1, the vehicle TCMS confirms that the vehicle enters the ATP over-excitation mode;

[0050] When the vehicle runs to the positive pre-break point, if the ATP over-excitation instruction 1 has been received, the vehicle will not respond to the positive pre-break over-excitation signal; if the ATP over-excitation instruction 1 has not been received, the vehicle enters the magnetic steel over-excitation mode.

[0051] In the embodiment, specifically, the ATP over-excitation mode and the magnetic steel over-excitation mode are parallel, and further comprising:

[0052] When the signal system is in the FAM mode, the CAM mode, the AM mode and the CM mode, the vehicle-mounted ATP estimates the time of running to the positive strong-break point in real time according to the position and speed of itself;

[0053] When the estimated result reaches the pre-configured time, the ATP over-excitation instruction 2 is continuously sent by the vehicle-mounted ATP to the vehicle TCMS;

[0054] If the vehicle TCMS has received the ATP over-excitation instruction 1 or the positive pre-break over-excitation signal, the vehicle will not respond to the ATP over-excitation instruction 2; if the ATP over-excitation instruction 1 or the positive pre-break over-excitation signal has not been received, the vehicle will quickly disconnect the main breaker.

[0055] In the embodiment, specifically, when the vehicle runs to the positive strong-break point, if the ATP over-excitation instruction 1, the ATP over-excitation instruction 2 or the positive pre-break over-excitation signal has been received, the vehicle will not respond to the positive strong-break over-excitation signal; if the ATP over-excitation instruction 1, the ATP over-excitation instruction 2 or the positive pre-break over-excitation signal has not been received, the vehicle enters the magnetic steel over-excitation mode.

[0056] In the embodiment, specifically, when the vehicle-mounted ATP judges that the vehicle is in the state of approaching the positive pre-break point at a time of T1 (in the embodiment, T1 is temporarily set to 5s, and can be configured) before the position of the positive pre-break point, the over-excitation warning instruction display is sent to the MMI, prompting that the over-excitation is about to occur in front, preferably, the over-excitation warning is displayed on the MMI at this time, and a yellow flashing display icon is displayed.

[0057] In the embodiment, specifically, when the vehicle-mounted ATP judges that the vehicle is in the state of approaching the positive pre-break point at a time of T2 (in the embodiment, T2 is temporarily set to 3s, and can be configured) before the position of the positive pre-break point, the vehicle-mounted ATP continuously sends the ATP over-excitation instruction 1 to the vehicle TCMS, and simultaneously sends the over-excitation display to the MMI; preferably, the over-excitation display is displayed on the MMI at this time, and a red stable display icon is displayed.

[0058] The vehicle TCMS receives the ATP over-phase instruction 1 for a period of time, and confirms that the vehicle enters the ATP over-phase mode; preferably, when the ATP over-phase instruction 1 is valid for 1S, it is confirmed that the vehicle enters the ATP over-phase mode.

[0059] In this embodiment, specifically, when the vehicle TCMS receives the ATP over-phase instruction 1 and enters the ATP over-phase mode, the vehicle traction system is unloaded, enters the medium-voltage holding state, and the main breaker is disconnected after the vehicle traction system is unloaded (in this embodiment, the main breaker is disconnected after the vehicle traction system is unloaded for 2S), thereby ensuring that the main breaker is disconnected before the vehicle enters the over-phase area.

[0060] When the vehicle runs to the positive pre-break point, if the ATP over-phase instruction 1 is not received, the vehicle enters the magnetic steel over-phase mode, the vehicle traction system is unloaded, enters the medium-voltage holding state, and the main breaker is disconnected after the vehicle traction system is unloaded (in this embodiment, the main breaker is disconnected after the vehicle traction system is unloaded for 2S), thereby ensuring that the main breaker is disconnected before the vehicle enters the over-phase area; in this embodiment, it should be noted that 2S is determined through the following process: the pre-break magnetic steel is 205 meters before the over-phase area, and the vehicle can run for 78 meters (calculated at 140 km / h), which can ensure that the main breaker is disconnected before the vehicle enters the over-phase area.

[0061] When the vehicle TCMS receives the ATP over-phase instruction 2 (valid for 1s), if the ATP over-phase instruction 1 or the positive pre-break over-phase signal has not been received before, the vehicle will quickly disconnect the main breaker, at which time the medium voltage of the vehicle cannot be maintained, the medium voltage load stops working, and the lighting is switched to the emergency lighting mode.

[0062] When the vehicle runs to the positive strong break point, if the ATP over-phase instruction 1, the ATP over-phase instruction 2, or the positive pre-break over-phase signal is not received, the vehicle will quickly disconnect the main breaker, at which time the medium voltage of the vehicle cannot be maintained, the medium voltage load stops working, and the lighting is switched to the emergency lighting mode.

[0063] In this embodiment, specifically, as shown in Figure 1 To avoid the advance main breaker closing caused by the simultaneous accidental cancellation of the ATP over-phase instruction 1 and the ATP over-phase instruction 2 before entering the over-phase area or the mis-collection of the magnetic steel, the distance requirement for prohibiting the main breaker closing is increased.

