CN113734208A - Rail transit traction vehicle - Google Patents
Rail transit traction vehicle Download PDFInfo
- Publication number
- CN113734208A CN113734208A CN202110976124.3A CN202110976124A CN113734208A CN 113734208 A CN113734208 A CN 113734208A CN 202110976124 A CN202110976124 A CN 202110976124A CN 113734208 A CN113734208 A CN 113734208A
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- Prior art keywords
- brake
- electric
- braking
- chassis
- rail transit
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C3/00—Electric locomotives or railcars
- B61C3/02—Electric locomotives or railcars with electric accumulators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
- B60F1/00—Vehicles for use both on rail and on road; Conversions therefor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/28—Eddy-current braking
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a rail transit traction vehicle, comprising: the steering and walking mechanism comprises a chassis, a power battery, a plurality of steering and walking components and a braking mechanism, wherein the steering and walking components comprise traction motors and wheels, the wheels are arranged on the chassis through axles, and the traction motors are used for driving the wheels to rotate; the braking mechanism comprises an electric braking controller, a plurality of electric regenerative brakes and a plurality of electromagnetic brakes, the electric regenerative brakes are arranged on the corresponding traction motors, the electromagnetic brakes are arranged on the corresponding axles, and the electric regenerative brakes and the electromagnetic brakes are respectively and electrically connected with the electric braking controller; the power battery is used for supplying power to the traction motor and the electromagnetic brake, and the electric regenerative brake is also used for charging the power battery. The electric brake mode is adopted to reduce brake abrasion, so that the maintenance cost is reduced.
Description
Technical Field
The invention relates to the technical field of rail cars, in particular to a rail transit traction vehicle.
Background
At present, the dual-purpose vehicle for railway and road can not only run on the road, but also run on the railway, so that the dual-purpose vehicle for railway and road is widely applied to the rail transportation industry, and the dual-purpose vehicle for railway and road is generally used for the operations of railway traction, rush repair, construction, emergency rescue and the like. Railway cars are usually equipped with a brake system to meet the braking requirements, for example, chinese patent publication No. CN102849054A discloses a dual-brake type rail-road car, which uses a brake clamp to brake. However, as the service time increases, the brake disc in the brake caliper will gradually wear and need to be replaced periodically, resulting in increased maintenance costs. The invention aims to solve the technical problem of how to design a vehicle which reduces brake wear and reduces maintenance cost.
Disclosure of Invention
The invention provides a rail transit traction vehicle, which adopts an electric braking mode to reduce braking abrasion and further reduce maintenance cost.
In order to achieve the purpose, the invention adopts the following technical scheme:
the invention provides a rail transit traction vehicle, comprising: the steering and walking mechanism comprises a chassis, a power battery, a plurality of steering and walking components and a braking mechanism, wherein the steering and walking components comprise traction motors and wheels, the wheels are arranged on the chassis through axles, and the traction motors are used for driving the wheels to rotate;
the braking mechanism comprises an electric braking controller, a plurality of electric regenerative brakes and a plurality of electromagnetic brakes, the electric regenerative brakes are arranged on the corresponding traction motors, the electromagnetic brakes are arranged on the corresponding axles, and the electric regenerative brakes and the electromagnetic brakes are respectively and electrically connected with the electric braking controller;
the power battery is used for supplying power to the traction motor and the electromagnetic brake, and the electric regenerative brake is also used for charging the power battery.
Further, still include eddy current brake, eddy current brake sets up on the vehicle bottom dish, eddy current brake with the electric brake controller electricity is connected, power battery still is used for the power supply of eddy current brake.
Further, the electromagnetic brake is in a braking state when power is off.
Further, the device also comprises a plurality of wheel speed sensors, and the wheel speed sensors are used for detecting the rotating speed of the wheels at corresponding positions.
Furthermore, the brake system also comprises a wireless communication module which is electrically connected with the electric brake controller.
Furthermore, turn to walking subassembly still includes rotating turret and rotation motor, the rotating turret rotationally sets up on the vehicle chassis, the wheel passes through the axletree setting and is in on the rotating turret, traction motor sets up on the rotating turret and with the pivot transmission is connected, it sets up to rotate the motor the vehicle chassis is last and be used for the drive the rotating turret rotates.
The lifting mechanism is arranged on the chassis and used for driving the lifting frame to slide up and down.
