CN116118818A - Grouping dynamic de-grouping method, equipment and medium for virtual grouping of trains - Google Patents
Grouping dynamic de-grouping method, equipment and medium for virtual grouping of trains Download PDFInfo
- Publication number
- CN116118818A CN116118818A CN202211691876.6A CN202211691876A CN116118818A CN 116118818 A CN116118818 A CN 116118818A CN 202211691876 A CN202211691876 A CN 202211691876A CN 116118818 A CN116118818 A CN 116118818A
- Authority
- CN
- China
- Prior art keywords
- consist
- train
- marshalling
- virtual
- trains
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 41
- 230000007704 transition Effects 0.000 claims abstract description 9
- 238000004891 communication Methods 0.000 claims description 15
- 238000013475 authorization Methods 0.000 claims description 13
- 238000004590 computer program Methods 0.000 claims description 8
- 238000004364 calculation method Methods 0.000 claims description 3
- 210000003743 erythrocyte Anatomy 0.000 claims 8
- 210000005266 circulating tumour cell Anatomy 0.000 claims 2
- 238000009472 formulation Methods 0.000 claims 1
- 239000000203 mixture Substances 0.000 claims 1
- 230000008569 process Effects 0.000 abstract description 7
- 230000000903 blocking effect Effects 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 6
- 230000015572 biosynthetic process Effects 0.000 description 4
- 230000003287 optical effect Effects 0.000 description 3
- 238000012545 processing Methods 0.000 description 3
- 238000009954 braiding Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 238000004422 calculation algorithm Methods 0.000 description 1
- 230000000052 comparative effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000009940 knitting Methods 0.000 description 1
- 239000013307 optical fiber Substances 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
- B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention relates to a dynamic group de-grouping method, equipment and medium for virtual group of a train, which realize the non-stop switching from a virtual group running state to a mobile blocking running state and realize the smooth transition from a relative distance braking curve control car to an absolute braking distance curve control car in a car tracking control mode. Compared with the prior art, the invention has the advantages of efficiency, safety and the like in the decompilation process.
Description
Technical Field
The present invention relates to a train signal control system, and more particularly, to a method, apparatus and medium for dynamic de-coding of a consist for virtual consist of a train.
Background
The virtual train grouping technology enables the rear train to acquire the running state of the front train and control the running of the rear train through the direct wireless communication between the trains, so that the cooperative running mode of trains with the same speed and minimum intervals is realized through the wireless communication. By the mode, the train which keeps synchronous running at a certain distance can be regarded as being hung, compared with a traditional mode, the traditional physical coupler hanging is changed into wireless communication hanging, the flexibility of marshalling is improved, the tracking distance of a train workshop is shortened, and the running efficiency is improved.
When the train is in marshalling operation, the rear train tracks the front train to operate based on the control curve of the relative position, so that the running interval is minimized, and after the unwrapped plan is received, the distance between the train in the marshalling and the front train is pulled away according to a certain strategy, and the control curve based on the absolute distance is switched to control the train.
For how to realize smoothness, safety and efficiency of the de-braiding process, the method becomes a technical problem to be solved.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a method, equipment and medium for dynamically de-grouping a virtual grouping of trains.
The aim of the invention can be achieved by the following technical scheme:
according to a first aspect of the invention, a method for dynamic de-consist of virtual consist of a train is provided, which enables no-stop switching from a virtual consist operating state to a mobile occlusion operating state, and enables smooth transition from a relative distance brake curve control to an absolute brake distance curve control on a train tracking control mode.
As an optimal technical scheme, the method is used for a scene that the station is unbinding, the head car is separated from the group, the tail car is separated from the group, and the large group is separated into small groups.
As a preferable technical scheme, the method is responsible for the establishment and the issuing of the grouping and the ungrouping plans through a dispatching centralized system CTC, and a wireless block center RBC manages the grouping fleet and forwards the grouping and the ungrouping plans to the train.
