CN113002597A - Rescue system for dead zone - Google Patents
Rescue system for dead zone Download PDFInfo
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- CN113002597A CN113002597A CN202110441271.0A CN202110441271A CN113002597A CN 113002597 A CN113002597 A CN 113002597A CN 202110441271 A CN202110441271 A CN 202110441271A CN 113002597 A CN113002597 A CN 113002597A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/60—Testing or simulation
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to the technical field of rail transit rescue, in particular to a rescue system for a dead zone, which comprises: the electrification detection module is used for detecting the electrification state of the non-electrification region and judging whether the non-electrification region is electrified or not; the rescue sending module is used for sending a signal for carrying out first-stage rescue to the first-stage rescue module when the non-electric area is not electrified and sending a signal for carrying out second-stage rescue to the second-stage rescue module when the non-electric area is electrified; the first-level rescue module is used for sending a signal of emergency braking to the train and sending a signal for continuous rescue to an AW0 vehicle; the second-level rescue module is used for sending a signal which passes through the dead zone and reaches a station closest to the preset point to the train if the train does not completely lose power; if the train loses power completely, a signal for emergency braking is sent to the train and a signal for a hitch rescue is sent to the AW0 vehicle. The invention can rapidly rescue the train to enable the train to rapidly pass through the dead zone.
Description
Technical Field
The invention relates to the technical field of rail transit rescue, in particular to a rescue system for a non-electric area.
Background
The key and difficult point of the double-current system vehicle is the double-current system switching, the double-current system switching is completed by the vehicle jumping from the Chongqing pedal to the Jiangjin line in a non-stop coasting mode through a dead zone, the auxiliary power supply system stops working when the train passes through the dead zone, and the vehicle automatically completes the switching action of the different power supplies; when the automatic switching fails, the driver can manually complete the switching, and the smooth passing of the non-electric area is ensured.
When a double-current system vehicle works under a different power grid, the alternating current circuit and the direct current circuit must be switched, if the switching prompts that a beacon or a switching device is in fault, the high-voltage circuit of the vehicle under different power grids has the risk of being involved, and the involved means that the direct current high voltage enters the alternating current high-voltage circuit or the alternating current high voltage passes through the direct current high-voltage circuit. When the double-current system switching fails, the risk that the vehicle is just stopped in a dead zone possibly exists, and the risk that alternating current is emitted to direct current and direct current is emitted to an alternating current loop does not exist when the vehicle is stopped in the dead zone; if the high-voltage device is adhered or uncontrollable, the vehicle does not need to continue to run and waits for rescue; if the switching problem is caused by the beacon information error, the line can enable the vehicle to move forward continuously by alternating current or direct current on the non-electricity zone without rescue.
It can be seen that there may be a risk that the vehicle will just stop in the dead zone when the dual-flow switch fails, and if the vehicle will stop in the dead zone, the vehicle needs to be rescued quickly.
Disclosure of Invention
The invention provides a rescue system for a dead zone, which can rapidly rescue when a vehicle stops right to the dead zone.
The basic scheme provided by the invention is as follows: rescue system for a dead zone, comprising:
the electrification detection module is used for detecting the electrification state of the non-electrification region and judging whether the non-electrification region is electrified or not;
the rescue sending module is used for sending a signal for carrying out first-stage rescue to the first-stage rescue module when the non-electric area is not electrified and sending a signal for carrying out second-stage rescue to the second-stage rescue module when the non-electric area is electrified;
the first-level rescue module is used for detecting the speed of the train passing through a preset point, judging the speed of the train passing through the preset point and the size of a preset speed threshold value, wherein the preset point is a position point of the train entering an inert beacon:
if the speed of the train passing through the preset point is less than the preset speed threshold value, sending a signal of emergency braking to the train and sending a signal of going to the hitching rescue to the AW0 vehicle;
if the speed of the train passing through the preset point is larger than or equal to the preset speed threshold, detecting the residual power of the train, and judging the residual power of the train and 1/2:
if the residual power of the train is more than or equal to 1/2, sending a signal to the train which passes through the dead zone and reaches a station closest to the preset point;
if the residual power of the train is less than 1/2, sending a signal of emergency braking to the train and sending a signal of going to the hitching rescue to the AW0 vehicle;
and the secondary rescue module is used for sending a signal for starting a manual operation mode to the train and detecting whether the train completely loses power or not after the train passes through a preset point and if the train stops in front of, between or behind a dead zone:
if the train does not completely lose power, sending a signal to the train, wherein the signal passes through the dead zone and reaches a station closest to the preset point;
if the train loses power completely, a signal for emergency braking is sent to the train and a signal for a hitch rescue is sent to the AW0 vehicle.
