CN114407971B - Train control level adjustment method, device and medium based on head-tail redundancy - Google Patents
Train control level adjustment method, device and medium based on head-tail redundancy Download PDFInfo
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Abstract
The invention relates to a train control level adjustment method, equipment and medium based on head-tail redundancy, wherein the method comprises the following steps: step A: the initialization stage obtains the stored highest train control level; and (B) step (B): acquiring information of trackside equipment; step 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 control level of the train; step H: and comparing the consistency of the control levels at the two ends. Compared with the prior art, the invention has the advantages of effectively improving the efficiency and reducing the hard wire connection 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 adjustment method, equipment and medium based on head-tail redundancy.
Background
In existing signaling systems, the train control level is typically selected by the driver by way of a control level switch or knob. Before entering the positive line operation, the driver selects an interlocking control level (IL) to drive the train in a manual driving mode, and after entering the positive line, the driver selects a backup control level (BM) or a CBTC control level (CBTC) according to the state of the trackside equipment. When the train ends operation and returns to the parking lot or the vehicle section from the front, the driver needs to reduce the control level of the train to the interlocking control level (IL) and manually drive the train to return to the garage.
In the above-mentioned existing train control level adjustment manner, for the vehicle-mounted signal system based on the head-tail redundancy architecture, because the controllers at the two ends independently process the information of the devices beside the track, the train control level of the controllers at the two ends may be inconsistent, which results in a scene that the train cannot respond to the output instruction of the signal system correctly. 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, the 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 hard wires to realize the synchronization of the train control level adjustment commands, so that the complexity of hard wire connection among the controllers is greatly increased.
Therefore, how to effectively improve efficiency and reduce hard wire connection under the condition of ensuring the control level adjustment safety becomes a technical problem to be solved.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a train control level adjustment method, device 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 confirmation by a driver in a degradation scene and ensure that train control levels of controllers at two ends of a vehicle are consistent. Therefore, the invention can effectively improve the efficiency and reduce the hard wire connection under the condition of ensuring the control level adjustment safety.
The aim of the invention can be achieved 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: the initialization stage obtains the stored highest train control level;
and (B) step (B): acquiring information of trackside equipment;
step 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 control level of the train;
step H: and comparing the consistency of the control levels at the two ends.
As a preferable technical scheme, the step a specifically includes:
after the train is electrified, 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 changed from low to high into an interlocking control level, a backup control level and a CBTC control level.
As a preferred solution, the trackside device information in step B includes a movement authorization obtained from an active beacon and a movement authorization obtained from an area controller.
As a preferable technical scheme, the step C specifically includes:
c1 The train control level is an interlocking control level, and when effective movement authorization is obtained from the active beacon, the highest control level of the line is higher than the interlocking control level, the pre-adjustment control level is changed into a backup control level;
c2 The train control level is an interlocking control level, and when effective movement authorization is obtained from the regional controller, the highest control level of the line is a CBTC control level, and the pre-adjustment control level is changed into the CBTC control level;
c3 The train control level is a backup control level, and when effective movement authorization is obtained from the regional controller, the highest control level of the line is a CBTC control level, and the pre-adjustment control level is changed into the CBTC control level;
c4 The train control level is a backup control level, when the mobile authorization obtained from the active beacon becomes invalid, the signal system applies emergency braking to the train, and after the train is stationary and is manually confirmed by a driver, the pre-adjustment control level is changed into an interlocking control level;
c5 The train control level is CBTC control level, when the movement authorization obtained from the regional controller becomes invalid, the signal system applies emergency braking to the train, and after the train is stationary, the train is manually confirmed by a driver, the pre-adjustment control level is changed into the interlocking control level.
As a preferable technical solution, the information related to the train control level in the step D includes a pre-adjustment control level tobeadjust ol, a to-be-confirmed control level notconfirm ol, and a train control level trainelegationlevel.
As a preferred technical solution, the acquiring process in the step D specifically includes:
and acquiring 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 preferable technical scheme, the step E specifically includes:
e1 When the local end controller calculates the preset control level TobeAdjust OL, if the control level NotConfirmOL to be confirmed of the remote end controller is higher than the preset control level TobeAdjust OL of the local end, the control level NotConfirmOL to be confirmed of the local end is set as the control level NotConfirmOL to be confirmed of the remote end;
e2 When the local end controller calculates the preset control level TobeAdjust OL, if the control level NotConfirmol to be confirmed of the remote end controller is not higher than the preset control level TobeAdjust OL of the local end, setting the control level NotConfirmol to be confirmed of the local end as the preset control level TobeAdjust OL of the local end;
e3 When the local end controller fails to calculate the preset control level, if the remote end 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 control level NotConfirmol to be confirmed at the local end is set as the remote control level NotConfirmol to be confirmed.
