CN113844495A - Train end-changing maintaining control circuit, rail transit vehicle and multi-connection train - Google Patents
Train end-changing maintaining control circuit, rail transit vehicle and multi-connection train Download PDFInfo
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- CN113844495A CN113844495A CN202111154726.7A CN202111154726A CN113844495A CN 113844495 A CN113844495 A CN 113844495A CN 202111154726 A CN202111154726 A CN 202111154726A CN 113844495 A CN113844495 A CN 113844495A
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- 238000012544 monitoring process Methods 0.000 claims description 44
- 238000010168 coupling process Methods 0.000 description 13
- 238000005859 coupling reaction Methods 0.000 description 13
- 238000010586 diagram Methods 0.000 description 10
- 230000008878 coupling Effects 0.000 description 9
- 230000004913 activation Effects 0.000 description 7
- 108010089351 KM 8 Proteins 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000003213 activating effect Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
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Abstract
The invention discloses a train end-changing holding control circuit, a rail transit vehicle and a multi-connected train, which comprise two holding control units with the same structure; one of the holding control units includes a first relay first contact connected to a power supply; the first relay first contact is connected with the second relay first contact and the fourth relay first contact in series; the first contact of the fourth relay is connected with the coil of the fifth relay; a coil of the fourth relay is sequentially connected with a normally closed contact of the fifth relay and a normally open contact of the fifth relay; one end of a normally open contact of a fifth relay is connected between the first contact of the first relay and the first contact of the second relay; one end of a second contact of the second relay is connected between the normally closed contact of the fifth relay and the normally open contact of the fifth relay; the second relay second contact is connected to a second relay second contact of another holding control unit. The invention ensures that only one cab of the whole-marshalling train is changed and the relay is kept electrified.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train end-changing maintaining control circuit, a rail transit vehicle and a multi-connection train.
Background
At present, the whole train monitoring loop is constructed at home and abroad, and the following modes are generally adopted:
in the first mode, as shown in fig. 1, a train monitoring loop is constructed, power is fixedly supplied from the A1 end, and power is cut off from the A2 end, so that the relay KM of the head train A1/A2 is powered.
The control circuit is suitable for a single train to construct a whole train monitoring circuit, but is not suitable for a multi-train multi-coupling marshalling to construct the whole train monitoring circuit. Because two-train multi-formation train is in the process of reconnection, if the formation type of the single-formation train is as follows: a1+ B1+ ┈ + B2+ A2, the two-train double-train multi-train marshalling can have the following coupling states, namely, A1-A1, A1-A2 and A2-A2 end coupling. When the A1-A1 and A2-A2 ends are connected in a linkage mode, a whole train monitoring loop of a whole marshalling train cannot be constructed by single-end power supply.
In the second mode, as shown in fig. 2, a whole train monitoring circuit is constructed by a cab occupancy relay, power is supplied from a non-occupied end of a train (single-marshalling or multi-ganging marshalling), and power is removed from the occupied end of the train, so that a relay KM of a head train is powered on. The KM1 is a relay for train connection, and the KM2 is a relay for cab occupation. The circuit is suitable for single-train and multi-train multi-coupling train. However, when the cab is lost, the train monitoring circuit is lost, and signals such as train integrity, door closing, door locking, state monitoring and the like established by the train monitoring circuit are lost.
In a third mode, a train monitoring loop is constructed by activating a relay through a train, as shown in fig. 3 and 4, power is supplied from a non-activated end of a single-marshalling train, and power is removed from an activated end of the train, so that the relay KM of a head train is powered on.
As shown in fig. 3, the train activation KM3 relay is powered on by operating the train activation knob S01.
As shown in fig. 4, a whole train monitoring loop is constructed by the train-on-train relay KM1, the train activation relay KM3 and the train line. The method has the problems in the operation of train reconnection, when the 2 trains activate the train reconnection, the trains must be manually activated, and then the trains are activated by manually operating the train activation knob S01 of the head train, so that a whole train monitoring loop can be constructed by train activation; for a train of double-heading trains, even if the train is activated by the S01 knob of a cab at one coupling end, a whole train monitoring loop cannot be constructed by train activation.
