WO2019061894A1 - 一种短编组电动车组重联过分相控制方法及系统 - Google Patents

一种短编组电动车组重联过分相控制方法及系统 Download PDF

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Publication number
WO2019061894A1
WO2019061894A1 PCT/CN2017/118288 CN2017118288W WO2019061894A1 WO 2019061894 A1 WO2019061894 A1 WO 2019061894A1 CN 2017118288 W CN2017118288 W CN 2017118288W WO 2019061894 A1 WO2019061894 A1 WO 2019061894A1
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phase
control
emu
over
phase separation
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PCT/CN2017/118288
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English (en)
French (fr)
Inventor
樊运新
周安德
陈爱军
马丽丽
陈建林
李西宁
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中车株洲电力机车有限公司
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Priority to EP17926766.1A priority Critical patent/EP3689668A4/en
Priority to US16/652,010 priority patent/US11766954B2/en
Publication of WO2019061894A1 publication Critical patent/WO2019061894A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
    • B60M3/04—Arrangements for cutting in and out of individual track sections
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed

Definitions

  • the invention relates to the field of over-phase control of rail vehicles, in particular to a method and system for re-crossing phase separation of short group electric vehicles.
  • the traction contact network adopts a single-phase power frequency AC power supply mode.
  • the electrified railway contact network is required to use segmented commutation power supply.
  • the adjacent phases are separated by air or insulation, which is called “electrical phase separation”.
  • the typical contact network electrical phase separation is a six-span anchor segment joint electrical phase separation, the "electroless zone” is about 22m long, and the "neutral zone” is about 190m long.
  • the existing EMUs generally adopt automatic over-phase or manual over-phase control to control the pantograph to enter and exit the phase separation zone without current, thus ensuring the life of the pantograph and the catenary.
  • the prior art does not consider the short-group electric vehicle group re-joining double-bow operation, when the distance between the two pantographs is smaller than the neutral zone length of the phase-separated zone and larger than the length of the non-electrical zone of the phase-separated zone When the double-bow double-bow passes through the phase separation zone, the two pantographs are connected across the two phase separation zones, and the problem of phase-to-phase short circuit occurs.
  • the technical problem to be solved by the invention is that, in view of the deficiencies of the prior art, a short grouping electric vehicle group reconnection super-phase separation control method and system is provided, and the short group electric vehicle group re-joining double-bow operation is solved in two
  • the distance between the electric bows is less than the length of the neutral zone of the phase separation zone and greater than the length of the neutral zone of the phase separation zone
  • the two pantographs are bridged in two points.
  • the problem of phase-to-phase short circuit occurring in the phase zone improves the safety of the EMU through the phase separation zone, and ensures that the EMU passes through the phase separation zone reliably when the double-bow is operated.
  • the technical solution adopted by the present invention is: a short grouping electric vehicle group reconnection over-phase control method, comprising the following steps:
  • the main control EMU passes the phase separation device to collect the split phase command signal, and sends the split phase command signal to the controller of the master control train and the slave train;
  • the split command signal includes an excessive phase start signal and Over-phase end signal;
  • the main control EMU controller controls the main control EMU to unload the traction force and divides the main break, and controls the unloading force from the control EMU from the control EMU controller and divides the main break and bow down;
  • the main control EMU controller controls the main control EMU combination main break according to the over-phase end signal
  • the main control EMU controller obtains the current speed signal of the EMU and starts to calculate the train running mileage in real time;
  • the master EMU controller sends the master control EMU to the slave control group to complete the phase completion command
  • control unit is controlled from the control vehicle group to raise the bow and the main break to complete the over-phase operation;
  • the over-phase separation device comprises an ATP (Train Automatic Protection System) control command over-phase separation device, a magnetic steel control command over-phase separation device or a manual over-phase separation device.
  • ATP Train Automatic Protection System
  • step 4 when the master EMU controller obtains the current speed of the EMU from the shaft end speed sensor, the speed signal sent by the non-power shaft speed sensor is preferentially used, and when the non-power shaft speed sensor fails, the power shaft speed is adopted.