As an preferable technical scheme, the train control level adjustment mode in the step F includes an active adjustment mode, a passive adjustment mode and a synchronous adjustment mode.
As a preferable technical scheme, the step F specifically includes:
f1 If the local end controller fails to acquire the train control level related information of the remote end controller, the train control level adjustment mode is an active adjustment mode;
f2 After the local end controller is restarted, the train control level adjustment mode is a passive adjustment mode after the train control level related information of the remote end controller is successfully acquired;
f3 If the local end controller calculates the control level NotConfirmOL to be confirmed and is the same as the control level NotConfirmOL to be confirmed calculated by the remote end controller, the train control level adjustment mode is a synchronous adjustment mode.
As a preferable technical scheme, the step G specifically includes:
g1 If the train control level adjustment mode is an active adjustment mode, the train control level is adjusted to be a preset control level TobeAdjust OL calculated by the local end 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 trainooperation level of the remote controller;
g3 If the train control level adjustment mode is the synchronous adjustment mode, the train control level is adjusted to be the NotConfirmOL to be confirmed calculated by the local end controller.
As a preferable technical scheme, the step H specifically includes:
when the controllers at the two ends can calculate the train control level TrainOperation level, but when the inconsistent time of the control level exceeds the maximum communication delay of the controllers, the signal system outputs emergency braking, so that the train safety is ensured.
According to a second aspect of the present invention there is provided an electronic device comprising a memory having a computer program stored thereon and a processor which when executing the program implements the method.
According to a third aspect of the present invention, there is provided a computer readable storage medium having stored thereon a computer program which when executed by a processor implements the method.
Compared with the prior art, the invention has the following advantages:
1. the invention can prevent the train from being mistakenly upgraded to a high-grade control level by acquiring the highest train control level allowed by the line in the initialization stage of the controller;
2. when the invention meets the requirement of upgrading to a high control level, the invention is automatically upgraded to the high control level, thereby improving the automation degree of the signal system and reducing the operation of a driver; when the degradation to the interlocking control level is met, the degradation to the interlocking control level can be achieved only after manual confirmation after parking, and the risk of no protection of the train during degradation is avoided;
3. the control level consistency of the head-tail redundant controllers is ensured 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 one end controller fails to judge the control level adjustment, the other end controller can quickly adjust the control level, so that the train control level adjustment speed is increased.
5. The invention uses the train control level information of the controllers at the head end and the tail end of the network interaction, reduces the hard wire connection between the controllers and reduces the complexity of the hard wire connection between the controllers at the two ends.
Drawings
FIG. 1 is a flow chart of train control level adjustment of the present invention;
FIG. 2 is a diagram of a train control level transition process of the present invention;
fig. 3 is a control level information transmission diagram of the head-to-tail controller according to the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope 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: the initialization stage obtains the stored highest train control level;
and (B) step (B): acquiring information of trackside equipment;
step 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 control level of the train;
step H: and comparing the consistency of the control levels at the two ends.
1. Obtaining the highest train control level
After the train is electrified, 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 from low to high, i.e., an interlock control level (IL), a backup control level (BM), and a CBTC control level (CBTC).
2. Acquiring trackside equipment information
And acquiring information of the trackside equipment. The trackside device information is classified into a movement authority (EOA) obtained from an active beacon and a movement authority (EOA) obtained from a Zone Controller (ZC).
3. Calculating a pre-tuning control level
1) The train control level is an interlocking control level (IL), and when a valid movement authority (EOA) is obtained from the active beacon, and the highest control level of the line is higher than the interlocking control level (IL), the pre-adjustment control level is converted into a backup control level (BM);
2) The train control level is an interlocking control level (IL), and when effective movement authorization (EOA) is obtained from a Zone Controller (ZC), the highest control level of the line is a CBTC control level, and the pre-adjustment control level is changed into the CBTC control level;
3) The train control level is a backup control level (BM), when effective movement authority (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 changed 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 braking to the train, and after the train is stationary and manually confirmed 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 the Zone Controller (ZC) becomes invalid, the signal system applies emergency braking to the train, and after the train is stationary, the train is manually confirmed by a driver, the pre-adjustment control level is converted into an interlocking control level (IL);
4. acquiring train control level related information of remote controller
And acquiring train control level related information of the remote controller. The train control level related information includes a pre-adjustment control level (tobeAdjust OL), a to-be-confirmed control level (NotConfirmOL), and a train control level (TranOperationLevel). If the related information of the train control level of the remote controller is not successfully acquired due to communication faults between the two end controllers, synchronous adjustment of the train control level cannot be realized, and the train control level of the two end controllers is inconsistent, so that a scene that the train cannot respond to an output instruction of the signal system correctly can occur. As shown in fig. 3, the local controller control unit (C1) may acquire the 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 related information of the train control level can be obtained through the interface unit (I2) of the remote controller or the interface unit (I1) of the local end controller, so that the redundant transmission of the related information of the train control level between the two end controllers is realized, and the reliability of the related information of the train control level is improved. If the communication among the control unit (C1) of the local end controller, the control unit (C2) of the remote end controller, the interface unit (I2) and the interface unit (I1) of the local end controller is disconnected, the controller outputs a limit state instruction to the train, and the control levels of the trains at two ends are forbidden to be synchronously adjusted, so that the inconsistency of the control levels at two ends is avoided.
