A method, device and equipment for overpassing phase control of heavy load combined train

Abstract

The present application relates to the field of railway locomotive automation control technology, and discloses a method, device and equipment for over-phase control of heavy-load combined train, which acquires line data and train data of the heavy-load combined train; according to the line characteristics before phase separation, an over-phase mode matched with the line characteristics before phase separation is determined. According to the line condition, traction / braking force and total weight of the train contained in the train data, the acceleration of the train is determined; the acceleration is iterated forward based on the mileage step and time step to obtain a speed position set; according to the power unloading mode matched by the over-phase mode, the speed position set and the train data, the power unloading position and unloading slope are determined, and the electric traction control command and braking system control command are output to control the heavy-load combined train to complete power unloading before phase separation. The line condition and train data are comprehensively considered to determine the appropriate power unloading position and unloading slope, thereby improving the stability of the train over phase separation.

Description

Technical Field

[0001] This invention relates to the field of railway locomotive automation control technology, and in particular to a method, apparatus and equipment for over-phase control of heavy-haul combined trains. Background Technology

[0002] In my country's electrified railway traction sections, a single-phase power frequency AC power supply system is used. In order to avoid short circuits between traction power supply phases and damage to electric locomotive equipment and contact networks, a "de-energized zone" or phase-separated zone is set up between each traction power supply station to achieve phase switching.

[0003] There are three main methods for heavy-haul trains to cross phase separations: manual phase separation, onboard automatic phase separation, and ground-based automatic phase separation. Onboard automatic phase separation is the most widely used in the field, offering advantages such as no manual intervention and low investment. However, currently, onboard automatic phase separation begins power unloading at a fixed position. If the timing of the train's operating condition transition is not appropriate, it may lead to significant longitudinal impulses, affecting the train's operational stability and safety. Furthermore, in special scenarios such as starting before a phase separation or accelerating at breakneck speed, onboard automatic phase separation completes the power unloading process too early, failing to meet operational requirements. Therefore, in some railway bureaus, drivers still need to manually cross phase separations, which can easily lead to driver fatigue and the risk of operational errors.

[0004] It is evident that how to control the train to pass smoothly and efficiently through the phase-separation zone is a problem that needs to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide a method, apparatus, and equipment for controlling the phase separation of heavy-load combined trains, which can control the train to pass through the phase separation zone smoothly and efficiently.

[0006] To address the aforementioned technical problems, embodiments of the present invention provide an over-phase control method for heavy-haul combined trains, comprising:

[0007] Obtain route data and train data for heavy-haul combined trains;

[0008] Based on the pre-phase-splitting line characteristics contained in the line data, determine the over-phase-splitting mode that matches the pre-phase-splitting line characteristics.

[0009] The train's acceleration is determined based on the current track conditions, traction / braking force, and the total weight of the train included in the train data.

[0010] The acceleration is iterated forward based on the mileage step size and time step size to obtain the velocity position set;

[0011] Based on the power unloading method matched by the over-phase mode, the set of speed positions, and the train data, the power unloading position and unloading slope are determined.

[0012] According to the output electric traction control and braking system control commands, the heavy-haul combined train is controlled to complete power unloading before phase separation; wherein, the electric traction control and braking system control commands are generated based on the power unloading position and the unloading slope.

[0013] On the one hand, based on the pre-phase-splitting line characteristics contained in the line data, the over-phase-splitting mode that matches the pre-phase-splitting line characteristics is determined, including:

[0014] Based on the slope and its variations, the slope type is determined; different slope types have their own corresponding transition phase patterns; the slope types include uphill slopes, downhill slopes, undulating slopes, downhill-to-buffer slopes, and steep slopes.

[0015] The transition phase mode corresponding to the slope type is taken as the transition phase mode that matches the line characteristics before the phase separation; wherein, the uphill slope corresponds to the coasting transition phase mode, the downhill slope corresponds to the coasting transition phase mode, the stepped transition phase mode, the braked transition phase mode or the stepped and braked hybrid transition phase mode, the undulating slope corresponds to the constrained transition phase mode, the downhill to buffer slope corresponds to the multi-stage multi-slope transition phase mode, and the ramping slope corresponds to the kinetic energy ramping transition phase mode.

[0016] If the track features before the phase break include a pre-phase break stopping position, when it is determined from the railway signal that a pre-phase break stopping is required, the pre-phase break stopping mode is selected, and the vehicle stops at the pre-phase break stopping position.

[0017] On the one hand, based on the power unloading method matched by the over-phase mode, the set of velocity positions, and the train data, the power unloading position and unloading slope are determined, including:

[0018] Based on the power unloading method matched by the over-phase mode, the power unloading range is determined;

[0019] Based on the power unloading range and the set of speed positions, determine the matching power unloading position and its unloading slope when the speed does not exceed the speed threshold.

[0020] On the one hand, when the ramp type is a downhill ramp, based on the power unloading interval and the speed position set, the power unloading position and its unloading slope that match the speed not exceeding the speed threshold are determined, including:

[0021] If a speed exceeds a speed threshold in the set of speed positions, the braking force required to be applied when the speed does not exceed the speed threshold is determined based on the backtracking mileage, acceleration step size, and electric braking force constraints.

[0022] When the required braking force only includes electric braking force, the belt-driven phase-crossing mode is selected; based on the correspondence between different electric braking forces and phase positions, the phase-crossing start position and phase-crossing end position, and the set of speed positions, the target phase position required for phase-crossing is determined, and the slave locomotive of the heavy-haul combined train is controlled to run according to the target phase position.

[0023] When the required braking force consists only of air braking force, select the braked phase-break mode; determine the position and decompression amount of the applied air braking force based on the phase break start position, phase break end position, and the set of speed positions.

[0024] When the required braking force includes both electric braking force and air braking force, the hybrid phase-break mode with staged braking is selected; based on the phase break start position and phase break end position and the set of speed positions, the position and decompression amount of the applied air braking force, as well as the target stage position of the slave locomotive, are determined.

[0025] On the one hand, when the ramp type is a downhill to buffer ramp, based on the power unloading range and the speed position set, the matching power unloading position and its unloading slope when the speed does not exceed the speed threshold are determined, including:

[0026] Based on the train's gradient resistance and the coupler force of the driven locomotive, multiple power unloading positions were determined;

[0027] Based on the set of speed positions and multiple power unloading positions, the unloading time corresponding to each power unloading position is determined;

[0028] Based on the train's gradient resistance and the coupler force of the slave locomotive at different unloading times, the resultant force of the coupler force and the gradient resistance changing with time is determined.

[0029] Based on the unloading time corresponding to each power unloading position and the resultant force corresponding to different unloading times, the unloading slope matched to each power unloading position is determined.

[0030] On the one hand, when the ramp type is an uphill ramp, based on the power unloading range and the speed position set, the power unloading position and its unloading slope that match the speed not exceeding the speed threshold are determined, including:

[0031] Based on the phase start position, phase end position, and the set of velocity positions, the power unloading position within the power unloading interval is determined.