Compared with the prior art, the technical scheme of the invention has the following technical effects: the electric regenerative brake and the electromagnetic brake are matched with each other to brake the wheel, so that the brake abrasion can be effectively reduced, the maintenance of a vehicle brake system is reduced, and the cost is saved; when the electric regenerative brake is used for braking, the braking energy can be recovered, and low-carbon braking is realized; the rail transit traction vehicle provided with the electric braking device can reduce the full life cycle cost of the vehicle and improve the competitiveness.
Drawings
FIG. 1 is a schematic structural diagram of a rail transit traction vehicle according to one embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a steering and traveling assembly of the rail transit traction vehicle of the present invention;
FIG. 3 is a schematic structural view of a guide assembly in the rail transit traction vehicle of the present invention;
FIG. 4 is a schematic structural diagram of a height adjustment mechanism in the rail transit traction vehicle of the present invention;
fig. 5 is a second schematic structural diagram of the rail transit traction vehicle of the invention.
Reference numerals:
a chassis 1;
a cab 11, a sliding sleeve 12;
a steering and walking component 2;
the device comprises wheels 21, a rotating frame 22, a traction motor 23, a rotating motor 24, a main gear 25 and a pinion 26;
a guide assembly 3;
the lifting mechanism 31, the lifting frame 32, the wheel shaft 33 and the guide wheel 34;
a guide cylinder 311, a slide rod 321;
a coupler 4;
a height adjusting mechanism 5;
a mounting base 51, a guide rail 52, a driving member 53;
a brake mechanism 6;
an electric brake controller 61, an electric regenerative brake 62, an electromagnetic brake 63, an eddy current brake 64;
and a wireless communication module 7.
Detailed Description
In a first embodiment, as shown in fig. 1 to 4, the present invention provides a rail transit traction vehicle, including:
the vehicle comprises a vehicle chassis 1, wherein a cab 11 is arranged on the vehicle chassis 1;
the road walking module comprises four steering walking components 2, the four steering walking components 2 are distributed at four corners of a chassis 1, each steering walking component 2 comprises a wheel 21, a rotating frame 22, a traction motor 23 and a rotating motor 24, the wheels 21 are arranged on the rotating frames 22 through axles, the traction motors 23 are arranged on the rotating frames 22 and are in transmission connection with rotating shafts, the rotating frames 22 are rotatably arranged on the chassis 1, and the rotating motors 24 are arranged on the chassis 1 and are used for driving the rotating frames 22 to rotate;
the railway running module comprises two guide assemblies 3, each guide assembly 3 comprises a lifting mechanism 31, a lifting frame 32, a wheel shaft 33 and two guide wheels 34, the guide wheels 34 are arranged at the end parts of the wheel shafts 33, the wheel shafts 33 are arranged on the lifting frames 32, the lifting frames 32 can be slidably arranged at the corresponding end parts of the vehicle chassis 1, and the lifting mechanisms 31 are arranged on the vehicle chassis 1 and used for driving the lifting frames 32 to slide up and down.
Specifically, this embodiment rail transit traction vehicle disposes four and turns to running gear 2 on chassis 1, and four turn to running gear 2 can independently go and turn to, like this, in the use, through adjusting four turned angle that turn to running gear 2, alright realize the turn of arbitrary angle, and then reduce turning radius. Meanwhile, the transverse translation or the in-situ rotation can be realized according to the requirement.
The railway running module drives the lifting frame 32 to move downwards through the lifting mechanism 31, so that the guide wheels 34 abut against the steel rails, and the requirement of railway running is met.
Further, in order to control the rotation of the wheel 21, a main gear 25 may be provided on the rotation motor 24, and a sub-gear 26 may be provided on the turret 22, wherein the main gear 25 is engaged with the sub-gear 26. Specifically, the rotation motor 24 drives the main gear 25 to rotate, and further drives the sub-gear 26 to rotate through the main gear 25, and the sub-gear 26 will drive the rotating rack 22 to rotate, so as to adjust the rotation angle of the wheel 21.
Still further, the lifting mechanism 31 includes two guide cylinders 311 arranged vertically side by side; the lifting frame 32 comprises two sliding rods 321, the end part of the chassis 1 is also provided with two vertically arranged sliding sleeves 12, the sliding rods 321 are slidably arranged in the corresponding sliding sleeves 12, the upper end parts of the sliding rods 321 are connected with the piston rods of the corresponding guide oil cylinders 311, and the wheel shaft 33 is arranged between the two sliding rods 321.
