CN102774389A - Synchronous control system and method for heavy-duty locomotive - Google Patents
Synchronous control system and method for heavy-duty locomotive Download PDFInfo
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- CN102774389A CN102774389A CN201210262096XA CN201210262096A CN102774389A CN 102774389 A CN102774389 A CN 102774389A CN 201210262096X A CN201210262096X A CN 201210262096XA CN 201210262096 A CN201210262096 A CN 201210262096A CN 102774389 A CN102774389 A CN 102774389A
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Abstract
The invention discloses a synchronous control system and method for a heavy-duty locomotive. The synchronous control system is characterized in that an ATP (automatic train protection) plug-in box and an ATO (automatic train operation) plug-in box transfer a message to wireless COMs (component object model) by an Ethernet interface, transfer a message to a DMI (desktop management interface) by a 422 interface and are in hard wired connection with vehicle control. The synchronous control method comprises the following steps that: a ground management GSM-R (global system for mobile communications for railway) network sends an operation command to a master-control locomotive by a ground communication node; after the wireless COM of the master-control locomotive receives the command, the command is sent to the ATP/ATO equipment of the master-control locomotive; the ATP/ATO equipment calculates the traction force or the brake force of the master-control locomotive and a slave-control locomotive according to the line data and the current state of the locomotive, and outputs the command; the command is sent to the ground communication node by the wireless COM of the master-control locomotive; the communication node forwards the command to an intermediate locomotive and the slave-control locomotive according to an IP (internet protocol) address; after receiving the respective command, the wireless COM of the intermediate locomotive and the wireless COM of the slave-control locomotive forward the respective commands to the ATP/ATO equipment of the locomotive; after the synchronous control system receives the command, driving or brake control is carried out, and the locomotive marshaling control is guaranteed to be synchronous.
Description
Technical field
The present invention relates to a kind of synchronous control system and method for heavy loading locomotive signal, relate in particular to a kind of synchronous control system and method for the heavy loading locomotive signal based on the ATP-ATO pattern.This method is applied in the cab signal system of heavily loaded goods train, realizes heavily loaded goods train power distribution synchronization control function.
Background technology
China Qun Dynasty heavy haul train special line is started the electrified circuit of heavy haul train specially as China's article one, is main with the special-purpose train of the coal of starting 5 000 t～10 000 t levels, and its cab signal system introduces LOCOTROL system of GE company.
Groundwork is the wireless communication link that relies on 450MHz/800MHz, comes many slave controller cars of remote control, makes these locomotives join extension and moves as an integral train, thereby significantly reduce coupler force, and each locomotive air feed has respectively improved deceleration and stopping performance.Yet use this system that some not satisfied places are also arranged, it is under one's control to mainly contain core technology, and the guarantee of ever-increasing transport capacity is had any problem.Some track section communication datas in use appear in the LOCOTROL system to be lost or disruption, mainly is that communication is adopted from soverlay technique, and its covering changes with position, vehicle commander and meeting situation, makes communication uncontrollable.Large-tonnage locomotive and the locomotive control signal system with indigenous technology intellectual property need be studied or researched and developed to the continuous lifting of domestic heavy haul transport.The research of present domestic this respect also is in the starting stage.
Along with the separation of China's passenger and freight train line, the significantly lifting of freight logistics amount, development macro-axis heavy-duty machine car and locomotive control signal have been listed in the planning of the great equipment of domestic railway freight.The research of cab signal system electrical equipment is the important content of this project, is cab signal gordian technique achievement based on the synchronisation control means of the heavy loading locomotive signal of ATP-ATO pattern.
Heavy haul train is the combination goods train of long trailer, many locomotive tractions, in traction and braking procedure, according to the synchronous application of force of each locomotive of distribution of power; Regard a row lorry as several little marshaling operations; Guarantee independent operating mode or synchronous operating mode between the marshalling, reach this purpose, need to solve the technical barrier of two aspects; The one, the calculating that power distributes is also passed on control command, principal and subordinate's locomotive synchronization action according to vehicle condition to each locomotive; The 2nd, accomplish the synchronous of pass down the line.
Summary of the invention
The synchronous control system and the method for a kind of heavy loading locomotive signal based on the ATP/ATO pattern that the invention provides that a kind of communication is controlled, power is evenly distributed, pass down the line is synchronous to above problem.