  • the speed signal sent by the sensor; when the main control EMU main break is closed, the main control EMU controller starts to calculate the train running mileage, the train running mileage calculation period is 32ms, the train running mileage the current speed of the EMU ⁇ the train running time .
  • the calculation result is reliable and the calculation process is simple.
  • the present invention also provides a short group electric vehicle group reconnection over-phase control system, which comprises:
  • the main control EMU over-phase separation device is configured to collect the split phase command signal, and send the split phase command signal to the controller of the master control train and the slave train;
  • the split command signal includes an excessive phase start signal And over-phase end signal;
  • Main control EMU controller used to control the main control EMU unloading traction according to the over-phase start signal and divide the main break; control the main control EMU combination main break according to the over-phase end signal; obtain the EMU current speed signal and start real-time calculation The train running mileage, and when the train running mileage is greater than the neutral zone length, the master control EMU is sent to the slave control group to complete the phase completion command;
  • control train controller used to control the unloading of the traction force from the control train according to the over-phase start signal and divide the main break and the lower bow; according to the over-phase completion command of the main control EMU, the control bow and the main break are controlled.
  • the invention has the beneficial effects that the present invention effectively calculates the running distance of the train after entering the phase separation zone by the main control EMU, and effectively controls the sub-phase separation procedure of the slave control group to solve the short process.
  • the distance between the two pantographs is smaller than the length of the neutral zone of the phase-separated zone and greater than the length of the non-electrical zone of the phase-separated zone.
  • the two pantographs cross the phase-to-phase short circuit problem occurring on the two phase separation zones.
  • the safety of the EMU through the phase separation zone is improved, and the EMU is reliably passed through the phase separation zone when the double bow is operated.
  • the invention has the advantages of being safe, reliable, easy to implement, convenient to popularize and apply.
  • Figure 1 is a schematic diagram of the joint electric phase separation of a six-span anchor segment
  • Figure 2 is a schematic diagram 1 of the distance between the pantograph and the phase separation zone
  • Figure 3 is a schematic diagram 2 of the distance between the pantograph and the phase separation zone
  • Figure 4 is a schematic diagram 3 of the distance between the pantograph and the phase separation zone
  • FIG. 5 is a schematic flow chart showing the implementation process of the re-segmentation control method for the short group electric vehicle group according to the present invention.
  • Figure 1 is a schematic diagram of the joint electric phase separation of a six-span anchor segment, including: transition line, phase A, phase B, neutral zone, and no electricity zone.
  • Figure 2 is a schematic diagram of the relationship between the distance between the pantograph and the phase separation zone.
  • the distance between the two pantographs is smaller than the length of the neutral zone and larger than the length of the black zone, that is, the two pantographs are connected in two phase separation zones.
  • the phase separation zone can be safely passed by the overphase control method of the present invention.
  • Fig. 3 is a schematic diagram 2 showing the relationship between the distance between the pantograph and the phase separation zone.
  • the distance between the two pantographs is smaller than the length of the electroless zone, then the A phase and the B phase are not short-circuited, and the excessive phase is no problem.
  • Figure 4 is a schematic diagram of the relationship between the distance between the pantograph and the phase separation zone.
  • the distance between the two pantographs is greater than the length of the neutral zone, then the A phase and the B phase are not short-circuited, and the excessive phase is no problem.
  • FIG. 5 is a flowchart showing an implementation process of a short-group electric vehicle group re-crossing phase separation control method according to an embodiment of the present invention, which is described in detail as follows:
  • Step S101 The main control EMU passes the phase separation device to collect the split phase command signal, and sends it to the controller of the main control EMU and the slave control train.
  • the over-phase separation device includes an ATP control command over-phase, a magnetic steel control command over-phase or a manual over-equal device.
  • the ATP control instruction over-phase device can collect ATP over-phase instructions; the magnetic steel control command over-phase device collects the magnetic steel control over-phase command; when the ATP control command over-phase device and the magnetic steel control command over-phase device failure, the driver can trigger manual
  • the over-phase device is used to generate a manual over-phase command.
