CN110626365A - Train jump control, jump benchmarking parking and dynamic test method based on VCU - Google Patents
Train jump control, jump benchmarking parking and dynamic test method based on VCU Download PDFInfo
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- CN110626365A CN110626365A CN201910925639.3A CN201910925639A CN110626365A CN 110626365 A CN110626365 A CN 110626365A CN 201910925639 A CN201910925639 A CN 201910925639A CN 110626365 A CN110626365 A CN 110626365A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
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Abstract
The embodiment of the invention provides a train jump control, jump benchmarking parking and dynamic test method based on a VCU (virtual vehicle Unit), wherein the jump control method comprises the following steps: the automatic train operation system ATO obtains the number of unit precision required by the train to jump the target distance according to the target distance required by the train to jump; the ATO sends a jump command to a vehicle control host unit (VCU) of a Train Control and Management System (TCMS), wherein the jump command carries the number of unit precision required by the train jump of the target distance, the ATO is installed in a host of the TCMS, and the communication between the ATO and the VCU is the communication between an ATO board card and a VCU board card in the host of the TCMS; and the VCU controls the traction and braking subsystems to output traction or braking force according to the jump command so that the train can finish the jump of the number with unit precision. The embodiment of the invention can realize the control of the train to carry out the jump in the operation with fixed distance and effectively improve the precision of the train jump.
Description
Technical Field
The invention relates to the technical field of rail transit control, in particular to a train jump control, jump target-alignment parking and dynamic test method based on a VCU (virtual vehicle Unit).
Background
The traditional urban rail transit signal system generally consists of two parts, namely an Automatic Train Control (ATC) system and a vehicle section signal Control system. The ATC system may include: subsystems such as an Automatic Train Protection system (ATP for short), an Automatic Train Operation system (ATO for short), an Automatic Train Supervision system (ATS for short), and a computer interlocking system.
AT present, train jumping in the prior art is completed by matching ATO and AT of an urban rail transit signal system. When a train enters a station, the vehicle-mounted ATO of the urban rail transit signal system sends a fixed traction force, the vehicle-mounted ATP of the urban rail transit signal system sends a fixed braking force, and the two signal subsystems jointly control the train to jump forwards for a distance.
However, since the urban rail transit signal system and the vehicle system (i.e. the train control and management system TCMS) are two independent systems, the control of the urban rail transit signal system to the train needs to be transferred to the traction and braking subsystem through the TCMS. Because the control cycle of the external output of the ATO and the ATP is respectively 200ms (millisecond) and 100ms, the delay of the traction and braking subsystem control of the TCMS is large and the control precision is poor when the ATO and the ATP are transferred through the TCMS. Meanwhile, when a train is debugged/tested, a large amount of field tests are often needed for determining the ATO traction braking parameters, and the debugging time is long.
Disclosure of Invention
Aiming at the problems in the prior art, the embodiment of the invention provides a train jump control, jump benchmarking parking and dynamic test method based on a VCU.
The embodiment of the invention provides a train jump control method based on a VCU, which comprises the following steps:
the automatic train operation system ATO obtains the number of unit precision required by the train to jump the target distance according to the target distance required by the train to jump;
the ATO sends a jump command to a vehicle control host unit (VCU) of a Train Control and Management System (TCMS), wherein the jump command carries the number of unit precision required by the train jump of the target distance, the ATO is installed in a host of the TCMS, and the communication between the ATO and the VCU is the communication between an ATO board card and a VCU board card in the host of the TCMS;
and the VCU controls the traction and braking subsystems to output traction or braking force according to the jump command so that the train can finish the jump of the number with unit precision.
Optionally, the VCU controlling the traction and braking subsystem to output traction or braking force according to the skip command to make the train complete the number of jumps of unit precision, including:
and in the process that the VCU controls the traction and brake subsystem to output the traction or brake force according to the jump command, the VCU acquires the traction or brake force output by the traction and brake subsystem in real time and the actual jump distance of the train from the urban rail transit signal system in real time, and controls and adjusts the traction or brake force output by the traction and brake subsystem according to the actual jump distance of the train and the target distance of the train needing to jump so as to enable the train to finish the jump with the unit precision of the number.
Optionally, the controlling and adjusting the magnitude of the traction force or the braking force output by the traction and braking subsystem according to the actual jump distance of the train and the target distance that the train needs to jump comprises:
comparing the actual jumping distance of the train with the target distance of the train needing to jump;
if the actual jumping distance of the train is smaller than the target distance of the train needing jumping, controlling to increase the traction force output by the traction and braking subsystem or reduce the braking force output by the traction and braking subsystem according to the difference value between the actual jumping distance of the train and the target distance of the train needing jumping;
and if the actual jumping distance of the train is greater than the target distance of the train needing jumping, controlling to reduce the traction force output by the traction and braking subsystem or increase the braking force output by the traction and braking subsystem according to the difference value between the actual jumping distance of the train and the target distance of the train needing jumping.