[0064] When the vehicle is within the required distance range for prohibiting the main breaker closing, the vehicle does not perform the main breaker closing.

[0065] In this embodiment, specifically, when the vehicle enters the ATP over-phase mode, the following conditions need to be met to exit the ATP over-phase mode:

[0066] The vehicle network pressure is normal (at this time, the vehicle has been in the neutral zone in the rear section, and the main breaker can be closed after the network pressure returns to normal, and the same below), and the vehicle operation has exceeded the required distance range of the prohibition of the main breaker closing;

[0067] In the case of normal vehicle network pressure, the running distance after entering the ATP neutral section mode exceeds the length of the neutral section (in this embodiment, the length of the neutral section is temporarily set to 550 meters, and the same below, i.e., the running distance after entering the ATP neutral section mode exceeds 580 meters);

[0068] When the vehicle enters the neutral section mode, the following conditions need to be met to exit the neutral section mode:

[0069] In the case of normal vehicle network pressure, any magnetic steel signal after the vehicle exits the neutral section is collected;

[0070] In the case of normal vehicle network pressure, the running distance after entering the neutral section mode exceeds the length of the neutral section.

[0071] In the above automatic neutral section mode, the driver can operate the main breaker control button on the driver's cab to close the main breaker, and control the automatic neutral section process.

[0072] Before entering the neutral section, if the driver manually operates the main breaker, the current neutral section does not enter the medium voltage maintaining mode, and the main breaker needs to be manually closed after exiting the neutral section. This operation does not affect the next neutral section.

[0073] If the driver manually operates the main breaker while the vehicle has entered the neutral section mode, the current neutral section still maintains the medium voltage maintaining mode, and the main breaker needs to be manually closed after exiting the neutral section. This operation does not affect the next neutral section.

[0074] In this embodiment, the control method also needs to meet the following requirements in the specific implementation process:

[0075] 1. The position of the neutral section is reflected in the ATS station diagram;

[0076] 2. The on-board ATP prompts on the MMI that the neutral section will be performed (yellow flashing prompt) before the neutral section, and prompts that the train is in the neutral section state (red stable prompt) during the ATP output of the neutral section instruction 1 and the neutral section instruction 2. After the train completes the neutral section (the train tail completely exits the neutral section), the prompt is no longer performed;

[0077] 3. When the route (single counting axis section) where the neutral section is located is occupied by a vehicle, other trains are not allowed to enter the counting axis section where the neutral section is located;

[0078] 4. At the interlocking level, the interlocking is protected according to the backup route, i.e., the neutral section protection signal is opened when the route is completely idle;

[0079] 5. The setting of the phase separation protection approach, the length needs to meet the train starts to accelerate in front of the phase separation protection approach, and the speed is greater than the calculated speed of the train passing through the phase separation area when passing through the phase separation area;

[0080] 6. In the case of normal communication with the center, the signal can alarm the center when the train running in CM / AM / FAM / CAM mode fails and stops in the phase separation area.

[0081] In this embodiment, the control method has the following function limitations in the specific implementation process:

[0082] 1. The TCMS system does not support passing through the phase separation area in the case of complete failure;

[0083] 2. The RM mode and RRM mode (remote RM mode) do not support train passing through the phase separation area, because in the RM and RRM modes, the VOBC speed limit is below 25 km / h, and the train cannot meet the entry speed requirement of the phase separation area;

[0084] 3. During the ATP passing through the phase separation area, if the train needs to be immediately emergency-braked due to the center command emergency-braking or the TCMS and signal communication failure, etc., the vehicle stops in the non-electric area, and the operation personnel needs to arrange vehicle rescue.

[0085] 4. When the dispatch personnel issues a temporary speed limit for the section where the phase separation area entrance is located, the temporary speed limit value cannot be lower than the phase separation area entrance speed requirement.

[0086] The above-described embodiments only express the specific implementation of the present application, and the description is more specific and detailed, but it cannot be understood as a limitation on the protection scope of the present application. It should be noted that for ordinary skilled persons in the art, without departing from the technical concept of the present application, some modifications and improvements can be made, which are within the protection scope of the present application.

[0087] This background section is provided to generally present the context of the application, the work of the current named inventors, the work described in this background section to the extent that it is described, and neither expressly nor implicitly admitted to be prior art of the present application. Neither expressly nor implicitly is it recognized that the present application is prior art.