Technical scheme: in order to overcome the above problems the synchronous control system that the invention provides a kind of heavy loading locomotive signal, it is characterized in that: comprise ATP/ATO equipment, its ATP/ATO equipment is arranged in master control locomotive, middle locomotive, the slave controller car; The ATP/ATO equipment that each locomotive is installed is identical,
Every cover ATP/ATO equipment comprises: ATP subrack, ATO subrack, wireless COM, DMI interface, vehicle control;
The ATP subrack: adopt 3 to get 2 fail-safe computers, 3 road CPU are independent operating separately, when 2 road or 3 road CPU result calculated are identical, and output control logic; ATP is responsible for the security functions of train, comprises generation, transmission and the apply the emergency brake of order;
The ATO subrack: a embedded controller based on the CPCI local bus, mainly accomplish the controlling and driving of signal to locomotive;
Wireless COM, i.e. onboard wireless processing unit COM: be responsible for and ground G SM-R communication node linking communications;
DMI interface: the state of ATP/ATO equipment, the order and the train running speed at display column control center are provided;
ATP subrack and ATO subrack, wireless COM pass-along message adopt Ethernet interface, adopt 422 interfaces with the DMI interface, adopt rigid line to be connected with vehicle control;
Ground G SM-R communication node is crossed to master control locomotive shipping Battalion Order by floor control GSM-R Netcom; After receiving orders, gives the onboard wireless COM of master control locomotive the ATP/ATO equipment of master control train; ATP/ATO equipment calculates traction or the braking force size and the output command of master control locomotive, slave controller car according to the current state of track data and locomotive; This instruction is dealt into ground G SM-R communication node by the wireless COM of master control locomotive; Communication node is pressed IP address forward command and is given middle locomotive and slave controller car; The wireless COM of middle locomotive and slave controller car receives the ATP/ATO equipment of being given to this locomotive after the order separately, drives or control of braking after ATP/ATO equipment receives orders, and guarantees that locomotive marshalling control is synchronous.
All be provided with OPG and antenna on described master control locomotive and the slave controller car, OPG is the equipment that tests the speed of train; Antenna is used for subsequent use, accepts track data and the temporary speed limitation that responser provides on the circuit of ground transponder having.
A kind of synchronisation control means of heavy loading locomotive signal may further comprise the steps:
The first step: train dynamics distributes: the vehicle-mounted signal device on the master control locomotive, and after promptly the ATP subrack on the ATP/ATO equipment receives the action command at row control center, according to its vertical kinetics equation assumed (specified) load controlling quantity.
M
ia
i=FC
i-l-FC
i?–FW
i+FTE
i-FDB
i–FB
i
In the formula, ai is the acceleration/accel of i car; Mi is the quality of i car; FC
I-lBe the preceding coupler force of i car, during i=0, FC
0-l=0; FC
iBe the back coupler force of i car, when i=n, FC
n=0; FW
iBe total running resistance of i car, comprise equivalent running resistance, ramp power, curve resistance, starting resistance etc.; FTE
iBe tractive force, only act on locomotive; FDB
iBe dynamic brake power, only act on locomotive; FB
iBe the air brake power of i car;
According to this mechanical model, the vehicle-mounted ATP subrack will be regulated the traction and the brake command of each locomotive of train according to the Load Control amount that calculates, and vehicle-mounted ATO subrack carries out Real Time Drive, thereby reaches synchronous Load Control;
Second step: radio communication synchronization link: master control locomotive ATP/ATO equipment is dealt into through onboard wireless COM command signal the ground communications node of GSM-R net with data; The ground communications node is forwarded to the wireless COM of slave controller car and middle locomotive through network management, and the ATP/ATO equipment of slave controller car and middle locomotive is realized the drive controlling that power distributes after receiving order;
The 3rd step: the realization of synchronization mechanism: in the point-to-point communication of principal and subordinate's logic; Realize time lock; Press the eartbeat interval output synchronizing signal of 50ms; The real-time control of ATP/ATO device interior is caught synchronizing signal and is followed the tracks of, in case the synchronizing signal dislocation takes place, carries out synchronous through comparison mirror image counting machine again; If dislocation surpasses the specific time valve, the ATP/ATO equipment of principal and subordinate's locomotive is taked emergency braking by the power distribution empirical model of acquiescence, prevents that disconnected hook or other accident from taking place, and on driver's cab DMI interface, sends alerting signal simultaneously, the record accident event.
Beneficial effect: the present invention has studied the actual working environment of heavy haul train, utilizes the ATP/ATO equipment of oneself developing, and combines the synchro control scheme of the GSM-R network organic integration heavy haul train of present domestic mature technology application.The present invention is the safe operation that the ATP subrack is responsible for train; 2 fail-safe computer structure and Redundancy Design got in controller employing 3; Improved the safety and the reliability of control system greatly, vehicle-mounted ATO subrack adopts the Embedded Real-Time control technology, guarantees the response time that drives; Mostly the China railways line is mountain area, hills, tunnel landform, and communication in the present invention utilizes the GSM-R net, and benefit is a long transmission distance, can be directly with the existing railway network, and economy can be operated, and is convenient to promote.
Description of drawings
The equipment composition frame chart of Fig. 1 system of the present invention;
The logical constitution block diagram of Fig. 2 heavy haul train wireless synchronization;
Fig. 3 principal and subordinate locomotive synchrone mechanism schematic block diagram;
The mechanical model scheme drawing of Fig. 4 locomotive synchro control.
The specific embodiment
Below in conjunction with accompanying drawing the present invention is done further description.
It is as shown in Figure 1,
The synchronous control system of this heavy loading locomotive signalMaster control locomotive, middle locomotive, slave controller car are arranged, in master control locomotive, middle locomotive, slave controller car, all be provided with ATP/ATO equipment.
The ATP/ATO equipment that each locomotive is installed is identical, and purpose is to be convenient to marshalling.
Every cover ATP/ATO equipmentComprise: ATP subrack, ATO subrack, wireless COM, DMI interface, vehicle control;
The ATP subrack: adopt 3 to get 2 fail-safe computers, 3 road CPU are independent operating separately, when 2 road or 3 road CPU result calculated are identical, and output control logic.ATP is responsible for the security functions of train, comprises generation, transmission and the apply the emergency brake of order.
The ATO subrack: a embedded controller based on the CPCI local bus, mainly accomplish the controlling and driving of signal to locomotive.
Wireless COM (onboard wireless processing unit COM): be responsible for and ground G SM-R communication node linking communications.
DMI interface: the state of ATP/ATO equipment, the order and the train running speed at display column control center are provided.
ATP subrack and ATO subrack, wireless COM pass-along message adopt Ethernet interface, adopt 422 interfaces with the DMI interface, adopt rigid line to be connected with vehicle control.
All be provided with OPG and antenna on master control locomotive and the slave controller car, OPG is the equipment that tests the speed of train.Antenna is used for subsequent use, can accept track data and the temporary speed limitation that responser provides on the circuit of ground transponder having.
The formation of heavy haul train wireless synchronization is seen Fig. 2.Wireless synchronization has onboard wireless COM and ground G SM-R communication node and GSM-R net.Ground G SM-R communication node is crossed to heavily loaded master control locomotive shipping Battalion Order by floor control Netcom; After receiving orders, gives the onboard wireless COM of master control locomotive the ATP/ATO equipment of master control train; ATP/ATO equipment calculates traction or the braking force size and the output command of master control locomotive, slave controller car according to the current state of track data and locomotive; This instruction is dealt into ground G SM-R communication node by the wireless COM of master control locomotive; Communication node is pressed IP address forward command and is given middle locomotive and slave controller car; The wireless COM of middle locomotive and slave controller car receives the ATP/ATO equipment of being given to this locomotive after the order separately, drives or control of braking after ATP/ATO equipment receives orders, and guarantees that locomotive marshalling control is synchronous.
ATP/ATO equipment along an end of the service direction master control locomotive as train, is responsible for communicating by letter with row control control center after marshalling end to end, sends out synchronous control command according to line conditions with marshalling situation calculating power distribution and to the slave controller car simultaneously.Middle locomotive and afterbody locomotive (slave controller car) are accepted the order of master control locomotive, apply traction or braking force synchronously.
The synchro control of heavy loading locomotive mainly comprises the content of two aspects; The one, the synchro control that train dynamics distributes; The 2nd, how to guarantee the synchronization implementation that each locomotive of train is ordered; The former task is accomplished by vehicle-mounted ATP/ATO equipment, the latter by wireless network guarantee to order correct, reliable, pass in real time, guarantee that radio communication do not have time-delay or information dropout.