The working principle and the advantages of the invention are as follows: the method comprises the steps that rescue is carried out in an alternating current-direct current conversion interval, and the rescue process is divided into two stages of rescue on the premise that the general rescue principle is not violated, namely, on the premise that the advancing direction of a train is not changed and the train is pushed to a nearest avoidance line or a station with an overtaking line by adopting an AW0 vehicle; wherein, the first-level rescue is that the dead zone is not electrified, and passengers are cleared by pushing the train by an AW0 vehicle; the second-level rescue is to change the charged state of the dead zone so that the dead zone is charged to actively drive the train out or push the train out of the dead zone with AW0 vehicles. By the mode, the train can be quickly rescued to quickly pass through the non-electric area.
The invention divides the rescue process into two stages of rescue according to whether the dead zone is electrified or not, and can rapidly rescue the train to enable the train to rapidly pass through the dead zone, thereby rapidly rescuing when the vehicle just stops to the dead zone.
Further, the preset speed threshold is 35 km/h.
Has the advantages that: through verifying the minimum speed that train can inertia pass through the no electricity district, simulate the condition of passing through of no electricity district respectively, through the actual line simulation to direct current-exchange and exchange-direct current, find minimum speed point, make the train can begin inertia from this point and pass through the no electricity district, the simulation result shows: when the train passes through the AC/DC dead zone, the train can only pass through the dead zone in an inert manner when the speed of the train at a preset point is more than 35km/h, and therefore, the 35km/h speed is a limiting speed value for judging whether the train is allowed to enter AC/DC switching.
Further, if the speed of the train passing through the preset point is less than or equal to the preset speed threshold value, an emergency braking signal is sent to the train, and the emergency braking signal comprises a preset braking distance.
Has the advantages that: in any case, if the speed of the train at the preset point is less than or equal to 35km/h, the brake can be applied at the preset point position and stopped within the preset brake distance range, so that the subsequent rescue is convenient.
Further, the preset braking distance is 48 m.
Has the advantages that: the simulation results show that in any case, if the speed of the train at the preset point is equal to 35km/h and the brake is immediately applied at the position of the preset point, the braking distance is 48m, so that 48m can meet the braking requirements of various conditions.
Further, if the speed of the train passing through the preset point is larger than or equal to the preset speed threshold, whether the train is in the direct current working condition and whether the train is in the overload state is detected:
if the train is in a direct current working condition and in an overload state, if the residual power of the train is more than or equal to 4/5 and the gradient is less than or equal to 50 per thousand, a signal for returning to the vehicle base after the train runs to the terminal station and clears passengers is sent to the train, and after the train receives the signal for returning to the vehicle base after the train runs to the terminal station and clears passengers, the train runs to the terminal station and returns to the vehicle base after the passengers are cleared;
if the train is in a direct current working condition and in an overload state, if 1/2 is not more than the residual power of the train is less than 4/5 and the gradient is not more than 50 per thousand, a signal which returns to the vehicle base after running to the nearest station and clearing passengers is sent to the train, and after the train receives the signal which returns to the vehicle base after running to the nearest station and clearing passengers, the signal which returns to the vehicle base after running to the nearest station and clearing passengers is sent to the vehicle base.
Has the advantages that: simulation results show that: under the direct current working condition, when the train passes through a preset point, if the speed of the train passing through the preset point is larger than or equal to a preset speed threshold value, and if the power lost by the train is smaller than or equal to 1/2 and the gradient is smaller than or equal to 50 per thousand, the train can continuously run to a terminal station or a nearest station, so that the full-automatic passing through an alternating current-direct current conversion area is realized.
Further, when the speed of the train passing through the preset point is larger than or equal to the preset speed threshold, whether the train is in an alternating working condition and whether the train is in an overload state is detected:
if the train is in an alternating current condition and in an overload state, if the residual power of the train is more than or equal to 3/4 and the gradient is less than or equal to 30 per thousand, a signal for returning to the vehicle base after running to the terminal station and clearing passengers is sent to the train, and after the train receives the signal for returning to the vehicle base after running to the terminal station and clearing passengers, the signal for returning to the vehicle base after running to the terminal station and clearing passengers is sent to the vehicle base;
if the train is in the communication condition and in the overload state, if 1/2 is less than or equal to the remaining power of the train less than 3/4 and the gradient is less than or equal to 30 per thousand, a signal which returns to the vehicle base after running to the nearest station and clearing passengers is sent to the train, and after the train receives the signal which returns to the vehicle base after running to the nearest station and clearing passengers, the train runs to the nearest station and returns to the vehicle base after clearing passengers.
Has the advantages that: simulation results show that: under the alternating-current working condition, when the train passes through the preset point, if the speed of the train passing through the preset point is larger than or equal to the preset speed threshold value, and if the power lost by the train is smaller than or equal to 1/2 and the gradient is smaller than or equal to 30 per thousand, the train can continuously run to a terminal station or a nearest station, so that the full-automatic passing through the alternating-current and direct-current conversion area is realized.
Drawings
Fig. 1 is a system block diagram of an embodiment of the rescue system for a dead zone of the present invention.
Detailed Description
The following is further detailed by the specific embodiments:
example 1
An embodiment is substantially as shown in figure 1, comprising:
the electrification detection module is used for detecting the electrification state of the non-electrification region and judging whether the non-electrification region is electrified or not;
the rescue sending module is used for sending a signal for carrying out first-stage rescue to the first-stage rescue module when the non-electric area is not electrified and sending a signal for carrying out second-stage rescue to the second-stage rescue module when the non-electric area is electrified;
a first-level rescue module: the method is used for detecting the speed of the train passing through a preset point and judging the speed of the train passing through the preset point and the size of a preset speed threshold, wherein the preset point is a position point of the train entering an inert beacon:
if the speed of the train passing through the preset point is less than the preset speed threshold value, sending a signal of emergency braking to the train and sending a signal of going to the hitching rescue to the AW0 vehicle;
if the speed of the train passing through the preset point is larger than or equal to the preset speed threshold, detecting the residual power of the train, and judging the residual power of the train and 1/2:
if the residual power of the train is more than or equal to 1/2, sending a signal to the train which passes through the dead zone and reaches a station closest to the preset point;
if the residual power of the train is less than 1/2, sending a signal of emergency braking to the train and sending a signal of going to the hitching rescue to the AW0 vehicle;
and the secondary rescue module is used for sending a signal for starting a manual operation mode to the train and detecting whether the train completely loses power or not after the train passes through a preset point and if the train stops in front of, between or behind a dead zone:
if the train does not completely lose power, sending a signal to the train, wherein the signal passes through the dead zone and reaches a station closest to the preset point;
if the train loses power completely, a signal for emergency braking is sent to the train and a signal for a hitch rescue is sent to the AW0 vehicle.
The specific implementation process is as follows:
and S1, detecting the charged state of the non-charged area by the charged detection module, and judging whether the non-charged area is charged. In this embodiment, a voltage transformer is used to detect the electrification of the dead zone, i.e., whether the dead zone is electrified.
S2, if the no-electricity zone is not charged, the rescue sending module sends a signal for first-level rescue to the first-level rescue module, namely S3 is executed; on the contrary, if the dead zone is charged, the rescue sending module sends a signal for performing the second-stage rescue to the second-stage rescue module, that is, S4 is executed.
And S3, the first-level rescue module receives the signal for first-level rescue and carries out first-level rescue.
Firstly, the speed of the train passing through the preset point is detected, and the speed of the train passing through the preset point and the size of the preset speed threshold are judged. In this embodiment, it is necessary to verify the lowest speed at which the train can inertly pass through the dead zone in advance, that is, to simulate the passing condition of the dead zone, and to find the lowest speed at which the train can inertly pass through the dead zone from the position point of the inert beacon by simulating the actual lines of direct current → alternating current and alternating current → direct current, respectively. Simulation results show that: when the train passes through the AC/DC dead zone, the train can only pass through the dead zone in an inertia mode when the speed of the train at the position point of the inertia beacon is more than 35km/h, and the 35km/h speed is a limiting speed value for judging whether the train is allowed to enter AC/DC switching. Therefore, in the embodiment, the position point of the train entering the inertia beacon is set as a preset point, and the preset speed threshold is set as 35 km/h.
If the speed of the train passing through the preset point is less than 35km/h, a signal of emergency braking is sent to the train, and a signal of going to the hitching rescue is sent to an AW0 vehicle: after the train receives the signal of emergency braking, the brake is applied, and the AW0 vehicle is waited for rescue; after receiving the signal of the train rescue, the AW0 vehicle goes to the train rescue train;
if the speed of the train passing through the preset point is more than or equal to 35km/h, detecting the residual power of the train, and judging the size of the residual power of the train and 1/2, namely judging the size relation between the residual power of the train and the total power or rated power of the train, namely 1/2:
(a) if the residual power of the train is more than or equal to 1/2, sending a signal to the train which passes through the dead zone and reaches the station closest to the preset point, and after receiving the signal to the station closest to the preset point, the train passes through the dead zone and reaches the station closest to the preset point;
(b) if the residual power of the train is less than 1/2, sending a signal of emergency braking to the train, and simultaneously sending a signal of going to the on-hook rescue to the AW0 vehicle; after receiving the signal of emergency braking, the train applies braking and waits for AW0 vehicle to be rescued in a continuous mode; after receiving the signal of the hitching rescue, the AW0 vehicle goes to the hitching rescue.
In this embodiment, if the speed of the train passing through the preset point is less than or equal to the preset speed threshold, a signal for emergency braking is sent to the train, wherein the signal for emergency braking includes a preset braking distance. If the speed of the train at the preset point is less than or equal to 35km/h, the train can stop within the preset braking distance range by applying the brake at the preset point position, and the train can be conveniently rescued subsequently. In this embodiment, since the simulation result shows that, in any case, if the speed of the train at the preset point is equal to 35km/h and the brake is immediately applied at the position of the preset point, the braking distance is 48m, so that 48m can satisfy the braking requirements of various situations, and the preset braking distance is set to 48 m. Wherein AW0 represents no load, AW1 represents full seat, AW2 represents rated load, and AW3 represents overload.
And S4, the secondary rescue module receives the signal for secondary rescue and carries out secondary rescue.
After the train passes through the preset point, if the train stops before, between or after the dead zone, the train sends a signal for starting the manual operation mode to the train, and after the train receives the signal for starting the manual operation mode, the charged state of the dead zone is changed, so that the dead zone is converted into the dead state from the charged state, and whether the train completely loses power is detected later:
if the train does not completely lose power, sending a signal which passes through the dead zone and reaches a station closest to the preset point to the train, and after receiving the signal which passes through the dead zone and reaches the station closest to the preset point, the train passes through the dead zone and reaches the station closest to the preset point;
if the train loses power completely, sending a signal of emergency braking to the train and sending a signal for continuous rescue to the AW0 vehicle; after receiving the signal of emergency braking, the train applies braking and waits for AW0 vehicle to be rescued in a continuous mode; after receiving the signal of the hitching rescue, the AW0 vehicle goes to the hitching rescue.
Example 2
The difference from the embodiment 1 is that when the speed of the train passing through the preset point is greater than or equal to the preset speed threshold, whether the train is in a direct current working condition or an alternating current working condition and whether the train is in an overload state is detected, and the following two conditions are specifically distinguished:
(1) as the simulation result shows that: under the direct current working condition, when the train passes through a preset point, if the speed of the train passing through the preset point is larger than or equal to a preset speed threshold value, the residual power of the train is larger than or equal to 1/2, and the gradient of the train is smaller than or equal to 50 per thousand, the train can continuously run to a terminal station or a nearest station, so that the full-automatic passing through an alternating current-direct current conversion area is realized, whether the train is in the direct current working condition and is in an overload state is detected, and if the train is in the direct current working condition and is in the overload state:
if the residual power of the train is more than or equal to 4/5 and the gradient is less than or equal to 50 per thousand, sending a signal which returns to the vehicle base after running to the terminal station and clearing passengers to the train, and after receiving the signal which returns to the vehicle base after running to the terminal station and clearing passengers, running to the terminal station and returning to the vehicle base after clearing passengers;
and if 1/2 is less than or equal to the residual power of the train and less than 4/5 and the gradient is less than or equal to 50 per thousand, sending a signal which returns to the vehicle base after running to the nearest station and clearing passengers to the train, and after receiving the signal which returns to the vehicle base after running to the nearest station and clearing passengers, running to the nearest station and returning to the vehicle base after clearing passengers.
