Train disconnection control method, vehicle-mounted controller and train disconnection control method

Abstract

The present application relates to a kind of unhooking train control method, vehicle controller and unhooking train, method includes: S1, for the automatic driving train that has obtained unhooking operation authorization, read the decision control parameter for judging whether to adopt the way of traction cut-off control train unhooking;S2, in the process that unhooking train is to the train that is running, based on train current state and decision control parameter, judge whether to satisfy request traction cut-off condition;S3, if satisfying request traction cut-off condition, signal system outputs traction cut-off instruction to unhooking train, otherwise no instruction is output;S4, according to the traction that unhooking train feedback has cut off or authorization allows traction enable information, adopt the automatic driving parameter corresponding to feedback information to calculate target speed;S5, according to whether train has cut off traction feedback and target speed, control train operation, until with the train that is connected to unhooking. Compared with prior art, the present application improves unhooking operation efficiency and operation success rate.

Description

Technical Field

[0001] This invention relates to the field of rail transit, and in particular to a method for controlling decoupling trains, an on-board controller, and a decoupling train. Background Technology

[0002] Currently, the communication-based automatic train control system widely used in urban rail transit calculates its safe protection distance based on the safe braking model specified in the IEEE 1474.1 standard. This means that the emergency braking process needs to consider the worst-case scenario, comprising three stages: 1) Considering the process from the emergency braking request to traction force cutoff at time T1, the speed and displacement increments are calculated based on the full traction acceleration a1 and the most unfavorable gradient acceleration a2; 2) Considering the braking force application process at time T2, where traction force has been cut off but braking force has not yet been applied, therefore the speed and displacement increments are calculated based on the coasting condition of the most unfavorable gradient acceleration a2; 3) The emergency braking application stage, during which the train is in a braking state until it stops. Therefore, when implementing insurmountable roof speed protection, to avoid triggering emergency braking, the actual maximum achievable speed relative to the roof speed will be reduced by approximately 3–5 km / h.

[0003] Considering the tidal passenger flow characteristics of many subway lines, with passenger volume during peak hours and in peak directions significantly higher than during off-peak hours, the demand for transport capacity exhibits a very strong spatial and temporal imbalance. Flexible train formation, as an emerging transportation organization technology, allows trains to be formed or deformed within specific areas of the operating line, thereby changing train formations. This effectively addresses the aforementioned passenger flow characteristics, making transportation organization more flexible and saving operating costs.

[0004] For train automatic control systems with flexible formation capabilities, during coupling operations, the collision speed that the coupler can withstand, such as 5-8 km / h, needs to be considered an insurmountable limit for protection. The area controller informs the onboard controller of the starting point of this speed-limited area. If the train automatic driving system deducts the corresponding margin according to the aforementioned safety braking model, the calculated actual usable target speed may be too low. This could result in insufficient force from the decoupling train colliding with the coupler of the coupled train during the decoupling operation, affecting the success rate of the coupling operation and leading to risks such as decoupling and coupling failure. In addition, excessively low train decoupling speeds also affect the efficiency of the coupling operation.

[0005] Therefore, how to improve the operational efficiency and success rate of the coupling process while ensuring safety has become a technical problem that needs to be solved. Summary of the Invention

[0006] The purpose of this invention is to overcome the defects of the prior art by providing a decoupling train control method, on-board controller and decoupling train, which improves the efficiency and success rate of decoupling operations while ensuring safety.

[0007] The objective of this invention can be achieved through the following technical solutions:

[0008] According to a first aspect of the present invention, a method for controlling decoupling trains is provided, the method comprising:

[0009] Step S1: For an automated driving train that has been authorized to perform decoupling operations, read the decision control parameters used to determine whether to use the traction cut-off method to control the train to decoupling.

[0010] Step S2: During the process of the train heading to the coupled train, based on the current status of the train and the decision control parameters, determine whether the conditions for requesting traction cut-off are met.

[0011] Step S3: If the conditions for requesting traction cutoff are met, the signal system outputs a traction cutoff command to the outgoing coupled train; otherwise, the signal system does not output a traction cutoff command.