One, train dynamics distributes and controls synchronously
ATP subrack on the master control locomotive is accepted the traffic order with row control center; Calculate the traction of each hauling engine or the size of braking potential according to line condition and heavily loaded combined train dynamic performance simultaneously; Apply synchronously by the energy ladder, prevent that hitch from rupturing because of receiving excessive longitudinal impact.
The analysis of heavy duty braking of combination train performance and coupler force is the research emphasis of heavy haul train always, and the thinking of this programme is to be divided into several marshallings by the power distribution with train is virtual, and each marshalling is controlled as rows of cars.Air brake is adopted in braking, and in the virtual marshalling control of multiple row, many locomotives of train, have shortened propagation distance (Fig. 3 the brakes the ripple signal) response time of train pipe air wave and accelerated simultaneously to the inflation of train pipe at diverse location, and brake efficiency improves greatly.Master control locomotive ATP subrack utilizes wireless network to transmit control signal to slave controller car ATP/ATO device synchronization; Realize the synchronous interaction control of many locomotives, power decentralized is arranged in the train, reduce train head traction power greatly; Also help and improve wheel rail adhesion; Many locomotives fill wind to the train pipe simultaneously, have improved braking and alleviation speed greatly, thereby guarantee that hitch is unlikely to concentrate all loads of carrying and Lognitudinal Impact of Trains.
The mechanical model of vehicle-mounted ATP/ATO equipment dynamic distributed computation is seen Fig. 4.Longitudinal dynamic force of train is learned and mainly is used for analyzing the vertical dynamic action between rail vehicle under different trains marshalling, vehicle configuration, operating condition and the line condition.In Fig. 4 with combined train abstract be the quality spring-damp system of particle more than, each dolly is represented a joint vehicle, Mi representes the quality of this joint vehicle, it is big or small to utilize this model can calculate the load of hitch between vehicle.
Getting a joint car is a chorista, and the degree of freedom of permutation car equals to form total number of the rolling stock of train.The form of its vertical kinetics equation does
M
ia
i=FC
i-l-FC
i?–FW
i+FTE
i-FDB
i–FB
i
In the formula, ai is the acceleration/accel of i car; Mi is the quality of i car; FC
I-lBe the preceding coupler force of i car, during i=0, FC
0-l=0; FC
iBe the back coupler force of i car, when i=n, FC
n=0; FW
iBe total running resistance of i car, comprise equivalent running resistance, ramp power, curve resistance, starting resistance etc.; FTE
iBe tractive force, only act on locomotive; FDB
iBe dynamic brake power, only act on locomotive; FB
iBe the air brake power of i car.
According to this mechanical model, vehicle-mounted ATP will be regulated the traction and the brake command of each locomotive of train, and vehicle-mounted ATO carries out Real Time Drive, thereby reach the efficient synchronization Load Control.
Two, the wireless synchronization of heavy loading locomotive signal
The control command transmission can wired mode also can have wireless mode between principal and subordinate's locomotive, the long line car is organized into groups between every joint compartment use cable connection, and reliability hangs down and is unfavorable for motor-driven train marshalling list simultaneously.This programme adopts the radio communication synchronization link of GSM-R digital mobile communication network as cab signal.
Select for use the advantage of GSM-R digital mobile communication network to be, the heavy haul railway circuit is with a varied topography, and mountain forest, hills and tunnel are arranged, and distance is far away between communication base station, and GSM-R digital communication and transmission distance can satisfy the demand of sort signal system; Railway has been built the GSM-R digital communication network along the line on the other hand, need not New-deployed Network again, and system implements and makes things convenient for cost low.
The mutual biography of data such as order, state between principal and subordinate's locomotive; Elementary tactics is master control locomotive ATP/ATO equipment is dealt into through onboard wireless COM command signal the GSM-R net with data a ground communications node; The ground communications node is forwarded to the wireless COM of slave controller car through network management, and the ATP/ATO of slave controller car realizes the drive controlling that power distributes after receiving order.
Order is dealt into the slave controller car from the master control locomotive through the GSM-R network again, during postpone if having time, in order to let signal Synchronization, on Software Design, taked heartbeat synchronizing signal and mirror image counting machine technological.