[0032] On the one hand, when the ramp type is an undulating ramp, based on the power unloading interval and the set of speed positions, the power unloading position and its unloading slope that match the speed not exceeding the speed threshold are determined, including:

[0033] Based on the phase start position, phase end position, and the set of velocity positions, if the undulating slope is determined to be an uphill slope followed by a downhill slope and traction force is unloaded, then the position for unloading traction force is selected after the slope change point; based on the set of velocity positions and the distance between the slope change point and the phase end position, the unloading slope of traction force is determined.

[0034] Based on the phase start position, phase end position, and the set of speed positions, if the undulating slope is determined to be a downhill followed by an uphill slope and the electric braking force is unloaded, then the position for unloading the electric braking force is selected after the slope change point; based on the set of speed positions and the distance between the slope change point and the phase end position, the unloading slope of the electric braking force is determined.

[0035] On the one hand, when the ramp type is an obstacle ramp, based on the power unloading range and the speed position set, the power unloading position and its unloading slope that match when the speed does not exceed the speed threshold are determined, including:

[0036] The starting position of the uphill section is used as the position for unloading traction / braking force, and the set slope is used as the slope for unloading traction / braking force.

[0037] On the one hand, based on the current track conditions, traction / braking force, and the total train weight included in the train data, the train's acceleration is determined, including:

[0038] Based on the current position of the train, the gradient resistance, curve resistance, traction electric braking force, and air braking force, determine the resultant force acting on the train at this time.

[0039] Based on the resultant force and the total weight of the train, the acceleration of the train is determined.

[0040] On the one hand, it also includes:

[0041] Before entering the phase separation zone, the train's first position information is obtained through wheel-set speed and distance measurement and positioning; the train's second position information is obtained based on BeiDou differential positioning.

[0042] If the absolute difference between the first location information and the second location information is less than a set threshold, the second location information is used as the actual location information of the train to achieve the calibration of the train location information.

[0043] On the one hand, it also includes:

[0044] When the second position information of the train cannot be obtained based on the Beidou differential positioning method, the third position information of the train is obtained based on the ground sensor, and the fourth position information of the train at the location of the ground sensor is obtained through the wheel set speed and distance measurement positioning method.

[0045] If the absolute difference between the fourth position information and the third position information is less than a set threshold, the third position information is used as the actual position information of the train to achieve the calibration of the train position information.

[0046] On the one hand, it also includes:

[0047] In cases where automatic phase transition is not possible, a manual phase transition prompt will be displayed on the autopilot display.

[0048] This invention also provides a phase-crossing control device for heavy-load combined trains, including an acquisition unit, a first determination unit, a second determination unit, an iteration unit, a third determination unit, and a power unloading unit;

[0049] The acquisition unit is used to acquire the line data and train data of the heavy-load combined train;

[0050] The first determining unit is used to determine an over-phase mode that matches the pre-phase line characteristics contained in the line data.

[0051] The second determining unit is used to determine the acceleration of the train based on the current track conditions, traction / braking force, and the total weight of the train included in the train data.

[0052] The iterative unit is used to perform forward iteration on the acceleration based on the mileage step size and the time step size to obtain a velocity position set;

[0053] The third determining unit is used to determine the power unloading position and unloading slope based on the power unloading method matched by the over-phase mode, the speed position set, and the train data.

[0054] The power unloading unit is used to control the heavy-load combined train to complete power unloading before phase separation according to the output electric traction control and braking system control commands; wherein, the electric traction control and braking system control commands are generated based on the power unloading position and the unloading slope.

[0055] On one hand, the first determining unit is used to determine the slope type based on the slope and slope changes; different slope types have their own corresponding phase transition modes; the slope types include uphill slopes, downhill slopes, undulating slopes, downhill-to-buffer slopes, and ramp slopes; the phase transition mode corresponding to the slope type is used as the phase transition mode matching the track characteristics before the phase break; wherein, the uphill slope corresponds to the coasting phase transition mode, the downhill slope corresponds to the coasting phase transition mode, the stepped phase transition mode, the braked phase transition mode, or the stepped and braked mixed phase transition mode, the undulating slope corresponds to the constrained phase transition mode, the downhill-to-buffer slope corresponds to the multi-stage multi-slope phase transition mode, and the ramp slope corresponds to the kinetic energy ramp phase transition mode; when the track characteristics before the phase break include a pre-phase break stopping position, the pre-phase break stopping mode is selected and the vehicle stops at the pre-phase break stopping position when the railway signal determines that the vehicle is stopping before the phase break.

[0056] On the one hand, the third determining unit is used to determine the power unloading interval based on the power unloading mode matched by the over-phase mode; and based on the power unloading interval and the speed position set, to determine the power unloading position and its unloading slope matched when the speed does not exceed the speed threshold.

[0057] On the one hand, when the ramp type is a downhill ramp, the third determining unit is used to determine the braking force required to be applied when the speed does not exceed the speed threshold in the set of speed positions, based on the backtracking mileage, acceleration step size and electric braking force constraint conditions.

[0058] When the required braking force only includes electric braking force, the belt-driven phase-crossing mode is selected; based on the correspondence between different electric braking forces and phase positions, the phase-crossing start position and phase-crossing end position, and the set of speed positions, the target phase position required for phase-crossing is determined, and the slave locomotive of the heavy-haul combined train is controlled to run according to the target phase position.

[0059] When the required braking force consists only of air braking force, select the braked phase-break mode; determine the position and decompression amount of the applied air braking force based on the phase break start position, phase break end position, and the set of speed positions.

[0060] When the required braking force includes both electric braking force and air braking force, the hybrid phase-break mode with staged braking is selected; based on the phase break start position and phase break end position and the set of speed positions, the position and decompression amount of the applied air braking force, as well as the target stage position of the slave locomotive, are determined.

[0061] On the one hand, when the slope type is a downhill to buffer slope, the third determining unit is used to determine multiple power unloading positions based on the train slope resistance and the coupling force of the controlled locomotive.

[0062] Based on the set of speed positions and multiple power unloading positions, the unloading time corresponding to each power unloading position is determined;

[0063] Based on the train's gradient resistance and the coupler force of the slave locomotive at different unloading times, the resultant force of the coupler force and the gradient resistance changing with time is determined.

[0064] Based on the unloading time corresponding to each power unloading position and the resultant force corresponding to different unloading times, the unloading slope matched to each power unloading position is determined.

[0065] On the one hand, when the ramp type is an uphill ramp, the third determining unit is used to determine the power unloading position within the power unloading interval based on the phase start position, the phase end position, and the set of speed positions, and set the unloading slope of the current traction force.

[0066] On the one hand, when the slope type is an undulating slope, the third determining unit is used to determine, based on the phase start position, phase end position and the velocity position set, that the undulating slope is first uphill and then downhill and the traction force is unloaded, then select the position to unload the traction force after the slope change point; and determine the unloading slope of the traction force based on the velocity position set and the distance between the slope change point and the phase end position.

[0067] Based on the phase start position, phase end position, and the set of speed positions, if the undulating slope is determined to be a downhill followed by an uphill slope and the electric braking force is unloaded, then the position for unloading the electric braking force is selected after the slope change point; based on the set of speed positions and the distance between the slope change point and the phase end position, the unloading slope of the electric braking force is determined.

[0068] On the one hand, when the slope type is a ramp, the third determining unit is used to take the starting position of the ramp section as the position for unloading traction / braking force, and the set slope as the slope for unloading traction / braking force.