[0012] Step S4: Based on the feedback information from the decoupled train that traction has been cut off or traction enable has been authorized, calculate the target speed using the automatic driving parameters corresponding to the feedback information;

[0013] Step S5: Based on whether the traction feedback and target speed have been disconnected, control the train's operation until it is coupled with the train to be coupled.

[0014] As a preferred technical solution, the criterion for obtaining the decoupling operation authorization in step S1 is as follows: for a signal system configured with flexible grouping function, the on-board controller receives the decoupling command issued by the dispatcher, receives the authorization to decoupling from the vehicle system, and receives the authorization to decoupling from the trackside area controller.

[0015] As a preferred technical solution, the decision control parameters in step S1 include speed and distance thresholds for deciding whether to cut traction in the permitted traction area, the range of the most unfavorable slope that needs to be considered when estimating the target speed available for the decoupling process, the expected functional speed limit value, and the speed threshold for withdrawing the traction cut-off request.

[0016] As a preferred technical solution, the conditions for requesting traction resection in step S2 are as follows:

[0017] S2-A: The train speed and position are currently sampled within the traction cutoff area, and the previous sampling time is not within it;

[0018] S2-B: The estimated available target speed within the range of the most unfavorable slope expansion is less than the expected functional speed limit;

[0019] When the outgoing coupled train meets both conditions S2-A and S2-B, it is determined that the outgoing coupled train meets the traction cut-off condition.

[0020] As a preferred technical solution, the criteria for determining whether the train speed and position are within the traction cut-off area in S2-A are as follows: when the train speed is greater than the configured speed threshold for allowing traction cut-off and the distance between the train and the starting point of the speed of the non-breakable connecting roof is less than the configured distance threshold for allowing traction cut-off, then the train is considered to be within the traction cut-off area.

[0021] As a preferred technical solution, the most unfavorable slope expansion range in S2-B is specifically defined as: the range from the origin of the insurmountable speed starting point of the coupling roof issued by the area controller, the distance offset towards the direction of the coupling train as the area starting point, and the minimum safe tail of the coupled train as the ending point.

[0022] As a preferred technical solution, the estimated available target speed in S2-B is the speed of the non-breakable connected roof issued by the area controller minus the speed increment V1 caused by the full traction acceleration a1 and the most unfavorable slope acceleration a2 at time T1, minus the speed increment V2 caused by the coasting condition of the most unfavorable slope acceleration a2 at time T2, and minus the margin V3 pre-configured considering system performance.

[0023] As a preferred technical solution, in step S3, while the signal system outputs the traction cut-off command, it also applies a coasting constraint point to ensure that the train automatic driving system will not output a traction command from the perspective of target curve planning and error closed-loop control commands.

[0024] As a preferred technical solution, in step S4, the target speed is calculated using the automatic driving parameters corresponding to the feedback information. Specifically, when the traction has been cut off according to the feedback from the decoupling train, the time T1 used to calculate the speed increment V1 from the emergency braking request to the traction cut-off process in the safety braking model is set to 0, and the time T2 used to calculate the speed increment V2 during the application of braking force is set to the sum of T1 and T2 when the traction has not been cut off.

[0025] As a preferred technical solution, in step S5, the on-board controller controls the train operation based on whether the traction feedback and target speed have been cut off. Specifically, when the vehicle feedback indicates that traction has been cut off, the on-board controller will restrict the output control commands to only braking or coasting, and will not output traction commands.

[0026] As a preferred technical solution, in step S3, the signal system outputs a traction cut-off command to the outgoing coupled train using the output interface of the safety-related function; in step S4, the safety-related function acquisition interface is used to acquire feedback from the outgoing coupled train that traction has been cut off or that traction has been authorized to be enabled.

[0027] According to a second aspect of the present invention, an on-board controller is provided, which performs train decoupling operation control using any of the methods described above.

[0028] According to a third aspect of the present invention, a decoupling train is provided, the train being a flexible decoupling train, wherein the train is equipped with the aforementioned on-board controller, as well as a train speed measurement and positioning device and a train-trackside communication device respectively connected to the on-board controller.

[0029] According to a fourth aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement any of the methods described above.