Optionally, in the process that the VCU controls the traction and braking subsystem to output the traction or braking force according to the jump command, the urban rail transit system obtains the speed of the train and the time for the train to jump in real time, and obtains the actual jump distance of the train according to the speed of the train and the time for the train to jump.
Optionally, acquiring the number of unit precisions required by the train to jump the target distance includes:
and dividing the target distance by unit precision to obtain the number of unit precision required by the train to jump the target distance.
Optionally, the unit precision is between 10cm and 20cm according to different trains.
The embodiment of the invention provides a train jumping benchmarking parking method based on a VCU, which comprises the following steps:
the method comprises the steps that an ATO (automatic train operation) system of the train obtains the distance between the train and a preset stop point, and the distance between the train and the preset stop point is used as a target distance for the train to jump;
the train finishes jumping and benchmarking parking by using the train jumping control method based on the VCU.
The embodiment of the invention provides a dynamic test method for train awakening, which comprises the following steps:
the method comprises the following steps that a vehicle-mounted controller VOBC selects a driving end of a train according to a preset sequence;
the VOBC sends a dynamic test authorization application to a zone controller ZC;
after the VOBC receives the dynamic test authorization information returned by the ZC, the train finishes jumping in the direction far away from the garage door by using the train jumping control method based on the VCU;
when the VOBC has no output signal in a preset time period, the VOBC makes the train complete the jump to the direction close to the garage door by using the train jump control method based on the VCU;
if the jumping result of the train to the direction far away from the garage door and the jumping result of the train to the direction close to the garage door are normal, the dynamic test of the driving end is passed;
and switching to the other driving end of the train, and returning to the step that the VOBC sends a dynamic test authorization application to the zone controller ZC until the two driving ends of the train pass the dynamic test.
According to the train jump control, jump benchmarking parking and dynamic test method based on the VCU, the number of unit precisions required by the train to jump the target distance is obtained through the ATO of the automatic train driving system according to the target distance required by the train to jump, a jump command carrying the number of the unit precisions required by the train to jump the target distance is sent to the VCU of the vehicle control host unit of the TCMS of the train control and management system, the ATO is installed in the host of the TCMS, the communication between the ATO and the VCU is the communication between the ATO board card and the VCU board card in the host of the TCMS, and the VCU controls the traction and brake subsystem to output traction or brake force according to the jump command, so that the train can finish the jump of the unit precisions of the obtained number, therefore, the train jump can be controlled to run at the fixed distance with the precision, and the precision of the train jump is effectively.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
Fig. 1 is a schematic flowchart of a train jump control method based on a VCU according to an embodiment of the present invention;
fig. 2 is a schematic diagram illustrating a schematic diagram of a VCU-based train jump control method according to another embodiment of the present invention;
fig. 3 is a schematic flowchart of a train jumping benchmarking parking method based on VCU according to an embodiment of the present invention;
fig. 4 is a schematic flow chart of a train wake-up dynamic test method according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 shows a schematic flowchart of a train jump control method based on a VCU according to an embodiment of the present invention, and as shown in fig. 1, the train jump control method based on a VCU according to the embodiment includes:
s1, the automatic train driving system ATO obtains the number of unit precision required by the train to jump the target distance according to the target distance required by the train to jump.
In specific application, the ATO can firstly acquire a target distance that a train needs to jump, taking train jumping and benchmarking parking as an example, the target distance that the train needs to jump is the distance between the train and a preset parking point; and then the ATO divides the target distance of the train needing to jump by unit precision, so that the number of unit precision needed by the train to jump the target distance can be obtained.
It will be appreciated that the unit accuracy may be between 10cm (centimetres) and 20cm depending on the train.
And S2, the ATO sends a jump command to a VCU (vehicle control host unit) of a TCMS (train control and management system), wherein the jump command carries the number of unit precision required by the train jump of the target distance, the ATO is installed in a host of the TCMS, and the communication between the ATO and the VCU is the communication between an ATO board card and a VCU board card in the host of the TCMS.
It can be understood that, after obtaining the number of unit accuracies required by the train to jump the target distance, the ATO sends a jump command carrying the number of unit accuracies required by the train to jump the target distance to the VCU of the TCMS, because the ATO of the urban rail transit signal system is installed in the host of the TCMS in this embodiment, and the communication between the ATO and the VCU of the TCMS is the communication between the ATO board card and the VCU board card in the host of the TCMS, the data transmission delay between the ATO and the VCU can be reduced to be negligible, and the subsequent VCU can control the traction and brake subsystem to output traction or brake force according to the jump command, so that the train can complete the jump of the number of unit accuracies.