Specifically, in order to make the guide wheels 34 at the two end portions of the axle rise and fall smoothly, two guide cylinders 311 arranged side by side may be disposed on the chassis 1, and the guide cylinders 311 may drive the sliding rod 321 to slide up and down smoothly in the sliding sleeve 12, so as to drive the guide wheels 34 to move up and down through the wheel axle 33.
Based on the above technical solution, optionally, as shown in fig. 5, two end portions of the chassis 1 are respectively provided with a coupler 4.
In particular, the coupler 4 on the chassis 1 can draw the vehicles on the road or the railway according to the requirements. Preferably, in order to meet the use requirements of different vehicles to be towed, the two end parts of the chassis 1 are respectively provided with a height adjusting mechanism 5, the height adjusting mechanism 5 comprises a mounting seat 51, a guide rail 52 and a driving part 53, the guide rail 52 is vertically arranged on the chassis 1, the mounting seat 51 is slidably arranged on the guide rail 52, the driving part 53 is used for driving the mounting seat 51 to slide up and down, and the coupler 4 is arranged on the mounting seat 51.
Specifically, the coupler 4 is mounted on the mounting seat 51, and the driving part 53 drives the mounting seat 51 to move up and down to adjust the height position of the coupler 4, so as to meet the traction requirements of vehicles with different heights. The driving part 53 comprises a screw rod, a threaded hole is formed in the mounting base 51, the screw rod is rotatably arranged on the chassis 1, and the screw rod is in threaded connection with the threaded hole. The height of the car coupler 4 can be adjusted, coupling with vehicles with different heights of passenger cars, motor cars and metro vehicles is achieved, and in addition, the car coupler 4 is detachably installed on the installation base 51, so that the car coupler 4 of each car type is convenient to disassemble and install, and exchange functions are achieved.
In another embodiment, the cab 11 is detachably mounted on the chassis 1 to meet the use requirements of different working conditions. Specifically, the cab 11 is designed in a modular manner and is mounted on the chassis 1 in a detachable connection manner such as a bolt.
In the second embodiment, based on the first embodiment, as shown in fig. 5, in order to recover electric energy, a power battery (not shown) may be disposed on the chassis 1 of the rail transit traction vehicle, and similarly, in order to reduce energy consumption, improve braking performance, and reduce maintenance cost, the rail transit traction vehicle further includes a braking mechanism 6, the braking mechanism 6 includes an electric braking controller 61, a plurality of electric regenerative brakes 62, and a plurality of electromagnetic brakes 63, the electric regenerative brakes 62 are disposed on the corresponding traction motors 23, the electromagnetic brakes 63 are disposed on the corresponding axles, and the electric regenerative brakes 62 and the electromagnetic brakes 63 are respectively electrically connected to the electric braking controller 61; the power battery is used for supplying power to the traction motor 23 and the electromagnetic brake 63, and the electric regenerative brake 62 is also used for charging the power battery.
Specifically, the rail transit traction vehicle needs to be braked as needed during traveling, and when braking is needed, the electric brake controller 61 controls the electric regenerative brake 62 and the electromagnetic brake 63 to operate, the electric regenerative brake 62 performs power generation braking by inertial rotation of the traction motor 23, and the electromagnetic brake 63 performs electric axle-holding braking on the wheel axle 33 as a supplement to the electric regenerative braking force.
Further, the rail transit traction vehicle further comprises an eddy current brake 64, the eddy current brake 64 is arranged on the vehicle chassis 1, the eddy current brake 64 is electrically connected with the electric brake controller 61, and the power battery is further used for supplying power to the eddy current brake 64.
Specifically, when the electromagnetic brake 63 and the electric regenerative brake 62 both reach the maximum braking force, the eddy current brake 64 can be activated, the electric brake controller 61 controls the eddy current brake 64 to be electrified to generate a magnetic field, the steel rail is in a changing magnetic field and a relative moving magnetic field, and the magnetic flux passing through any loop of the steel rail is changed to generate the eddy current braking force.
The electromagnetic brake 63 is in a braking state when the power is off, so that the requirement of parking braking can be met in a parking state.
In addition, a wheel speed sensor (not shown) for detecting the rotation speed of the wheel 21 at the corresponding position is also provided for each wheel 21. Specifically, the wheel speed sensor detects speed signals corresponding to the wheels 21, and the electric brake controller 61 then performs dynamic adjustment of braking torque based on these signals, such as speed difference, deceleration, and traction load, to prevent the wheels from being locked and scratched.
The further rail transit traction vehicle further comprises a wireless communication module 7, and the wireless communication module 7 is electrically connected with the electric brake controller 61.
Specifically, because the electric brake mode is adopted, a control signal can be sent to the electric brake controller 61 in a remote control mode so as to realize remote control braking.
The brake mode comprises the following brake modes:
1) in the normal service running braking mode, when a traction vehicle works, in order to control the speed of traction work, the wireless remote control system sends out an electric regenerative braking instruction, the electric brake controller controls the electric regenerative brake to realize regenerative braking speed regulation, the regenerative braking energy charges a power battery, and the braking force is controlled by the electric brake handle position of the wireless remote control system; the braking speed and the braking force are transmitted to the display screen of the remote controller through wireless. The electric brake controller can automatically calculate a target electric brake force value according to the current speed and traction load conditions of the traction operation vehicle, and the magnitude of the brake force can be different when the traction load is different in the same regenerative brake handle position, so that the dynamic adjustment control of the brake force is realized. When the electric regenerative braking energy charges the power battery, the electric regenerative brake controls that when the voltage and the residual capacity of the power battery pack reach the highest limit, the redundant braking energy is consumed on the braking resistor.
2) In the parking braking mode, the electric braking controller controls the electric regenerative brake to realize regenerative braking speed regulation and charge the power storage battery; meanwhile, the electric brake controller controls the electromagnetic brake to work, and the electromagnetic brake realizes electric axle-hung brake through electromagnetic clutch as supplement of electric regenerative braking force; when the tractor is stopped and braked, the electric regenerative braking force and the electromagnetic brake braking force are the maximum values.
3) And a rapid braking mode, wherein rapid braking is a braking action taken to enable the safety coefficient of traction operation braking to reach the maximum value. When the quick brake is applied, the electric regenerative brake and the electromagnetic brake are operated at full load. When the electric regenerative brake is used for fast braking, the electric brake controller controls the electric regenerative brake and the electromagnetic brake to act together, meanwhile, speed signals of the wheel speed sensor are monitored, and then dynamic adjustment of braking torque is carried out according to speed difference, deceleration and traction load of signals corresponding to different wheels, so that locking and scratching of the wheels are prevented.
4) In the short-time parking braking mode, when the vehicle needs to be dispatched for braking in the short-time parking mode, the tractor is subjected to zero-speed electric locking control through the electric regenerative brake; the electric brake controller monitors a speed signal of the wheel speed sensor, controls the electric regenerative brake to automatically apply zero-speed self-locking torque, and realizes electric parking brake (a vehicle is not required to be provided with a hand brake or an electronic hand brake system); the zero-speed locking brake can ensure that the vehicle does not slide when the vehicle is stopped, braked and restarted on a slope, and the safety during traction operation is improved.
5) And in the long-term parking braking mode of the vehicle, when the traction vehicle needs to be parked for a long time, the power supply of the tractor is cut off, the electromagnetic brake is powered off, and the automatic axle-clasping realizes the long-term parking braking of the vehicle.
6) In the emergency braking mode, when the load of a tractor traction vehicle meets an emergency, the electric brake controller receives emergency braking information of the remote controller, controls the electric regenerative brake to realize the maximum regenerative braking force and simultaneously charges the power battery; controlling an electromagnetic brake to realize the brake of the maximum electric axle-clasping brake force; the electric brake controller controls the electric eddy current brake to be electrified to generate a magnetic field, the steel rail is positioned in the changing magnetic field and the relatively moving magnetic field, and the magnetic flux passing through any loop of the steel rail is changed to generate the eddy current brake force. Once the emergency brake is applied, the control circuit of the emergency brake safety circuit can ensure that the emergency brake remains applied until the train is completely stopped. When the infinite remote controller reset button is pressed and an excitation source for triggering emergency braking and an emergency braking instruction of the electric braking device are eliminated, the emergency braking can be relieved. The anti-lock function remains active during emergency braking, the application of which is irreversible.
7) In the anti-impact braking mode, when the tractor pulls different vehicle loads, in order to avoid generating braking impact, the electric braking device can automatically adjust the braking level according to the load, the braking is smooth and adjustable, and the output of the braking force is in a slow ascending/descending type, so that the braking safety is ensured, and the optimal anti-impact braking is realized. For the specific process of adjusting the braking level, reference may be made to a conventional mechanical braking manner, which is not described or limited herein.
Compared with the prior art, the technical scheme of the invention has the following technical effects: the electric regenerative brake and the electromagnetic brake are matched with each other to brake the wheel, so that the brake abrasion can be effectively reduced, the maintenance of a vehicle brake system is reduced, and the cost is saved; when the electric regenerative brake is used for braking, the braking energy can be recovered, and low-carbon braking is realized; the rail transit traction vehicle provided with the electric braking device can reduce the full life cycle cost of the vehicle and improve the competitiveness.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (7)
1. A rail transit traction vehicle, comprising: the steering and walking mechanism comprises a chassis, a power battery, a plurality of steering and walking components and a braking mechanism, wherein the steering and walking components comprise traction motors and wheels, the wheels are arranged on the chassis through axles, and the traction motors are used for driving the wheels to rotate;
the braking mechanism comprises an electric braking controller, a plurality of electric regenerative brakes and a plurality of electromagnetic brakes, the electric regenerative brakes are arranged on the corresponding traction motors, the electromagnetic brakes are arranged on the corresponding axles, and the electric regenerative brakes and the electromagnetic brakes are respectively and electrically connected with the electric braking controller;
the power battery is used for supplying power to the traction motor and the electromagnetic brake, and the electric regenerative brake is also used for charging the power battery.
2. The rail transit traction vehicle of claim 1, further comprising an eddy current brake disposed on the undercarriage, the eddy current brake being electrically connected to the electrical brake controller, the power battery being further configured to power the eddy current brake.
3. The rail transit traction vehicle of claim 1, wherein the electromagnetic brake is in a braking state when de-energized.
4. The rail transit traction vehicle of claim 1, further comprising a plurality of wheel speed sensors for detecting the rotational speed of the wheel at corresponding locations.
5. The rail transit traction vehicle of any one of claims 1-4, further comprising a wireless communication module electrically connected to the electric brake controller.
6. The rail transit traction vehicle as claimed in claim 1, wherein the steering and walking assembly further comprises a rotating frame and a rotating motor, the rotating frame is rotatably arranged on the chassis, the wheels are arranged on the rotating frame through axles, the traction motor is arranged on the rotating frame and is in transmission connection with the rotating shaft, and the rotating motor is arranged on the chassis and is used for driving the rotating frame to rotate.
7. The rail transit traction vehicle as claimed in claim 1, further comprising two guide assemblies, wherein each guide assembly comprises a lifting mechanism, a lifting frame, a wheel shaft and two guide wheels, the guide wheels are arranged at the end parts of the wheel shafts, the wheel shafts are arranged on the lifting frames, the lifting frames are slidably arranged at the corresponding end parts of the chassis, and the lifting mechanisms are arranged on the chassis and used for driving the lifting frames to slide up and down.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110976124.3A CN113734208B (en) | 2021-08-24 | 2021-08-24 | Rail transit traction vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110976124.3A CN113734208B (en) | 2021-08-24 | 2021-08-24 | Rail transit traction vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113734208A true CN113734208A (en) | 2021-12-03 |
| CN113734208B CN113734208B (en) | 2022-11-22 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110976124.3A Active CN113734208B (en) | 2021-08-24 | 2021-08-24 | Rail transit traction vehicle |
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| CN (1) | CN113734208B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114919615A (en) * | 2022-06-07 | 2022-08-19 | 青岛中车四方轨道车辆有限公司 | Magnetic suspension train rescue tractor |
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| CN114919615A (en) * | 2022-06-07 | 2022-08-19 | 青岛中车四方轨道车辆有限公司 | Magnetic suspension train rescue tractor |
| CN114919615B (en) * | 2022-06-07 | 2023-07-04 | 青岛中车四方轨道车辆有限公司 | Rescue tractor for maglev train |
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| Publication number | Publication date |
|---|---|
| CN113734208B (en) | 2022-11-22 |
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