As a preferred solution, when a consist is established, each train in the consist communicates with both the RBC and the front and rear cars in the consist, with the head car in the consist being the master car and the remainder being the follower car.
As an optimal technical scheme, the RBC judges the quantity and position occupation conditions of the grouped trains according to the grouping conditions reported by each vehicle, and sends movement authorization to the master control vehicle, and the master control vehicle calculates a speed limit curve according to the movement authorization sent by the RBC.
As an optimal technical scheme, the rear vehicles in the group send train position inquiry information to the front vehicles, and the front vehicles send train current position, speed and train maximum deceleration information to the rear vehicles.
As an optimal technical scheme, the rear vehicle uses the front vehicle information to calculate a speed limit curve based on the relative braking distance, and tracks the front vehicle running under the speed limit constraint.
According to the method, when a grouping principle is not met, a CTC issues a de-grouping plan to RBC, RBC is forwarded to all trains needing de-grouping, after the vehicle-mounted equipment receives the de-grouping plan sent by the RBC, the train is controlled to decelerate, and a control curve based on a relative position is transited to a braking curve based on an absolute distance to continuously control the train to run.
As an optimal technical scheme, when a train receives an uncombining command or communication faults of the train are interrupted, a rear train needs to be controlled by a relative distance braking curve to be transited to an absolute braking distance curve, wherein the calculation of the relative distance braking curve is based on a front train state received last time in a marshalling state during transition;
meanwhile, the vehicle-mounted equipment calculates a speed limit curve based on the absolute braking distance according to the movement authorization sent by the RBC.
As an optimal technical scheme, after the train speed is lower than the absolute distance braking speed limit curve, the train is restored to the train control mode of the absolute braking distance.
According to a second aspect of the present invention there is provided an electronic device comprising a memory and a processor, the memory having stored thereon a computer program, the processor implementing the method when executing the program.
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 realizes the smooth transition from the relative distance braking curve control to the absolute braking distance curve control on the vehicle tracking control mode, and the efficiency and the safety are considered in the unpacking process.
2) The invention covers the scene that the in-station de-knitting is carried out, the head car is separated from the group, the tail car is separated from the group, and the large group is separated into the small group, thereby meeting the diversified operation requirements.
Drawings
FIG. 1 is a schematic diagram of an application system of the present invention;
FIG. 2 is a schematic diagram of an in-station consist train de-consist;
FIG. 3 is an exploded view of a follower car within a consist;
FIG. 4 is an exploded view of a master vehicle within a consist;
FIG. 5 is a schematic diagram illustrating a group de-grouping into a plurality of groups;
FIG. 6 is a schematic diagram of a rear vehicle control curve;
FIG. 7 is a comparative schematic diagram of two control curves.
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.
The dynamic group unlocking method for the virtual group technology of the train realizes the non-stop switching from the virtual group running state to the moving block running state, and realizes the smooth transition from the relative distance brake curve control to the absolute brake distance curve control on the vehicle tracking control mode, and the unlocking process has both efficiency and safety. In the scheme design, the scene that the station is disassembled, the head car is separated from the group, the tail car is separated from the group and the large group is separated into small groups is covered, and the diversified operation requirements are met.
The dispatching centralized system CTC is responsible for the establishment and the issuing of the grouping and the ungrouping plans, the wireless block center RBC manages grouping motorcades, and forwards the grouping and the ungrouping plans to the marshalling vehicles. After the consist is established, each train in the consist communicates with both the RBC and the front and rear cars in the consist, with the system architecture shown in fig. 1. The head vehicles in the marshalling are master control vehicles, and the rest are following vehicles. RBC judges the number of marshalling trains, position occupation and the like according to the marshalling condition reported by each vehicle, and sends movement authorization to the master control vehicle. The rear vehicles in the group send train position inquiry information to the front vehicles, and the front vehicles send train current position, speed and train maximum deceleration information to the rear vehicles. And the master control vehicle calculates a speed limit curve according to the movement authorization sent by the RBC. The following vehicle uses the information of the front vehicle to calculate a speed limit curve based on the relative braking distance, and the front vehicle is tracked to run under the speed limit constraint.