[0069] On the one hand, the second determining unit is used to determine the resultant force on the current train based on the train's gradient resistance, curve resistance, traction / electric braking force and air braking force corresponding to the current position of the train; and to determine the train's acceleration based on the resultant force and the total weight of the train.

[0070] On the one hand, it also includes a first position acquisition unit, a second position acquisition unit, and a position calibration unit;

[0071] The first position acquisition unit is used to acquire the first position information of the train by means of wheel set speed and distance measurement positioning before entering the phase separation zone;

[0072] The second location acquisition unit is used to acquire the second location information of the train based on the BeiDou differential positioning method;

[0073] The position calibration unit is used to take the second position information as the actual position information of the train when the absolute difference between the first position information and the second position information is less than a set threshold, so as to achieve the calibration of the train position information.

[0074] On the one hand, it also includes a third position acquisition unit;

[0075] The third location acquisition unit is used to acquire the third location information of the train based on ground sensors when the second location information of the train cannot be obtained based on the Beidou differential positioning method.

[0076] The first position acquisition unit is also used to acquire the fourth position information of the train at the location of the ground sensor by means of wheel speed and distance measurement and positioning.

[0077] The position calibration unit is also used to take the third position information as the actual position information of the train when the absolute difference between the fourth position information and the third position information is less than a set threshold, so as to achieve the calibration of the train position information.

[0078] On the one hand, it also includes a prompting unit;

[0079] The prompting unit is used to display a manual phase-crossing prompt message on the autopilot display when the conditions for automatic phase-crossing are not met.

[0080] This invention also provides a phase-crossing control device for heavy-haul combined trains, comprising:

[0081] Memory, used to store computer programs;

[0082] A processor is used to execute the computer program to implement the steps of the over-phase control method for heavy-load combined trains as described above.

[0083] As can be seen from the above technical solution, the following steps are taken: First, acquire the track data and train data of the heavy-haul combined train. Then, based on the pre-phase-break track characteristics contained in the track data, determine the phase-break transition mode that matches these characteristics. By considering the pre-phase-break track characteristics to determine the matching phase-break transition mode, the requirements for train smoothness during phase-break transitions can be better met. Based on the current track conditions, traction / braking force, and the total train weight contained in the train data, determine the train's acceleration. Iterate the acceleration forward based on the mileage step and time step to obtain the velocity position set. Based on the power unloading method matched by the phase-break transition mode, the velocity position set, and the train data, determine the power unloading position and unloading slope. Finally, according to the output electrical traction control and braking system control commands, control the heavy-haul combined train to complete power unloading before the phase-break. In this technical solution, by comprehensively considering track conditions and train data, the power unloading method can be dynamically adjusted to determine the appropriate power unloading position and unloading slope, improving the smoothness and efficiency of the train during phase-break transitions and controlling the train to pass through the phase-break zone smoothly and efficiently. Attached Figure Description

[0084] To more clearly illustrate the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0085] Figure 1 A flowchart of an over-phase control method for a heavy-haul combined train provided in an embodiment of the present invention;

[0086] Figure 2 A flowchart illustrating a method for determining the power unloading position and unloading slope of a downhill slope, as provided in an embodiment of the present invention;

[0087] Figure 3 A flowchart illustrating a method for determining the dynamic unloading position and unloading slope of a downhill to buffer ramp, as provided in an embodiment of the present invention;

[0088] Figure 4 An architecture diagram of an autonomous driving over-phase system provided in an embodiment of the present invention;

[0089] Figure 5 A schematic diagram of train positioning provided in an embodiment of the present invention;

[0090] Figure 6 This is a schematic diagram of the structure of a phase-crossing control device for a heavy-haul combined train provided in an embodiment of the present invention;

[0091] Figure 7This is a structural diagram of a phase-separation control device for a heavy-load combined train, provided in an embodiment of the present invention. Detailed Implementation

[0092] 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 embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present invention.

[0093] The terms "comprising" and "having," and any variations thereof, in the specification and accompanying drawings of this invention are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the steps or units listed, but may include steps or units not listed.

[0094] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0095] Next, we will describe in detail the over-phase control method for heavy-load combined trains provided by the embodiments of the present invention. Figure 1 A flowchart of an over-phase control method for a heavy-haul combined train provided in an embodiment of the present invention is shown. The method includes:

[0096] S101: Obtain the line data and train data of heavy-haul combined trains.

[0097] During the phase transition, in addition to train data, track data is also a crucial factor affecting the smooth operation of the train. Therefore, in this embodiment of the invention, both train data and track data are comprehensively considered to determine the most suitable power unloading method.

[0098] The route data may include route characteristics before the phase break and the phase break location; the route characteristics before the phase break may include slope data, curve data, and stopping position before the phase break. The phase break location may include the phase break start position and the phase break end position.

[0099] Train data may include total train weight, train load, train formation, operating conditions, operating class, main circuit breaker status, network voltage information, etc.

[0100] S102: Based on the pre-phase line characteristics contained in the line data, determine the over-phase mode that matches the pre-phase line characteristics.

[0101] The characteristics of the line before the phase break reflect information such as the gradient and curves of the line before the phase break. The gradient type is determined based on the gradient and the changes in the gradient.

[0102] Common types of ramps can include uphill ramps, downhill ramps, undulating ramps, downhill-to-buffered ramps, and steep ramps.

[0103] Different types of ramps have their corresponding identification methods. In this embodiment of the invention, the identification methods corresponding to different ramps can be preset.

[0104] For example, an uphill ramp can be one where the phasing zone has a slope exceeding 3‰; a downhill ramp can be one where the phasing zone has a slope exceeding 8‰; an undulating ramp can be one that includes both uphill and downhill sections with a slope not exceeding 4‰; a downhill-to-buffer ramp can be one that includes a downhill section with a slope exceeding 8‰ and a buffer ramp connected to the downhill section with a slope less than 3‰; and a steep ramp can be one that transitions from an uphill to a downhill section or vice versa with a slope exceeding 4‰. The slopes corresponding to the different ramp types mentioned above are only illustrative examples. In actual ramp identification, the slopes corresponding to different ramp types can be flexibly adjusted according to requirements.

[0105] Different gradient types have their own corresponding phase transition patterns. After determining the gradient type, the phase transition pattern corresponding to the gradient type can be used as the phase transition pattern that matches the characteristics of the line before the phase transition.

[0106] Among them, uphill slopes correspond to coasting transition phase mode, downhill slopes correspond to coasting transition phase mode, stepped transition phase mode, braked transition phase mode or stepped and braked mixed transition phase mode, undulating slopes correspond to constrained transition phase mode, downhill to buffer slopes correspond to multi-stage multi-slope transition phase mode, and ramping slopes correspond to kinetic energy ramping transition phase mode.

[0107] If the track characteristics before the phase break include a stop position before the phase break, and the stop position before the phase break is determined according to the railway signal, the stop mode before the phase break is selected, and the vehicle stops at the stop position before the phase break.

[0108] S103: Determine the train's acceleration based on the current track conditions, traction / braking force, and the total weight of the train included in the train data.