Adopt ATP/ATO equipment, be that this equipment has possessed the distribution of load computation model of intercommunication synchronization mechanism, security mechanism and optimization.The synchronization mechanism implementation method is in the point-to-point communication of principal and subordinate's logic; Realize time lock; Press the eartbeat interval output synchronizing signal of 50ms; The real-time control of ATP/ATO device interior can capture synchronizing signal and follow the tracks of, in case the synchronizing signal dislocation takes place, carries out synchronous through comparison mirror image counting machine again.If dislocation surpasses the regular hour valve, the ATP/ATO equipment of principal and subordinate's locomotive is taked emergency braking by the power distribution empirical model of acquiescence, prevents that disconnected hook or other accident from taking place, and on driver's cab DMI, sends alerting signal simultaneously, the record accident event.
A kind of synchronisation control means of heavy loading locomotive signal may further comprise the steps:
The first step: train dynamics distributes:Vehicle-mounted signal device on the master control locomotive is after promptly the ATP subrack on the ATP/ATO equipment receives the action command at row control center, according to its vertical kinetics equation assumed (specified) load controlling quantity.
M
ia
i=FC
i-l-FC
i?–FW
i+FTE
i-FDB
i–FB
i
In the formula, ai is the acceleration/accel of i car; Mi is the quality of i car; FC
I-lBe the preceding coupler force of i car, during i=0, FC
0-l=0; FC
iBe the back coupler force of i car, when i=n, FC
n=0; FW
iBe total running resistance of i car, comprise equivalent running resistance, ramp power, curve resistance, starting resistance etc.; FTE
iBe tractive force, only act on locomotive; FDB
iBe dynamic brake power, only act on locomotive; FB
iBe the air brake power of i car;
According to this mechanical model, the vehicle-mounted ATP subrack will be regulated the traction and the brake command of each locomotive of train according to the Load Control amount that calculates, and vehicle-mounted ATO subrack carries out Real Time Drive, thereby reaches the efficient synchronization Load Control.
Second step: radio communication synchronization link:Master control locomotive ATP/ATO equipment is dealt into through onboard wireless COM command signal the ground communications node of GSM-R net with data; The ground communications node is forwarded to the wireless COM of slave controller car and middle locomotive through network management, and the ATP/ATO equipment of slave controller car and middle locomotive is realized the drive controlling that power distributes after receiving order.
The 3rd step: the realization of synchronization mechanism:In the point-to-point communication of principal and subordinate's logic; Realize time lock, press the eartbeat interval output synchronizing signal of 50ms, the real-time control of ATP/ATO device interior is caught synchronizing signal and is followed the tracks of; In case the synchronizing signal dislocation takes place, carries out synchronous through comparison mirror image counting machine again.If dislocation surpasses the specific time valve, the ATP/ATO equipment of principal and subordinate's locomotive is taked emergency braking by the power distribution empirical model of acquiescence, prevents that disconnected hook or other accident from taking place, and on driver's cab DMI interface, sends alerting signal simultaneously, the record accident event.
System of the present invention realizes synchronous calculating and the control that power distributes, the synchronous transmission of data, order, and the safety traffic control of train, the automatic diagnostic function of mode of operation provides fault warning.
Each locomotive of system of the present invention adopts identical mobile unit, is convenient to train marshalling list.
System of the present invention adopts the GSM-R net as wireless network, the existing communication network of the present railway system capable of using, and the present technique scheme is easy to realize that system cost is low on the other hand, adapts to very much the truth of China railways line on the one hand.
Vehicle-mounted signal device of the present invention adopts the ATP/ATO product, and maximization guarantees product design system reliability and low cost.The present invention adopts 3 to get 2 fail-safe computers, and system safety is guaranteed.
The above is merely the preferred embodiments of the present invention, is not restricted to the present invention, and for a person skilled in the art, the present invention can have various changes and variation.All within spirit of the present invention and principle, any modification of being done, be equal to replacement, improvement etc., all should be included within the claim scope of the present invention.