[0030] According to a fifth aspect of the invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements any of the methods described herein.

[0031] Compared with the prior art, the present invention has the following advantages:

[0032] 1) By requesting and confirming traction cut-off with the train, this invention can reduce the speed increment that the safety braking model needs to consider, increase the target speed that the train automatic driving can actually use during the decoupling process, and significantly improve the decoupling operation efficiency and success rate of flexible formation process in urban rail transit.

[0033] 2) This invention can effectively improve the available target speed during the decoupling process by subtracting the speed increment caused by the full traction acceleration and the most unfavorable slope acceleration at time T1 from the speed of the non-breakable connected roof, then subtracting the speed increment caused by the coasting condition at time T2 due to the most unfavorable slope acceleration, and then subtracting the margin V3 pre-configured considering system performance.

[0034] 3) Based on vehicle feedback, this invention autonomously selects appropriate train automatic driving control parameters under the premise of ensuring safety, so as to improve the operational efficiency of the decoupling process and the smoothness of low-speed train control. It can meet the diversified operational requirements such as energy conservation and emission reduction and flexible train formation under the unbalanced spatial and temporal distribution of tidal passenger flow transportation needs, and has engineering feasibility.

[0035] 4) During the traction cut-off process, the on-board controller will continuously apply the coasting constraint point, which can ensure that the train automatic driving system will not output traction commands from the perspective of target curve planning and error closed-loop control commands, thus improving safety. Attached Figure Description

[0036] Figure 1 This is a flowchart of the decoupling train operation control method of the present invention;

[0037] Figure 2 This is a schematic diagram comparing the distance-speed curves of whether or not a traction cut-off strategy is adopted during the operation of the decoupling train in an embodiment of the present invention;

[0038] Figure 3 This is a schematic diagram comparing the distance-time curves of whether or not a traction cutoff strategy is adopted during the operation of flexible train formation and decoupling in an embodiment of the present invention.

[0039] Figure 4 This is a schematic diagram of the distance-speed curve and distance-control command curve during the operation of the flexible train formation and decoupling process without the traction cut-off strategy in an embodiment of the present invention; wherein, (a) is a schematic diagram of the distance-speed curve and (b) is a schematic diagram of the distance-control command curve.

[0040] Figure 5 This is a schematic diagram of the distance-speed, control command curves and key positions of the trains in the flexible formation and decoupling operation process using the traction cut-off strategy in an embodiment of the present invention; wherein, (a) is a schematic diagram of the distance-speed curve, and (b) is a schematic diagram of the control command curve and key positions;

[0041] Figure 6 This is a diagram of the decoupling train architecture in an embodiment of the present invention. Detailed Implementation

[0042] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0043] Example

[0044] First, such as Figure 1 As shown, an embodiment of the method of the present invention is given, a method for controlling decoupling trains, the method comprising the following steps:

[0045] Step S1: For an automated driving train that has obtained authorization for decoupling operations, read and load the necessary decision and control parameters for deciding whether to use the traction cut-off method to control the train's decoupling. An automated driving train refers to a manned automated driving mode train with a driver on duty, or an unmanned fully automated driving mode train without a driver on duty. Obtaining authorization for decoupling operations means that for a signaling system equipped with flexible formation functionality, the onboard controller has received a decoupling command from the dispatching center, as well as authorization from the vehicle system and the trackside area controller. The decision and control parameters loaded by the onboard controller are the speed and distance thresholds used to decide whether to use the traction cut-off zone, the range of the most unfavorable gradient to consider when estimating the available target speed during the decoupling process, the desired functional speed limit, and the speed threshold for withdrawing the traction cut-off request.

[0046] Step S2: During the journey of the decoupling train to the coupled train, determine whether the traction cut-off conditions are met. This includes condition 2-A: the train's speed and position are within the traction cut-off area at the current sampling time, and not at the previous sampling time; and condition 2-B: the estimated available target speed within the most unfavorable gradient expansion range is less than the expected functional speed limit. When both conditions 2-A and 2-B are met, the decoupling train is deemed to have met the traction cut-off conditions.