The dynamic grouping and de-grouping process is that the grouped trains are divided into different grouping trains or trains running independently according to grouping meters in the moving process. When the grouping principle is not met, the CTC issues a de-grouping plan to RBC, and the RBC is forwarded to all trains needing de-grouping. And after receiving the scheduling of the ground transmission, the vehicle-mounted equipment controls the train to decelerate, and the control curve based on the relative position is transited to the braking curve based on the absolute distance to continuously control the train to run.
When the train receives the de-compiling command or the communication fault of the train is interrupted, the rear train needs to be controlled by the transition from the relative distance braking curve to the absolute braking distance curve. In the transition, the calculation of the relative distance braking curve is based on the last received preceding vehicle state in the marshalling state. The algorithm ensures that the rear vehicle is always controlled based on the safety state of the front vehicle, and the parking position of the front vehicle is not smaller than the previous estimated value even if the front vehicle is parked by emergency braking. The rear vehicle can continue to drive according to the speed limit curve based on the relative braking distance before the communication of the vehicle is interrupted, and emergency braking and stopping do not need to be output immediately.
Meanwhile, the vehicle-mounted equipment calculates a speed limit curve based on the absolute braking distance according to the movement authorization sent by the RBC. As shown in fig. 6, in the virtual grouping state, the absolute distance braking curve is stricter.
As the front train state based on the relative distance braking curve is not updated any more, the relative distance braking curve is stricter and stricter along with the movement of the train, the train gradually slows down, and the train is restored to the train control mode of absolute braking distance after the speed of the train is lower than the absolute distance braking speed limit curve. The two speed limiting curves of the rear vehicle from the relative distance braking curve control to the absolute distance braking curve control are shown in fig. 7.
DETAILED DESCRIPTION OF EMBODIMENT (S) OF INVENTION
When the trains in the marshalling fleet are sent to different directions, the marshalling trains in the marshalling operation station need to be unpacked in the station, and the working flow is shown in fig. 2, and the main steps are as follows:
step one
After the marshalling motorcade parks in the station, the CTC issues a de-marshalling plan, and the RBC forwards the plan to all trains in the marshalling
Step two
After receiving the unwrapped program, train 2 breaks the train communication with train 1, and both train 1 and train 2 become non-grouped.
Step three
The trains 1 and 2 control the trains to independently operate in a moving blocking mode according to the moving authorization sent by the RBC.
The virtual marshalling motorcade consisting of 4 vehicles is arranged on the current line, when the next station does not enter the road, the following vehicles in the marshalling need to be decompressed, the working flow is shown in figure 3, and the main steps are as follows:
step one
The CTC issues a de-braiding plan and the RBC is forwarded to all trains within the consist.
Step two
And after receiving the unpacking plan, the following vehicle needing unpacking controls the train to decelerate, and the distance between the following vehicle and the preceding train is pulled away.
Step three
And after the speed is reduced to be transited from the relative position control curve to the absolute position control curve, the communication with the front vehicle is disconnected, and the running of the train is monitored according to the movement authorization sent by the RBC, so that the following vehicle is finished to be decompressed.
When the next station of the master control vehicle does not need to be decompressed from other following vehicles, as shown in fig. 4, a virtual marshalling consisting of 4 vehicles is arranged on the current line, the train 1 is the master control vehicle, and the trains 2, 3 and 4 are following vehicles in sequence, and the main steps are as follows:
step one
Issuing a de-compiling plan by the CTC (the master control car is de-compiled from the formation, other cars are still in the same formation), and forwarding the de-compiling plan to all trains in the formation by the RBC, wherein the master control car in the formation is changed from the train 1 to the train 2.
Step two
After receiving the new grouping plan, the train 1 continues to run normally or run in an accelerated manner; the train 2 is upgraded to a master control train, and the control train speed reduction is transited from a relative position control curve to an absolute position control curve.