  • the main control EMU passes the phase separation device to collect the split phase command signal, and sends the split phase command signal to the main control EMU controller through the remote input and output module.
  • the main control EMU controller will split the phase by train bus or wireless or other means.
  • the command signal is sent to the slave control unit controller.
  • Step S102 According to the over-phase start signal, the main control EMU controller controls the main control EMU to unload the traction force and divides the main break, and controls the unloading traction from the control vehicle group from the control EMU controller and divides the main break and the bow.
  • the main control EMU controller controls the main control EMU to unload the traction force and divides the main break, and controls the unloading force from the control vehicle group from the control vehicle group controller. Split the main and lower bow.
  • Step S103 According to the over-phase end signal, the main control EMU controller controls the main control EMU to be closed.
  • the main control EMU controller detects the transition process of the main control EMU from the endless, and the main control EMU controller issues the Owner.
  • the command is broken to smoothly restore the currently set traction. If the network voltage jump is not detected correctly or the over-phase end signal is lost, the driver can complete the main break operation by operating the main break control switch.
  • Step S104 The master EMU controller acquires the current speed signal of the EMU and starts to calculate the train running mileage in real time.
  • the main control EMU controller obtains the current speed of the EMU from the shaft end speed sensor, and preferentially uses the speed signal sent by the non-power shaft speed sensor.
  • the non-power shaft speed sensor fails, the power shaft speed sensor is used.
  • the main control EMU main break is closed, the main control EMU controller starts to calculate the train running mileage.
  • the train running mileage calculation period is 32ms.
  • the calculation formula: train running mileage current speed of the EMU ⁇ train running time.
  • Step S105 When the train running mileage is greater than the neutral zone length, the master EMU controller sends the master EMU over-phase completion command to the slave control car group.
  • the main control EMU controller when the train running mileage is greater than the neutral zone length, sends the master EMU over-phase completion command to the slave control train by means of train bus or wireless.
  • Step S106 According to the super-phase completion signal of the main control EMU, the slave control unit controls the sub-bill and the main break of the control vehicle group.
  • the slave control group controller controls the pan-spinning of the slave control group, and the slave control group After the controller detects that the network pressure from the control train is normal, the master control command is issued from the control train controller to smoothly restore the currently set traction force and complete the phase separation operation.
  • Step S107 The main control EMU and the slave EMU exit the overphase program.
  • the short-group electric vehicle group includes a single-group electric vehicle group, a 2-group electric vehicle group, a 3-group electric vehicle group, a 4-group electric vehicle group, a 5-group electric vehicle group, a 6-group electric vehicle group, and the like; an electric vehicle group
  • the reconnection includes two rows of electric vehicle reconnection, three electric vehicle reconnections, and four electric vehicle reconnections.
  • the double-bow operation includes a single-column EMU-lifting double-bow operation, and the multi-column EMUs are re-launched and double-bow running.

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  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
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Abstract

一种短编组电动车组重联过分相控制方法及系统，通过实时计算主控动车组进入分相区后的列车运行里程，有效控制从控动车组完成过分相程序，解决了短编组电动车重联升双弓运行时，在两个受电弓之间的距离小于分相区的中性区长度且大于分相区的无电区长度情况下，重联升弓通过分相区时，两个受电弓跨接在两个分相区上发生的相间短路问题。该方法提高了动车组通过分相区的安全性，保证动车组升双弓运行时可靠的通过分相区，具有安全可靠、容易实现、推广应用方便的优点。

Description

一种短编组电动车组重联过分相控制方法及系统 技术领域
本发明涉及轨道车辆过分相控制领域，特别是一种短编组电动车组重联过分相控制方法及系统。
背景技术
在电气化牵引区段，牵引接触网采用单相工频交流供电方式。为了使电力系统三相负荷平衡和提高电网利用率，要求电气化铁路接触网采用分段换相供电。为防止相间短路，相邻相之间用空气或绝缘物分割，称为“电分相”。国内接触网上每隔20km～25km就有一供电死区，称为“分相区”。典型的接触网电分相为六跨锚段关节式电分相，其“无电区”长约22m，“中性区”长约190m。
现有动车组一般采用自动过分相或手动过分相控制方式，控制受电弓在无电流情况下进出分相区，从而保证了受电弓和接触网的寿命。但现有技术未考虑短编组电动车组重联升双弓运行时，在两个受电弓之间的距离小于分相区的中性区长度且大于分相区的无电区长度情况下，重联升双弓通过分相区时，两个受电弓跨接在两个分相区上，会发生相间短路的问题。
发明内容
本发明所要解决的技术问题是，针对现有技术不足，提供一种短编组电动车组重联过分相控制方法及系统，解决短编组电动车组重联升双弓运行时，在两个受电弓之间的距离小于分相区的中性区长度且大于分相区的无电区长度情况下，重联升双弓通过分相区时，两个受电弓跨接在两个分相区上发生的相间短路的问题，提高动车组通过分相区的安全性，保证动车组升双弓运行时可靠的通过分相区。
为解决上述技术问题，本发明所采用的技术方案是：一种短编组电动车组重联过分相控制方法，包括以下步骤：
1)主控动车组过分相装置采集分相指令信号，并将所述分相指令信号发送给主控动车组与从控动车组的控制器；所述分相指令信号包括过分相开始信号和过分相结束信号；
2)根据过分相开始信号，主控动车组控制器控制主控动车组卸载牵引力并分主断，从控动车组控制器控制从控动车组卸载牵引力并分主断与降弓；
3)主控动车组控制器根据过分相结束信号控制主控动车组合主断；
4)主控动车组控制器获取动车组当前速度信号并开始实时计算列车运行里程；
5)当列车运行里程大于中性区长度时，主控动车组控制器向从控动车组发送主控动车组过分相完成命令；
6)根据主控动车组过分相完成命令，从控动车组控制器控制从控动车组升弓与主断闭合，完成过分相操作；
7)结束。
步骤1)中，所述过分相装置包括ATP(列车自动防护系统)控制指令过分相装置、磁钢控制指令过分相装置或手动过分相装置。
步骤4)中，当主控动车组控制器从轴端速度传感器获取动车组当前速度时，优先采用非动力轴速度传感器发送的速度信号，当非动力轴速度传感器失效时，则采用动力轴速度传感器发送的速度信号；当主控动车组主断闭合时，主控动车组控制器开始计算列车运行里程，列车运行里程计算周期为32ms，所述列车运行里程＝动车组当前速度×列车运行时间。保证计算结果可靠，且计算过程简单。
相应地，本发明还提供了一种短编组电动车组重联过分相控制系统，其包括：
主控动车组过分相装置：用于采集分相指令信号，并将所述分相指令信号发送给主控动车组与从控动车组的控制器；所述分相指令信号包括过分相开始信号和过分相结束信号；
主控动车组控制器：用于根据过分相开始信号，控制主控动车组卸载牵引力并分主断；根据过分相结束信号控制主控动车组合主断；获取动车组当前速度信号并开始实时计算列车运行里程，并在列车运行里程大于中性区长度时，向从控动车组发送主控动车组过分相完成命令；
从控动车组控制器：用于根据过分相开始信号，控制从控动车组卸载牵引力并分主断与降弓；根据主控动车组过分相完成命令，控制升弓与主断闭合。
与现有技术相比，本发明所具有的有益效果为：本发明通过实时计算主控动车组通过进入分相区后的列车运行里程，有效控制从控动车组完成过分相程序，解决了短编组电动车组重联升双弓运行时，在两个受电弓之间的距离小于分相区的中性区长度且大于分相区的无电区长度情况下，重联升双弓通过分相区时，两个受电弓跨接在两个分相区上发生的相间短路问题。提高了动车组通过分相区的安全性，保证动车组升双弓运行时可靠的通过分相区。本发明具有安全可靠、容易实现、推广应用方便的优点。
附图说明
图1为六跨锚段关节式电分相示意图；
图2为受电弓距离与分相区关系示意图1；
图3为受电弓距离与分相区关系示意图2；
图4为受电弓距离与分相区关系示意图3；
图5为本发明的短编组电动车组重联过分相控制方法的实现流程示意图。
具体实施方式
图1为六跨锚段关节式电分相示意图，包括：过渡线、A相、B相、中性区、无电区。
图2为受电弓距离与分相区关系示意图1，此图中两个受电弓距离小于中性区长度且大于无电区长度，即两个受电弓跨接在两个分相区时，则A相、B相短路。为避免发生A相、B相短路，可采用本发明所述过分相控制方法安全通过分相区。
图3为受电弓距离与分相区关系示意图2，此图中两个受电弓距离小于无电区长度，则A相、B相不短路，过分相无问题。
图4为受电弓距离与分相区关系示意图3，此图中两个受电弓距离大于中性区长度，则A相、B相不短路，过分相无问题。
图5示出了本发明实施例提供的短编组电动车组重联过分相控制方法的实现流程，详述如下：
步骤S101:主控动车组过分相装置采集分相指令信号，并将其发送给主控动车组与从控动车组的控制器。
本发明实施例中，过分相装置包括ATP控制指令过分相、磁钢控制指令过分相或手动过分相等装置。ATP控制指令过分相装置可采集ATP过分相指令；磁钢控制指令过分相装置采集磁钢控制过分相指令；当ATP控制指令过分相装置与磁钢控制指令过分相装置故障时，司机可触发手动过分相装置，生成手动过分相指令。
主控动车组过分相装置采集分相指令信号，并通过远程输入输出模块将分相指令信号发送给主控动车组控制器，主控动车组控制器通过列车总线或无线或其他方式将分相指令信号发送给从控动车组控制器。
步骤S102:根据过分相开始信号，主控动车组控制器控制主控动车组卸载牵引力并分主断，从控动车组控制器控制从控动车组卸载牵引力并分主断与降弓。
本发明实施例中，当过分相装置采集到过分相开始信号时，主控动车组控制器控制主控动车组卸载牵引力并分主断，从控动车组控制器控制从控动车组卸载牵引力并分主断与降弓。
步骤S103:根据过分相结束信号，主控动车组控制器控制主控动车组主断闭合。
本发明实施例中，当过分相装置采集到过分相结束信号时，主控动车组控制器检测到主控动车组网压从无到有的跳变过程，主控动车组控制器发出合主断命令，平稳恢复当前设定的牵引力。如果未正确检测到网压跳变或者丢失过分相结束信号时，司机可通过操作主断控制开关，完成主断闭合操作。
步骤S104:主控动车组控制器获取动车组当前速度信号并开始实时计算列车运行里程。
本发明实施例中，主控动车组控制器从轴端速度传感器获取动车组当前速度，优先采用非动力轴速度传感器发送的速度信号，当非动力轴速度传感器失效时，则采用动力轴速度传感器发送的速度信号。当主控动车组主断闭合时，主控动车组控制器开始计算列车运行里程，列车运行里程计算周期为32ms，计算公式：列车运行里程＝动车组当前速度×列车运行时间。
步骤S105:当列车运行里程大于中性区长度时，主控动车组控制器向从控动车组发送主控动车组过分相完成命令。
本发明实施例中，当列车运行里程大于中性区长度时，主控动车组控制器通过列车总线或无线等方式向从控动车组发送主控动车组过分相完成命令。
步骤S106:根据主控动车组过分相完成信号，从控动车组控制器控制从控动车组升弓与主断闭合。