[0047] The criterion for determining whether the train is within the traction cut-off area in condition 2-A of step S2 above is as follows: when the train speed is greater than the configured speed threshold for allowing the traction cut-off area, such as 15 km / h, and the distance between the train and the starting point of the non-breakable coupling roof speed issued by the area controller is less than the configured distance threshold for allowing the traction cut-off area, such as 80 meters, then the train is considered to be within the traction cut-off area.

[0048] The estimated available target speed V_REF used in condition 2-B of step S2 above is the speed increment V1 caused by the full traction acceleration a1 and the most unfavorable gradient acceleration a2 at time T1, minus the non-breakable roof speed V_COUP_MAX issued by the area controller; then minus the speed increment V2 caused by the coasting condition of the most unfavorable gradient acceleration a2 at time T2; and finally minus the margin V3 pre-configured considering system performance. That is: V1=(a1+a2)*T1; V2=a2*T2; V_REF=V_COUP_MAX-V1-V2-V3.

[0049] The most unfavorable gradient expansion range considered in condition 2-B of step S2 above refers to the range from the origin of the insurmountable speed limit for the coupling roof issued by the area controller, to the distance offset towards the direction of the coupling train, and to the minimum safe rear end of the coupled train. For example, if the speed limit starting point issued by the area controller is 1980 meters, the configured threshold is 30 meters, and the minimum safe rear end position of the coupled train is 2050 meters, then for the train going to the coupling, the most unfavorable gradient within the expansion range is the maximum downhill slope a2 within the area from 1950 meters to 2050 meters.

[0050] Step S3: Based on the decision result of Step 2, the onboard controller of the signaling system determines whether to output a traction cut-off command to the coupled train. According to the decision result of Step 2, the onboard controller first applies a coasting constraint. After the control command decreases from the traction condition to the coasting condition at a certain slope (train control comfort constraint), the output interface of the signaling system-vehicle safety-related functions is then used. During the traction cut-off process, the onboard controller will continuously apply the coasting constraint to ensure that the train automatic driving system will not output a traction command from the perspectives of target curve planning and error closed-loop control commands.

[0051] Step S4: Based on the feedback from the coupled train indicating that traction has been disconnected or authorized for traction, switch between different automatic driving parameters to calculate the target speed. For the feedback from the vehicle indicating that traction has been disconnected or authorized for traction, the signal system-vehicle safety-related function acquisition interface must be used. When traction is disconnected, the onboard controller sets the T1 time used to calculate speed increment V1 to 0, and sets the T2 time used to calculate speed increment V2 to the sum of the T1 and T2 times when traction is not disconnected.

[0052] Step S5: Based on the information collected in Step S4 regarding whether the vehicle traction feedback and target speed have been disconnected, the train automatic driving system controls the train's operation until it is coupled to the coupled vehicle. At this point, if the system detects that the vehicle feedback indicates traction has been disconnected, the onboard controller will restrict the output control commands to braking or coasting only, and will not output traction commands.

[0053] This embodiment also provides an on-board controller that uses the above-described method to control train decoupling operations.

[0054] This embodiment also provides a method for removing coupled trains, such as... Figure 6 As shown, the train is a flexible formation decoupling train, which is equipped with the aforementioned onboard controller, as well as train speed measurement and positioning equipment and train-to-ground communication equipment connected to the onboard controller; the onboard controller includes a logic operation unit and a storage unit.

[0055] Specifically, the logic unit is used to estimate the available target speed of the decoupling train in the speed-limited zone based on the current position and speed obtained from the train speed measurement and positioning equipment, the non-breakable coupling speed limit information issued by the area controller obtained from the vehicle-to-ground communication equipment, the electronic map obtained from the first storage device, the parameters used to decide whether to use the traction cut-off method to control the train to decoupling, the most unfavorable gradient, the functional speed limit during the decoupling process, and other configuration information. It also determines whether to output a traction cut-off request. Furthermore, based on the vehicle traction cut-off information collected from the safety interface, it selects appropriate parameters to calculate the target speed and control the train.

[0056] Specifically, the storage unit is used to store the electronic map of the line, the parameters for deciding whether to use the traction cut-off method to control the train to decouple, the speed limit function during the decoupling process, and the controller parameter information corresponding to the most unfavorable gradient and whether the train should cut off traction.