5. Calculating a control level to be confirmed
1) When the local end controller calculates a preset control level (TobeAdjust OL), if the control level to be confirmed (NotConfirmOL) of the remote end controller is higher than the local end preset control level (TobeAdjust OL), setting the local end control level to be confirmed (NotConfirmOL) as the remote end control level to be confirmed (NotConfirmOL);
2) When the local end controller calculates a preset control level (TobeAdjust OL), if the to-be-confirmed control level (NotConfirmOL) of the remote end controller is not higher than the local end preset control level (TobeAdjust OL), setting the local end to-be-confirmed control level (NotConfirmOL) as the preset control level (TobeAdjust OL) of the local end;
3) When the local end controller fails to calculate the preset control level (TobeAdjust OL), if the remote end 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 (TranOperation level), setting the local end control level to be confirmed (NotConfirmOL) as the remote end control level to be confirmed (NotConfirmOL);
6. judging train control level adjusting mode
The train control level adjustment modes are 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 is down, if the local end controller fails to acquire the information related to the train control level of the remote end controller, the train control level adjustment mode is changed into an active adjustment mode. After the local end controller is restarted due to failure, the train control level adjustment mode is set as a passive adjustment mode after the train control level related information of the remote end controller is successfully acquired. The active adjustment mode and the passive adjustment mode accelerate the train control level adjustment speed under the fault scene of the single-ended controller. When the two end controllers can calculate and agree with the control level to be confirmed (NotConfirmOL), 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 controllers at the two ends normally operate, and avoids the danger that the output instructions of the controllers at the two ends are inconsistent and the trains do not respond to the control instructions due to the asynchronous control levels.
7. Adjusting train control level
1) The train control level adjustment mode is an active adjustment mode, and the train control level adjustment is a pre-adjustment control level (TobeAdjust OL) calculated by the local end 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 the remote controller;
3) The train control level adjustment mode is a synchronous adjustment mode, and the train control level adjustment is a to-be-confirmed control level (NotConfirmOL) calculated by the local end controller.
8. Comparing control level consistency at two ends
When the controllers at two ends can calculate the train control level (TrainOperation level), but when the inconsistent time of the control level exceeds the maximum communication delay between the controllers, the signal system outputs emergency braking, so that the train safety is ensured.
The foregoing describes embodiments of methods, and the following further describes embodiments of electronic devices and storage media.
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 by a bus. An input/output (I/O) interface is also connected to the bus.
A plurality of components in a device are connected to an I/O interface, comprising: an input unit such as a keyboard, a mouse, etc.; an output unit such as various types of displays, speakers, and the like; a storage unit such as a magnetic disk, an optical disk, or the like; and communication units such as network cards, modems, wireless communication transceivers, and the like. 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 on 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 the ROM and/or the communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more of the steps a to H described above may be performed. Alternatively, in other embodiments, the CPU may be configured to perform steps a-H by any other suitable means (e.g., by means of firmware).
The functions described above herein 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), etc.
Program code for carrying out methods of the present invention may be written in any combination of one or more programming languages. These program code 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 code, when executed by the processor or controller, causes the functions/operations specified in the flowchart and/or block diagram to be implemented. 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. The 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 certain preferred embodiments, it will be understood by those skilled in the art that various changes and substitutions of equivalents may be made and equivalents will be apparent to those skilled in the art without departing from the scope of the invention. Therefore, the protection scope of the invention is subject to the protection scope of the claims.
