Overhead phase control method and device for a train

Abstract

This invention discloses a method and apparatus for controlling train phase transitions, relating to the field of train control technology, primarily aimed at improving the operational efficiency of trains during phase transitions. The main technical solution of this invention is as follows: acquiring the train's real-time operating speed, current position, vehicle braking performance parameters, and the start and end positions of the phase transition zone; calculating first and second virtual service braking mapping relationship data based on the vehicle braking performance parameters and the start and end positions of the phase transition zone; matching the theoretical power-off distance between the braking point at the real-time operating speed and the start position of the phase transition zone in the first virtual service braking mapping relationship data; controlling the train to disconnect the main circuit breaker based on the relationship between the real-time remaining distance and the theoretical power-off distance; determining the control stage based on the train's real-time position, the second virtual service braking mapping relationship data, the end position of the phase transition zone, and the position after extending a preset distance, and controlling the train to perform corresponding phase transition protection or control the vehicle to close the main circuit breaker.

Description

Technical Field

[0001] This invention relates to the field of train control technology, and in particular to a method and apparatus for controlling the over-phase of a train. Background Technology

[0002] In the operation of electrified railways, the overhead contact system is usually powered by AC power of different phases in sections. In order to prevent phase-to-phase short circuits, electrical phase separation devices, namely phase separation zones, are installed between each power supply arm. The phase separation zone usually consists of a neutral zone (no-electric zone) and insulated anchor joints on both sides. When a train passes through this zone, the main circuit breaker must be disconnected and the train must rely on inertia to slide through.

[0003] Current train phase separation control methods mainly rely on static control strategies. That is, when the train runs to a certain fixed distance from the phase separation zone (e.g., 2000 meters from the starting point of the phase separation zone), the on-board automatic train protection system or the driver receives a warning signal and performs a power-off operation.

[0004] This method of reserving a fixed safety redundancy distance may force the train to lose power prematurely when it is still far from the phase separation zone, resulting in long-distance unpowered coasting, causing serious waste of kinetic energy and loss of running time, and significantly reducing the train's operating efficiency in the phase separation zone. Summary of the Invention

[0005] In view of the above problems, the present invention provides a method and apparatus for controlling train phase transition, the main purpose of which is to improve the operating efficiency of train phase transition.

[0006] To solve the above-mentioned technical problems, the present invention proposes the following solution: In a first aspect, the present invention provides a method for controlling the phase transition of a train, the method comprising: The system acquires the train's real-time operating speed, current position, vehicle braking performance parameters, and the start and end positions of the phase-separation zone. Based on the vehicle braking performance parameters, and in conjunction with the starting position and ending position of the phase zone, the first virtual service braking mapping relationship data and the second virtual service braking mapping relationship data are calculated. The virtual service braking mapping relationship data is used to characterize the distance and speed correspondence between the braking point and the starting position or the ending position of the phase zone during the process of applying service braking to a complete stop at various operating speeds. Based on the real-time operating speed, the corresponding theoretical power-off distance is matched in the first virtual service braking mapping relationship data. The theoretical power-off distance represents the distance between the braking point and the starting position of the phase zone during the process of applying service braking to a complete stop at the real-time operating speed. The train is controlled to disconnect the main circuit breaker based on the relationship between the real-time remaining distance between the current position of the train and the starting position of the phase separation zone and the theoretical power-off distance. Based on the train's real-time position, the second virtual common braking mapping relationship data, the phase break end position, and the position after extending a preset distance from the phase break end position in the train's direction of travel, the current control stage of the train is determined. Based on the aforementioned control phase, the train is controlled to perform over-phase protection operation, or the vehicle is controlled to close the main circuit breaker when the over-phase termination condition is met.

[0007] Secondly, the present invention provides a train phase-crossing control device, the device comprising: The data acquisition unit is used to acquire the train's real-time operating speed, current position, vehicle braking performance parameters, and the starting and ending positions of the phase separation zone. The data calculation unit is used to calculate the first virtual service braking mapping relationship data and the second virtual service braking mapping relationship data based on the vehicle braking performance parameters obtained by the data acquisition unit, combined with the starting position and the ending position of the phase zone, respectively. The virtual service braking mapping relationship data is used to characterize the distance and speed correspondence between the braking point and the starting position or the ending position of the phase zone during the process of applying service braking to a complete stop at various operating speeds. The distance matching unit is used to match the corresponding theoretical power-off distance in the first virtual service braking mapping relationship data calculated by the data calculation unit based on the real-time operating speed obtained by the data acquisition unit. The theoretical power-off distance represents the distance between the braking point and the starting position of the phase separation zone during the process of applying service braking to a complete stop at the real-time operating speed. The first phase-break execution unit is used to control the train to disconnect the main circuit breaker based on the relationship between the real-time remaining distance between the current position of the train and the starting position of the phase-break zone and the theoretical power-off distance obtained by the distance matching unit. The stage determination unit is used to determine the current control stage of the train based on the train's real-time position, the second virtual common braking mapping relationship data, the phase break end position, and the position after extending a preset distance from the phase break end position in the train's direction of travel. The second phase-over execution unit is used to control the train to perform phase-over protection operations based on the control stage determined by the phase determination unit, or to control the vehicle to close the main circuit breaker when the phase-over termination condition is met.

[0008] To achieve the above objectives, according to a third aspect of the present invention, a storage medium is provided, the storage medium including a stored program, wherein, when the program is executed, the device on which the storage medium is located executes the train over-phase control method of the first aspect.

[0009] To achieve the above objectives, according to a fourth aspect of the present invention, a processor is provided for running a program, wherein the program executes the train over-phase control method of the first aspect described above.

[0010] By means of the above technical solution, the present invention provides a train phase-crossing control method and device, which first acquires the real-time running speed, current position, vehicle braking performance parameters, and the start and end positions of the phase-crossing zone; then, based on the vehicle braking performance parameters, and combined with the start and end positions of the phase-crossing zone, calculates first virtual service braking mapping relationship data and second virtual service braking mapping relationship data respectively, and establishes the distance-speed correspondence between the braking point and the start or end position of the phase-crossing zone when the train applies service braking to a complete stop at various running speeds; subsequently, according to the real-time running speed, matches the corresponding theoretical power-off distance in the first virtual service braking mapping relationship data. This theoretical power-off distance accurately represents the distance between the braking point and the start position of the phase-crossing zone when the train is traveling at the current real-time speed. Its essence is that when the train is traveling at the current speed, even if the maximum service braking is applied immediately after the power is cut off, it can stop exactly at the critical safety distance of the start of the phase-crossing zone; and then controls the train to disconnect the main circuit breaker according to the relationship between the real-time remaining distance between the current position of the train and the start position of the phase-crossing zone and the theoretical power-off distance. Since the distance a train can coast without power at the same operating speed is necessarily greater than the braking distance when using regular braking, the power-off operation is performed when the remaining distance is equal to the theoretical power-off distance. This ensures that the train will not rush into the power-off phase zone under extreme mis-braking conditions, and also ensures that the train can smoothly coast through the phase zone by inertia under normal operating conditions. Meanwhile, the first virtual service braking mapping data pre-stores the critical safe braking point distances corresponding to all possible operating speeds. It can dynamically match the optimal power-off timing to meet safety requirements based on real-time operating speed, completely abandoning the traditional static power-off control strategy that uses fixed distance thresholds. The power-off timing is dynamically calibrated to the minimum braking critical point under the premise of safety based on the actual operating speed of the train, maximizing the extension of the energized traction distance of the train and compressing the unpowered coasting distance, thereby reducing kinetic energy waste and operating time loss from the root. Finally, based on the real-time position of the train, the second virtual service braking mapping data, the end position of the phase break zone, and the position after extending the end of the phase break zone a preset distance in the direction of train travel, the current control stage of the train is determined. Relying on the second virtual service braking mapping relationship, the precise division and control of the phase break protection zone and the end zone are realized, completing the refined dynamic control of the entire phase break process. While improving operating efficiency, it fully ensures the stability and safety of the train during the phase break process.