[0057] Figure 2 This is a schematic diagram comparing the distance vs. speed curves of the flexible train decoupling operation process in this embodiment of the invention, depending on whether the traction cut-off strategy is adopted. The coupling safety speed limit refers to the speed limit that the decoupling train receives from the area controller via the vehicle-to-ground communication equipment, which must not be exceeded during the coupling operation process. This includes the speed value and the starting position of the speed limit. It can be seen that: (1) The coupling safety speed limit issued by the area controller is 8 km / h, and the starting position is 1980 meters. (2) The train running speed in the decoupling operation process using the traction cut-off strategy is higher than that in the decoupling operation process without the traction cut-off strategy. (3) The train running speed in the decoupling operation process using the traction cut-off strategy fluctuates less, while the train running speed in the decoupling operation process without the traction cut-off strategy fluctuates in a sawtooth pattern.

[0058] Figure 3 This is a schematic diagram comparing the distance vs. time curves during the flexible train decoupling process in this embodiment of the invention, depending on whether the traction cut-off strategy is used. It can be seen that the time for the train to reach the rear of the coupled train (2050 meters) during the decoupling operation using the traction cut-off strategy is approximately 87 seconds, which is less than the approximately 186 seconds in the scenario without the traction cut-off strategy, reducing the operation time by approximately 53%.

[0059] Figure 4 This diagram illustrates the distance vs. speed curve and the distance vs. control command curve during the flexible train decoupling process in this embodiment of the invention, without employing a traction cut-off strategy. It shows that for a decoupling process with a target speed of 8 km / h, the top speed cannot be exceeded, and the actual usable target speed for automatic train operation is approximately 3 km / h. During the decoupling process, to counteract the effects of running resistance, the train needs to continuously apply sawtooth-shaped traction commands, resulting in sawtooth-shaped fluctuations in train speed.

[0060] Figure 5 This diagram illustrates the distance vs. speed, control command curves, and key positions during the traction cut-off strategy employed in the flexible train formation decoupling process of this embodiment of the invention. It can be seen that at approximately 1901 meters, the train enters the traction cut-off zone (80 meters from the deceleration point issued by the zone controller, with a speed greater than 15 km / h). The estimated target speed for the decoupling operation is approximately 3 km / h, less than the configured threshold of 8 km / h. Therefore, the decision is made to adopt the traction cut-off strategy for the decoupling operation. At this point, the train's automatic driving system first applies a coasting constraint point. After the control command gradually withdraws the traction at a certain slope, at approximately 1904 meters, the onboard controller outputs a traction cut-off request to the vehicle through the safety output interface. Then, at approximately 1908 meters, the vehicle reports that the traction has been cut off through the safety interface. At this point, the onboard controller switches the parameters used to calculate the target speed to the traction cut-off parameters. The target speed of the train in the diagram increases significantly, and the braking command gradually weakens. Finally, the train entered the coupling speed limit area at a target speed of approximately 5.4 km / h and used coasting to reach the rear of the coupled train (2050 meters) to complete the decoupling operation.

[0061] The electronic device of this invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in read-only memory (ROM) or loaded from a storage unit into random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0062] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0063] The processing unit executes the various methods and processes described above, such as methods S1 to S5. For example, in some embodiments, methods S1 to S5 may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of methods S1 to S5 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S5 by any other suitable means (e.g., by means of firmware).

[0064] The functions described above in this document can be performed at least in part by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: field programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload programmable logic devices (CPLDs), and so on.

