CN112124364A - Control method for accurate train stop, ATO, VOBC and train - Google Patents
Control method for accurate train stop, ATO, VOBC and train Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/3235—Systems specially adapted for rail vehicles
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The embodiment of the application provides a control method for accurate train parking, an ATO, a VOBC and a train, relates to an operation control technology of an urban rail transit train, and is used for solving the problem that the accuracy of parking is poor due to the fact that the train parking is easy to lack of standards in the related technology. The method comprises the following steps: after the train enters an accurate parking stage, the ATO controls the train to run according to a first target braking rate; after the current train speed is reduced to the electricity-air conversion speed, the ATO controls the train to coast or controls the train to run according to a second target braking rate; the second target braking rate is less than the first target braking rate.
Description
Technical Field
The application relates to an urban rail transit train operation control technology, in particular to a control method for accurate train stop, an ATO, a VOBC and a train.
Background
VOBC (Vehicle on-board Controller) is a Vehicle-mounted device provided in an urban rail transit train (hereinafter, referred to as a train) and is used to implement train-ground wireless communication. The VOBC includes an ATO (Automatic Train Operation) subsystem (hereinafter, the ATO subsystem is referred to as a bit ATO) for controlling Automatic Train Operation.
In the related technology, when a train is in an AM (automatic drive) mode, an ATO determines the target speed of the train according to the information of the current position of the train, a target stopping point, movement authorization, line speed limit, train control parameters and the like; the ATO determines an expected acceleration (vector) according to the current train speed and the target speed; the ATO converts the acceleration into current or PWM percentage or voltage, the current or PWM percentage or voltage is output to a traction braking system of the train through a hard wire or network interface, and the traction braking system of the train responds, so that traction control or braking control of the ATO on the train is completed.
The inventor finds that in the related art, after the ATO controls the train to automatically run and enter a parking stage, the situation that the train is parked and is lack of targets is easy to occur, and the parking accuracy is poor.
Disclosure of Invention
The embodiment of the application provides a control method for train accurate parking, an ATO, a VOBC and a train, which are used for solving the problem of poor parking accuracy caused by that the train parking is easy to lack of standards in the related technology.
The first aspect of the embodiments of the present application provides a method for controlling a train to stop accurately, including:
after the train enters an accurate parking stage, the ATO controls the train to run according to a first target braking rate;
after the current train speed is reduced to the electricity-air conversion speed, the ATO controls the train to coast or controls the train to run according to a second target braking rate; the second target braking rate is less than the first target braking rate.
A second aspect of the embodiments of the present application provides an ATO, including:
the first control module is used for controlling the train to run according to a first target braking rate after the train enters an accurate parking stage;
the second control module is used for controlling the train to coast after the current train speed is reduced to the electric idling speed change speed, or controlling the train to run according to a second target braking rate; the second target braking rate is less than the first target braking rate.
A third aspect of the embodiments of the present application provides a VOBC for a vehicle-mounted controller, including: an ATPI (automatic train protection subsystem) and an ATO (automatic train operation subsystem) of any one of the preceding systems; the ATO is electrically connected to the ATP.
A fourth aspect of the embodiments of the present application provides a train, including: a braking system and an ATO according to any of the preceding claims; the braking system is electrically connected with the ATO.
The embodiment of the application provides a control method for train accurate parking, an ATO, a VOBC and a train, wherein the accurate parking stage is divided into a plurality of braking stages, different target braking rates are configured in different braking stages, so that the train entering speed and the operation efficiency are guaranteed, the train parking accuracy is guaranteed, the over-mark or under-mark of the train is prevented, and the realization is facilitated.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
FIG. 1 is a schematic diagram of a change in train speed in the related art;
FIG. 2 is a partial schematic illustration of a change in braking rate of the electric idle transition phase train of FIG. 1;
FIG. 3 is a schematic flow chart of a method provided in an exemplary embodiment;
FIG. 4 is a schematic flow chart of a method provided in another exemplary embodiment;
FIG. 5 is a schematic illustration of a change in train speed in an exemplary embodiment;
FIG. 6 is a schematic illustration of a change in train speed for a second braking phase provided in an exemplary embodiment;
fig. 7 is a block diagram of an ATO structure provided in an exemplary embodiment.