Step three
After the train 2 completes the de-compiling with the train 1, the communication with the train of the train 1 is disconnected, and the train is monitored to continue to run according to the movement authorization sent by the RBC.
When the virtual marshalling fleet needs to be ungrouped into different marshalling, as shown in 5, a virtual marshalling fleet composed of 4 vehicles is arranged on a current line, a train 1 is a master control vehicle, and trains 2, 3 and 4 are following vehicles in sequence, and the main steps are as follows:
step one
When the virtual marshalling fleet needs to be demarcated into different marshalling, a CTC issues a demarcated plan (trains 1 and 2 are the same marshalling, and trains 3 and 4 are the same marshalling) at this time, and RBC forwards the demarcated plan to all trains in the marshalling
Step two
After receiving the programming plan, the trains 1 and 2 keep continuously operating normally or operating in an accelerating way; the train 3 is upgraded to a master control train, and the control train speed reduction is transited from a relative position control curve to an absolute position control curve.
Step three
After the uncoupling of the train 2 is completed, the train 3 breaks the train communication with the train 2, and the train is monitored to continue running according to the movement authorization sent by the RBC.
The foregoing description of the embodiments of the method further describes the embodiments of the present invention through embodiments of the electronic device and the 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 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 the inventive method. For example, in some embodiments, the inventive methods 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. One or more of the steps of the method of the invention described above may be performed when the computer program is loaded into RAM and executed by a CPU. Alternatively, in other embodiments, the CPU may be configured to perform the methods of the present invention 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 Complex Programmable Logic Device (CPLD), and the like.
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 (12)
1. A dynamic group de-grouping method for virtual group of train is characterized in that the method realizes the non-stop switching from the virtual group operation state to the moving block operation state, and realizes the smooth transition from the relative distance brake curve control to the absolute brake distance curve control on the vehicle tracking control mode.
2. A method for dynamic de-consist of virtual consist of trains according to claim 1, characterized in that it is used in the scene of in-station de-consist, head car break-away consist, tail car break-away consist, large consist split into small consist.
3. A method for dynamic de-consist of virtual consist of trains according to claim 1, characterized in that it takes charge of the formulation and issuing of consist and de-consist plans through a dispatch centralized system CTC, the radio block center RBC managing consist fleets, forwarding consist and de-consist plans to the train.
4. A method of dynamically unbinding consist for virtual consist of trains according to claim 3, wherein each train in the consist communicates with RBCs and the lead and trail cars in the consist simultaneously after the consist is established, wherein the lead car in the consist is the master car and the remainder are the follower cars.
5. The method for dynamic de-marshalling of virtual marshalling of trains according to claim 4, wherein said RBC judges the number of marshalling trains and the position occupation according to the marshalling conditions reported by each vehicle and sends a movement authorization to a master control vehicle, and said master control vehicle calculates a speed limit curve according to the movement authorization sent by the RBC.
6. The method for dynamic de-consist of virtual consist of trains according to claim 4, wherein the rear cars in the consist send train position inquiry information to the front cars, and the front cars send train current position, speed, and train maximum deceleration information to the rear cars.
7. The method of claim 4, wherein the rear car uses the front car information to calculate a speed limit curve based on the relative braking distance and tracks the front car operation under speed limit constraints.
8. A method for dynamic de-marshalling of virtual marshalling of trains according to claim 3, characterized in that when the method does not meet the marshalling principle, CTCs issue de-marshalling plans to RBCs, RBCs are forwarded to all trains needing de-marshalling, and when the on-board equipment receives the de-marshalling plans sent by RBCs, the train is controlled to slow down, and the control curve based on relative position is transited to the braking curve based on absolute distance to continue to control train operation.