[0011] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0012] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart of a train over-phase control method according to an embodiment of the present invention is shown; Figure 2 A flowchart of another train over-phase control method provided by an embodiment of the present invention is shown; Figure 3 This diagram illustrates a block diagram of a train phase-crossing control device according to an embodiment of the present invention. Figure 4 A block diagram of another train phase-crossing control device provided in an embodiment of the present invention is shown. Detailed Implementation

[0013] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0014] Current electrified railway train phase-break control generally adopts a static control strategy with a fixed distance threshold. Its design aims to ensure that after a power outage at maximum operating speed, the train still has sufficient unpowered coasting distance to pass through the phase-break zone. However, this strategy provides excessive safety redundancy to cover the highest speed conditions, forcing trains to undergo premature power outages at medium and low speeds. This significantly increases the unpowered coasting distance, resulting in severe energy waste and running time loss, and significantly reducing the operating efficiency of phase-break sections.

[0015] Meanwhile, the safety logic of traditional strategies only considers normal unpowered gliding conditions and does not fully cover extreme unexpected situations such as accidental braking after a power outage, which poses a significant safety hazard of trains stopping in the power-off phase separation zone.

[0016] To address the aforementioned technical problems, this invention breaks away from the traditional forward design logic of reserving safety redundancy based on coasting distance, and instead adopts a reverse safety design approach that determines the power-off timing based on the braking distance under worst-case conditions. This invention argues that the core safety requirement of over-phase control is essentially two interrelated constraints: first, under normal operating conditions, the vehicle can smoothly coast through the phase-splitting zone using inertia; second, under any extreme operating conditions, the vehicle cannot enter the de-energized phase-splitting zone.

[0017] Traditional solutions sacrifice operational efficiency to prioritize the first constraint and fail to fundamentally guarantee the fulfillment of the second constraint. In its conceptualization, this invention focuses on various extreme and unexpected conditions that may occur after a power outage, including malfunctions in the Automatic Train Protection (ATP) system that mistakenly trigger service braking, driver error in applying the brakes, and abnormal automatic braking by the braking system. These conditions can cause the train to decelerate at a rate far exceeding its normal coasting rate. If the traditional fixed power outage point based on the coasting distance is followed, the train is highly likely to stop within the de-energized phase break zone, potentially leading to serious accidents such as a live overhead contact line crossing a phase break and requiring train rescue.

[0018] To simultaneously resolve the conflict between efficiency and safety, this invention discovers that at the same initial operating speed, the deceleration of a train under service braking is significantly greater than the deceleration during unpowered coasting, which is only affected by air resistance and wheel-rail resistance. Therefore, the stopping distance of a train under service braking from the same speed is necessarily shorter than its unpowered coasting distance. Based on this principle, it can be deduced that if a train experiences a power outage at a certain location, even if maximum service braking is applied immediately, it can stop precisely at the beginning of the phase-breaking zone. Therefore, under normal conditions without braking, the train can coast a much greater distance using inertia, successfully traversing the entire phase-breaking zone.

[0019] Based on the above approach, this invention constructs a first virtual service braking mapping relationship using the starting point of the phase-splitting zone as a reference, to dynamically determine the optimal power-off timing at different operating speeds; and constructs a second virtual service braking mapping relationship using the ending point of the phase-splitting zone as a reference, to accurately delineate the boundaries between the phase-splitting protection zone and the end zone. On this basis, the theoretical power-off distance is dynamically matched according to the train's real-time operating speed, precisely controlling the power-off timing at the minimum critical point under safe conditions. This fundamentally ensures train safety under extreme mis-braking conditions while maximizing the extension of the train's energized traction distance and minimizing the unpowered coasting distance. Simultaneously, the second virtual mapping relationship enables refined dynamic control of the entire phase-splitting process, further improving the reliability and stability of control, ultimately forming a complete technical solution that balances safety and efficiency.

[0020] The subject of this invention is the Automatic Train Protection (ATP) system. Next, in conjunction with... Figure 1 The present invention provides a method for controlling the over-phase of a train, and its specific execution steps are as follows: Figure 1 As shown, it includes: 101. Obtain the train's real-time operating speed, current position, vehicle braking performance parameters, and the starting and ending positions of the phase separation zone.

[0021] 102. Based on the vehicle braking performance parameters, and combined with the starting position and ending position of the phase zone, calculate the first virtual common braking mapping relationship data and the second virtual common braking mapping relationship data.

[0022] In this embodiment, the ATP first obtains phase-separation zone information via standard line condition information packets (such as ETCS-68 packets) sent by ground equipment (including transponder groups or radio block centers, RBCs). This packet contains the distance from the starting point of the phase-separation zone to the ATP's location reference point, as well as the length of the phase-separation zone. Based on this, the ATP calculates the ending point of the phase-separation zone.

[0023] Before formally executing the phase-separation control procedure, ATP must first complete a matching check between the driving permission and the phase-separation zone location. The specific steps are as follows: The first step is for ATP to obtain the currently valid driving permit information and determine the location of the driving permit's destination; The second step is to compare the end position of the driving permit with the start and end positions of the phase separation zone to determine whether the end position of the driving permit falls within the internal range of the phase separation zone. Third, if the train's travel permit endpoint is determined to be within the phase-separation zone, the ATP automatically shortens the travel permit endpoint to the starting position of that phase-separation zone minus a preset safety distance. This preset safety distance is set based on track conditions and vehicle performance, aiming to ensure that after stopping at this position, the train has sufficient acceleration distance to reach the minimum permissible speed to enter the phase-separation zone, thereby avoiding the safety risk of the train being unable to start due to insufficient power and getting stuck in a powerless phase-separation zone. If the travel permit endpoint does not fall within the phase-separation zone, the above adjustment procedure is not required.