[0109] In this embodiment of the invention, the resultant force on the current train can be determined based on the train's gradient resistance, curve resistance, traction / electric braking force, and air braking force corresponding to the current position of the train; and the train's acceleration can be determined based on the resultant force and the total weight of the train.

[0110] In practical applications, the train's acceleration can be calculated based on the traction calculation formula and the braking force calculation formula.

[0111] S104: Perform forward iteration on acceleration based on mileage step size and time step size to obtain a velocity position set.

[0112] A fourth-order Runge-Kutta method is used to perform forward iterations on the acceleration, thereby obtaining a series of velocity and position information. This series of velocity and position information can be regarded as a velocity-position set. Using the fourth-order Runge-Kutta method can effectively avoid the problems of solution divergence and large errors.

[0113] S105: Determine the power unloading position and unloading slope based on the power unloading method matched by the over-phase mode, the speed position set, and the train data.

[0114] Different over-phase modes correspond to different power unloading methods. Based on the power unloading method matched to the over-phase mode, the power unloading range can be determined.

[0115] The power unloading range includes the appropriate range for power unloading. For example, on undulating slopes, avoid unloading traction during the uphill phase or unloading electric braking force during the downhill phase.

[0116] Based on the power unloading interval and the set of speed positions, determine the matching power unloading position and its unloading slope when the speed does not exceed the speed threshold.

[0117] S106: Control the heavy-haul combined train to complete power unloading before phase separation according to the output electric traction control and braking system control commands.

[0118] After determining the power unloading position and unloading slope, control commands for the electric traction and braking systems can be output, enabling the heavy-haul combined train to complete power unloading before phase separation according to the corresponding unloading slope when it reaches the power unloading position. Power unloading can include unloading traction force or unloading electric braking force.

[0119] As can be seen from the above technical solution, the following steps are taken: First, acquire the track data and train data of the heavy-haul combined train. Then, based on the pre-phase-break track characteristics contained in the track data, determine the phase-break transition mode that matches these characteristics. By considering the pre-phase-break track characteristics to determine the matching phase-break transition mode, the requirements for train smoothness during phase-break transitions can be better met. Based on the current track conditions, traction / braking force, and the total train weight contained in the train data, determine the train's acceleration. Iterate the acceleration forward based on the mileage step and time step to obtain the velocity position set. Based on the power unloading method matched by the phase-break transition mode, the velocity position set, and the train data, determine the power unloading position and unloading slope. Finally, according to the output electrical traction control and braking system control commands, control the heavy-haul combined train to complete power unloading before the phase-break. In this technical solution, by comprehensively considering track conditions and train data, the power unloading method can be dynamically adjusted to determine the appropriate power unloading position and unloading slope, improving the smoothness and efficiency of the train during phase-break transitions and controlling the train to pass through the phase-break zone smoothly and efficiently.

[0120] Taking a downhill ramp as an example, Figure 2 A flowchart of a method for determining the dynamic unloading position and unloading slope of a downhill slope, provided by an embodiment of the present invention, is included in the following:

[0121] S201: When a speed exceeds a speed threshold in the velocity position set, determine the braking force required to be applied when the speed does not exceed the speed threshold based on the backtracking mileage, acceleration step size, and electric braking force constraints.

[0122] When the slope type is downhill, it may be necessary to apply braking force during phase transition. Applying braking force can be divided into three cases: the first is applying only electric braking force, the second is applying only air braking force, and the third is applying both electric and air braking forces simultaneously. Based on these three cases, the phase transition modes can be classified into stepped phase transition mode, braked phase transition mode, and a hybrid stepped and braked phase transition mode.

[0123] When air braking force is not required, the belt-driven phase-crossing mode can be selected; when air braking force is required but electric braking force is not required, the brake-driven phase-crossing mode can be selected; when both electric and air braking force are required to be applied simultaneously, the belt-driven mixed phase-crossing mode can be selected.

[0124] In this embodiment of the invention, if the speed exceeds the speed threshold during the forward iteration process, the traction / electric braking force and whether air braking force needs to be applied can be calculated back based on the backtracking mileage and acceleration step size, combined with the electric braking force constraint conditions. The forward iteration calculation process and the backtracking process can be referred to as forward iteration calculation-backtracking calculation.

[0125] S202: When the required braking force only includes electric braking force, select the belt-stage phase-crossing mode; determine the target stage required for phase-crossing based on the correspondence between different electric braking forces and stage positions, the phase-crossing start position and phase-crossing end position, and the speed position set, and control the slave locomotive of the heavy-haul combined train to run according to the target stage position.

[0126] The level is generally a value between 0 and 12, which corresponds one-to-one with the magnitude of the electric braking force.

[0127] In practical applications, the belt-level over-phase decision will trigger the generation of a belt-level over-phase planning curve, which is specifically used to calculate the required level for the over-phase. The unloading transition process is not considered. At this time, the belt-level over-phase planning will calculate the traction / electric braking force of the master vehicle in the over-phase zone as 0, and the slave vehicle will still run according to the current level. The level that satisfies the over-phase constraint is obtained by forward iterative calculation and backward backtracking calculation.

[0128] S203: When the required braking force only includes air braking force, select the braked phase-break mode; determine the position and decompression amount of the applied air braking force based on the phase break start position, phase break end position, and velocity position set.

[0129] The planning algorithm can calculate the required air braking force and solve for the location and pressure reduction of the air braking force, which is then given to the brake control unit (BCU) to control the train operation.

[0130] For the phase-crossing mode with brakes applied, the control module of the Automatic Train Operation (ATO) system needs to control the train to output a pressure reduction amount at the pressure reduction position. The pressure reduction position can be determined by factors such as speed and gradient, and the pressure reduction amount is generally taken as 50 kPa.

[0131] S204: When the required braking force includes both electric braking force and air braking force, select the staged braking mixed phase-break mode; determine the position and pressure reduction of the applied air braking force, as well as the target stage position of the slave locomotive, based on the phase break start position, phase break end position, and speed position set.

[0132] The phase-breaking zone is a coasting zone without electricity. The closing point of the speed planning curve must ensure that the main train has passed the phase-breaking point or that the closing point is at the stopping point before the phase-breaking point. When the received railway signal indicates that the train has passed the phase-breaking point, the automatic driving system iteratively calculates the mileage-speed with the traction / electric braking force in the phase-breaking zone being 0. If, during the forward iterative calculation and backward backtracking calculation, the electric braking force exceeds the constraint limit and triggers the application of air braking, the system plans the air braking / release position and speed.

[0133] Taking a downhill ramp turning into a buffer ramp as an example, Figure 3A flowchart of a method for determining the dynamic unloading position and unloading slope of a downhill transition buffer ramp, provided by an embodiment of the present invention, is included in the following:

[0134] S301: Based on the train's gradient resistance and the coupling force of the slave locomotive, multiple power unloading positions are determined.

[0135] For downhill sections transitioning to buffer slopes, the speed of the lead locomotive decreases at the gentle slope, and the coupler force is in a compressed state. This is compounded by the rapid compression of the downhill vehicles towards the lead locomotive, resulting in a delayed transmission of the increased coupler force to the lead locomotive. Therefore, the lead locomotive cannot quickly and directly reduce its electric braking force to zero; otherwise, the coupler force transmitted from the rear will cause an impulse on the lead locomotive, which will not be able to counteract the coupler force transmitted from the rear.