Detailed Description
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
In an operation control system of an urban rail transit train, VOBC (video audio recorder) realizes an AM (automatic driving) mode of the train through interface interaction, and the VOBC becomes a necessary function of vehicle-mounted signal equipment. With the increase of the opening line and the operation mileage in recent years, in the AM mode, the train arrives at the station and stops owing to the delineator occasionally in operation, so that the fault that the door opening and closing operation cannot be normally executed after the station is stopped is caused, and adverse effects are caused on the operation.
The inventor finds in the research process that an important reason for causing the train stop delinquent mark is that after the VOBC controls the train to automatically run into the precise stop stage, the train brake system occasionally weakens the brake force of the train at the initial stage of switching between the electric brake and the air brake, that is, the brake deceleration responded by the train brake system is smaller than the brake deceleration requested by the ATO, so that the train speed deviates from the target speed, and the ATO increases the brake output, so that after the train brake system completes the switching from the electric brake to the air brake, the brake rate responded by the train brake system is larger than the brake rate requested by the ATO, and at this time, if the brake output is adjusted by the ATO, the train already in the air brake stage usually cannot respond to the ATO request, and finally, the train stop delinquent mark is as shown in fig. 1 and fig. 2.
In the related art, in order to improve comfort and avoid stopping and passing a mark, braking is generally not relieved by an ATO in the whole accurate stopping stage, and even if the speed of a train is lower than a target speed, the calculation result of a controller does not need to output braking. In such a case, a different degree of parking delinquent may be caused upon the occurrence of a deviation of the braking rate from the ATO request to which the electric idle phase change brake system is responsive as described above. In addition, since the problem is a sporadic case, ATO is difficult to solve by PID controller parameter correction.
In order to overcome the above problems, embodiments of the present application provide a control method for train accurate stop, an ATO, a VOBC, and a train, wherein the accurate stop stage is divided into a plurality of brake stages, and different target brake rates are configured in different brake stages, so as to facilitate ensuring the train entering speed and operation efficiency, and also facilitate ensuring the train stop accuracy, preventing the train from passing or losing the standard, and facilitating implementation.
Taking the example of dividing the accurate parking stage into two stages, wherein the first stage is a pure electric braking stage which can be configured with a larger braking rate to ensure the train entering speed and the operation efficiency; the second stage comprises an electric-air conversion stage and a pure air braking stage, and the stage can be configured with a relatively small target braking rate so as to prolong the running time of the train in the stage, properly add the adjusting time to the ATO, ensure the stopping precision and prevent the over-mark or under-mark of the train.
The following describes, by way of example, an implementation process of the control method for train precise stopping provided in this embodiment with reference to the accompanying drawings.
As shown in fig. 3, the present embodiment provides a method for controlling a train to stop accurately, including:
s101, after the train enters an accurate stopping stage, the ATO controls the train to run according to a first target braking rate;
s102, after the current train speed is reduced to the electricity-air conversion speed, the ATO controls the train to idle or controls the train to run according to a second target braking rate; the second target braking rate is less than the first target braking rate.
In this example, the precise stop stage of the ATO control train is divided into two stages.
After the train enters the precise stopping stage, the precise stopping stage of the ATO controlled train is divided into two braking stages according to the electric braking and the electric-air conversion speed (hereinafter referred to as the electric-air conversion speed), namely, the ATO target stopping curve is divided into two sections. The first braking phase is an electric only braking phase before the electric idle change. The second braking phase comprises an electro-pneumatic conversion phase and a pure air braking phase.
The electric idle speed changing speed can be configured according to actual requirements; specifically, the system can be configured according to vehicle parameters of each line and train; illustratively, the electric idle shift speed may be in the range of 5-8 km/h.
In step S101, after the train enters the precise stop phase, when the current train speed is greater than the electric-to-air conversion speed, the train is in the first braking phase. The ATO controls train operation according to the first target braking rate. Wherein the first target braking rate may be determined based on the train speed and the corresponding target distance. Under the influence of train parameters, platform environment and the like, when the same train is at different platforms, the first target braking rate can be different; the first target braking rates of different trains at the same platform may also be different.
Illustratively, let V be the train speed at which the train enters the precision stop phase1Setting the target distance of the train entering the accurate parking stage as S1Then the first target braking rate a1Can be determined according to the following formula:
it should be noted that: the manner of determining the first target braking rate is not limited thereto, and the embodiment is only exemplified here.
In the first braking stage, the train is controlled to run at a first high target braking rate, so that the train entering speed is guaranteed, and the operation efficiency is guaranteed. Illustratively, the first target braking rate may be 0.7m/s2。
When the current train speed is reduced to the electric-to-air conversion speed, the train enters a second braking stage. The target braking rate of the second braking stage is smaller than the first target braking rate of the first stage, so that the running time of the train in the stage is prolonged, the ATO output adjusting time is increased, the speed of the train is close to the corresponding target speed, and the stopping precision is guaranteed. Wherein, the target braking rate of the second stage can be 0 or a second target braking rate; for example, the second target braking rate may be 0.3m/s2。
According to the control method for the precise stop of the train, the precise stop stage is divided into a plurality of brake stages, different target brake rates are configured in different brake stages, so that the train entering speed and the operation efficiency are guaranteed, the train stop precision is guaranteed, the train passing or losing is prevented, and the control method is convenient to realize.
As shown in fig. 4, optionally, step S102 may include:
s1021, acquiring the current train speed and the current target distance after the current train speed is reduced to the electricity-air conversion speed;
s1022, when the current train speed and the current target distance respectively meet corresponding preset conditions, controlling the train to be in an idle state by the ATO;
and S1023, when the current target distance does not meet corresponding preset conditions, the ATO controls the train to run according to the second target braking rate.
And in addition, when the current train speed does not meet the corresponding preset condition, the ATO controls the train to run according to the second target braking rate.
And when the difference value between the current train speed and the corresponding target speed is smaller than a first threshold value and the acquired expected acceleration (which can be determined by a PID controller) is larger than or equal to 0, determining that the current train speed meets the corresponding preset condition.
At the current target distance StSatisfy the requirement of
Determining that the current target distance of the train meets corresponding preset conditions; wherein, VtIndicating the current train speed, T1Representing an air brake set-up delay time; a is2Representing a second target braking rate.
The second target braking rate may be determined based on the electric-to-air conversion speed and the target distance at which the train speed decreases to the electric-to-air conversion speed. Exemplarily, let the electro-pneumatic conversion speed be V2Setting the target distance of the train entering the accurate parking stage as S2Then the first target braking rate a2Can be determined according to the following formula:
it should be noted that: the manner of determining the first target braking rate is not limited thereto, and the embodiment is only exemplified here.
For example, the first threshold value of the difference between the current train speed and the corresponding target speed may be 2 Km/h. As shown in FIG. 5, when the current train speed is less than the target speed of 2Km/h, the desired acceleration determined at the PID controller is 0m/s or more2While simultaneously monitoring the target distance StIn a
When the train is in the idle state, the ATO does not maintain the minimum brake output (or the target brake rate is 0) and the ATO allows the output of the idle train, and the train slides by relying on the inertia of the train to prevent the train from being under-marked; as the train continues to move forward, the target distance StWhen the above formula is no longer satisfied, i.e.
And when the train is stopped, the ATO prevents the train from passing the standard according to the braking force applied by the second target braking rate, so that the train can be stopped accurately.
When needing to be explained: the threshold value is not specifically limited in this example, and the example is only illustrative here. In specific implementation, for each threshold value, a person skilled in the art can set the threshold value according to actual needs.
In this example, the airbrake setup delay time is obtained by measuring multiple vehicles in advance under pure airbrake conditions. The airbrake setup delay time is related to the brake system used by the train. For trains in different batches on the same route, the air brake setup delay time of each train may be different due to the difference of the braking systems of the trains. During specific implementation, if the consistency of the air brake establishing delay is not good, the air brake establishing delay can be used as a key parameter of each train for configuration, and configuration management is carried out according to a train set.
When the method provided by the embodiment is adopted for verification, the schematic diagram shown in fig. 6 is obtained according to the operation data in the verification process; as can be seen from fig. 6, the problem of braking force weakening occurs at the initial stage of the electric idle-time conversion, and after the electric idle-time conversion is completed, the braking deceleration is greater than the expected value of the ATO, so that the train speed is obviously lower than the target speed; and after the target distance meets corresponding preset conditions, the ATO relieves braking, and then the braking is applied, so that the train is accurately positioned at the target stop point.
The present embodiment further provides an ATO, which is a product embodiment corresponding to the foregoing method embodiment, and the same as the foregoing embodiment, and the description of the embodiment is omitted.
As shown in fig. 7, the ATO provided in this embodiment includes:
the first control module 11 is used for controlling the train to run according to the first target braking rate after the train enters the accurate parking stage;
the second control module 12 is used for controlling the train to coast after the current train speed is reduced to the electric idling speed change speed, or controlling the train to run according to a second target braking rate; the second target braking rate is less than the first target braking rate.