本发明实施例中，当从控动车组控制器接收到主控动车组控制器发送的过分相完成指令后，从控动车组控制器控制从控动车组受电弓升弓，从控动车组控制器检测到从控动车组网压正常后，从控动车组控制器发出从控动车组合主断命令，平稳恢复当前设定的牵引力，完成过分相操作。
步骤S107:主控动车组和从控动车组退出过分相程序。
本发明中，短编组电动车组包括单编组电动车组、2编组电动车组、3编组电动车组、4编组电动车组、5编组电动车组、6编组电动车组等；电动车组重联包括2列电动车组重联，3列电动车组重联，4列电动车组重联等。升双弓运行包括单列动车组升双弓运行，多列动车组重联升双弓运行。

Claims (9)

  1. 一种短编组电动车组重联过分相控制方法，其特征在于，包括以下步骤：
    1)主控动车组过分相装置采集分相指令信号，并将所述分相指令信号发送给主控动车组与从控动车组的控制器；所述分相指令信号包括过分相开始信号和过分相结束信号；
    2)根据过分相开始信号，主控动车组控制器控制主控动车组卸载牵引力并分主断，从控动车组控制器控制从控动车组卸载牵引力并分主断与降弓；
    3)主控动车组控制器根据过分相结束信号控制主控动车组合主断；
    4)主控动车组控制器获取动车组当前速度信号并开始实时计算列车运行里程；
    5)当列车运行里程大于中性区长度时，主控动车组控制器向从控动车组发送主控动车组过分相完成命令；
    6)根据主控动车组过分相完成命令，从控动车组控制器控制从控动车组升弓与主断闭合，完成过分相操作；
    7)结束。
  2. 根据权利要求1所述的短编组电动车组重联过分相控制方法，其特征在于，步骤1)中，所述过分相装置包括ATP控制指令过分相装置、磁钢控制指令过分相装置或手动过分相装置。
  3. 根据权利要求1所述的短编组电动车组重联过分相控制方法，其特征在于，步骤3)中，主控动车组控制器根据过分相结束信号控制主控动车组合主断的具体实现过程包括：主控动车组控制器检测到主控动车组网压从无到有的跳变过程时，主控动车组控制器发出合主断命令，平稳恢复当前设定的牵引力；如果未正确检测到网压跳变或者丢失过分相结束信号时，操作主断控制开关，完成主断闭合操作。
  4. 根据权利要求1所述的短编组电动车组重联过分相控制方法，其特征在于，步骤4)中，当主控动车组控制器从轴端速度传感器获取动车组当前速度时，优先采用非动力轴速度传感器发送的速度信号，当非动力轴速度传感器失效时，则采用动力轴速度传感器发送的速度信号；当主控动车组主断闭合时，主控动车组控制器开始计算列车运行里程。
  5. 根据权利要求4所述的短编组电动车组重联过分相控制方法，其特征在于，所 述列车运行里程计算周期为32ms。
  6. 根据权利要求1～5之一所述的短编组电动车组重联过分相控制方法，其特征在于，所述列车运行里程＝动车组当前速度×列车运行时间。
  7. 根据权利要求1所述的短编组电动车组重联过分相控制方法，其特征在于，步骤6)中，从控动车组控制器完成过分相操作的具体操作过程为：从控动车组控制器控制从控动车组受电弓升弓，从控动车组控制器检测到从控动车组网压正常后，发出从控动车组合主断命令，平稳恢复当前设定的牵引力，完成过分相操作。
  8. 一种短编组电动车组重联过分相控制系统，其特征在于，包括：
    主控动车组过分相装置：用于采集分相指令信号，并将所述分相指令信号发送给主控动车组与从控动车组的控制器；所述分相指令信号包括过分相开始信号和过分相结束信号；
    主控动车组控制器：用于根据过分相开始信号，控制主控动车组卸载牵引力并分主断；根据过分相结束信号控制主控动车组合主断；获取动车组当前速度信号并开始实时计算列车运行里程，并在列车运行里程大于中性区长度时，向从控动车组发送主控动车组过分相完成命令；
    从控动车组控制器：用于根据过分相开始信号，控制从控动车组卸载牵引力并分主断与降弓；根据主控动车组过分相完成命令，控制从控动车组升弓与主断闭合。
  9. 根据权利要求8所述的短编组电动车组重联过分相控制系统，其特征在于，所述主控动车组过分相装置包括ATP控制指令过分相装置、磁钢控制指令过分相装置或手动过分相装置。
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