Claims (3)
1. the synchronous control system of a heavy loading locomotive signal, it is characterized in that: comprise ATP/ATO equipment, its ATP/ATO equipment is arranged in master control locomotive, middle locomotive, the slave controller car; The ATP/ATO equipment that each locomotive is installed is identical,
Every cover ATP/ATO equipment comprises: ATP subrack, ATO subrack, wireless COM, DMI interface, vehicle control;
The ATP subrack: adopt 3 to get 2 fail-safe computers, 3 road CPU are independent operating separately, when 2 road or 3 road CPU result calculated are identical, and output control logic; ATP is responsible for the security functions of train, comprises generation, transmission and the apply the emergency brake of order;
The ATO subrack: a embedded controller based on the CPCI local bus, mainly accomplish the controlling and driving of signal to locomotive;
Wireless COM, i.e. onboard wireless processing unit COM: be responsible for and ground G SM-R communication node linking communications;
DMI interface: the state of ATP/ATO equipment, the order and the train running speed at display column control center are provided;
ATP subrack and ATO subrack, wireless COM pass-along message adopt Ethernet interface, adopt 422 interfaces with the DMI interface, adopt rigid line to be connected with vehicle control;
Ground G SM-R communication node is crossed to master control locomotive shipping Battalion Order by floor control GSM-R Netcom; After receiving orders, gives the onboard wireless COM of master control locomotive the ATP/ATO equipment of master control train; ATP/ATO equipment calculates traction or the braking force size and the output command of master control locomotive, slave controller car according to the current state of track data and locomotive; This instruction is dealt into ground G SM-R communication node by the wireless COM of master control locomotive; Communication node is pressed IP address forward command and is given middle locomotive and slave controller car; The wireless COM of middle locomotive and slave controller car receives the ATP/ATO equipment of being given to this locomotive after the order separately, drives or control of braking after ATP/ATO equipment receives orders, and guarantees that locomotive marshalling control is synchronous.
2. the synchronous control system of a kind of heavy loading locomotive signal according to claim 1 is characterized in that: all be provided with OPG and antenna on described master control locomotive and the slave controller car, OPG is the equipment that tests the speed of train; Antenna is used for subsequent use, accepts track data and the temporary speed limitation that responser provides on the circuit of ground transponder having.
3. the synchronisation control means of a heavy loading locomotive signal may further comprise the steps:
The first step: train dynamics distributes: the vehicle-mounted signal device on the master control locomotive, after promptly the ATP subrack on the ATP/ATO equipment receives the action command at row control center, according to its vertical kinetics equation assumed (specified) load controlling quantity;
?M
ia
i=FC
i-l-FC
i?–FW
i+FTE
i-FDB
i–FB
i
In the formula, ai is the acceleration/accel of i car; Mi is the quality of i car; FC
I-lBe the preceding coupler force of i car, during i=0, FC
0-l=0; FC
iBe the back coupler force of i car, when i=n, FC
n=0; FW
iBe total running resistance of i car, comprise equivalent running resistance, ramp power, curve resistance, starting resistance etc.; FTE
iBe tractive force, only act on locomotive; FDB
iBe dynamic brake power, only act on locomotive; FB
iBe the air brake power of i car;
According to this mechanical model, the vehicle-mounted ATP subrack will be regulated the traction and the brake command of each locomotive of train according to the Load Control amount that calculates, and vehicle-mounted ATO subrack carries out Real Time Drive, thereby reaches synchronous Load Control;
Second step: radio communication synchronization link: master control locomotive ATP/ATO equipment is dealt into through onboard wireless COM command signal the ground communications node of GSM-R net with data; The ground communications node is forwarded to the wireless COM of slave controller car and middle locomotive through network management, and the ATP/ATO equipment of slave controller car and middle locomotive is realized the drive controlling that power distributes after receiving order;
The 3rd step: the realization of synchronization mechanism: in the point-to-point communication of principal and subordinate's logic; Realize time lock; Press the eartbeat interval output synchronizing signal of 50ms; The real-time control of ATP/ATO device interior is caught synchronizing signal and is followed the tracks of, in case the synchronizing signal dislocation takes place, carries out synchronous through comparison mirror image counting machine again; If dislocation surpasses the specific time valve, the ATP/ATO equipment of principal and subordinate's locomotive is taked emergency braking by the power distribution empirical model of acquiescence, prevents that disconnected hook or other accident from taking place, and on driver's cab DMI interface, sends alerting signal simultaneously, the record accident event.
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| US10286934B2 (en) | 2014-04-04 | 2019-05-14 | Obschestvo S Ogranichennoy Otvetstvennostyu “Smartwiz” | Method and system for increasing efficiency of rolling stock |
| CN106458226A (en) * | 2014-04-04 | 2017-02-22 | 斯玛特维斯有限责任公司 | Method and system for increasing efficiency of rolling stock |
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| CN113942544A (en) * | 2021-09-03 | 2022-01-18 | 中南大学 | Wireless reconnection remote distributed power traction operation control system for locomotive and reconnection locomotive |
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Application publication date: 20121114 |