9. A method for dynamic de-consist of virtual consist of trains according to claim 3, wherein when a de-consist command is received by a train or communication failure of a train is interrupted, a rear train needs to be transited from a relative distance brake curve control to an absolute brake distance curve control, wherein the calculation of the relative distance brake curve is based on the last received front train state at the time of consist state at the transition;
meanwhile, the vehicle-mounted equipment calculates a speed limit curve based on the absolute braking distance according to the movement authorization sent by the RBC.
10. A method for dynamic de-consist of virtual consist of a train as recited in claim 3, wherein the train control mode is resumed for the absolute braking distance when the train speed is below the absolute distance braking speed limit curve.
11. 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 1-10.
12. 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 1-10.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211691876.6A CN116118818A (en) | 2022-12-27 | 2022-12-27 | Grouping dynamic de-grouping method, equipment and medium for virtual grouping of trains |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211691876.6A CN116118818A (en) | 2022-12-27 | 2022-12-27 | Grouping dynamic de-grouping method, equipment and medium for virtual grouping of trains |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116118818A true CN116118818A (en) | 2023-05-16 |
Family
ID=86294923
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211691876.6A Pending CN116118818A (en) | 2022-12-27 | 2022-12-27 | Grouping dynamic de-grouping method, equipment and medium for virtual grouping of trains |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116118818A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116476895A (en) * | 2023-06-01 | 2023-07-25 | 中车南京浦镇车辆有限公司 | Train grouping method, system, electronic equipment and storage medium |
-
2022
- 2022-12-27 CN CN202211691876.6A patent/CN116118818A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116476895A (en) * | 2023-06-01 | 2023-07-25 | 中车南京浦镇车辆有限公司 | Train grouping method, system, electronic equipment and storage medium |
| CN116476895B (en) * | 2023-06-01 | 2024-05-28 | 中车南京浦镇车辆有限公司 | Train grouping method, system, electronic equipment and storage medium |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110901693B (en) | Train operation control system based on 5G and cloud computing technology | |
| CN113120038B (en) | Real-time compiling, decomposing and running organization method for fast and slow vehicles by adopting virtual marshalling technology | |
| CN109080667B (en) | Train moving authorization method based on vehicle-vehicle cooperation | |
| WO2019100533A1 (en) | Train compartment brake control method, train compartment, and train | |
| CN107878468A (en) | Train, train marshalling list runtime and method | |
| CN102225695B (en) | Train class conversion method and related device | |
| CN108163013A (en) | Urban track traffic fully automatic operation signal mobile unit failure emergency processing method | |
| CN112519836A (en) | Automatic train operation system switching method and system | |
| CN110422206B (en) | Intelligent rail train intersection priority guiding system and method based on negotiation mechanism | |
| CN104969135A (en) | A control system for vehicle in a guideway network | |
| CN116118818A (en) | Grouping dynamic de-grouping method, equipment and medium for virtual grouping of trains | |
| CN102887156A (en) | Railway signalling system and on-board signalling system | |
| WO2023040016A1 (en) | Degradation management method for multi-standard signal system, device, and medium | |
| CN112590870B (en) | Departure method and device based on virtual annunciator, electronic equipment and storage medium | |
| CN114132362A (en) | Method, system and equipment for passing-mark jumping parking of automatic running train | |
| CN114179864A (en) | Train control method, device, equipment and storage medium | |
| CN114132364A (en) | Control method and control device for virtual linked train and electronic equipment | |
| CN111572597B (en) | Train passing neutral section operation method, device, equipment and computer readable storage medium | |
| CN116039717A (en) | Virtual train grouping method, device and storage medium | |
| CN116443082B (en) | Derailment protection method, device, equipment and medium between adjacent trackside resource managers | |
| US20140162562A1 (en) | System and method for distributing track information in a consist | |
| CN109849973B (en) | Hidden train removal processing method | |
| CN114291140B (en) | Method, equipment and medium for processing turnout resource conflict of TACS (traffic control system) | |
| CN114802357B (en) | Safety identification method, device, equipment and medium for multi-train connection state | |
| CN113859326B (en) | Virtual marshalling method for train |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |