CN114407971A - Train control level adjustment method, equipment and medium based on head-to-tail redundancy - Google Patents
Train control level adjustment method, equipment and medium based on head-to-tail redundancy Download PDFInfo
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Abstract
The invention relates to a train control level adjusting method, equipment and a medium based on head-to-tail redundancy, wherein the method comprises the following steps: step A: acquiring a stored highest train control level in an initialization stage; and B: acquiring trackside equipment information; and C: calculating a pre-adjustment control level; step D: acquiring train control level related information of a remote controller; step E: calculating a control level to be confirmed; step F: calculating a train control level adjustment mode; step G: adjusting the train control level; step H: and comparing the consistency of the control levels of the two ends. Compared with the prior art, the method has the advantages of effectively improving the efficiency, reducing the hard wire connection and the like under the condition of ensuring the control level adjustment safety.
Description
Technical Field
The invention relates to a train signal control system, in particular to a train control level adjusting method, equipment and medium based on head-to-tail redundancy.
Background
In existing signaling systems, the train control level is typically selected by the driver by means of a control level switch or knob. Before entering the main track operation, a driver selects an interlocking control level (IL) to drive a train in a manual driving mode, and after entering the main track, the driver selects a backup control level (BM) or a CBTC control level (CBTC) according to the state of trackside equipment. When the train finishes operation and returns to the parking lot or the vehicle section from the main line, a driver needs to reduce the train control level to an interlocking control level (IL) and manually drive the train to return to the parking lot.
In the conventional train control level adjustment mode, for a vehicle-mounted signal system based on a head-to-tail redundancy architecture, because the two end controllers independently process trackside equipment information, the train control levels of the two end controllers may be inconsistent, so that a train cannot correctly respond to a scene of an output instruction of the signal system. Therefore, how to realize the synchronous adjustment of the train control levels of the two-end controllers and ensure the consistency of the train control levels is a difficult problem. In addition, a driver adjusts the train control level through a switch or a knob in a cab at one end, and needs to be connected with controllers at two ends through a hard wire to realize the synchronization of the train control level adjustment command, so that the complexity of the hard wire connection between the controllers is greatly increased.
Therefore, how to effectively improve efficiency and reduce hard-wired connections under the condition of ensuring the safety of control level adjustment becomes a technical problem to be solved.
Disclosure of Invention
The invention aims to overcome the defects in the prior art, and provides a train control level adjusting method, equipment and medium based on head-to-tail redundancy, which can automatically upgrade from a low control level to a high control level, reduce from the high control level to the low control level after being confirmed by a driver in a degradation scene, and ensure that the train control levels of vehicle-mounted two-end controllers are consistent. Therefore, the invention can effectively improve the efficiency and reduce the hard wire connection under the condition of ensuring the safety of the control level adjustment.
The purpose of the invention can be realized by the following technical scheme:
according to a first aspect of the present invention, there is provided a train control level adjustment method based on head-to-tail redundancy, the method comprising the steps of:
step A: acquiring a stored highest train control level in an initialization stage;
and B: acquiring trackside equipment information;
and C: calculating a pre-adjustment control level;
step D: acquiring train control level related information of a remote controller;
step E: calculating a control level to be confirmed;
step F: calculating a train control level adjustment mode;
step G: adjusting the train control level;
step H: and comparing the consistency of the control levels of the two ends.
As a preferred technical solution, the step a specifically comprises:
after the train is powered on, the highest control level allowed by the line is obtained by reading the configuration file, and in the subsequent control level adjustment, the control level of the train is not higher than the highest control level.
As an optimal technical scheme, the control level of the train is an interlocking control level, a backup control level and a CBTC control level from low to high.
As a preferred technical solution, the trackside device information in step B includes a movement authorization obtained from an active beacon and a movement authorization obtained from a zone controller.
As a preferred technical solution, the step C specifically comprises:
C1) the train control level is an interlocking control level, and when effective mobile authorization is obtained from the active beacon and the highest control level of the line is higher than the interlocking control level, the pre-adjustment control level is converted into a backup control level;
C2) when the train control level is an interlocking control level and the effective movement authorization is obtained from the zone controller and the highest control level of the line is a CBTC control level, the pre-adjustment control level is converted into the CBTC control level;
C3) when the train control level is a backup control level and the effective movement authorization is obtained from the zone controller and the highest control level of the line is a CBTC control level, the pre-adjustment control level is converted into the CBTC control level;
C4) the train control level is a backup control level, when the movement authorization obtained from the active beacon becomes invalid, the signal system applies emergency braking to the train, and after the train is static and is confirmed manually by a driver, the pre-adjustment control level is converted into an interlocking control level;
C5) the train control level is a CBTC control level, when the movement authorization obtained from the zone controller becomes invalid, the signal system applies emergency braking to the train, and after the train is static and is confirmed manually by a driver, the pre-adjustment control level is converted into an interlocking control level.
As a preferred technical solution, the train control level related information in step D includes a pre-adjusted control level TobeAdjustOL, a control level notconfirm to be confirmed, and a train control level trainopertionlevel.
As a preferred technical solution, the obtaining process in step D specifically includes:
and acquiring the control level related information of the remote controller train from the control unit and the interface unit of the remote controller and the interface unit of the local controller respectively through a network.
As a preferred technical solution, the step E specifically comprises:
E1) when the local controller calculates the pre-adjustment control level TobeAdjusOL, if the to-be-confirmed control level NotConfirmOL of the remote controller is higher than the local pre-adjustment control level TobeAdjusOL, the to-be-confirmed control level NotConfirmOL of the local controller is set as the remote to-be-confirmed control level NotConfirmOL;
E2) when the controller at the local end calculates the pre-adjustment control level TobeAdjusOL, if the control level NotConfirmOL to be confirmed of the remote controller is not higher than the pre-adjustment control level TobeAdjusOL at the local end, the control level NotConfirmOL to be confirmed at the local end is set as the pre-adjustment control level TobeAdjusOL at the local end;
E3) when the local controller fails to calculate TobeAdjusTo when the control level is pre-adjusted, if the remote controller calculates the control level NotConfirmOL to be confirmed and the control level NotConfirmOL to be confirmed is not equal to the train control level TrainOperationLevel, the local control level NotConfirmOL to be confirmed is set as the control level NotConfirmOL to be confirmed.
Preferably, the train control level adjustment method in step F includes an active adjustment method, a passive adjustment method, and a synchronous adjustment method.
As a preferred technical solution, the step F specifically comprises:
F1) if the local controller fails to acquire the train control level related information of the remote controller, the train control level adjustment mode is an active adjustment mode;
F2) after the local controller is restarted and the train control level related information of the remote controller is successfully acquired, the train control level adjustment mode is a passive adjustment mode;
F3) and if the control level NotConfirmOL to be confirmed is calculated by the local controller and is the same as the control level NotConfirmOL to be confirmed calculated by the remote controller, the train control level adjustment mode is a synchronous adjustment mode.
As a preferred technical solution, the step G specifically comprises:
G1) if the train control level adjustment mode is an active adjustment mode, adjusting the train control level to be a pre-adjustment control level TobeAdjusTo calculated by the local controller;
G2) if the train control level adjustment mode is a passive adjustment mode, the train control level is adjusted to be the train control level TrainOperationlevel of the remote controller;
G3) if the train control level adjustment mode is the synchronous adjustment mode, the train control level is adjusted to the to-be-confirmed control level notconfirm calculated by the local controller.
As a preferred technical solution, the step H specifically comprises:
when both end controllers can calculate train control level TrainOperationlevel, but the time when the control levels are inconsistent exceeds the maximum communication delay of the controllers, the signal system outputs emergency braking to ensure the safety of the train.
According to a second aspect of the invention, there is provided an electronic device comprising a memory having a computer program stored thereon and a processor implementing the method when executing the program.
According to a third aspect of the invention, a computer-readable storage medium is provided, on which a computer program is stored which, when being executed by a processor, carries out the method.