[0136] Therefore, in this embodiment of the invention, a multi-stage, multi-slope transition phase mode can be adopted for downhill to buffer ramps, that is, the control module needs to control the train to unload / load traction electric braking force in stages and unload / load at different slopes.

[0137] The following is the formula corresponding to the force transmission attenuation model before unloading:

[0138] ;

[0139] Where b is damping, t is time, k is stiffness, and m is the total weight of the train. The phase angle, For the train's gradient resistance, To control the locomotive coupler force, This is the resultant force of the coupler force and the slope resistance as they change over time.

[0140] The multi-stage, multi-slope over-phase mode can include multiple unloading locations. In practical applications, the number of unloading locations can be determined based on factors such as the slope length of the downhill transition buffer ramp and train stability requirements.

[0141] Taking three uninstallation locations as an example, we can take... The three unloading locations are 1 / 3, 2 / 3, and 1 respectively, where t0 is the initial time.

[0142] S302: Based on the set of speed positions and multiple power unloading positions, determine the unloading time corresponding to each power unloading position.

[0143] After determining the three uninstallation locations, we can extract the three uninstallation times corresponding to each of the three uninstallation locations, namely t1, t2, and t3.

[0144] S303: Based on the train's gradient resistance and the coupler force of the slave locomotive at different unloading times, determine the resultant force of the coupler force and the gradient resistance as they change over time.

[0145] Combining the above formulas, the resultant force corresponding to different unloading times can be calculated, in the following order: , and .

[0146] S304: Determine the unloading slope matched to each power unloading position according to the unloading time corresponding to each power unloading position and the resultant force corresponding to different unloading times.

[0147] In practical applications, the unloading slope can be calculated using the following formulas, with the formula for slope 1 being:

[0148] ;

[0149] The formula for calculating slope 2 is:

[0150] ;

[0151] The formula for calculating slope 3 is:

[0152] .

[0153] In this embodiment of the invention, the determined multiple power unloading positions and their corresponding unloading slopes can be used as a multi-stage, multi-slope phase transition control scheme. By adopting a multi-stage, multi-slope phase transition control scheme, the stability of heavily loaded combined trains during phase transitions can be improved.

[0154] Taking the ramp as an example, the power unloading position within the power unloading zone can be determined based on the phase start position, phase end position, and velocity position set.

[0155] Taking an undulating slope as an example, based on the phase break start position, phase break end position, and velocity position set, it can be determined that the undulating slope is first uphill and then downhill, and the traction force is unloaded. In order to avoid the train being unable to pass through the phase break area smoothly or the train surging too much due to unloading the traction force at the uphill position, the position for unloading the traction force can be selected after the slope change point. Based on the velocity position set and the distance between the slope change point and the phase break end position, the unloading slope of the traction force can be determined.

[0156] Based on the phase start position, phase end position, and velocity position set, if the undulating slope is determined to be a downhill followed by an uphill slope and the electric braking force is unloaded, in order to avoid unloading the electric braking force at the downhill position, which could lead to train overspeeding or excessive train impulse, the position for unloading the electric braking force can be selected after the slope change point; the unloading slope of the electric braking force is determined based on the velocity position set and the distance between the slope change point and the phase end position.

[0157] Taking a steep incline as an example, the starting position of the incline section can be used as the position for unloading traction / braking force, and the set slope can be used as the slope for unloading traction / braking force.

[0158] To improve the accuracy of train positioning, before entering the phase separation zone, the train's first position information can be obtained through wheel-set speed and distance measurement positioning; second position information can be obtained based on BeiDou differential positioning. If the absolute difference between the first and second position information is less than a set threshold, the second position information is used as the train's actual position information to achieve train position calibration.

[0159] For example, when a phase split occurs ahead, the starting and ending positions and length of the phase split are known. The train operation monitoring system (LKJ) obtains the train's BeiDou differential positioning information and compares it with the wheel axle speed and distance measurement positioning information. When the distance difference is less than 50 meters, the train position is calibrated according to the BeiDou differential positioning information to obtain accurate distance information between the train and the starting point of the phase split.

[0160] If the second position information of the train cannot be obtained based on the BeiDou differential positioning method, the third position information of the train can be obtained based on ground sensors, and the fourth position information of the train at the location of the ground sensors can be obtained through wheel-set speed and distance measurement positioning. If the absolute difference between the fourth position information and the third position information is less than a set threshold, the third position information is used as the actual position information of the train to achieve the calibration of the train position information.

[0161] Figure 4 This invention provides an architecture diagram of an automated driving phase-crossing system. Automated driving phase-crossing requires an automated driving system, with LKJ and CCU devices working together. The LKJ provides key information such as railway signals, track data, speed limits, and train position for automated driving phase-crossing. The LKJ needs to have BeiDou differential positioning capabilities, adding BeiDou differential positioning information for the train. The ATO device is the "brain" for implementing the automated driving phase-crossing function. By perceiving the train's operating status and the scene, it selects a reasonable power unloading position and slope based on a multi-objective dynamic optimization control strategy, and controls the train to complete power unloading and main engine disconnection operations. The CCU is the execution device for implementing the automated driving phase-crossing function. It receives data sent by the ATO and IDU in real time, executes control commands such as power unloading and main engine disconnection, and provides feedback on the actual train operating status. The Automated Driving Display (IDU) provides a human-machine interface for the automated driving phase-crossing function, allowing the driver to select whether to engage the automated driving phase-crossing function through the interface. During automated driving phase-crossing, key train operating data and abnormal information are displayed in real time.

[0162] In autonomous driving mode, the ATO can engage the automatic phase-crossing function, which the driver can select via the IDU interface. When the automatic phase-crossing function is engaged, the IDU sends a "Automatic phase-crossing function engaged" signal to both the ATO and CCU. Subsequently, the ATO sends a "ATO phase-crossing available" signal to the CCU; otherwise, the ATO sends a "ATO phase-crossing unavailable" signal to the CCU.

[0163] When LKJ is in normal mode, ATO calculates the distance between the train and the phase zone based on the location information sent by LKJ and the location of the next phase zone retrieved. Based on scenario information such as line data, railway signals, speed limit requirements, and train operation status data, ATO automatically plans the optimal target speed curve for the train in advance and transmits control commands such as train operation conditions and level to CCU.

[0164] If LKJ undergoes positioning calibration within a certain distance before phase separation, it sends positioning calibration information to ATO. ATO learns from the smooth operation methods of excellent drivers, optimizes the power unloading position, and controls CCU in stages to complete the traction / electric braking power unloading process.

[0165] After receiving the positioning calibration information, the ATO sends an "Automatic Over-Phase Control" signal to the CCU at a point x meters before phase separation. Upon receiving the "Automatic Over-Phase Function Activated" signal from the IDU, and the "ATO Over-Phase Available" and "Automatic Over-Phase Control" signals from the ATO, the CCU performs a master-slave disconnection operation. The value of x is not limited; for example, it can be 120.

[0166] If the ATO does not receive the calibration information from the LKJ, or if the ATO does not receive the "main disconnection" signal from the CCU at y meters before the phase break, the ATO sends a "Phase break ahead needs to be completed manually" signal to the IDU. The IDU then prompts the driver to manually complete the phase break via voice and text. The value of y is not limited; for example, it can be 60.