[0024] Subsequently, the basic parameter preparation stage for dynamic control begins. Since this invention employs a real-time speed-based dynamic power-off control strategy, ATP needs to collect the train's operating speed and current position in real time through onboard speed sensors and a positioning system (combined with ground transponder information) as the basis for dynamic calculations. Simultaneously, considering the differences in braking deceleration of the same train under different loads and operating conditions, ATP calls upon pre-stored vehicle braking performance parameters to ensure the accuracy of subsequent braking distance calculations. Furthermore, ATP explicitly uses the start and end points of the phase-separation zone as the spatial reference for all control logic.

[0025] Finally, since the over-phase control needs to cover two core aspects simultaneously—determining the power outage timing and protecting the end of the phase zone—and the braking endpoint references for the two are different, ATP calculates two independent sets of virtual common braking mapping relationship data based on the start and end points of the phase zone, namely the first virtual common braking mapping relationship data and the second virtual common braking mapping relationship data.

[0026] This virtual common braking mapping data constructs a functional relationship between train speed and critical braking distance, that is, "at what speed does the train need to start braking at how far from the target point?" Among them, the operating speed, as the core independent variable that causes the change in braking distance, determines the maximum braking distance required by the train: the faster the speed, the longer the required braking distance; and vice versa.

[0027] Based on the spatial reference at different endpoints of the phase separation region, this mapping relationship data is specifically divided into two groups: The first virtual common braking mapping relationship data, with the starting point of the phase-splitting zone as the braking endpoint reference, characterizes the correspondence between different operating speeds and the distance of the braking point from the starting point of the phase-splitting zone. This data is mainly used to determine the timing of power outages, and its core purpose is to ensure that in extreme mis-braking conditions, the train can safely stop before the starting point and will never rush into the de-energized phase-splitting zone.

[0028] The second set of virtual common braking mapping relationship data, using the end point of the phase-separation zone as the braking endpoint benchmark, characterizes the correspondence between different operating speeds and the distance of the braking point from the end point of the phase-separation zone. This data is mainly used for subsequent delineation of the phase-separation protection zone and the termination zone, enabling refined control over the train's exit from the phase-separation zone.

[0029] 103. Based on the real-time operating speed, match the corresponding theoretical power-off distance in the first virtual common braking mapping relationship data.

[0030] 104. Control the train to disconnect the main circuit breaker based on the relationship between the real-time remaining distance between the train's current position and the starting position of the phase separation zone and the theoretical power-off distance.

[0031] In steps 103-104, since the train speed changes dynamically during operation, the service braking stopping distances corresponding to different operating speeds vary significantly. Therefore, ATP cannot use a fixed power-off distance threshold and must dynamically match the corresponding braking distance based on the current real-time operating speed. Thus, in step 103, the theoretical power-off distance corresponding to the current real-time operating speed can be matched from the first virtual service braking mapping relationship data based on the train's real-time operating speed. The theoretical power-off distance characterizes the distance between the braking point and the starting position of the phase-splitting zone during the process of applying service braking to a complete stop at the stated real-time operating speed.

[0032] The theoretical power-off distance is the theoretical distance from which the train, when traveling at its current real-time operating speed, can come to a complete stop at the starting point of the phase-splitting zone when applying service braking.

[0033] In practical applications of this invention, considering that it is impossible to exhaustively list all possible continuous operating speeds of the train, there may be situations where the real-time operating speed fails to directly match the preset speed point in the mapping relationship. To address this situation, the following methods can be adopted: Firstly, the same physical model and calculation method as the one used to generate virtual common braking mapping relationship data are adopted to directly and dynamically calculate the corresponding theoretical power-off distance based on the real-time running speed of the train. Secondly, in the first virtual common braking mapping relationship data, the two preset speed points that are closest to the real-time running speed are retrieved, and the theoretical power-off distances corresponding to these two speed points are weighted and fused for calculation. The weight of each preset speed point is allocated according to its proximity to the actual real-time running speed (i.e., distance). Thirdly, for safety redundancy considerations, the larger theoretical power-off distance between these two preset speed points can be directly selected as the current control basis to ensure that the train still has sufficient safety braking margin in extreme situations.

[0034] Subsequently, in step 104, the real-time remaining distance between the current position of the train and the starting position of the phase separation zone can be continuously calculated, and the real-time remaining distance can be compared with the theoretical power-off distance obtained in step 103 in real time.

[0035] Because this invention uses reverse safety design logic, taking the worst-case braking distance as the power-off threshold, when the real-time remaining distance is equal to the theoretical power-off distance, the ATP can immediately send a control command to the vehicle control unit to disconnect the main circuit breaker.

[0036] The power-off operation is performed when the real-time remaining distance is equal to the theoretical power-off distance. This not only fundamentally ensures that the train will not rush into the power-off phase zone under extreme conditions such as ATP mis-triggered braking, driver misoperation braking, or abnormal automatic braking of the braking system, but also ensures that the train can smoothly glide through the phase zone under normal operating conditions.

[0037] 105. Based on the train's real-time position, the second virtual common braking mapping relationship data, the end position of the phase separation zone, and the position after extending a preset distance from the end position of the phase separation zone in the direction of train travel, determine the current control stage of the train.

[0038] 106. Based on the control phase, control the train to perform over-phase protection operation, or control the vehicle to close the main circuit breaker when the over-phase termination condition is met.

[0039] In steps 105-106, given the fundamental differences between the safety constraints and control objectives at each stage of the phase-separation control process, and the strong correlation between the safety protection boundary at the end of the phase-separation zone and the real-time train speed, the traditional fixed-distance division method suffers from insufficient protection distance under high-speed conditions and excessive protection redundancy under low-speed conditions. Therefore, this scheme introduces second virtual common braking mapping relationship data as a benchmark for dynamically dividing the boundaries of each control stage, and continuously determines the current control stage based on the real-time position of the train.

[0040] The purpose of the second virtual service braking mapping data is to construct a dynamic protection model with the end of the phase break zone as the absolute safety boundary. This data characterizes the distance between the braking position where the train can stop precisely at the end of the phase break zone when service braking is applied at different operating speeds, and the actual end position of the phase break zone. The corresponding theoretical braking distance can be matched to this data based on the train's real-time operating speed, and this distance can be set as the dynamic starting boundary for passing through the phase break zone protection area.

[0041] The physical logic behind this design is that the distance a train can travel without power due to inertia is necessarily greater than the braking distance when using regular braking. Therefore, as long as the train has a safety margin of "being able to stop before the end of the phase-breaking zone" after a power outage, it has the ability to "smoothly glide through the phase-breaking zone using kinetic energy".

[0042] As the train speed changes, the protective boundary automatically expands and contracts based on the mapped data, ensuring sufficient kinetic energy to pass through the phase break zone during normal coasting. Simultaneously, the position extending a preset distance from the end point of the phase break zone in the direction of train travel is designated as the termination boundary of the phase break protection zone, and the area beyond this termination boundary is defined as the phase break end zone.

[0043] When the train is in the phase-break protection zone, the ATP (Automatic Train Protection) system will not perform the phase-break operation zone function. However, considering the instability of the contact network voltage near the phase-break zone, the ATP will not actively command the vehicle to close the main circuit breaker for voltage protection and other reasons. If the driver intentionally stops the train in this area, or if the train stops due to an ATP malfunction, the driver must manually close the main circuit breaker to continue driving the train. When the train leaves the preset distance position extending backward from the end of the phase-break zone (i.e., enters the phase-break end zone), the ATP will automatically command the vehicle to close the main circuit breaker and end the entire phase-break control process.