And S3, the VCU controls the traction and braking subsystems to output traction or braking force according to the jump command so that the train can finish the jump of the number of unit precision.
It can be understood that the train jump control method of the present embodiment is implemented on a VCU, and the jump of unit precision can be implemented on the VCU, where the unit precision of the present embodiment is between 10cm and 20cm according to different trains, and the precision of the jump in the prior art is approximately 50cm, so that the precision of train jump can be improved. The train jump control method based on the VCU can shorten the time delay caused by the transmission of a signal control command (namely, a jump command) on a vehicle signal network, and meanwhile, the aim of jumping during low-speed and high-precision operation of a train can be fulfilled due to the fact that the processing period (20ms-50ms) of the VCU is shorter.
According to the train jump control method based on the VCU, the number of unit precisions required by the train for jumping the target distance is obtained through an ATO of an automatic train driving system according to the target distance required by the train for jumping, a jump command carrying the number of the unit precisions required by the train for jumping the target distance is sent to a VCU of a vehicle control host unit of a TCMS of the train control and management system, the ATO is installed in a host of the TCMS, the communication between the ATO and the VCU is the communication between an ATO board card and a VCU board card in the host of the TCMS, and the VCU controls a traction and braking subsystem to output traction or braking force according to the jump command, so that the train can finish the jump of the unit precisions of the obtained number. And the train jump control method based on the VCU can realize more accurate train jump target-alignment parking and more accurate train awakening dynamic test.
Further, on the basis of the foregoing embodiment, the step S3 in this embodiment may include:
in the process that the VCU controls the traction and brake subsystem to output the traction or brake force according to the jump command, the VCU obtains the magnitude of the traction or brake force output by the traction and brake subsystem in real time, obtains the actual jump distance of the train from the urban rail transit signal system in real time, and controls and adjusts the magnitude of the traction or brake force output by the traction and brake subsystem according to the actual jump distance of the train and the target distance of the train needing to jump, so that the train can finish the jump with the unit precision of the number, which can be referred to fig. 2.
It can be understood that, in the process that the VCU controls the traction and braking subsystem to output traction or braking force according to the jump command, the urban rail transit signal system may acquire the speed of the train and the time for the train to jump in real time, and acquire the actual jump distance of the train according to the speed of the train and the time for the train to jump.
Specifically, the controlling and adjusting the magnitude of the traction force or the braking force output by the traction and braking subsystem according to the actual jump distance of the train and the target distance that the train needs to jump may include:
comparing the actual jumping distance of the train with the target distance of the train needing to jump;
if the actual jumping distance of the train is smaller than the target distance of the train needing jumping, controlling to increase the traction force output by the traction and braking subsystem or reduce the braking force output by the traction and braking subsystem according to the difference value between the actual jumping distance of the train and the target distance of the train needing jumping;
and if the actual jumping distance of the train is greater than the target distance of the train needing jumping, controlling to reduce the traction force output by the traction and braking subsystem or increase the braking force output by the traction and braking subsystem according to the difference value between the actual jumping distance of the train and the target distance of the train needing jumping.
It can be understood that, in this embodiment, the VCU compares the actual jump distance of the train with the target jump distance of the train, and can control and precisely adjust the magnitude of the traction force or the braking force output by the traction and braking subsystem, thereby effectively improving the accuracy of the train in completing the jump with the unit precision of the acquired number.
The train jump control method based on the VCU can improve the train jump accuracy, can shorten the time delay caused by the transmission of a signal control command on a vehicle signal network, and meanwhile, because the VCU has a shorter processing period, the traction force or the braking force of the train can be finely adjusted according to the feedback of traction braking, so that the train can be controlled to jump at a fixed precision distance, the train jump accuracy is effectively improved, and the aim of jumping the train in low-speed and high-precision operation is fulfilled.
Fig. 3 shows a schematic flowchart of a train jumping benchmarking parking method based on a VCU according to an embodiment of the present invention, and as shown in fig. 3, the train jumping benchmarking parking method based on a VCU according to the embodiment includes:
p1 and ATO (automatic train operation system) obtain the distance between the train and a preset stop sign, and the distance between the train and a preset stop point is used as the target distance for the train to jump.