[0167] Heavy-haul combined trains employ a synchronous control strategy for automatic driving during phase transitions. Upon receiving positioning calibration information, the Automatic Train Operation (ATO) calculates the slave car's position based on the headway between the master and slave cars. During the master car's phase transition, the automatic driving system automatically plans the slave car's operating level and traction / electric braking force based on track conditions and train speed. After positioning calibration, the slave car's position information is determined in real-time using wheel-axle speed and distance measurement positioning methods. Before the phase transition, a suitable power unloading position is selected, and the power unloading process is completed in stages. The Control Unit (CCU) then completes the master car disconnection operation.

[0168] In this embodiment of the invention, the automatic driving phase-crossing control method for heavy-haul combined trains is based on the locomotive automatic driving system. Through deep interaction between the train's automatic driving system and key train control equipment, no additional new equipment is required, resulting in a simple and easy-to-maintain system. By selecting an appropriate phase-crossing mode, the train's power unloading process and main derailment position are dynamically adjusted, reducing longitudinal impact and power loss, thus improving the smoothness and efficiency of the train's phase-crossing operation and meeting the driving requirements of special scenarios such as high-speed operation and pre-phase-crossing starts.

[0169] Figure 5 This is a schematic diagram of train positioning provided in an embodiment of the present invention. During train operation on the main line, the LKJ (Lane Knocking Machine) acquires train position information D1 using wheelset speed and distance measurement. A certain distance before the phase break, the LKJ acquires BeiDou differential positioning information D2 and sends it to the LKJ host for comparison. When the difference in train position obtained by the two positioning methods (|D1-D2|) is less than 50m, the BeiDou differential positioning information is used to correct the LKJ's train position information D1; otherwise, the train position information is not corrected (to avoid severe wheel spin / skid phenomena, as a large position error may still occur after positioning calibration until the train reaches the phase break, affecting driving safety).

[0170] For phase-separation zones where trains cannot effectively obtain BeiDou satellite differential positioning signals due to geographical and infrastructure limitations, ground sensors are installed at fixed positions before the phase separation to acquire train position information D3 and send it to the LKJ host for comparison. When the train position difference (|D1-D3|) obtained by the two positioning methods is less than 50m, the LKJ train position information D1 is corrected using the ground transponder positioning information; otherwise, the train position information is not corrected.

[0171] Accurate train positioning information is key to achieving automatic phase transition. This invention adopts a multi-source fusion positioning method that combines BeiDou differential positioning, wheel axle speed and distance measurement positioning, and ground sensor positioning, thereby improving the train positioning accuracy before phase transition.

[0172] In this embodiment of the invention, human-computer interaction can be achieved through the IDU. When automatic phase transition is not possible, the IDU can display a prompt message for manual phase transition.

[0173] This invention follows the principle of safety and has human-machine interaction function. It can display the power unloading and main circuit closure status in real time. When abnormal information is received, it can prompt the driver to manually switch phases in the form of voice and text to ensure the safety of switching phases.

[0174] Figure 6A schematic diagram of the structure of a phase-crossing control device for a heavy-load combined train provided in an embodiment of the present invention includes an acquisition unit 61, a first determination unit 62, a second determination unit 63, an iteration unit 64, a third determination unit 65, and a power unloading unit 66.

[0175] Acquisition unit 61 is used to acquire line data and train data of heavy-haul combined trains;

[0176] The first determining unit 62 is used to determine the over-phase mode that matches the pre-phase-splitting line characteristics based on the pre-phase-splitting line characteristics contained in the line data.

[0177] The second determining unit 63 is used to determine the acceleration of the train based on the current track conditions, traction / braking force, and the total weight of the train included in the train data.

[0178] Iteration unit 64 is used to perform forward iteration of acceleration based on mileage step size and time step size to obtain a velocity position set;

[0179] The third determining unit 65 is used to determine the power unloading position and unloading slope based on the power unloading method matched by the over-phase mode, the speed position set and the train data.

[0180] The power unloading unit 66 is used to control the heavy-haul combined train to complete the power unloading before phase separation according to the output electric traction control and braking system control commands; wherein, the electric traction control and braking system control commands are generated based on the power unloading position and unloading slope.

[0181] In some embodiments, the first determining unit is used to determine the slope type based on the slope and slope variation; wherein, different slope types have their own corresponding phase transition modes; the slope types include uphill slopes, downhill slopes, undulating slopes, downhill-to-buffer slopes, and ramp slopes; the phase transition mode corresponding to the slope type is used as the phase transition mode matching the track characteristics before the phase break; wherein, uphill slopes correspond to coasting phase transition modes, downhill slopes correspond to coasting phase transition modes, stepped phase transition modes, braked phase transition modes, or stepped and braked mixed phase transition modes, undulating slopes correspond to constrained phase transition modes, downhill-to-buffer slopes correspond to multi-stage multi-slope phase transition modes, and ramp slopes correspond to kinetic energy ramp phase transition modes; when the track characteristics before the phase break include a pre-phase break stopping position, the pre-phase break stopping mode is selected and the vehicle stops at the pre-phase break stopping position when the railway signal determines that the vehicle is stopping before the phase break.

[0182] In some embodiments, the third determining unit is used to determine the power unloading interval based on the power unloading mode matched by the over-phase mode; and to determine the power unloading position and its unloading slope matched when the speed does not exceed the speed threshold based on the power unloading interval and the speed position set.

[0183] In some embodiments, when the ramp type is a downhill ramp, the third determining unit is used to determine the braking force required to be applied when the speed does not exceed the speed threshold, based on the backtracking mileage, acceleration step size and electric braking force constraint conditions, when the speed exceeds the speed threshold in the speed position set.

[0184] When the required braking force only includes electric braking force, select the belt-driven phase-breaking mode; based on the correspondence between different braking forces and phase positions, the phase-breaking start position and phase-breaking end position, and the speed position set, determine the target phase position required for phase-breaking, and control the slave locomotive of the heavy-haul combined train to run according to the target phase position.

[0185] When the required braking force consists only of air braking force, select the braked phase-break mode; determine the position and decompression amount of the applied air braking force based on the phase break start position, phase break end position, and velocity position set;

[0186] When the required braking force includes both electric braking force and air braking force, the staged braking hybrid phase-break mode is selected; based on the phase break start position, phase break end position and speed position set, the position and decompression amount of the applied air braking force, as well as the target stage position of the slave locomotive are determined.

[0187] In some embodiments, when the ramp type is a downhill to buffer ramp, the third determining unit is used to determine multiple power unloading positions based on the train ramp resistance and the coupling force of the slave locomotive.

[0188] Based on the set of velocity locations and multiple power unloading locations, the unloading time corresponding to each power unloading location is determined;

[0189] Based on the train's gradient resistance and the coupler force of the slave locomotive at different unloading times, the resultant force of the coupler force and the gradient resistance changing with time is determined.

[0190] Based on the unloading time corresponding to each power unloading position and the resultant force corresponding to different unloading times, the unloading slope matched to each power unloading position is determined.

[0191] In some embodiments, when the ramp type is an uphill ramp, the third determining unit is used to determine the power unloading position within the power unloading interval based on the phase start position, the phase end position, and the velocity position set.

[0192] In some embodiments, when the ramp type is an undulating ramp, the third determining unit is used to determine, based on the phase start position, phase end position, and velocity position set, that the undulating ramp is first uphill and then downhill and the traction force is unloaded, then select the position to unload the traction force after the change of slope point; and determine the unloading slope of the traction force based on the velocity position set and the distance between the change of slope point and the phase end position.

[0193] Based on the phase start position, phase end position, and velocity position set, if the undulating slope is determined to be a downhill slope followed by an uphill slope and the electric braking force is unloaded, then the position for unloading the electric braking force is selected after the slope change point; based on the velocity position set and the distance between the slope change point and the phase end position, the unloading slope of the electric braking force is determined.

[0194] In some embodiments, when the ramp type is a ramp, the third determining unit is used to take the starting position of the ramp section as the position for unloading traction / braking force, and the set slope as the slope for unloading traction / braking force.

[0195] In some embodiments, the second determining unit is used to determine the resultant force on the current train based on the train's gradient resistance, train's curve resistance, traction electric braking force, and air braking force corresponding to the current position of the train; and to determine the train's acceleration based on the resultant force and the total weight of the train.

[0196] In some embodiments, the system further includes a first position acquisition unit, a second position acquisition unit, and a position calibration unit;

[0197] The first position acquisition unit is used to acquire the first position information of the train before entering the phase separation zone by means of wheelset speed measurement and distance measurement positioning.

[0198] The second position acquisition unit is used to acquire the second position information of the train based on the Beidou differential positioning method;

[0199] The position calibration unit is used to calibrate the train position information by taking the second position information as the actual position information of the train when the absolute difference between the first position information and the second position information is less than a set threshold.

[0200] In some embodiments, a third location acquisition unit is also included;

[0201] The third position acquisition unit is used to acquire the third position information of the train based on ground sensors when the second position information of the train cannot be obtained based on the Beidou differential positioning method.

[0202] The first position acquisition unit is also used to acquire the fourth position information of the train at the location of the ground sensor by means of wheel speed and distance measurement and positioning.

[0203] The position calibration unit is also used to take the third position information as the actual position information of the train when the absolute difference between the fourth position information and the third position information is less than a set threshold, so as to achieve the calibration of the train position information.

[0204] In some embodiments, a prompting unit is also included;

[0205] The prompting unit is used to display a manual phase-crossing prompt message on the autopilot display when the conditions for automatic phase-crossing are not met.

[0206] Figure 6 For a description of the features in the corresponding embodiments, please refer to Figure 1 The relevant descriptions of the corresponding embodiments will not be repeated here.

[0207] As can be seen from the above technical solution, the following steps are taken: First, acquire the track data and train data of the heavy-haul combined train. Then, based on the pre-phase-break track characteristics contained in the track data, determine the phase-break transition mode that matches these characteristics. By considering the pre-phase-break track characteristics to determine the matching phase-break transition mode, the requirements for train smoothness during phase-break transitions can be better met. Based on the current track conditions, traction / braking force, and the total train weight contained in the train data, determine the train's acceleration. Iterate the acceleration forward based on the mileage step and time step to obtain the velocity position set. Based on the power unloading method matched by the phase-break transition mode, the velocity position set, and the train data, determine the power unloading position and unloading slope. Finally, according to the output electrical traction control and braking system control commands, control the heavy-haul combined train to complete power unloading before the phase-break. In this technical solution, by comprehensively considering track conditions and train data, the power unloading method can be dynamically adjusted to determine the appropriate power unloading position and unloading slope, improving the smoothness and efficiency of the train during phase-break transitions and controlling the train to pass through the phase-break zone smoothly and efficiently.

[0208] Figure 7 A structural diagram of a phase-separation control device for a heavy-load combined train provided in an embodiment of the present invention is shown below. Figure 7 As shown, the phase-crossing control device for heavy-haul combined trains includes: a memory 70 for storing computer programs;

[0209] The processor 71 is used to execute a computer program to implement the steps of the over-phase control method for heavy-load combined trains as described in the above embodiments.

[0210] In some embodiments, the phase-crossing control device for heavy-duty combined trains may further include a display screen 72, an input / output interface 73, a communication interface 74, a power supply 75, and a communication bus 76.

[0211] Those skilled in the art will understand that Figure 7The structure shown does not constitute a limitation on the phase-change control equipment for heavy-duty combined trains and may include more or fewer components than shown.

[0212] The foregoing provides a detailed description of a method, apparatus, and device for over-phase control of a heavy-load combined train according to embodiments of the present invention. The various embodiments are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section.

[0213] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0214] The foregoing provides a detailed description of the over-phase control method, apparatus, and equipment for heavy-load combined trains provided by this invention. Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and core ideas of this invention. It should be noted that those skilled in the art can make various improvements and modifications to this invention without departing from its principles, and these improvements and modifications also fall within the protection scope of the claims of this invention.

Claims

1. A method for over-phase control of heavy-haul combined trains, characterized in that, include: Obtain route data and train data for heavy-haul combined trains; Based on the pre-phase-splitting line characteristics contained in the line data, determine the over-phase-splitting mode that matches the pre-phase-splitting line characteristics. The train's acceleration is determined based on the current track conditions, traction / braking force, and the total weight of the train included in the train data. The acceleration is iterated forward based on the mileage step size and time step size to obtain the velocity position set; Based on the power unloading method matched by the over-phase mode, the set of speed positions, and the train data, the power unloading position and unloading slope are determined. According to the output electric traction control and braking system control commands, the heavy-haul combined train is controlled to complete power unloading before phase separation; wherein, the electric traction control and braking system control commands are generated based on the power unloading position and the unloading slope; Based on the pre-phase-splitting line characteristics contained in the line data, the over-phase-splitting pattern that matches the pre-phase-splitting line characteristics is determined as follows: Based on the slope and its variations, the slope type is determined; different slope types have their own corresponding transition phase patterns; the slope types include uphill slopes, downhill slopes, undulating slopes, downhill-to-buffer slopes, and steep slopes. The transition phase mode corresponding to the slope type is taken as the transition phase mode that matches the line characteristics before the phase separation; wherein, the uphill slope corresponds to the coasting transition phase mode, the downhill slope corresponds to the coasting transition phase mode, the stepped transition phase mode, the braked transition phase mode or the stepped and braked hybrid transition phase mode, the undulating slope corresponds to the constrained transition phase mode, the downhill to buffer slope corresponds to the multi-stage multi-slope transition phase mode, and the ramping slope corresponds to the kinetic energy ramping transition phase mode. If the track features before the phase break include a pre-phase break stopping position, when it is determined from the railway signal that a pre-phase break stopping is required, the pre-phase break stopping mode is selected, and the vehicle stops at the pre-phase break stopping position.

2. The over-phase control method for heavy-haul combined trains according to claim 1, characterized in that, Based on the power unloading method matched by the over-phase mode, the set of velocity positions, and the train data, the power unloading position and unloading slope are determined as follows: Based on the power unloading method matched by the over-phase mode, the power unloading range is determined; Based on the power unloading range and the set of speed positions, determine the matching power unloading position and its unloading slope when the speed does not exceed the speed threshold.

3. The method for over-phase control of heavy-haul combined trains according to claim 2, characterized in that, When the ramp type is a downhill ramp, based on the power unloading range and the set of speed positions, the power unloading position and its unloading slope that match the speed when it does not exceed the speed threshold are determined as follows: If a speed exceeds a speed threshold in the set of speed positions, the braking force required to be applied when the speed does not exceed the speed threshold is determined based on the backtracking mileage, acceleration step size, and electric braking force constraints. When the required braking force only includes electric braking force, the belt-driven phase-crossing mode is selected; based on the correspondence between different electric braking forces and phase positions, the phase-crossing start position and phase-crossing end position, and the set of speed positions, the target phase position required for phase-crossing is determined, and the slave locomotive of the heavy-haul combined train is controlled to run according to the target phase position. When the required braking force consists only of air braking force, select the braked phase-break mode; determine the position and decompression amount of the applied air braking force based on the phase break start position, phase break end position, and the set of speed positions. When the required braking force includes both electric braking force and air braking force, the hybrid phase-break mode with staged braking is selected; based on the phase break start position and phase break end position and the set of speed positions, the position and decompression amount of the applied air braking force, as well as the target stage position of the slave locomotive, are determined.

4. The over-phase control method for heavy-haul combined trains according to claim 2, characterized in that, When the ramp type is a downhill-to-buffer ramp, based on the power unloading range and the set of speed positions, the power unloading position and its unloading slope that match the speed when it does not exceed the speed threshold are determined as follows: Based on the train's gradient resistance and the coupler force of the driven locomotive, multiple power unloading positions were determined; Based on the set of speed positions and multiple power unloading positions, the unloading time corresponding to each power unloading position is determined; Based on the train's gradient resistance and the coupler force of the slave locomotive at different unloading times, the resultant force of the coupler force and the gradient resistance changing with time is determined. Based on the unloading time corresponding to each power unloading position and the resultant force corresponding to different unloading times, the unloading slope matched to each power unloading position is determined.

5. The method for over-phase control of heavy-haul combined trains according to claim 2, characterized in that, When the ramp type is an uphill ramp, based on the power unloading range and the set of speed positions, the power unloading position and its unloading slope that match the speed when it does not exceed the speed threshold are determined as follows: Based on the phase start position, phase end position, and the set of velocity positions, the power unloading position within the power unloading interval is determined.

6. The method for over-phase control of heavy-haul combined trains according to claim 2, characterized in that, When the ramp type is an undulating ramp, based on the power unloading range and the set of speed positions, the power unloading position and its unloading slope that match the speed when it does not exceed the speed threshold are determined as follows: Based on the phase start position, phase end position, and the set of velocity positions, if the undulating slope is determined to be an uphill slope followed by a downhill slope and traction force is unloaded, then the position for unloading traction force is selected after the slope change point; based on the set of velocity positions and the distance between the slope change point and the phase end position, the unloading slope of traction force is determined. Based on the phase start position, phase end position, and the set of speed positions, if the undulating slope is determined to be a downhill followed by an uphill slope and the electric braking force is unloaded, then the position for unloading the electric braking force is selected after the slope change point; based on the set of speed positions and the distance between the slope change point and the phase end position, the unloading slope of the electric braking force is determined.

7. The method for over-phase control of heavy-haul combined trains according to claim 2, characterized in that, When the ramp type is an obstacle ramp, based on the power unloading range and the set of speed positions, the power unloading position and its unloading slope that match the speed when it does not exceed the speed threshold are determined as follows: The starting position of the uphill section is used as the position for unloading traction / braking force, and the set slope is used as the slope for unloading traction / braking force.

8. The method for over-phase control of heavy-haul combined trains according to claim 1, characterized in that, Based on the current track conditions, traction / braking force, and the total train weight included in the train data, the train's acceleration is determined as follows: Based on the current position of the train, the gradient resistance, curve resistance, traction / electric braking force, and air braking force, determine the resultant force acting on the train. Based on the resultant force and the total weight of the train, the acceleration of the train is determined.

9. The method for over-phase control of heavy-haul combined trains according to claim 1, characterized in that, Also includes: Before entering the phase separation zone, the train's initial position information is obtained through wheelset speed and distance measurement and positioning methods; The train's second position information is obtained based on the BeiDou differential positioning method. If the absolute difference between the first location information and the second location information is less than a set threshold, the second location information is used as the actual location information of the train to achieve the calibration of the train location information.

10. The method for over-phase control of heavy-haul combined trains according to claim 9, characterized in that, Also includes: When the second position information of the train cannot be obtained based on the Beidou differential positioning method, the third position information of the train is obtained based on the ground sensor, and the fourth position information of the train at the location of the ground sensor is obtained through the wheel set speed and distance measurement positioning method. If the absolute difference between the fourth position information and the third position information is less than a set threshold, the third position information is used as the actual position information of the train to achieve the calibration of the train position information.

11. The method for over-phase control of heavy-haul combined trains according to claim 1, characterized in that, Also includes: In cases where automatic phase transition is not possible, a manual phase transition prompt will be displayed on the autopilot display.

12. A phase-crossing control device for heavy-haul combined trains, characterized in that, It includes an acquisition unit, a first determination unit, a second determination unit, an iteration unit, a third determination unit, and a power unloading unit; The acquisition unit is used to acquire the line data and train data of the heavy-load combined train; The first determining unit is used to determine an over-phase mode that matches the pre-phase line characteristics contained in the line data. The second determining unit is used to determine the acceleration of the train based on the current track conditions, traction / braking force, and the total weight of the train included in the train data. The iterative unit is used to perform forward iteration on the acceleration based on the mileage step size and the time step size to obtain a velocity position set; The third determining unit is used to determine the power unloading position and unloading slope based on the power unloading method matched by the over-phase mode, the speed position set, and the train data. The power unloading unit is used to control the heavy-load combined train to complete power unloading before phase separation according to the output electric traction control and braking system control commands; wherein, the electric traction control and braking system control commands are generated based on the power unloading position and the unloading slope. The first determining unit is used to determine the slope type based on the slope and slope changes. Different slope types have their own corresponding phase transition modes. Slope types include uphill slopes, downhill slopes, undulating slopes, downhill-to-buffer slopes, and ramp slopes. The phase transition mode corresponding to the slope type is used as the phase transition mode that matches the track characteristics before the phase transition. Uphill slopes correspond to the coasting phase transition mode, downhill slopes correspond to the coasting phase transition mode, stepped phase transition mode, braked phase transition mode, or a stepped and braked mixed phase transition mode, undulating slopes correspond to the constrained phase transition mode, downhill-to-buffer slopes correspond to the multi-stage multi-slope phase transition mode, and ramp slopes correspond to the kinetic energy ramp phase transition mode. When the track characteristics before the phase transition include a parking position before the phase transition, the pre-phase-break parking mode is selected and the vehicle stops at the pre-phase-break parking position when the railway signal determines that the vehicle should stop before the phase transition.

13. A phase-crossing control device for heavy-haul combined trains, characterized in that, include: Memory, used to store computer programs; A processor for executing the computer program to implement the steps of the over-phase control method for heavy-load combined trains as described in any one of claims 1 to 11.

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