In one possible implementation manner, the second control module 12 is specifically configured to:
acquiring the current train speed and the current target distance;
when the current train speed and the current target distance respectively meet corresponding preset conditions, controlling the train to coast;
and when the current target distance does not meet the preset condition, controlling the train to run according to the second target braking rate.
In one possible implementation manner, the second control module 12 is specifically configured to:
and when the difference value between the current train speed and the corresponding target speed is smaller than a first threshold value, and the acquired expected acceleration is larger than or equal to 0, determining that the current train speed meets the corresponding preset condition.
In one possible implementation manner, the second control module 12 is specifically configured to:
at the current target distance StSatisfy the requirement of
Determining that the current target distance of the train meets corresponding preset conditions;
wherein, VtIndicating the current train speed, T1Representing an air brake set-up delay time; a is2Representing a second target braking rate.
In one possible implementation manner, the first control module 11 is further configured to:
the method comprises the steps of obtaining the speed and the target distance of a train when the train enters an accurate parking stage, and determining a first target braking rate according to the speed and the target distance of the train.
In one possible implementation manner, the first control module 11 is further configured to:
and when the current train speed is reduced to the electric-air conversion speed, acquiring the current target distance, and determining a second target braking rate according to the electric-air conversion speed and the current target distance.
The ATO that this embodiment provided, through dividing into a plurality of braking stages with the accurate parking stage, dispose different target brake rate in the braking stage of difference to do benefit to and guarantee train entering speed and operation efficiency, do benefit to again and ensure train parking precision, prevent that the train from passing mark or oweing mark, and be convenient for realize.
The present embodiment also provides a VOBC, including: an Automatic Train Protection subsystem (ATP), a man-machine interface subsystem (MMI), and an ATO in any of the above examples; ATO is electrically connected to ATP.
Wherein, the ATP is used for ensuring the safe operation of the train; specifically, the ATP is configured to comprehensively monitor the operation behavior of the train according to the acquired movement authorization information and the obstacle information on the route in combination with a corresponding electronic map, so as to ensure driving safety. Under the safety protection of ATP, the ATO sends out traction and braking instructions through an interface with a train system to control the train to carry out inter-station operation, stop and start operations, and can realize the inter-station operation adjusting function according to the control and adjustment instructions sent out by the control center equipment. The implementation process of the ATO control accurate parking is the same as the foregoing embodiment, and the detailed description of this embodiment is omitted.
The embodiment also provides a train, including: ATO in the braking system and any of the foregoing examples; the braking system is electrically connected to the ATO. And sending the target braking rate output by the ATO to a braking system, and responding by the braking system according to the target braking rate. The structure, function and implementation process of the braking system may be the same as or similar to those of the prior art, and are not described herein again.
It should be noted that: unless specifically stated otherwise, the relative steps, numerical expressions, and values of the components and steps set forth in these embodiments do not limit the scope of the present invention. In all examples shown and described herein, unless otherwise specified, any particular value should be construed as merely illustrative, and not restrictive, and thus other examples of example embodiments may have different values.
The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a unit, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may 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, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may 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, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (14)
1. A control method for accurately stopping a train is characterized by comprising the following steps:
after the train enters an accurate parking stage, the ATO controls the train to run according to a first target braking rate;
after the current train speed is reduced to the electricity-air conversion speed, the ATO controls the train to coast or controls the train to run according to a second target braking rate; the second target braking rate is less than the first target braking rate.
2. The method of claim 1, wherein said ATO controls said train to coast or to operate in accordance with a second target braking rate after said current train speed decreases to an electric-to-air transition speed; the second target braking rate is less than the first target braking rate, including:
after the current train speed is reduced to the electric-air conversion speed, acquiring the current train speed and the current target distance;
when the current train speed and the current target distance respectively meet corresponding preset conditions, the ATO controls the train to coast;
and when the current target distance does not meet the corresponding preset condition, the ATO controls the train to run according to a second target braking rate.
3. The method of claim 2, wherein determining that the current train speed satisfies a respective preset condition comprises:
and when the difference value between the current train speed and the corresponding target speed is smaller than a first threshold value, and the acquired expected acceleration is larger than or equal to 0, determining that the current train speed meets the corresponding preset condition.
4. The method according to claim 2, wherein determining that the current target distance of the train meets the corresponding preset condition comprises:
at the current target distance StSatisfy the requirement of
Determining that the current target distance of the train meets corresponding preset conditions;
wherein, VtIndicating the current train speed, T1Representing an air brake set-up delay time; a is2Representing a second target braking rate.
5. The method of claim 1, further comprising, prior to the ATO controlling the train operation according to the first target braking rate:
and obtaining the speed and the target distance of the train when the train enters the accurate parking stage, and determining the first target braking rate according to the speed and the target distance of the train.
6. The method of claim 1, further comprising, prior to the ATO controlling the train operation according to the second target braking rate:
and when the current train speed is reduced to the electric-air conversion speed, acquiring the current target distance, and determining the second target braking rate according to the electric-air conversion speed and the current target distance.
7. An automatic train operation subsystem (ATO), comprising:
the first control module is used for controlling the train to run according to a first target braking rate after the train enters an accurate parking stage;
the second control module is used for controlling the train to coast after the current train speed is reduced to the electric idling speed change speed, or controlling the train to run according to a second target braking rate; the second target braking rate is less than the first target braking rate.
8. The ATO of claim 7, wherein the second control module is specifically configured to:
acquiring the current train speed and the current target distance;
when the current train speed and the current target distance respectively meet corresponding preset conditions, controlling the train to idle;
and when the current target distance does not meet the corresponding preset condition, controlling the train to run according to a second target braking rate.
9. The ATO of claim 8, wherein the second control module is specifically configured to:
and when the difference value between the current train speed and the corresponding target speed is smaller than a first threshold value, and the acquired expected acceleration is larger than or equal to 0, determining that the current train speed meets the corresponding preset condition.
10. The ATO of claim 8, wherein the second control module is specifically configured to:
at the current target distance StSatisfy the requirement of
Determining that the current target distance of the train meets corresponding preset conditions;
wherein, VtIndicating the current train speed, T1Representing an air brake set-up delay time; a is2Represents the secondA target braking rate.
11. The ATO of claim 7, wherein the first control module is further configured to:
and obtaining the speed and the target distance of the train when the train enters the accurate parking stage, and determining the first target braking rate according to the speed and the target distance of the train.
12. The ATO of claim 7, wherein the first control module is further configured to:
and when the current train speed is reduced to the electric-air conversion speed, acquiring the current target distance, and determining the second target braking rate according to the electric-air conversion speed and the current target distance.
13. A VOBC (video object controller) on a vehicle, comprising: an automatic train protection subsystem ATPI and an automatic train operation subsystem ATO according to any one of claims 7-12; the ATO is electrically connected to the ATP.
14. A train, comprising: a braking system and an ATO according to any of claims 7-12; the braking system is electrically connected with the ATO.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010945241.9A CN112124364B (en) | 2020-09-10 | 2020-09-10 | Control method for accurate train stop, ATO, VOBC and train |
Applications Claiming Priority (1)
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| CN112918519A (en) * | 2021-03-02 | 2021-06-08 | 中车青岛四方车辆研究所有限公司 | Secondary short-distance benchmarking parking method, train control system and automatic driving system |
| CN115140120A (en) * | 2021-03-30 | 2022-10-04 | 比亚迪股份有限公司 | Parking control method under crawling mode and vehicle controller |
| CN115257668A (en) * | 2022-08-26 | 2022-11-01 | 中车株洲电力机车有限公司 | Train jump control method and device and train |
| 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 |
| CN115416632A (en) * | 2022-09-15 | 2022-12-02 | 交控科技股份有限公司 | Parking control method, parking control device, electronic equipment and storage medium |
| CN115991101A (en) * | 2023-03-23 | 2023-04-21 | 卡斯柯信号(北京)有限公司 | Train braking mode conversion method and device |
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| CN115257668A (en) * | 2022-08-26 | 2022-11-01 | 中车株洲电力机车有限公司 | Train jump control method and device and train |
| CN115416632A (en) * | 2022-09-15 | 2022-12-02 | 交控科技股份有限公司 | Parking control method, parking control device, electronic equipment and storage medium |
| CN115416632B (en) * | 2022-09-15 | 2024-01-30 | 交控科技股份有限公司 | Parking control method and device, electronic equipment and storage medium |
| CN115991101A (en) * | 2023-03-23 | 2023-04-21 | 卡斯柯信号(北京)有限公司 | Train braking mode conversion method and device |
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