As shown in fig. 5, S02 is a rescue mode selection knob, and KM6 is a rescue relay. When the rescue mode selection knob S02 was operated, the KM6 relay was powered on.
As shown in fig. 6, KM5 is a train-on-train relay. When two trains are connected, the train connection end connection relay KM5 is electrified.
Disclosure of Invention
The invention aims to solve the technical problem that aiming at the defects of the prior art, the invention provides a train end-changing holding control circuit, a rail transit vehicle and a multi-connected train, which ensures that only one cab end-changing holding relay of the whole marshalling train (a single marshalling train or a multi-connected train) is electrified.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: a train end-changing maintaining control circuit comprises two maintaining control units with the same structure; one of the holding control units includes a first relay first contact connected to a power supply; the first relay first contact is connected with the second relay first contact and the fourth relay first contact in series; the fourth relay first contact is connected with the fifth relay coil; a coil of the fourth relay is sequentially connected with a normally closed contact of the fifth relay and a normally open contact of the fifth relay; one end of a normally open contact of the fifth relay is connected between the first contact of the first relay and the first contact of the second relay; one end of a second contact of the second relay is connected between a normally closed contact of the fifth relay and a normally open contact of the fifth relay; the second relay second contact is connected to a second relay second contact of another holding control unit.
The invention sets the keeping control unit at the head and tail of the train, controls the relay of the head and tail of the train to be electrified through the occupation of the driver cab and the connection of the train; the terminal-changing holding relay is electrified through the occupation of the cab; the self-holding circuit is established by the tail of the train, the train connection and the change end holding relay contact, so that the change end holding relay is kept electrified, and the condition that only one cab change end holding relay of the whole marshalling train (a single marshalling train or a double-heading train) is electrified is ensured.
The holding control unit further includes a holding relay; a coil of the holding relay is connected with one end of a second contact of the first relay; the other end of the second contact of the first relay is connected with a load; the second contact of the first relay is connected with the series branch in parallel; the series branch comprises a second contact of a fourth relay, a third contact of the second relay and a first normally open contact of a holding relay which are connected in series; and one end of the first normally open contact of the holding relay is connected with the coil of the holding relay.
The invention is provided with the end-changing holding circuit, and is suitable for constructing the whole train monitoring loop of the whole train by a single-marshalling train and a multi-marshalling arbitrary end coupling double-coupled train. The problem of when driver's cab occupational loss, signal loss such as the train integrality of reconnection, the door is closed well, the lock is good is solved, through trading the end holding circuit, can establish train integrality, the door is closed well, the train control car monitoring circuit such as the lock is good to keep the signal not lost when driver's cab occupational loss. In order to solve the problem that signals such as train integrity, good door closing and good door locking are lost in the multi-marshalling multi-connection full-automatic driving train sleeping state, the end-changing holding circuit can keep power in the sleeping state, so that the signals such as train integrity, good door closing and good door locking constructed by the end-changing holding circuit are not lost.
One end of a second normally open contact of the holding relay is connected with the monitoring relay; the other end of the second normally open contact of the holding relay is connected with the normally closed contact of the holding relay; the normally closed contact of the holding relay is connected with a load through a fourth contact of the second relay; one end of one connecting wire is connected between the second normally open contact of the holding relay of one holding control unit and the monitoring relay coil, and the other end of the connecting wire is connected between the second normally open contact of the holding relay of the other holding control unit and the monitoring relay coil; one end of the reconnection line is connected between the second normally open contact and the normally closed contact of the holding relay of one holding control unit, and the other end of the reconnection line is connected between the second normally open contact and the normally closed contact of the holding relay of the other holding control unit.
The train can realize the automatic switching of the end changing maintenance through the occupation of the cab without arranging other buttons or switches, thereby solving the problem of difficult automatic switching of the end changing maintenance.
The circuit is suitable for any end of a multi-connection train to be connected and hung; after the occupation of the driver cab is lost, the signal of the whole vehicle monitoring loop constructed by the circuit can still be continuously maintained, and the signal cannot be lost due to the occupation loss of the driver cab; the end-changing holding circuit can realize automatic end changing according to end changing of a train cab; signals such as integrity, door closing monitoring, door locking monitoring and the like of the train established by the holding circuit can still keep normal output in a fully-automatic train driving sleeping state.
The second relay second contact is connected with the third relay first contact in parallel; the second relay second contact and the third relay first contact are connected with a reconnection line; and the fourth contact of the second relay is connected with the second contact of the third relay in parallel. When the train is rescued, the fault state of the fault car is uncertain, the fault car can be a non-electric car or a serious fault car, and if the fault car state is considered, the running of the rescue car can be influenced, so the fault car state needs to be isolated. The rescue mode usually requires the rescue vehicle to be connected with the end to operate the rescue mode knob, so that the third relay is electrified. When the third relay is electrified, the second contact of the third relay is electrified; the second contact of the third relay will bypass the fourth contact of the second relay. The current flows through the second contact of the third relay of the end-changing holding power-losing end, flows through the normally closed contact of the holding relay, and then flows through the monitoring state of each vehicle in the middle, and the second normally open contact of the end-changing holding relay is kept to be connected with the power-on end through the end-changing, so that the end-changing holding power-on end monitoring relay is connected with the power.
Correspondingly, the invention also provides a rail transit vehicle which adopts the train end-changing maintaining control circuit.
In the invention, one of the holding control units is arranged in one of the cab, and the other holding control unit is arranged in the other cab. The driver can change the end conveniently, and the use is safe and convenient.
As an inventive concept, the invention also provides a reconnection train, which comprises a plurality of sections of trains, wherein two adjacent trains are connected through a reconnection line; the train end changing maintaining control circuit is arranged in each train.
Compared with the prior art, the invention has the beneficial effects that:
1) the invention ensures that only one cab change-end maintaining relay of the whole marshalling train (single marshalling train or double-heading train) is electrified by establishing the circuits of the train head and the train tail;
2) the invention is provided with the end-changing holding circuit, and is suitable for a single-marshalling train and a multi-marshalling arbitrary end coupling double-heading train to construct a whole train and whole train monitoring loop;
3) the invention solves the problem that when the cab occupation is lost, the signals of the integrity, the closing of the door, the locking of the door and the like of the reconnection train are lost, and through the end-changing holding circuit, the train monitoring and control loop of the integrity, the closing of the door, the locking of the door and the like of the train can be established, and the signals are not lost when the cab occupation is lost;
4) the invention solves the problem that signals such as train integrity, good door closing, good door locking and the like are lost in the dormant state of the multi-marshalling multi-coupling full-automatic driving train, and the end-changing holding circuit can keep power in the dormant state, so that the signals such as train integrity, good door closing, good door locking and the like constructed by the end-changing holding circuit are not lost;
5) the invention solves the problem of difficult automatic switching of the end changing, the train does not need to be provided with other buttons or switches, and the automatic switching of the end changing can be realized through the occupation of the cab.
Drawings
Fig. 1 is a diagram of a conventional first train monitoring circuit;
fig. 2 is a schematic diagram of a conventional second train monitoring circuit;
FIG. 3 is a schematic diagram of a third prior art train activation circuit;
FIG. 4 is a schematic diagram of a third conventional train monitoring circuit;
fig. 5 is a schematic diagram of a conventional rescue control circuit;
FIG. 6 is a schematic diagram of a conventional control circuit for train connection;
FIG. 7 is a schematic diagram of a control circuit for the front and rear of a vehicle according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of a circuit of a segment;
FIG. 9 is a schematic diagram of a vehicle monitoring circuit according to an embodiment of the present invention;
fig. 10 is a schematic diagram of a monitoring circuit of a multi-connected train according to an embodiment of the present invention.
Detailed Description
As shown in fig. 7, in the control circuit of the train head and the train tail according to the embodiment of the present invention, KM4 is a cab occupancy relay (first relay), and KM5 is a train connection relay (second relay); the KM6 is a rescue relay (third relay); the KM7 is a tail relay (fourth relay), and the KM8 is a head relay (fifth relay).
For a reconnection train, a train connection end is generally required to be incapable of occupying a driver cab, or a train occupying the driver cab cannot move. Therefore, only non-coupled end occupation is considered for the multi-coupled train. When the non-hitched-end cab is occupied, the relay KM4 is electrified, and the 1-2 contact (the first contact of KM 4) of KM4 is closed; the non-hitched end train is connected with the KM5 relay and is not electrified, and the 1-2 contact (the first contact of KM 5) of KM5 is closed; since the tail relay KM7 is not energized, the 1-2 contact of KM7 (the first contact of KM 7) is closed; thereby electrifying the headstock relay KM 8.
When the holding end head relay KM8 is electrified, the 1-2 contact (the first contact of KM 8) of KM8 is closed, and the 2-3 contact (the second contact of KM 8) is opened. Since the non-hitched end train good KM5 relay did not get powered, the 3-4 contact of KM5 (the second contact of KM 5) was closed. Therefore, power supply passes through the 1-2 contact of the cab occupation end KM4, the 1-2 contact of the KM8, the 3-4 contact of the occupation end KM5, the 3-4 contact of the train farthest non-occupation end KM5 and the 2-3 contact of the train farthest non-occupation end KM8, so that the KM7 of the far non-occupation end is electrified.
As shown in fig. 7, when the cab at the a1 end is occupied, the KM8 at the a1 end is powered, and all the KM8 relays of other non-occupied cabs of the whole train are not powered; the A2 end KM7 gets power, and the KM7 relays of all other driver rooms of the whole train do not get power.
When the cab is lost, all the cabs KM7 and KM8 lose power.
When two trains or a plurality of trains are connected in series, the power is supplied to the train connection relay KM5 at the connection end, so that the 3-4 contact of KM5 is disconnected, the power flows through the 1-2 contact of the cab occupation end KM4, the 1-2 contact of the occupation end KM8 and the 3-4 contact of the occupation end KM5, cannot flow through the 3-4 contact of the reconnection cab KM5, and only flows into the next train through the reconnection line until the current flows through the 3-4 contact of the farthest non-occupation end KM5 of the train and flows through the 2-3 contact of the farthest non-occupation end KM8 of the train, so that the KM7 at the far non-occupation end is powered.
When the train is rescued, the fault car may be a dead car or a serious fault car due to uncertain fault states, and if the fault car state is considered, the running of the rescue car may be influenced. Rescue mode generally requires the rescue vehicle to be connected with the end to operate the rescue mode knob, so that the rescue relay KM6 is powered. When the hitching end KM6 was powered, 1-2 contact (first contact of KM 6) of KM6 was closed, and KM6 bypassed 3-4 contact of hitching end KM 5. At this time, the power supply flows through the 1-2 contact of the cab occupation end KM4, the 1-2 contact of the occupation end KM8, the 3-4 contact of the occupation end KM5, the 1-2 contact of the coupling end KM6 and the 2-3 contact of the coupling end KM8, so that the coupling end KM7 is electrified. In the rescue mode, the whole train monitoring loop only considers the rescue vehicle and does not consider the state of the fault vehicle.
The end-change holding part circuit is shown in fig. 8.
As shown in fig. 8, KM9 is a change-over hold relay.
When the cab is occupied, the relay at the occupancy terminal KM9 is powered on. Since the driver cab KM7 is occupied, the 3-4 contact (the second contact of KM 7) of the tailstock relay KM7 is closed; the reconnection of the train only considers the occupation of the non-connected end, so the train is connected and connected with the KM5 and cannot be powered, and the 5-6 contact (the third contact of the KM 5) of the KM5 is closed; when the KM9 is electrified, the 5-6 contact of the KM9 (the first normally open contact of the KM 9) is closed, and a self-holding circuit is formed.
When cab occupancy is lost, i.e., the 3-4 contact of KM4 (the second contact of KM 4) is open, KM9 remains powered through self-holding circuitry.
The KM9 relay supplies power through a dormant load, and can still keep the KM9 powered after the train is dormant.
As shown in fig. 8, when the home terminal is occupied, the home terminal KM9 is powered on; the home terminal KM9 still has electricity when the home terminal is withdrawn; when the other end is occupied, the other end KM9 is electrified; then the local terminal KM7 is electrified, the 3-4 contact of KM7 is disconnected, and the local terminal KM9 is not electrified. And automatic switching of end-changing holding is realized.
The purpose of the end-changing holding relay KM9 is as follows: because the single end of the KM9 relay is electrified at the non-coupling end, a single-marshalling or multi-coupling marshalling train whole-train monitoring loop can be established through the KM9, as shown in FIG. 9:
as shown in fig. 9, the KM relay may be a monitoring relay related to a whole train monitoring loop, such as train integrity, train door closure, train door locking, train knife switch monitoring, high break monitoring, parking brake monitoring, friction brake monitoring, and the like.
As shown in fig. 9 and 10, the entire train monitors the power from the non-coupled end and the end-change holding loss.
When the train is single-train, the linked relay KM5 loses power, and the 7-8 contact of KM5 (the fourth contact of KM 5) is closed; the switching end keeps the power-off end KM9 relay to be powered off, the 1-2 contact (the normally closed contact of KM 9) of KM9 is closed, and the 2-3 contact (the second normally open contact of KM 9) is opened; the end-changing keeps the power-on end KM9 powered on, the 2-3 contact of KM9 is closed, and the 1-2 contact is opened. The current passes through the 7-8 contact of the end-changing maintaining power loss end KM5, passes through the 1-2 contact of KM9, passes through the monitoring state of each middle vehicle, and passes through the 2-3 contact of the end-changing maintaining power obtaining end KM9, so that the KM relay is powered on. And the cab KM relays at the two ends are electrified through a train line between the cab KM9 relays 3-3 at the two ends.
When multiple trains are reconnected, the KM5 relay of the cab at the end of the reconnection train is electrified, so that a power supply can only be electrified through the non-reconnection ends at the two ends, the current passes through the 7-8 contact of the end KM5 at the end switching and keeps flowing through the 1-2 contact of the KM9, passes through the monitoring state of each intermediate train, passes through the reconnection train line and finally flows through the 2-3 contact of the end KM9 at the end switching and keeps flowing through, and the KM relay is electrified. And the train line between the drivers 'cab KM9 relays 3-3 at the two ends of the electric train is kept through the exchange terminal, so that the drivers' cab KM relays at the two ends of the electric train are kept electrified by the exchange terminal.
When the train is rescued, the fault state of the fault car is uncertain, the fault car can be a non-electric car or a serious fault car, and if the fault car state is considered, the running of the rescue car can be influenced, so the fault car state needs to be isolated. Rescue mode generally requires the rescue vehicle to be connected with the end to operate the rescue mode knob, so that the rescue relay KM6 is powered. When the KM6 is electrified, the 5-6 contact (the second contact of the KM 6) of the KM6 is electrified; the 5-6 contacts of KM6 bypassed the 7-8 contacts of KM 5. The current passes through 5-6 contacts of the end-changing maintaining power loss end KM6, passes through 1-2 contacts of KM9, passes through 2-3 contacts of the end-changing maintaining power obtaining end KM9 in the monitoring state of middle vehicles, and enables the KM relay to be powered.
Claims (7)
1. A train end-changing maintaining control circuit is characterized by comprising two maintaining control units with the same structure; one of the holding control units includes a first relay first contact connected to a power supply; the first relay first contact is connected with the second relay first contact and the fourth relay first contact in series; the fourth relay first contact is connected with the fifth relay coil; a coil of the fourth relay is sequentially connected with a normally closed contact of the fifth relay and a normally open contact of the fifth relay; one end of a normally open contact of the fifth relay is connected between the first contact of the first relay and the first contact of the second relay; one end of a second contact of the second relay is connected between a normally closed contact of the fifth relay and a normally open contact of the fifth relay; the second relay second contact is connected to a second relay second contact of another holding control unit.
2. The train end change holding control circuit of claim 1, wherein the holding control unit further comprises a holding relay; a coil of the holding relay is connected with one end of a second contact of the first relay; the other end of the second contact of the first relay is connected with a load; the second contact of the first relay is connected with the series branch in parallel; the series branch comprises a second contact of a fourth relay, a third contact of the second relay and a first normally open contact of a holding relay which are connected in series; and one end of the first normally open contact of the holding relay is connected with the coil of the holding relay.
3. The train end-changing holding control circuit according to claim 2, wherein one end of the second normally open contact of the holding relay is connected with the monitoring relay; the other end of the second normally open contact of the holding relay is connected with the normally closed contact of the holding relay; the normally closed contact of the holding relay is connected with a load through a fourth contact of the second relay; one end of one connecting wire is connected between the second normally open contact of the holding relay of one holding control unit and the monitoring relay coil, and the other end of the connecting wire is connected between the second normally open contact of the holding relay of the other holding control unit and the monitoring relay coil; one end of the reconnection line is connected between the second normally open contact and the normally closed contact of the holding relay of one holding control unit, and the other end of the reconnection line is connected between the second normally open contact and the normally closed contact of the holding relay of the other holding control unit.
4. The train end change holding control circuit of claim 3, wherein the second relay second contact is connected in parallel with a third relay first contact; the second relay second contact and the third relay first contact are connected with a reconnection line; and the fourth contact of the second relay is connected with the second contact of the third relay in parallel.
5. A rail transit vehicle, characterized in that it employs the train end-change holding control circuit according to any one of claims 1 to 4.
6. The rail transit vehicle of claim 5, wherein one of the holding control units is disposed in one of the operator's compartments and the other holding control unit is disposed in the other of the operator's compartments.
7. A reconnection train comprises a plurality of sections of trains, wherein two adjacent sections of trains are connected through a reconnection line; the train end-changing holding control circuit is characterized in that each train is provided with the train end-changing holding control circuit according to any one of claims 1 to 4.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111154726.7A CN113844495B (en) | 2021-09-29 | 2021-09-29 | Train end-changing maintaining control circuit, rail transit vehicle and reconnection train |
| PCT/CN2022/104058 WO2023050962A1 (en) | 2021-09-29 | 2022-07-06 | Train end change holding control circuit, rail transit vehicle and coupled trains |
| MX2024004030A MX2024004030A (en) | 2021-09-29 | 2022-07-06 | Train end change holding control circuit, rail transit vehicle and coupled trains. |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111154726.7A CN113844495B (en) | 2021-09-29 | 2021-09-29 | Train end-changing maintaining control circuit, rail transit vehicle and reconnection train |
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| Publication Number | Publication Date |
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| CN113844495A true CN113844495A (en) | 2021-12-28 |
| CN113844495B CN113844495B (en) | 2023-11-07 |
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| CN202111154726.7A Active CN113844495B (en) | 2021-09-29 | 2021-09-29 | Train end-changing maintaining control circuit, rail transit vehicle and reconnection train |
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| Country | Link |
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| CN (1) | CN113844495B (en) |
| MX (1) | MX2024004030A (en) |
| WO (1) | WO2023050962A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2023050962A1 (en) * | 2021-09-29 | 2023-04-06 | 中车株洲电力机车有限公司 | Train end change holding control circuit, rail transit vehicle and coupled trains |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116080712B (en) * | 2023-04-10 | 2023-09-01 | 北京全路通信信号研究设计院集团有限公司 | Unmanned turn-back method and system for controlling double ends of single-set vehicle-mounted equipment |
| CN116080711B (en) * | 2023-04-10 | 2023-09-01 | 北京全路通信信号研究设计院集团有限公司 | Automatic end changing method and system for single-set vehicle-mounted equipment control double ends |
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| WO2023050962A1 (en) * | 2021-09-29 | 2023-04-06 | 中车株洲电力机车有限公司 | Train end change holding control circuit, rail transit vehicle and coupled trains |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2023050962A1 (en) | 2023-04-06 |
| CN113844495B (en) | 2023-11-07 |
| MX2024004030A (en) | 2024-04-23 |
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