Claims

1. A method for controlling the over-phase in different modes in a fully automatic operating system, characterized in that, include: When the signal system is in FAM mode, CAM mode, AM mode and CM mode, the vehicle uses a control method that combines ATP phase-breaking mode and magnet phase-breaking mode to pass through the phase-breaking zone. Before the vehicle enters the phase-separation zone, if any one of the ATP phase-separation command, forward pre-disconnect command, or forward forced disconnect command is valid, the vehicle can enter the phase-separation zone mode. The ATP overphase mode and the magnet overphase mode run in parallel, including: When the signal system is in FAM mode, CAM mode, AM mode and CM mode, the on-board ATP estimates the time to reach the positive pre-breakpoint in real time based on its own position and speed. When the estimated result reaches the pre-configured time, the on-board ATP continuously sends ATP over-phase command 1 to the vehicle TCMS; after receiving ATP over-phase command 1, the vehicle TCMS confirms that the vehicle has entered ATP over-phase mode. When the vehicle reaches the forward pre-break point, if it has received the ATP over-phase command 1, the vehicle will not respond to the forward pre-break over-phase signal; if it has not received the ATP over-phase command 1, the vehicle will enter the magnet over-phase mode. The parallel operation of the ATP overphase mode and the magnet overphase mode also includes: When the signal system is in FAM mode, CAM mode, AM mode and CM mode, the on-board ATP estimates the time to reach the positive strong breakpoint in real time based on its own position and speed. When the estimated result reaches the pre-configured time, the on-board ATP continuously sends ATP over-phase command 2 to the vehicle TCMS; If the vehicle's TCMS has received ATP over-phase command 1 or positive pre-break over-phase signal, the vehicle will not respond to ATP over-phase command 2; if it has not received ATP over-phase command 1 or positive pre-break over-phase signal, the vehicle will quickly disconnect the main circuit breaker. To avoid premature termination of the main circuit due to the simultaneous unexpected cancellation of ATP over-phase command 1 and ATP over-phase command 2 before entering the phase separation zone or due to erroneous acquisition by the magnet, the distance requirement for prohibiting the main circuit termination is increased. When the vehicle is within the required distance range where closing the main switch is prohibited, the vehicle will not close the main switch.

2. The method for controlling the over-phase in different modes in a fully automatic operating system according to claim 1, characterized in that, When the signal system is in CAM mode due to a communication failure between VOBC and TCMS, it passes through the phase-splitting zone only through the magnet in phase-splitting mode.

3. The method for controlling the over-phase in different modes in a fully automatic operating system according to claim 1, characterized in that, When the vehicle reaches the positive strong disconnection point, if it has received ATP over-phase command 1, ATP over-phase command 2 or positive pre-disconnection over-phase signal, the vehicle will not respond to the positive strong disconnection over-phase signal; if it has not received ATP over-phase command 1, ATP over-phase command 2 or positive pre-disconnection over-phase signal, the vehicle will enter the magnet over-phase mode.

4. The method for controlling the over-phase in different modes in a fully automatic operating system according to claim 3, characterized in that, When the onboard ATP determines that the vehicle is T1 time before the forward pre-break point, it sends an over-phase warning command to the MMI to indicate that an over-phase is about to occur ahead.

5. The method for controlling the over-phase in different modes in a fully automatic operating system according to claim 4, characterized in that, When the onboard ATP determines that the vehicle is T2 time before the positive pre-break point, it determines that the vehicle is in a state close to the positive pre-break point. At this time, the onboard ATP continuously sends ATP over-phase command 1 to the vehicle TCMS and sends over-phase display to the MMI. After the vehicle's TCMS receives the ATP overphase command 1 for a period of time, it confirms that the vehicle has entered the ATP overphase mode.

6. The method for controlling the over-phase in different modes in a fully automatic operating system according to claim 5, characterized in that, When the vehicle TCMS receives the ATP phase break command 1, it enters the ATP phase break mode, the vehicle traction system is unloaded, enters the medium voltage holding state, and the main circuit breaker is disconnected after the vehicle traction system is unloaded, ensuring that the main circuit breaker is disconnected before the vehicle enters the phase break zone. When the vehicle reaches the forward pre-break point, if no ATP phase break command 1 is received, the vehicle enters the magnet phase break mode, the vehicle traction system is unloaded, enters the medium voltage holding state, and the main circuit breaker is disconnected after the vehicle traction system is unloaded, ensuring that the main circuit breaker is disconnected before the vehicle enters the phase break zone. When the vehicle's TCMS receives ATP over-phase command 2, if it has not received ATP over-phase command 1 or positive pre-break over-phase signal beforehand, the vehicle will quickly disconnect the main circuit breaker. At this time, the vehicle's medium voltage cannot be maintained, the medium voltage load stops working, and the lighting switches to emergency lighting mode. When the vehicle reaches the positive strong disconnection point, if it does not receive ATP over-phase command 1, ATP over-phase command 2, or positive pre-disconnect over-phase signal, the vehicle will quickly disconnect the main circuit breaker. At this time, the vehicle's medium voltage cannot be maintained, the medium voltage load stops working, and the lighting switches to emergency lighting mode.

7. The method for controlling over-phase in different modes in a fully automatic operating system according to claim 1, characterized in that, Once the vehicle enters the ATP overphase mode, it can exit the ATP overphase mode if the following conditions are met: Under the premise that the vehicle's network voltage is normal and the vehicle has exceeded the required distance range where the main circuit breaker is prohibited; When the vehicle network voltage is normal, after entering the ATP over-phase mode, the operating distance exceeds the length of the phase-splitting region. Once the vehicle enters the magnet phase-crossing mode, it can exit the magnet phase-crossing mode if the following conditions are met: Under normal vehicle voltage conditions, any magnet signal after exiting the phase separation zone is collected; When the vehicle's grid voltage is normal, after entering the magnet phase-separation mode, the running distance exceeds the length of the phase-separation zone.

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