(2) As the simulation result shows that: under the alternating-current working condition, when the train passes through a preset point, if the speed of the train passing through the preset point is larger than or equal to a preset speed threshold value, the residual power of the train is larger than or equal to 1/2, and the gradient of the train is smaller than or equal to 30 per thousand, the train can continuously run to a terminal station or a nearest station, so that the full-automatic passing through an alternating-current and direct-current conversion area is realized, whether the train is in the alternating-current working condition and is in an overload state is detected, and if the train is in the alternating-current working condition and:
if the residual power of the train is more than or equal to 3/4 and the gradient is less than or equal to 30 per thousand, sending a signal which returns to the vehicle base after running to the terminal station and clearing passengers to the train, and after receiving the signal which returns to the vehicle base after running to the terminal station and clearing passengers, running to the terminal station and returning to the vehicle base after clearing passengers;
and if 1/2 is less than or equal to the residual power of the train and less than 3/4 and the gradient is less than or equal to 30 per thousand, sending a signal which returns to the vehicle base after running to the nearest station and clearing passengers to the train, and after receiving the signal which returns to the vehicle base after running to the nearest station and clearing passengers, running to the nearest station and returning to the vehicle base after clearing passengers.
The foregoing is merely an example of the present invention, and common general knowledge in the field of known specific structures and characteristics is not described herein in any greater extent than that known in the art at the filing date or prior to the priority date of the application, so that those skilled in the art can now appreciate that all of the above-described techniques in this field and have the ability to apply routine experimentation before this date can be combined with one or more of the present teachings to complete and implement the present invention, and that certain typical known structures or known methods do not pose any impediments to the implementation of the present invention by those skilled in the art. It should be noted that, for those skilled in the art, without departing from the structure of the present invention, several changes and modifications can be made, which should also be regarded as the protection scope of the present invention, and these will not affect the effect of the implementation of the present invention and the practicability of the patent. The scope of the claims of the present application shall be determined by the contents of the claims, and the description of the embodiments and the like in the specification shall be used to explain the contents of the claims.
Claims (6)
1. Rescue system for a dead zone, comprising:
the electrification detection module is used for detecting the electrification state of the non-electrification region and judging whether the non-electrification region is electrified or not;
the rescue sending module is used for sending a signal for carrying out first-stage rescue to the first-stage rescue module when the non-electric area is not electrified and sending a signal for carrying out second-stage rescue to the second-stage rescue module when the non-electric area is electrified;
the first-level rescue module is used for detecting the speed of the train passing through a preset point, judging the speed of the train passing through the preset point and the size of a preset speed threshold value, wherein the preset point is a position point of the train entering an inert beacon:
if the speed of the train passing through the preset point is less than the preset speed threshold value, sending a signal of emergency braking to the train and sending a signal of going to the hitching rescue to the AW0 vehicle;
if the speed of the train passing through the preset point is larger than or equal to the preset speed threshold, detecting the residual power of the train, and judging the residual power of the train and 1/2:
if the residual power of the train is more than or equal to 1/2, sending a signal to the train which passes through the dead zone and reaches a station closest to the preset point;
if the residual power of the train is less than 1/2, sending a signal of emergency braking to the train and sending a signal of going to the hitching rescue to the AW0 vehicle;
and the secondary rescue module is used for sending a signal for starting a manual operation mode to the train and detecting whether the train completely loses power or not after the train passes through a preset point and if the train stops in front of, between or behind a dead zone:
if the train does not completely lose power, sending a signal to the train, wherein the signal passes through the dead zone and reaches a station closest to the preset point;
if the train loses power completely, a signal for emergency braking is sent to the train and a signal for a hitch rescue is sent to the AW0 vehicle.
2. Rescue system for a no-battery zone as claimed in claim 1, characterized in that the preset speed threshold is 35 km/h.
3. The rescue system for a dead-band as claimed in claim 2, wherein if the speed of the train passing the preset point is less than or equal to the preset speed threshold, a signal for emergency braking is transmitted to the train, the signal for emergency braking including a preset braking distance.
4. Rescue system for a dead-band as claimed in claim 3, characterized in that the preset braking distance is 48 meters.
5. The rescue system for a dead zone as claimed in claim 4, wherein if the speed of the train passing through the preset point is greater than or equal to the preset speed threshold, it is detected whether the train is in the DC condition and in the overtaking state:
if the train is in a direct current working condition and in an overload state, if the residual power of the train is more than or equal to 4/5 and the gradient is less than or equal to 50 per thousand, a signal for returning to the vehicle base after the train runs to the terminal station and clears passengers is sent to the train, and after the train receives the signal for returning to the vehicle base after the train runs to the terminal station and clears passengers, the train runs to the terminal station and returns to the vehicle base after the passengers are cleared;
if the train is in a direct current working condition and in an overload state, if 1/2 is not more than the residual power of the train is less than 4/5 and the gradient is not more than 50 per thousand, a signal which returns to the vehicle base after running to the nearest station and clearing passengers is sent to the train, and after the train receives the signal which returns to the vehicle base after running to the nearest station and clearing passengers, the signal which returns to the vehicle base after running to the nearest station and clearing passengers is sent to the vehicle base.
6. The rescue system for a dead zone as claimed in claim 5, wherein when the speed of the train passing through the preset point is greater than or equal to the preset speed threshold, whether the train is in the AC condition and the overtaking state is detected:
if the train is in an alternating current condition and in an overload state, if the residual power of the train is more than or equal to 3/4 and the gradient is less than or equal to 30 per thousand, a signal for returning to the vehicle base after running to the terminal station and clearing passengers is sent to the train, and after the train receives the signal for returning to the vehicle base after running to the terminal station and clearing passengers, the signal for returning to the vehicle base after running to the terminal station and clearing passengers is sent to the vehicle base;
if the train is in the communication condition and in the overload state, if 1/2 is less than or equal to the remaining power of the train less than 3/4 and the gradient is less than or equal to 30 per thousand, a signal which returns to the vehicle base after running to the nearest station and clearing passengers is sent to the train, and after the train receives the signal which returns to the vehicle base after running to the nearest station and clearing passengers, the train runs to the nearest station and returns to the vehicle base after clearing passengers.
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| KR20110134544A (en) * | 2010-06-09 | 2011-12-15 | 한국철도기술연구원 | Automatic changeover system consisting of main changeover device and assistant changeover device for electric railway neutral section and method thereof |
| CN102975724A (en) * | 2012-12-07 | 2013-03-20 | 南车株洲电力机车有限公司 | Tractive power supply system for storage battery and current collector of urban rail vehicle |
| CN102991363A (en) * | 2012-12-07 | 2013-03-27 | 南车株洲电力机车有限公司 | Storage battery and pantograph traced power supply system for urban rail vehicle |
| JP2015128353A (en) * | 2013-12-27 | 2015-07-09 | 株式会社東芝 | AC electric vehicle control system |
| US20180345822A1 (en) * | 2014-08-19 | 2018-12-06 | Jilin University | Electrified railway power grid system without negative sequence in whole process and without power supply networks at intervals |
| CN107571888A (en) * | 2017-09-07 | 2018-01-12 | 湖南中车时代通信信号有限公司 | A kind of control method for preventing electric locomotive from falling into non-Electric region |
| CN109245284A (en) * | 2018-10-17 | 2019-01-18 | 中车株洲电力机车有限公司 | A kind of double-source controlled power supply system and double-source controlled electric engineering car |
| CN111137324A (en) * | 2018-11-06 | 2020-05-12 | 株洲中车时代电气股份有限公司 | Train and traction control system and method thereof |
| CN110481387A (en) * | 2019-08-26 | 2019-11-22 | 北京康吉森交通技术有限公司 | A kind of train operation state detection method and device in neutral-section passing system |
| CN112339795A (en) * | 2020-10-28 | 2021-02-09 | 交控科技股份有限公司 | Vehicle emergency traction method and device, electronic equipment and storage medium |
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