Claims (9)
1. The train control level adjusting method based on head-to-tail redundancy is characterized by comprising the following steps of:
step A: the initialization stage obtains the stored highest train control level;
and (B) step (B): acquiring information of trackside equipment;
step 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 control level of the train;
step H: comparing the consistency of control levels at two ends;
the step C specifically comprises the following steps:
c1 The train control level is an interlocking control level, and when effective movement authorization is obtained from the active beacon, the highest control level of the line is higher than the interlocking control level, the pre-adjustment control level is changed into a backup control level;
c2 The train control level is an interlocking control level, and when effective movement authorization is obtained from the regional controller, the highest control level of the line is a CBTC control level, and the pre-adjustment control level is changed into the CBTC control level;
c3 The train control level is a backup control level, and when effective movement authorization is obtained from the regional controller, the highest control level of the line is a CBTC control level, and the pre-adjustment control level is changed into the CBTC control level;
c4 The train control level is a backup control level, when the mobile authorization obtained from the active beacon becomes invalid, the signal system applies emergency braking to the train, and after the train is stationary and is manually confirmed by a driver, the pre-adjustment control level is changed into an interlocking control level;
c5 The train control level is CBTC control level, when the mobile authorization obtained from the regional controller becomes invalid, the signal system applies emergency braking to the train, and after the train is stationary and is manually confirmed by a driver, the pre-adjustment control level is changed into an interlocking control level;
the related information of the train control level in the step D comprises a pre-adjustment control level TobeAdjust OL, a to-be-confirmed control level NotConfirmol and a train control level TrainOperation level;
the step E specifically comprises the following steps:
e1 When the local end controller calculates the preset control level TobeAdjust OL, if the control level NotConfirmOL to be confirmed of the remote end controller is higher than the preset control level TobeAdjust OL of the local end, the control level NotConfirmOL to be confirmed of the local end is set as the control level NotConfirmOL to be confirmed of the remote end;
e2 When the local end controller calculates the preset control level TobeAdjust OL, if the control level NotConfirmol to be confirmed of the remote end controller is not higher than the preset control level TobeAdjust OL of the local end, setting the control level NotConfirmol to be confirmed of the local end as the preset control level TobeAdjust OL of the local end;
e3 If the remote controller calculates the to-be-confirmed control level NotConfirmol and the to-be-confirmed control level NotConfirmol is not equal to the train control level TrainOperationLevel when the local end controller fails to calculate the pre-adjustment control level, setting the local end to-be-confirmed control level NotConfirmol as the remote to-be-confirmed control level NotConfirmol;
the step F specifically comprises the following steps:
f1 If the local end controller fails to acquire the train control level related information of the remote end controller, the train control level adjustment mode is an active adjustment mode;
f2 After the local end controller is restarted, the train control level adjustment mode is a passive adjustment mode after the train control level related information of the remote end controller is successfully acquired;
f3 If the local end controller calculates the control level NotConfirmOL to be confirmed and is the same as the control level NotConfirmOL to be confirmed calculated by the remote end controller, the train control level adjustment mode is a synchronous adjustment mode;
the step G specifically comprises the following steps:
g1 If the train control level adjustment mode is an active adjustment mode, the train control level is adjusted to be a preset control level TobeAdjust OL calculated by the local end 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 trainooperation level of the remote controller;
g3 If the train control level adjustment mode is the synchronous adjustment mode, the train control level is adjusted to be the NotConfirmOL to be confirmed calculated by the local end controller.
2. The method for adjusting the control level of a train based on head-to-tail redundancy according to claim 1, wherein the step a specifically comprises:
after the train is electrified, 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 control level of the train based on the head-to-tail redundancy according to claim 2, wherein the control level of the train is changed from low to high into an interlocking control level, a backup control level and a CBTC control level.
4. The method for adjusting the control level of a train based on head-to-tail redundancy according to claim 1, wherein the trackside equipment information in the step B includes a movement authorization obtained from an active beacon and a movement authorization obtained from an area controller.
5. The train control level adjustment method based on head-to-tail redundancy according to claim 1, wherein the acquiring process in the step D specifically includes:
and acquiring 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.
6. The method for adjusting the control level of a train based on head-to-tail redundancy according to claim 1, wherein the adjustment modes of the control level of the train in the step F include an active adjustment mode, a passive adjustment mode and a synchronous adjustment mode.
7. The method for adjusting the control level of a train based on head-to-tail redundancy according to claim 1, wherein the step H specifically comprises:
when the controllers at the two ends can calculate the train control level TrainOperation level, but when the inconsistent time of the control level exceeds the maximum communication delay of the controllers, the signal system outputs emergency braking, so that the train safety is ensured.
8. An electronic device comprising a memory and a processor, the memory having stored thereon a computer program, characterized in that the processor, when executing the program, implements the method of any of claims 1-7.
9. A computer readable storage medium, on which a computer program is stored, characterized in that the program, when being executed by a processor, implements the method according to any one of claims 1-7.
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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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| AU2013317894B2 (en) * | 2012-09-20 | 2019-06-06 | Wabtec Holding Corp. | Method and system for transmitting enforceable instructions in positive train control systems |
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| JP2013141832A (en) * | 2012-01-06 | 2013-07-22 | Hitachi Ltd | Train control apparatus |
| 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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