It can be understood that the foremost end of each platform of the rail transit is provided with a preset stop sign, when the center of a window of a train cab is completely aligned with the preset stop sign, no error exists, the center is the zero sign of drivers, and other doors of the train are aligned; if the train exceeds the preset stop sign after being stopped stably or does not reach the preset stop sign, the train is called passing the sign and passing the sign, and the train doors are misaligned.
It can be understood that, in the embodiment, when the jumping benchmarking parking is performed, the distance between the train and the preset parking point needs to be used as the target distance for the train to jump, and on the basis, the subsequent train finishes the jumping benchmarking parking.
P2, using the VCU-based train jump control method described in the embodiment shown in fig. 1, the train is stopped in a jump target.
It can be understood that, in this embodiment, the train jump target parking can be realized by using the train jump control method based on the VCU described in the embodiment shown in fig. 1, the ATO in this embodiment is installed in the host of the TCMS, the communication between the ATO and the VCU is the communication between the ATO board card and the VCU board card in the host of the TCMS, and the specific description of the train jump control method based on the VCU described in the embodiment shown in fig. 1 may refer to the description of the embodiment shown in fig. 1, and is not repeated here.
According to the train jumping benchmarking parking method based on the VCU, the train jumping benchmarking parking is realized on the basis of the train jumping control method based on the VCU shown in the embodiment shown in FIG. 1, the over-marking/under-marking probability caused by jumping can be reduced, the train benchmarking parking accuracy is improved, and the train accurate station-entering parking is realized.
Fig. 4 shows a schematic flow chart of a train wakening dynamic test method according to an embodiment of the present invention, and as shown in fig. 4, the train wakening dynamic test method according to the embodiment includes:
q1, VOBC (vehicle controller) selects a driving end of the train according to a preset sequence.
Q2, the VOBC sends dynamic test authorization application to ZC (zone controller).
It can be understood that, when performing a dynamic test of train wakeup, the VOBC needs to send a dynamic test authorization application to the ZC, and can perform the following steps of the specific test after receiving the dynamic test authorization information returned by the ZC.
After the Q3 and the VOBC receive the dynamic test authorization information returned by the ZC, the train is made to jump away from the depot door by using the train jump control method based on the VCU according to the embodiment shown in fig. 1.
It can be understood that, after receiving the dynamic test authorization information returned by the ZC, the VOBC of this embodiment can implement the train jumping in the direction away from the garage door by using the train jumping control method based on the VCU according to the embodiment shown in fig. 1.
Q4, when the VOBC has no output signal in the preset time period, the VOBC makes the train complete the jump to the direction close to the garage door by using the VCU-based train jump control method of the embodiment shown in figure 1.
In a specific application, the preset time period may be specifically set according to an actual situation, and this embodiment does not limit this.
It can be understood that, when the VOBC has no output signal within the preset time period, the VOBC can implement the jump of the train to the direction close to the garage door by using the VCU-based train jump control method described in the embodiment shown in fig. 1.
Q5, if the jumping result of the train to the direction far away from the garage door and the jumping result of the train to the direction close to the garage door are both normal, the dynamic test of the driving end is passed.
Q6, switching to the other driving end of the train, and returning to repeat the steps Q2-Q5 until the two driving ends of the train pass the dynamic test.
It can be understood that, in this embodiment, the VOBC first selects a driving end of the train to perform a dynamic test according to a preset sequence, and then performs a dynamic test on the other driving end of the train, and when both driving ends of the train pass the dynamic test, the dynamic test of the whole train wakeup is completed. In this embodiment, the train jump control method based on VCU according to the embodiment shown in fig. 1 is used, and for the specific description of the train jump control method based on VCU according to the embodiment shown in fig. 1, reference may be made to the above description of the embodiment shown in fig. 1, and details are not repeated here.
The train awakening dynamic test method provided by the embodiment of the invention realizes the train awakening dynamic test on the basis of the train jump control method based on the VCU in the embodiment shown in fig. 1, and the test result is more accurate.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (8)
1. A train jump control method based on VCU is characterized by comprising the following steps:
the automatic train operation system ATO obtains the number of unit precision required by the train to jump the target distance according to the target distance required by the train to jump;
the ATO sends a jump command to a vehicle control host unit (VCU) of a Train Control and Management System (TCMS), wherein the jump command carries the number of unit precision required by the train jump of the target distance, the ATO is installed in a host of the TCMS, and the communication between the ATO and the VCU is the communication between an ATO board card and a VCU board card in the host of the TCMS;
and the VCU controls the traction and braking subsystems to output traction or braking force according to the jump command so that the train can finish the jump of the number with unit precision.
2. The VCU-based train jump control method of claim 1, wherein the VCU controlling the traction and braking subsystem to output traction or braking force to cause the train to complete the number of jumps of unit precision in accordance with the jump command comprises:
and in the process that the VCU controls the traction and brake subsystem to output the traction or brake force according to the jump command, the VCU acquires the traction or brake force output by the traction and brake subsystem in real time and the actual jump distance of the train from the urban rail transit signal system in real time, and controls and adjusts the traction or brake force output by the traction and brake subsystem according to the actual jump distance of the train and the target distance of the train needing to jump so as to enable the train to finish the jump with the unit precision of the number.
3. The VCU-based train jump control method of claim 2, wherein said controlling and adjusting the magnitude of the tractive effort or braking effort output by the traction and braking subsystem based on the distance the train actually jumps and the target distance the train is required to jump comprises:
comparing the actual jumping distance of the train with the target distance of the train needing to jump;
if the actual jumping distance of the train is smaller than the target distance of the train needing jumping, controlling to increase the traction force output by the traction and braking subsystem or reduce the braking force output by the traction and braking subsystem according to the difference value between the actual jumping distance of the train and the target distance of the train needing jumping;
and if the actual jumping distance of the train is greater than the target distance of the train needing jumping, controlling to reduce the traction force output by the traction and braking subsystem or increase the braking force output by the traction and braking subsystem according to the difference value between the actual jumping distance of the train and the target distance of the train needing jumping.
4. The VCU-based train jump control method according to claim 2, wherein in the process that the VCU controls the traction and braking subsystem to output traction or braking force according to the jump command, the urban rail transit signal system obtains a speed of the train and a time for the train to jump in real time, and obtains an actual jump distance of the train according to the speed of the train and the time for the train to jump.
5. The VCU-based train jump control method of claim 1, wherein obtaining the number of unit precisions required for the train to jump the target distance comprises:
and dividing the target distance by unit precision to obtain the number of unit precision required by the train to jump the target distance.
6. The VCU-based train jump control method of claim 1, wherein the unit precision is between 10cm and 20cm from train to train.
7. A train jumping benchmarking parking method based on a VCU is characterized by comprising the following steps:
the method comprises the steps that an ATO (automatic train operation) system of the train obtains the distance between the train and a preset stop sign, and the distance between the train and a preset stop point is used as the target distance for the train to jump;
using the VCU-based train jump control method of any one of claims 1-6, the train is caused to complete a jump benchmarking stop.
8. A dynamic test method for train awakening is characterized by comprising the following steps:
the method comprises the following steps that a vehicle-mounted controller VOBC selects a driving end of a train according to a preset sequence;
the VOBC sends a dynamic test authorization application to a zone controller ZC;
after receiving the dynamic test authorization information returned by the ZC, the VOBC makes the train complete the jump in the direction away from the garage door by using the VCU-based train jump control method of any one of claims 1-6;
when the VOBC has no output signal within a preset time period, the VOBC makes the train complete the jump towards the direction close to the garage door by using the VCU-based train jump control method of any one of claims 1 to 6;
if the jumping result of the train to the direction far away from the garage door and the jumping result of the train to the direction close to the garage door are normal, the dynamic test of the driving end is passed;
and switching to the other driving end of the train, and returning to the step that the VOBC sends a dynamic test authorization application to the zone controller ZC until the two driving ends of the train pass the dynamic test.
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| CN111897759A (en) * | 2020-06-19 | 2020-11-06 | 中车唐山机车车辆有限公司 | PHM system based on train traction system |
| CN112124365A (en) * | 2020-09-18 | 2020-12-25 | 交控科技股份有限公司 | Method and system for locating parking point of urban rail signal system |
| CN113147842A (en) * | 2021-05-21 | 2021-07-23 | 中车唐山机车车辆有限公司 | Train dynamic testing method and train |
| CN113442970A (en) * | 2020-03-27 | 2021-09-28 | 比亚迪股份有限公司 | Train jump control method and device and train |
| CN113650657A (en) * | 2021-09-23 | 2021-11-16 | 天津津航计算技术研究所 | Full-automatic train reverse running protection control method |
| CN114132362A (en) * | 2021-12-14 | 2022-03-04 | 交控科技股份有限公司 | Method, system and equipment for passing-mark jumping parking of automatic running train |
| CN112026850B (en) * | 2020-08-25 | 2022-05-10 | 青岛海信微联信号有限公司 | Interlocking and train jumping method |
| CN115195828A (en) * | 2022-09-14 | 2022-10-18 | 北京城建智控科技股份有限公司 | Method for backward jump locking based on full-automatic system |
| CN115257863A (en) * | 2022-07-20 | 2022-11-01 | 青岛海信微联信号有限公司 | Train control method and equipment |
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