[0065] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0066] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0067] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for controlling decoupling trains, characterized in that, The method includes: Step S1: For an automated driving train that has been authorized to perform decoupling operations, read the decision control parameters used to determine whether to use the traction cut-off method to control the train to decouple; the decision control parameters include the speed and distance thresholds used to decide whether to cut traction in the permitted area, the range of the most unfavorable gradient that needs to be considered when estimating the target speed available in the decoupling process, the expected functional speed limit value, and the speed threshold for withdrawing the traction cut-off request. Step S2: During the process of the train heading to the coupled train, based on the current status of the train and the decision control parameters, determine whether the conditions for requesting traction cut-off are met. Step S3: If the conditions for requesting traction cutoff are met, the signal system outputs a traction cutoff command to the outgoing coupled train; otherwise, the signal system does not output a traction cutoff command. Step S4: Based on the feedback information from the decoupled train that traction has been cut off or traction enable has been authorized, calculate the target speed using the automatic driving parameters corresponding to the feedback information; Step S5: Based on whether the traction feedback and target speed have been disconnected, control the train's operation until it is coupled with the train to be coupled. The conditions for requesting traction resection in step S2 are as follows: S2-A: The train speed and position are currently sampled within the traction cutoff area, and the previous sampling time is not within it; S2-B: The estimated available target speed within the range of the most unfavorable slope expansion is less than the expected functional speed limit; When the outgoing coupled train meets both conditions S2-A and S2-B, it is determined that the outgoing coupled train meets the traction cut-off condition. The most unfavorable gradient expansion range in S2-B is specifically defined as the range from the origin of the insurmountable speed starting point of the coupling roof issued by the area controller, to the distance offset towards the direction of the coupling train, and to the minimum safe tail of the coupled train. The estimated available target speed in S2-B is the speed that cannot be broken through the connecting roof issued by the area controller minus the speed increment V1 caused by the full traction acceleration a1 and the most unfavorable slope acceleration a2 at time T1, minus the speed increment V2 caused by the coasting condition of the most unfavorable slope acceleration a2 at time T2, and minus the margin V3 pre-configured considering system performance.

2. The method for controlling the decoupling of trains according to claim 1, characterized in that, The criteria for obtaining the decoupling operation authorization in step S1 are as follows: for a signal system with flexible formation function, the on-board controller receives the decoupling command issued by the dispatcher, receives the decoupling authorization feedback from the vehicle system, and receives the decoupling operation authorization issued by the trackside area controller.

3. The method for controlling the decoupling of trains according to claim 1, characterized in that, The criteria for determining whether the train speed and position are within the traction cut-off area in S2-A are as follows: when the train speed is greater than the configured speed threshold for allowing traction cut-off and the distance between the train and the starting point of the speed of the non-breakable connecting roof is less than the configured distance threshold for allowing traction cut-off, then the train is considered to be within the traction cut-off area.

4. The method for controlling the decoupling of trains according to claim 1, characterized in that, In step S3, while the signal system outputs the traction cut-off command, it also applies a coasting constraint point to ensure that the train automatic driving system will not output a traction command from the perspectives of target curve planning and error closed-loop control commands.

5. The method for controlling the decoupling of trains according to claim 1, characterized in that, In step S4, the target speed is calculated using the automatic driving parameters corresponding to the feedback information. Specifically, when the traction has been cut off according to the feedback from the decoupling train, the time T1 used to calculate the speed increment V1 from the emergency braking request to the traction cut-off process in the safety braking model is set to 0, and the time T2 used to calculate the speed increment V2 during the application of braking force is set to the sum of T1 and T2 when the traction has not been cut off.

6. The method for controlling the decoupling of trains according to claim 1, characterized in that, In step S5, the on-board controller controls the train operation based on whether the traction feedback and target speed have been disconnected. Specifically, when the vehicle feedback indicates that traction has been disconnected, the on-board controller will restrict the output control commands to only braking or coasting, and will not output traction commands.

7. The method for controlling the decoupling of trains according to claim 1, characterized in that, In step S3, the signal system outputs a traction cut-off command to the outgoing coupled train using the output interface of the safety-related function; in step S4, the system uses the acquisition interface of the safety-related function to acquire feedback from the outgoing coupled train that traction has been cut off or that traction has been authorized and enabled.

8. A vehicle-mounted controller, characterized in that, The on-board controller uses the method described in any one of claims 1 to 7 to control the train decoupling operation.

9. A decoupling train, characterized in that, The train is a flexible formation decoupling train, which is equipped with the on-board controller as described in claim 8, as well as train speed measurement and positioning equipment and train-trackside communication equipment respectively connected to the on-board controller.

10. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 7.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 7.

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