[0044] In summary, the present invention uses the Automatic Train Protection (ATP) system as the execution subject. First, it acquires the real-time running speed, current position, vehicle braking performance parameters, and the start and end positions of the phase separation zone. Based on the start and end points of the phase separation zone, it calculates the first and second virtual common braking mapping relationship data, thereby constructing the basis for dynamic control.

[0045] During the power outage control phase, ATP matches the corresponding theoretical power outage distance in the first virtual mapping data based on the real-time operating speed. Once the real-time remaining distance between the train and the starting point of the phase separation zone is shortened to the theoretical value, the main circuit breaker is triggered to disconnect, ensuring that the train has sufficient kinetic energy to glide through the phase separation zone while ensuring that it will never rush into the powerless zone under extreme conditions.

[0046] During the phase-break zone exit phase, ATP uses the second virtual mapping data combined with real-time speed to dynamically delineate the starting boundary of the phase-break protection zone, and coordinates with the preset termination boundary to divide the control phase. Within the protection zone, the system temporarily does not automatically close the circuit breaker for voltage stability considerations, leaving the driver to handle sudden stops. When the train crosses the termination boundary and enters the phase-break end zone, ATP automatically commands the main circuit breaker to close, thereby completing the fully automated and refined phase-break control process.

[0047] This invention creatively maps the 'theoretical braking point'—where the train stops precisely at the start and end of the phase-splitting zone under normal braking at different speeds—into critical boundaries for controlling train power-off and dynamic protection boundaries for crossing the phase-splitting zone. Based on the train's real-time operating speed, the corresponding boundary position point is dynamically matched. When the actual position of the train reaches this boundary, it is considered that the corresponding safety control trigger condition has been met, thereby precisely executing the command to disconnect the main circuit breaker or enter the over-phase protection state.

[0048] Based on the above Figure 1As can be seen from the implementation method, the train phase-crossing control method provided by this invention first obtains the train's real-time operating speed, current position, vehicle braking performance parameters, and the start and end positions of the phase-crossing zone; then, based on the vehicle braking performance parameters, and combined with the start and end positions of the phase-crossing zone, calculates the first virtual service braking mapping relationship data and the second virtual service braking mapping relationship data respectively, and establishes the distance-speed correspondence between the braking point and the start or end point of the phase-crossing zone when the train applies service braking to a complete stop at each operating speed; subsequently, according to the real-time operating speed, matches the corresponding theoretical power-off distance in the first virtual service braking mapping relationship data. This theoretical power-off distance accurately represents the distance required for the train to apply service braking to a complete stop at the corresponding braking point when traveling at the current real-time speed. Its essence is that when the train is traveling at the current speed, even if the maximum service braking is applied immediately after the power is cut off, it can stop exactly at the critical safety distance of the start of the phase-crossing zone; and then, according to the relationship between the real-time remaining distance between the train's current position and the start position of the phase-crossing zone and the theoretical power-off distance, controls the train to disconnect the main circuit breaker. Since the distance a train can coast without power at the same operating speed is necessarily greater than the braking distance when using regular braking, the power-off operation is performed when the remaining distance is equal to the theoretical power-off distance. This ensures that the train will not rush into the power-off phase zone under extreme mis-braking conditions, and also ensures that the train can smoothly coast through the phase zone by inertia under normal operating conditions. Meanwhile, the first virtual service braking mapping data pre-stores the critical safe braking point distances corresponding to all possible operating speeds. It can dynamically match the optimal power-off timing to meet safety requirements based on real-time operating speed, completely abandoning the traditional static power-off control strategy that uses fixed distance thresholds. The power-off timing is dynamically calibrated to the minimum braking critical point under the premise of safety based on the actual operating speed of the train, maximizing the extension of the energized traction distance of the train and compressing the unpowered coasting distance, thereby reducing kinetic energy waste and operating time loss from the root. Finally, based on the real-time position of the train, the second virtual service braking mapping data, the end position of the phase break zone, and the position after extending the end of the phase break zone a preset distance in the direction of train travel, the current control stage of the train is determined. Relying on the second virtual service braking mapping relationship, the precise division and control of the phase break protection zone and the end zone are realized, completing the refined dynamic control of the entire phase break process. While improving operating efficiency, it fully ensures the stability and safety of the train during the phase break process.

[0049] Furthermore, as a response to Figure 1 Further refinement and extension of the illustrated embodiment, this invention also provides another method for train over-phase control, such as... Figure 2 As shown, the specific steps are as follows: 201. Obtain the train's real-time operating speed, current position, vehicle braking performance parameters, and the starting and ending positions of the phase separation zone.

[0050] The implementation method of step 201 is the same as that of step 101, and can achieve the same technical effect and solve the same technical problem, so it will not be repeated here.

[0051] 202. Based on the vehicle braking performance parameters, and in combination with the starting position and ending position of the phase zone, calculate the first virtual common braking mapping relationship data and the second virtual common braking mapping relationship data.

[0052] Since the calculation process for the second virtual service braking mapping data is completely consistent with that for the first virtual service braking mapping data, this embodiment only uses the calculation of the first virtual service braking mapping data by combining the phase break zone start position and vehicle braking performance parameters as an example for explanation. Specifically, firstly, based on the vehicle braking performance parameters, the braking distance required for the train to apply service braking until it comes to a complete stop at each preset operating speed is calculated; then, the braking distance corresponding to each operating speed is subtracted from the phase break zone start position to obtain the theoretical power-off distance at each operating speed. This distance represents the spatial interval between the theoretical braking position and the phase break zone start position; finally, the mapping relationship between each operating speed and its corresponding theoretical power-off distance is established, thus generating the first virtual service braking mapping data.

[0053] When calculating the braking distance required for a train to come to a complete stop after applying service braking at various operating speeds based on vehicle braking performance parameters, the following steps can be followed: 1. The idle time is calculated based on the onboard equipment response time and vehicle braking response time in the vehicle braking performance parameters. The specific formula is as follows: (Formula 1) in, —The response time of the vehicle equipment can be given by the vehicle engineer based on the performance of the vehicle equipment, in seconds; —Vehicle braking response time, which can be provided by the vehicle manufacturer, in seconds; 2. Then, calculate the idle distance corresponding to each operating speed based on the operating speed and idle time. The specific formula is as follows: (Formula 2) in, — Distance traveled without a stop, in meters; —Idle time, seconds; — Initial braking speed, km / h (i.e., the operating speed of each train in this invention; the speed at which the braking distance is calculated is the speed at which the braking distance is calculated).