Compared with the prior art, the invention has the following advantages:
1. the highest train control level allowed by the line is obtained in the controller initialization stage, so that the train can be prevented from being wrongly upgraded to the high-level control level;
2. the invention can automatically upgrade to the high control level when upgrading to the high control level, thereby improving the automation degree of a signal system and reducing the operation of a driver; when the requirement of degradation to the interlocking control level is met, the train can be degraded to the interlocking control level only through manual confirmation after stopping, and the risk that the train is not protected during degradation is avoided;
3. the invention ensures the consistency of the control levels of the head and tail redundant controllers by comparing the control level related information of the controllers at the two ends;
4. according to the invention, by utilizing the calculated train control level adjustment mode, when the controller at one end cannot judge the control level adjustment, the controller at the other end can quickly adjust the control level, so that the speed of adjusting the train control level is increased.
5. The invention utilizes the train control level information of the network interaction head-tail two-end controllers, reduces the hard-wire connection between the controllers and reduces the complexity of the hard-wire connection between the two-end controllers.
Drawings
FIG. 1 is a flow chart of train control level adjustment according to the present invention;
FIG. 2 is a diagram of a train control level transition process of the present invention;
fig. 3 is a transmission diagram of control level information of the head-end and tail-end controllers according to the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
As shown in fig. 1, a train control level adjustment method based on head-to-tail redundancy includes the following steps:
step A: acquiring a stored highest train control level in an initialization stage;
and B: acquiring trackside equipment information;
and C: calculating a pre-adjustment control level;
step D: acquiring train control level related information of a remote controller;
step E: calculating a control level to be confirmed;
step F: calculating a train control level adjustment mode;
step G: adjusting the train control level;
step H: and comparing the consistency of the control levels of the two ends.
1. Obtaining a highest train control level
After the train is powered on, the highest control level allowed by the line is obtained by reading the configuration file, and in the subsequent control level adjustment, the control level of the train is not higher than the highest control level. As shown in fig. 2, the train control level is an interlock control level (IL), a backup control level (BM), and a CBTC control level (CBTC) from low to high.
2. Obtaining trackside equipment information
And acquiring trackside equipment information. The trackside equipment information is divided into a mobile authorization (EOA) obtained from an active beacon and a mobile authorization (EOA) obtained from a Zone Controller (ZC).
3. Calculating a pre-adjustment control level
1) The train control level is an interlocking control level (IL), and when an effective mobile authorization (EOA) is obtained from an active beacon and the highest control level of a line is higher than the interlocking control level (IL), the pre-adjusting control level is converted into a backup control level (BM);
2) the train control level is an interlocking control level (IL), when effective mobile authorization (EOA) is obtained from a Zone Controller (ZC) and the highest control level of a line is a CBTC control level, the pre-adjustment control level is converted into the CBTC control level;
3) the train control level is a backup control level (BM), and when an effective mobile authorization (EOA) is obtained from a Zone Controller (ZC) and the highest control level of a line is a CBTC control level, the preset control level is converted into the CBTC control level;
4) the train control level is a backup control level (BM), when the movement authorization (EOA) obtained from the active beacon becomes invalid, the signal system applies emergency brake to the train, and after the train is static and is confirmed manually by a driver, the pre-adjustment control level is converted into an interlocking control level (IL);
5) the train control level is CBTC control level, when the movement authorization (EOA) obtained from a Zone Controller (ZC) becomes invalid, a signal system applies emergency brake to the train, and after the train is static and is confirmed manually by a driver, the pre-adjustment control level is converted into an interlocking control level (IL);
4. obtaining train control level related information of remote controller
And acquiring the train control level related information of the remote controller. The information related to the train control level includes a preset control level (TobeAdjustOL), a control level to be confirmed (notconfirm ol), and a train control level (train operation level). If the information related to the train control level of the remote controller cannot be successfully acquired due to communication failure between the two end controllers, synchronous adjustment of the train control level cannot be realized, and the situation that the train control levels of the two end controllers are inconsistent, so that the train cannot correctly respond to the instruction output by the signal system may occur. As shown in fig. 3, the local controller control unit (C1) may acquire remote controller train control level related information from the remote controller control unit (C2) and the interface unit (I2) and the local controller interface unit (I1), respectively, through the network. When the communication between the control units of the two end controllers is disconnected, the information related to the train control level can be obtained through the interface unit (I2) of the remote controller or the interface unit (I1) of the local controller, so that the redundant transmission of the information related to the train control level between the two end controllers is realized, and the reliability of the information related to the train control level is improved. If the communication between the control unit (C1) of the local controller and the control unit (C2) of the remote controller, the interface unit (I2) of the remote controller and the interface unit (I1) of the local controller is disconnected, the controller outputs a restriction state command to the train, the synchronous adjustment of the control levels of the trains at the two ends is forbidden, and the inconsistency of the control levels at the two ends is avoided.
5. Calculating a control level to be confirmed
1) When the controller at the local end calculates the pre-adjustment control level (TobeAdjusOL), if the control level (NotConfirmOL) to be confirmed of the remote controller is higher than the pre-adjustment control level (TobeAdjusOL) at the local end, the control level (NotConfirmOL) to be confirmed at the local end is set as the control level (NotConfirmOL) to be confirmed at the remote end;
2) when the controller at the local end calculates the pre-adjustment control level (TobeAdjusTo), if the control level (NotConfirmOL) to be confirmed of the remote controller is not higher than the pre-adjustment control level (TobeAdjusTo OL) at the local end, the control level (NotConfirmOL) to be confirmed at the local end is set as the pre-adjustment control level (TobeAdjusTo) at the local end;
3) when the local controller fails to calculate the pre-adjustment control level (TobeAdjusTol), if the remote controller calculates the control level to be confirmed (NotConfirmOL) and the control level to be confirmed (NotConfirmOL) is not equal to the train control level (train operation level), setting the control level to be confirmed (NotConfirmOL) at the local end as the control level to be confirmed (NotConfirmOL) at the remote end;
6. judging train control level adjusting mode
The train control level adjustment mode is divided into an active adjustment mode, a passive adjustment mode and a synchronous adjustment mode.
In a special scene that the opposite-end controller fails, for example, the control unit goes down, the local-end controller fails to acquire the train control level related information of the remote controller, and the train control level adjustment mode is changed into an active adjustment mode. And after the local controller is restarted due to the fault and the train control level related information of the remote controller is successfully acquired, the train control level adjustment mode is set as a passive adjustment mode. The active adjustment mode and the passive adjustment mode accelerate the adjustment speed of the train control level under the fault scene of the single-end controller. When both end controllers can calculate the control level (notconfirm ol) to be confirmed and are consistent, the train control level adjustment mode is a synchronous adjustment mode. The synchronous adjustment mode ensures the consistency of the control levels of the trains when the two-end controllers normally operate, and avoids the danger that the trains do not respond to the control instructions because the output instructions of the two-end controllers are inconsistent due to the asynchronous control levels.
7. Adjusting train control levels
1) The train control level adjustment mode is an active adjustment mode, and the train control level is adjusted to a pre-adjustment control level (TobeAdjusTo) calculated by a local controller;
2) the train control level adjustment mode is a passive adjustment mode, and the train control level is adjusted to be the train control level (train operation level) of a remote controller;
3) the train control level adjustment mode is a synchronization adjustment mode, and the train control level is adjusted to a control level to be confirmed (notconfirm ol) calculated by the controller at the local end.
8. Comparing two-terminal control level consistency
When both end controllers can calculate the train control level (train operation level), but the inconsistent time of the control levels exceeds the maximum communication delay between the controllers, the signal system outputs emergency braking to ensure the safety of the train.
The above is a description of method embodiments, and the following further describes the embodiments of the present invention through embodiments of an electronic device and a storage medium.
The electronic device of the present invention includes a Central Processing Unit (CPU) that can perform various appropriate actions and processes according to computer program instructions stored in a Read Only Memory (ROM) or computer program instructions loaded from a storage unit into a Random Access Memory (RAM). In the RAM, various programs and data required for the operation of the device can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input/output (I/O) interface is also connected to the bus.
A plurality of components in the device are connected to the I/O interface, including: an input unit such as a keyboard, a mouse, etc.; an output unit such as various types of displays, speakers, and the like; storage units such as magnetic disks, optical disks, and the like; and a communication unit such as a network card, modem, wireless communication transceiver, etc. The communication unit allows the device to exchange information/data with other devices via a computer network such as the internet and/or various telecommunication networks.