[0054] 3. Calculate the effective braking distance at each operating speed based on the deceleration caused by the train's pure braking force, the train's basic unit resistance, the calculated gradient of the braking section (per mille), the braking calculation coefficient, and the slewing mass coefficient in the vehicle braking performance parameters. 4. For each operating speed, the sum of the idle travel distance and the effective braking distance is determined as the braking distance required from applying the service brake to a complete stop. The specific formula is as follows: (Formula 3) in —Braking distance, in meters; — Distance traveled without a stop, in meters; —Effective braking distance, in meters (m).

[0055] In step 3, when calculating the effective braking distance at each operating speed based on the deceleration caused by the train's pure braking force, the train's basic unit resistance, the calculated gradient percentage of the braking section, the braking calculation coefficient, and the slewing mass coefficient, the following steps can be used: 3.1 For each operating speed, the entire braking process of decelerating the operating speed to zero is divided into multiple consecutive speed intervals; 3.2 For each operating speed, the average speed is calculated based on the initial speed and the final speed of each speed interval, and the deceleration caused by the pure braking force of the train and the basic unit resistance of the train are matched according to the average speed. 3.3 For each speed interval corresponding to each operating speed, the basic unit resistance of the matched train is added to the calculated gradient of the braking section in per mille to obtain the first sum, and the product of the first sum, the gravitational acceleration, and the per mille conversion factor is determined as the intermediate calculation value; 3.4. The ratio between the sum of the rotational mass coefficient and the first preset coefficient and the intermediate calculated value is determined as the first deceleration; The calculation formulas for steps 3.3 and 3.4 are as follows: (Formula 4) in, —First deceleration; —Basic resistance per unit of train, ,if If resistance is already included, then this term is 0; —Calculation of slope percentage (per thousand) for braking sections; —The slewing mass coefficient is provided by the vehicle manufacturer, and can also be set to 0 for directional safety considerations; — Thousands conversion factor; 1 — First preset factor; g—gravitational acceleration.

[0056] 3.5. For each speed interval corresponding to each operating speed, the product of the braking calculation coefficient and the deceleration caused by the pure braking force of the matched train is determined as the second deceleration, and the sum of the second deceleration and the first deceleration is determined as the initial average deceleration. The specific formula is as follows: (Formula 5) in, —The braking calculation coefficient is configured by the vehicle engineer; —The deceleration caused by the train's pure braking force is provided by the rolling stock manufacturer in m / s². 2 ; 3.6 For each speed interval corresponding to each operating speed, calculate the difference between the square of the initial velocity of the interval and the square of the final velocity of the interval, and determine the ratio between the difference and the corresponding initial average deceleration as the sub-distance value; 3.7 For each operating speed, the sub-distance values ​​corresponding to all speed intervals are accumulated to obtain the total accumulated value, and the product value between the total accumulated value and the second preset coefficient is determined as the corresponding effective braking distance.

[0057] The formulas for steps 3.6 and 3.7 are as follows: (Formula 6) in, , —The initial and final velocities of the selected speed interval, in km / h; —Initial average deceleration, rounded up, in m / s 2。

[0058] 203. Based on the real-time operating speed, match the corresponding theoretical power-off distance in the first virtual common braking mapping relationship data.

[0059] The implementation method of step 203 is the same as that of step 103, and can achieve the same technical effect and solve the same technical problem, so it will not be repeated here.

[0060] 204. When it is determined that the train has entered the phase-break warning zone based on the real-time remaining distance between the train's current position and the starting position of the phase-break zone and the theoretical power-off distance, the driver is prompted that the phase-break operation is about to be executed.

[0061] Because automatic phase-break operation will cause the train to temporarily lose traction power, the driver needs to be informed in advance of the control action to be performed so that he can prepare for the operation and avoid misoperation. Therefore, before performing the power-off operation, ATP first completes the determination of the phase-break warning zone and sends a warning message to the driver.

[0062] First, the ATP obtains the pre-set transition phase warning time to ensure that the driver has sufficient reaction and preparation time. Since the train speed is dynamic, the ATP calculates the warning reserve distance by multiplying the real-time train speed by the pre-set transition phase warning time, so as to achieve consistency of warning time at different speeds.

[0063] Subsequently, ATP adds the theoretical power-off distance obtained in step 203 to the warning reserve distance to determine the far boundary distance of the phase break warning zone. Since the warning zone needs to be set before the power-off operation to allow the driver sufficient reaction and preparation time, and the smaller the real-time remaining distance value, the closer the train is to the starting point of the phase break zone, when the real-time remaining distance is greater than the theoretical power-off distance and less than the far boundary distance, that is, the train has passed the far boundary of the warning zone but has not yet reached the braking point position corresponding to the theoretical power-off distance, ATP determines that the train has entered the phase break warning zone.

[0064] Once the train is confirmed to have entered the phase transition warning zone, the ATP immediately sends an audible and visual warning to the onboard human-machine interface indicating that it is about to enter the phase transition execution zone. The warning includes the text message "About to enter phase transition" and a countdown of remaining distance. This warning will continue to be displayed until the train enters the phase transition execution zone, ensuring that the driver can clearly understand the control operation that is about to be performed.

[0065] 205. Control the train to disconnect the main circuit breaker based on the relationship between the real-time remaining distance between the train's current position and the starting position of the phase separation zone and the theoretical power-off distance.

[0066] Since the ATP can collect train position and speed data in either discrete periodic sampling or real-time sampling, if discrete periodic sampling is used, it cannot guarantee that the sampling and command output will be completed exactly at the moment when the real-time remaining distance is exactly equal to the theoretical power-off distance. If only a single equal judgment logic is used, the best power-off time may be missed, resulting in the safety risk of the train rushing into the phase separation zone due to the power-off being too late. Therefore, the ATP uses dual trigger logic to control the main circuit breaker to disconnect.

[0067] ATP continuously compares the calculated real-time remaining distance with the theoretical power-off distance obtained in step 103. First, it determines whether the real-time remaining distance is equal to the theoretical power-off distance. If they are equal, it immediately sends a main circuit breaker disconnect command to the vehicle control unit to control the vehicle to disconnect the main circuit breaker.

[0068] If the detected real-time remaining distance is not equal to the theoretical power-off distance, it is further determined whether the real-time remaining distance is greater than the theoretical power-off distance, and whether the difference between the two is within a preset difference range. In other words, it is determined that although the train has not yet reached the theoretical power-off point, it is already within a preset tolerance range ahead of that point. If the above conditions are met simultaneously, the ATP will immediately send a main circuit breaker disconnect command to the vehicle control unit.

[0069] The preset difference range can be calculated and determined based on the sampling period and the train's maximum operating speed. It is usually set to be no greater than the distance the train travels within one sampling period. This ensures the accuracy of the power outage timing and follows the guiding safety principle, ensuring that the power outage timing is not too late. At the same time, this difference range is much smaller than the safety redundancy of the traditional fixed distance control strategy, and will not significantly increase the unpowered coasting distance, thus maintaining the advantage of the present invention in improving operating efficiency.

[0070] By introducing a dynamic triggering mechanism based on a preset difference range, the disconnection control logic of the main circuit breaker is optimized. In actual operation, due to the influence of sensor sampling and signal transmission delays, real-time data may not be exactly equal to the theoretical value. Therefore, this invention sets a preset tolerance range, allowing the command to be triggered in advance when the train has entered the safety threshold but has not yet fully reached the theoretical power-off point. This not only effectively eliminates the control risks caused by numerical fluctuations and ensures the determinism and robustness of over-phase operation, but also buys valuable action time for equipment response, constructing a safety barrier from a time dimension, completely eliminating accidents caused by energized trains entering de-energized areas due to physical lag, and achieving the optimal balance between safety and energy efficiency.

[0071] Furthermore, it should be noted that when performing over-phase control, the driver can be alerted through audible and visual cues to avoid braking and stopping in this area unless in an emergency. Additionally, if the ATP experiences a non-fatal malfunction (such as wireless communication timeout, transponder group link consistency error, message consistency error, etc.), the fault response can be temporarily suppressed until the onboard equipment leaves the over-phase execution zone (enters the over-phase protection zone) before resuming the fault response.

[0072] 206. Based on the train's real-time position, the second virtual common braking mapping relationship data, the end position of the phase separation zone, and the position after extending a preset distance from the end position of the phase separation zone in the direction of train travel, determine the current control stage of the train.

[0073] 207. Based on the control phase, control the train to perform over-phase protection operation, or control the vehicle to close the main circuit breaker when the over-phase termination condition is met.

[0074] The implementation methods of steps 206-207 are the same as those of steps 105-106, and can achieve the same technical effect and solve the same technical problem, so they will not be repeated here.

[0075] In summary, this invention establishes dynamic safety boundaries based on the start and end points of the phase-splitting zone by constructing first and second virtual common braking mapping relationship data. Specifically, the system uses the distance relationship between the theoretical braking point and the start position of the phase-splitting zone to determine the power-off trigger boundary, and uses the dynamic distance relationship between the theoretical braking point and the end position of the phase-splitting zone to determine the closing recovery boundary. Based on the real-time changes of these two key boundaries, this invention precisely divides the entire phase-splitting control process into four functional areas: The system comprises an over-phase warning zone, an over-phase execution zone, an over-phase protection zone, and an over-phase termination zone. Through the dynamic division and control of these four zones, this invention achieves refined closed-loop management of the entire over-phase process, effectively solving the problem that traditional fixed-distance control cannot adapt to changing operating conditions, and significantly improving the safety and stability of train operation.

[0076] Furthermore, as a response to the above Figure 1 In addition to the implementation of the method shown, this embodiment of the invention also provides a train phase-crossing control device for the above-mentioned... Figure 1 The method shown is implemented accordingly. This device embodiment corresponds to the foregoing method embodiment. For ease of reading, this device embodiment will not repeat the details of the foregoing method embodiment, but it should be clear that the device in this embodiment can implement all the contents of the foregoing method embodiment. Figure 3 As shown, the device includes: The data acquisition unit 301 is used to acquire the train's real-time running speed, current position, vehicle braking performance parameters, and the starting and ending positions of the phase separation zone. The data calculation unit 302 is used to calculate the first virtual service braking mapping relationship data and the second virtual service braking mapping relationship data based on the vehicle braking performance parameters obtained by the data acquisition unit 301, combined with the starting position and the ending position of the phase zone, respectively. The virtual service braking mapping relationship data is used to characterize the distance and speed correspondence between the braking point and the starting position or the ending position of the phase zone during the process of applying service braking to a complete stop at various operating speeds. The distance matching unit 303 is used to match the corresponding theoretical power-off distance in the first virtual service braking mapping relationship data calculated by the data calculation unit 302 based on the real-time running speed obtained by the data acquisition unit 301. The theoretical power-off distance represents the distance between the braking point and the starting position of the phase zone during the process of applying service braking to a complete stop at the real-time running speed. The first phase-breaking execution unit 304 is used to control the train to disconnect the main circuit breaker based on the relationship between the real-time remaining distance between the current position of the train and the starting position of the phase-breaking zone and the theoretical power-off distance obtained by the distance matching unit 303. The stage determination unit 305 is used to determine the current control stage of the train based on the train's real-time position, the second virtual common braking mapping relationship data, the phase break end position, and the position after extending a preset distance from the phase break end position in the train's direction of travel. The second phase-over execution unit 306 is used to control the train to perform phase-over protection operation based on the control stage determined by the phase determination unit 305, or to control the vehicle to close the main circuit breaker when the phase-over termination condition is met.

[0077] Furthermore, as a response to the above Figure 2 In addition to the implementation of the method shown, this embodiment of the invention also provides another train phase-crossing control device for the above-described method. Figure 2 The method shown is implemented accordingly. This device embodiment corresponds to the foregoing method embodiment. For ease of reading, this device embodiment will not repeat the details of the foregoing method embodiment, but it should be clear that the device in this embodiment can implement all the contents of the foregoing method embodiment. Figure 4 As shown, the device includes: The data acquisition unit 301 is used to acquire the train's real-time running speed, current position, vehicle braking performance parameters, and the starting and ending positions of the phase separation zone. The data calculation unit 302 is used to calculate the first virtual service braking mapping relationship data and the second virtual service braking mapping relationship data based on the vehicle braking performance parameters obtained by the data acquisition unit 301, combined with the starting position and the ending position of the phase zone, respectively. The virtual service braking mapping relationship data is used to characterize the distance and speed correspondence between the braking point and the starting position or the ending position of the phase zone during the process of applying service braking to a complete stop at various operating speeds. The distance matching unit 303 is used to match the corresponding theoretical power-off distance in the first virtual service braking mapping relationship data calculated by the data calculation unit 302 based on the real-time running speed obtained by the data acquisition unit 301. The theoretical power-off distance represents the distance between the braking point and the starting position of the phase zone during the process of applying service braking to a complete stop at the real-time running speed. The first phase-breaking execution unit 304 is used to control the train to disconnect the main circuit breaker based on the relationship between the real-time remaining distance between the current position of the train and the starting position of the phase-breaking zone and the theoretical power-off distance obtained by the distance matching unit 303. The stage determination unit 305 is used to determine the current control stage of the train based on the train's real-time position, the second virtual common braking mapping relationship data, the phase break end position, and the position after extending a preset distance from the phase break end position in the train's direction of travel. The second phase-over execution unit 306 is used to control the train to perform phase-over protection operation based on the control stage determined by the phase determination unit 305, or to control the vehicle to close the main circuit breaker when the phase-over termination condition is met.

[0078] In one optional implementation, the data calculation unit 302 is specifically used for: Based on the vehicle braking performance parameters, calculate the braking distance required for the train to come to a complete stop after applying service braking at each operating speed; Subtract the braking distance corresponding to each operating speed from the starting position of the phase split zone to obtain the theoretical power-off distance of the braking point relative to the starting position of the phase split zone at each operating speed. Establish the correspondence between each operating speed and the corresponding theoretical power-off distance to obtain the first virtual common braking mapping relationship data.

[0079] In one optional implementation, when the data calculation unit 302 calculates the braking distance required for the train to come to a complete stop after applying service braking at each operating speed based on the vehicle braking performance parameters, it is specifically used for: The idle time is calculated based on the on-board equipment response time and vehicle braking response time in the vehicle braking performance parameters. Calculate the empty travel distance corresponding to each operating speed based on each operating speed and the empty travel time; The effective braking distance at each operating speed is calculated based on the deceleration caused by the train's pure braking force, the train's basic unit resistance, the calculated gradient of the braking section (per mille), the braking calculation coefficient, and the slewing mass coefficient in the vehicle braking performance parameters. For each operating speed, the sum of the idle travel distance and the effective braking distance is determined as the braking distance required to come to a complete stop after applying the service brake.

[0080] In one optional implementation, when the data calculation unit 302 calculates the effective braking distance at each operating speed based on the deceleration caused by the train's pure braking force, the train's basic unit resistance, the calculated gradient percentage of the braking section, the braking calculation coefficient, and the slewing mass coefficient in the vehicle braking performance parameters, it is specifically used for: For each operating speed, the entire braking process of decelerating the operating speed to zero is divided into multiple consecutive speed intervals. For each operating speed, the average speed is calculated based on the initial speed and the final speed of the interval corresponding to each speed interval, and the deceleration caused by the pure braking force of the train and the basic unit resistance of the train are matched according to the average speed. For each speed interval corresponding to each operating speed, the basic unit resistance of the matched train is added to the calculated gradient of the braking section in per mille to obtain the first sum, and the product of the first sum, the gravitational acceleration, and the per mille conversion factor is determined as the intermediate calculation value. The ratio between the sum of the rotational mass coefficient and the first preset coefficient and the intermediate calculated value is determined as the first deceleration; For each speed interval corresponding to each operating speed, the product of the braking calculation coefficient and the deceleration caused by the pure braking force of the matched train is determined as the second deceleration, and the sum of the second deceleration and the first deceleration is determined as the initial average deceleration. For each speed interval corresponding to each operating speed, the difference between the square of the initial velocity of the interval and the square of the final velocity of the interval is calculated, and the ratio between the difference and the corresponding initial average deceleration is determined as the sub-distance value. For each operating speed, the sub-distance values ​​corresponding to all speed intervals are accumulated to obtain a total accumulated value, and the product value between the total accumulated value and the second preset coefficient is determined as the corresponding effective braking distance.

[0081] In one optional implementation, the first over-phase execution unit 304 is specifically used for: Determine whether the real-time remaining distance is equal to the theoretical power-off distance; If so, a disconnect command for the main circuit breaker is sent to control the vehicle to disconnect the main circuit breaker according to the disconnect command; If not, when the real-time remaining distance is greater than the theoretical power-off distance and the difference between the real-time remaining distance and the theoretical power-off distance is within a preset difference range, a disconnection command for the main circuit breaker is sent to control the vehicle to disconnect the main circuit breaker according to the disconnection command.

[0082] In an optional embodiment, before the first phase-break execution unit 304 controls the train to disconnect the main circuit breaker based on the relationship between the real-time remaining distance between the train's current position and the starting position of the phase-break zone and the theoretical power-off distance, the device further includes a phase-break warning unit 307, which is specifically used for: Obtain the preset over-phase warning time; The warning clearance distance is obtained by using the train's real-time operating speed and the over-phase warning time; The sum of the theoretical power-off distance and the aforementioned warning reserved distance is determined as the far-end boundary distance of the over-phase warning area; When the real-time remaining distance is greater than the theoretical power-off distance and the real-time remaining distance is less than the far-end boundary distance, it is determined that the train has entered the phase-crossing warning zone. After confirming that the train has entered the phase transition warning area, a reminder is sent to the human-machine interface that it is about to enter the phase transition execution area.

[0083] In one optional implementation, the stage determination unit 305 is specifically used for: The starting position of the theoretical braking distance corresponding to the real-time running speed of the train in the second virtual common braking mapping relationship data is determined as the dynamic starting boundary of the phase break protection zone, and the position of the end point of the phase break zone after extending a preset distance along the train's direction of travel is determined as the termination boundary of the phase break protection zone. When the real-time position of the train is between the dynamic start boundary and the end boundary, it is determined that the train has entered the over-phase protection zone, and the train is controlled to perform over-phase protection operation. When the real-time position of the train crosses the termination boundary, it is determined that the train has entered the phase-break end zone, and the train is controlled to perform a phase-break end operation to end the phase-break control process.

[0084] Furthermore, embodiments of the present invention also provide a storage medium for storing a computer program, wherein the computer program, when running, controls the device where the storage medium is located to execute the above-described... Figure 1-2 The train over-phase control method described in the document.

[0085] Furthermore, embodiments of the present invention also provide a processor for running a program, wherein the program executes the above-described... Figure 1-2 The train over-phase control method described in the document.

[0086] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0087] It is understood that the relevant features in the above methods and apparatus can be referenced interchangeably. Furthermore, the terms "first," "second," etc., in the above embodiments are used to distinguish between embodiments and do not represent the superiority or inferiority of any particular embodiment.

[0088] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0089] The algorithms and displays provided herein are not inherently related to any particular computer, virtual system, or other device. Various general-purpose systems can also be used in conjunction with the teachings herein. The required structure for constructing such systems is apparent from the above description. Furthermore, this invention is not directed to any particular programming language. It should be understood that the contents of the invention described herein can be implemented using various programming languages, and the above description of specific languages ​​is for the purpose of disclosing the best mode of implementation of the invention.

[0090] In addition, the memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0091] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0092] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0093] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0094] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0095] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0096] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0097] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0098] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0099] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0100] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A method for controlling the over-phase of a train, characterized in that, The method includes: The system acquires the train's real-time operating speed, current position, vehicle braking performance parameters, and the start and end positions of the phase-separation zone. Based on the vehicle braking performance parameters, and in conjunction with the starting position and the ending position of the phase zone, the first virtual service braking mapping relationship data and the second virtual service braking mapping relationship data are calculated. The virtual service braking mapping relationship data is used to characterize the distance and speed correspondence between the braking point and the starting position or the ending position of the phase zone during the process of applying service braking to a complete stop at various operating speeds. Based on the real-time operating speed, the corresponding theoretical power-off distance is matched in the first virtual service braking mapping relationship data. The theoretical power-off distance represents the distance between the braking point and the starting position of the phase zone during the process of applying service braking to a complete stop at the real-time operating speed. The train is controlled to disconnect the main circuit breaker based on the relationship between the real-time remaining distance between the current position of the train and the starting position of the phase separation zone and the theoretical power-off distance. Based on the train's real-time position, the second virtual common braking mapping relationship data, the phase break end position, and the position after extending a preset distance from the phase break end position in the train's direction of travel, the current control stage of the train is determined. Based on the aforementioned control phase, the train is controlled to perform over-phase protection operation, or the vehicle is controlled to close the main circuit breaker when the over-phase termination condition is met.

2. The method according to claim 1, characterized in that, Based on the vehicle braking performance parameters and the starting position of the phase separation zone, the first virtual common braking mapping relationship data is calculated, including: Based on the vehicle braking performance parameters, calculate the braking distance required for the train to come to a complete stop after applying service braking at each operating speed; Subtract the braking distance corresponding to each operating speed from the starting position of the phase split zone to obtain the theoretical power-off distance of the braking point relative to the starting position of the phase split zone at each operating speed. Establish the correspondence between each operating speed and the corresponding theoretical power-off distance to obtain the first virtual common braking mapping relationship data.

3. The method according to claim 2, characterized in that, Based on the vehicle braking performance parameters, calculate the braking distance required for the train to come to a complete stop after applying service braking at each operating speed, including: The idle time is calculated based on the on-board equipment response time and vehicle braking response time in the vehicle braking performance parameters. Calculate the empty travel distance corresponding to each operating speed based on each operating speed and the empty travel time; The effective braking distance at each operating speed is calculated based on the deceleration caused by the train's pure braking force, the train's basic unit resistance, the calculated gradient of the braking section (per mille), the braking calculation coefficient, and the slewing mass coefficient in the vehicle braking performance parameters. For each operating speed, the sum of the idle travel distance and the effective braking distance is determined as the braking distance required to come to a complete stop after applying the service brake.

4. The method according to claim 3, characterized in that, The effective braking distance at each operating speed is calculated based on the deceleration caused by the train's pure braking force, the train's basic unit resistance, the calculated gradient percentage of the braking section, the braking calculation coefficient, and the slewing mass coefficient, as specified in the vehicle braking performance parameters. For each operating speed, the entire braking process of decelerating the operating speed to zero is divided into multiple consecutive speed intervals. For each operating speed, the average speed is calculated based on the initial speed and the final speed of the interval corresponding to each speed interval, and the deceleration caused by the pure braking force of the train and the basic unit resistance of the train are matched according to the average speed. For each speed interval corresponding to each operating speed, the basic unit resistance of the matched train is added to the calculated gradient of the braking section in per mille to obtain the first sum, and the product of the first sum, the gravitational acceleration, and the per mille conversion factor is determined as the intermediate calculation value. The ratio between the sum of the rotational mass coefficient and the first preset coefficient and the intermediate calculated value is determined as the first deceleration; For each speed interval corresponding to each operating speed, the product of the braking calculation coefficient and the deceleration caused by the pure braking force of the matched train is determined as the second deceleration, and the sum of the second deceleration and the first deceleration is determined as the initial average deceleration. For each speed interval corresponding to each operating speed, the difference between the square of the initial velocity of the interval and the square of the final velocity of the interval is calculated, and the ratio between the difference and the corresponding initial average deceleration is determined as the sub-distance value. For each operating speed, the sub-distance values ​​corresponding to all speed intervals are accumulated to obtain a total accumulated value, and the product value between the total accumulated value and the second preset coefficient is determined as the corresponding effective braking distance.

5. The method according to claim 1, characterized in that, Controlling the train to disconnect the main circuit breaker based on the relationship between the real-time remaining distance between the train's current position and the starting position of the phase separation zone and the theoretical power-off distance includes: Determine whether the real-time remaining distance is equal to the theoretical power-off distance; If so, a disconnect command for the main circuit breaker is sent to control the vehicle to disconnect the main circuit breaker according to the disconnect command; If not, when the real-time remaining distance is greater than the theoretical power-off distance and the difference between the real-time remaining distance and the theoretical power-off distance is within a preset difference range, a disconnection command for the main circuit breaker is sent to control the vehicle to disconnect the main circuit breaker according to the disconnection command.

6. The method according to claim 1, characterized in that, Before controlling the train to disconnect the main circuit breaker based on the relationship between the real-time remaining distance between the train's current position and the starting position of the phase separation zone and the theoretical power-off distance, the method further includes: Obtain the preset over-phase warning time; The warning clearance distance is obtained by using the train's real-time operating speed and the over-phase warning time; The sum of the theoretical power-off distance and the aforementioned warning reserved distance is determined as the far-end boundary distance of the over-phase warning area; When the real-time remaining distance is greater than the theoretical power-off distance and the real-time remaining distance is less than the far-end boundary distance, it is determined that the train has entered the phase-crossing warning zone. After confirming that the train has entered the phase transition warning area, a reminder is sent to the human-machine interface that it is about to enter the phase transition execution area.

7. The method according to claim 1, characterized in that, Based on the train's real-time position, the second virtual common braking mapping relationship data, the phase break zone endpoint position, and the position after extending a preset distance from the phase break zone endpoint position in the train's direction of travel, the current control stage of the train is determined, including: The starting position of the theoretical braking distance corresponding to the real-time running speed of the train in the second virtual common braking mapping relationship data is determined as the dynamic starting boundary of the phase break protection zone, and the position of the end point of the phase break zone after extending a preset distance along the train's direction of travel is determined as the termination boundary of the phase break protection zone. When the real-time position of the train is between the dynamic start boundary and the end boundary, it is determined that the train has entered the over-phase protection zone, and the train is controlled to perform over-phase protection operation. When the real-time position of the train crosses the termination boundary, it is determined that the train has entered the phase-break end zone, and the train is controlled to perform a phase-break end operation to end the phase-break control process.

8. A train phase-crossing control device, characterized in that, The device includes: The data acquisition unit is used to acquire the train's real-time operating speed, current position, vehicle braking performance parameters, and the starting and ending positions of the phase separation zone. The data calculation unit is used to calculate the first virtual service braking mapping relationship data and the second virtual service braking mapping relationship data based on the vehicle braking performance parameters obtained by the data acquisition unit, combined with the starting position and the ending position of the phase zone, respectively. The virtual service braking mapping relationship data is used to characterize the distance and speed correspondence between the braking point and the starting position or the ending position of the phase zone during the process of applying service braking to a complete stop at various operating speeds. The distance matching unit is used to match the corresponding theoretical power-off distance in the first virtual service braking mapping relationship data calculated by the data calculation unit based on the real-time operating speed obtained by the data acquisition unit. The theoretical power-off distance represents the distance between the braking point and the starting position of the phase separation zone during the process of applying service braking to a complete stop at the real-time operating speed. The first phase-break execution unit is used to control the train to disconnect the main circuit breaker based on the relationship between the real-time remaining distance between the current position of the train and the starting position of the phase-break zone and the theoretical power-off distance obtained by the distance matching unit. The stage determination unit is used to determine the current control stage of the train based on the train's real-time position, the second virtual common braking mapping relationship data, the phase break end position, and the position after extending a preset distance from the phase break end position in the train's direction of travel. The second phase-over execution unit is used to control the train to perform phase-over protection operations based on the control stage determined by the phase determination unit, or to control the vehicle to close the main circuit breaker when the phase-over termination condition is met.

9. A storage medium, characterized in that, The storage medium includes a stored program, wherein, when the program is executed, it controls the device containing the storage medium to perform the train over-phase control method as described in any one of claims 1 to 7.

10. A processor, characterized in that, The processor is used to run a program, wherein the program executes the train over-phase control method as described in any one of claims 1 to 7.

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