The processing unit performs the various methods and processes described above, such as steps a-H. For example, in some embodiments, steps A-H may be implemented as a computer software program tangibly embodied in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and/or installed onto the device via ROM and/or the communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more of steps a-H described above may be performed. Alternatively, in other embodiments, the CPU may be configured to perform steps a-H in any other suitable manner (e.g., by way of firmware).
The functions described herein above may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: a Field Programmable Gate Array (FPGA), an Application Specific Integrated Circuit (ASIC), an Application Specific Standard Product (ASSP), a system on a chip (SOC), a load programmable logic device (CPLD), and the like.
Program code for implementing the methods of the present invention may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the program codes, when executed by the processor or controller, cause the functions/operations specified in the flowchart and/or block diagram to be performed. The program code may execute entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine or entirely on the remote machine or server.
In the context of the present invention, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (14)
1. A train control level adjusting method based on head-to-tail redundancy is characterized by comprising the following steps:
step A: acquiring a stored highest train control level in an initialization stage;
and B: acquiring trackside equipment information;
and C: calculating a pre-adjustment control level;
step D: acquiring train control level related information of a remote controller;
step E: calculating a control level to be confirmed;
step F: calculating a train control level adjustment mode;
step G: adjusting the train control level;
step H: and comparing the consistency of the control levels of the two ends.
2. The method for adjusting the train control level based on the head-to-tail redundancy according to claim 1, wherein the step a specifically comprises:
after the train is powered on, the highest control level allowed by the line is obtained by reading the configuration file, and in the subsequent control level adjustment, the control level of the train is not higher than the highest control level.
3. The method for adjusting the train control level based on the head-to-tail redundancy according to claim 2, wherein the control level of the train is an interlocking control level, a backup control level and a CBTC control level from low to high.
4. The method according to claim 1, wherein the trackside equipment information in step B includes a movement authorization obtained from an active beacon and a movement authorization obtained from a zone controller.
5. The method for adjusting the train control level based on the head-to-tail redundancy according to claim 1, wherein the step C specifically comprises:
C1) the train control level is an interlocking control level, and when effective mobile authorization is obtained from the active beacon and the highest control level of the line is higher than the interlocking control level, the pre-adjustment control level is converted into a backup control level;
C2) when the train control level is an interlocking control level and the effective movement authorization is obtained from the zone controller and the highest control level of the line is a CBTC control level, the pre-adjustment control level is converted into the CBTC control level;
C3) when the train control level is a backup control level and the effective movement authorization is obtained from the zone controller and the highest control level of the line is a CBTC control level, the pre-adjustment control level is converted into the CBTC control level;
C4) the train control level is a backup control level, when the movement authorization obtained from the active beacon becomes invalid, the signal system applies emergency braking to the train, and after the train is static and is confirmed manually by a driver, the pre-adjustment control level is converted into an interlocking control level;
C5) the train control level is a CBTC control level, when the movement authorization obtained from the zone controller becomes invalid, the signal system applies emergency braking to the train, and after the train is static and is confirmed manually by a driver, the pre-adjustment control level is converted into an interlocking control level.
6. The method as claimed in claim 1, wherein the information related to the train control level in step D includes a pre-adjusted control level TobeAdjustOL, a to-be-confirmed control level notconfirm, and a train control level trainopertionlevel.
7. The method for adjusting the train control level based on the head-to-tail redundancy according to claim 1 or 6, wherein the obtaining process in the step D is specifically as follows:
and acquiring the control level related information of the remote controller train from the control unit and the interface unit of the remote controller and the interface unit of the local controller respectively through a network.
8. The method for adjusting the train control level based on the head-to-tail redundancy according to claim 6, wherein the step E specifically comprises:
E1) when the local controller calculates the pre-adjustment control level TobeAdjusOL, if the to-be-confirmed control level NotConfirmOL of the remote controller is higher than the local pre-adjustment control level TobeAdjusOL, the to-be-confirmed control level NotConfirmOL of the local controller is set as the remote to-be-confirmed control level NotConfirmOL;
E2) when the controller at the local end calculates the pre-adjustment control level TobeAdjusOL, if the control level NotConfirmOL to be confirmed of the remote controller is not higher than the pre-adjustment control level TobeAdjusOL at the local end, the control level NotConfirmOL to be confirmed at the local end is set as the pre-adjustment control level TobeAdjusOL at the local end;
E3) when the local controller fails to calculate TobeAdjusTo when the control level is pre-adjusted, if the remote controller calculates the control level NotConfirmOL to be confirmed and the control level NotConfirmOL to be confirmed is not equal to the train control level TrainOperationLevel, the local control level NotConfirmOL to be confirmed is set as the control level NotConfirmOL to be confirmed.
9. The method according to claim 6, wherein the train control level adjustment modes in step F include an active adjustment mode, a passive adjustment mode and a synchronous adjustment mode.
10. The method for adjusting the train control level based on the head-to-tail redundancy according to claim 9, wherein the step F specifically comprises:
F1) if the local controller fails to acquire the train control level related information of the remote controller, the train control level adjustment mode is an active adjustment mode;
F2) after the local controller is restarted and the train control level related information of the remote controller is successfully acquired, the train control level adjustment mode is a passive adjustment mode;
F3) and if the control level NotConfirmOL to be confirmed is calculated by the local controller and is the same as the control level NotConfirmOL to be confirmed calculated by the remote controller, the train control level adjustment mode is a synchronous adjustment mode.
11. The method for adjusting the train control level based on the head-to-tail redundancy according to claim 10, wherein the step G specifically comprises:
G1) if the train control level adjustment mode is an active adjustment mode, adjusting the train control level to be a pre-adjustment control level TobeAdjusTo calculated by the local controller;
G2) if the train control level adjustment mode is a passive adjustment mode, the train control level is adjusted to be the train control level TrainOperationlevel of the remote controller;
G3) if the train control level adjustment mode is the synchronous adjustment mode, the train control level is adjusted to the to-be-confirmed control level notconfirm calculated by the local controller.
12. The method for adjusting the train control level based on the head-to-tail redundancy according to claim 1, wherein the step H specifically comprises:
when both end controllers can calculate train control level TrainOperationlevel, but the time when the control levels are inconsistent exceeds the maximum communication delay of the controllers, the signal system outputs emergency braking to ensure the safety of the train.
13. An electronic device comprising a memory and a processor, the memory having stored thereon a computer program, wherein the processor, when executing the program, implements the method of any of claims 1-12.
14. A computer-readable storage medium, on which a computer program is stored, which program, when being executed by a processor, carries out the method according to any one of claims 1 to 12.
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2013141832A (en) * | 2012-01-06 | 2013-07-22 | Hitachi Ltd | Train control apparatus |
| US20140172205A1 (en) * | 2012-09-20 | 2014-06-19 | Wabtec Holding Corp. | Method and System for Transmitting Enforceable Instructions in Positive Train Control Systems |
| CN109305191A (en) * | 2017-07-28 | 2019-02-05 | 比亚迪股份有限公司 | Control method that train is turned back, apparatus and system |
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| EP3690657A1 (en) * | 2017-10-24 | 2020-08-05 | CRSC Research & Design Institute Group Co., Ltd. | Computer-based interlocking system and redundancy switching method thereof |
| CN112550362A (en) * | 2020-12-03 | 2021-03-26 | 卡斯柯信号有限公司 | Restarting method of train controller |
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| JP2013141832A (en) * | 2012-01-06 | 2013-07-22 | Hitachi Ltd | Train control apparatus |
| US20140172205A1 (en) * | 2012-09-20 | 2014-06-19 | Wabtec Holding Corp. | Method and System for Transmitting Enforceable Instructions in Positive Train Control Systems |
| CN109305191A (en) * | 2017-07-28 | 2019-02-05 | 比亚迪股份有限公司 | Control method that train is turned back, apparatus and system |
| EP3690657A1 (en) * | 2017-10-24 | 2020-08-05 | CRSC Research & Design Institute Group Co., Ltd. | Computer-based interlocking system and redundancy switching method thereof |
| CN110040158A (en) * | 2019-05-05 | 2019-07-23 | 中车青岛四方车辆研究所有限公司 | Track train traction braking level control method |
| CN112550362A (en) * | 2020-12-03 | 2021-03-26 | 卡斯柯信号有限公司 | Restarting method of train controller |
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