KR20100136787A - Apparatus for controling stopping vehicle of subway - Google Patents

Apparatus for controling stopping vehicle of subway Download PDF

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Publication number
KR20100136787A
KR20100136787A KR1020090055077A KR20090055077A KR20100136787A KR 20100136787 A KR20100136787 A KR 20100136787A KR 1020090055077 A KR1020090055077 A KR 1020090055077A KR 20090055077 A KR20090055077 A KR 20090055077A KR 20100136787 A KR20100136787 A KR 20100136787A
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South Korea
Prior art keywords
speed
electric vehicle
stop
speed profile
train
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KR1020090055077A
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Korean (ko)
Inventor
조권식
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주식회사 트랜스링크
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Priority to KR1020090055077A priority Critical patent/KR20100136787A/en
Publication of KR20100136787A publication Critical patent/KR20100136787A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/12—Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D49/00—Other details
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or vehicle train, e.g. pedals
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/30—Railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2201/00—Control methods

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The present invention applies a speed tracking model using a nonlinear control method to cope with disturbances such as fluctuations of passengers or weight changes of the vehicle body in order to arrive at the destination station and stop the door of the train in correspondence with the platform screen door when the train runs. It is a stop speed control device. In the present invention, a data acquisition apparatus is installed in a train which is actually driven, and various variables are acquired in actual driving conditions for a precision stop section in which a marker for stopping in position is recognized in close proximity to a station, and based on these, a speed profile is obtained. A velocity profile generator to generate; A speed estimating controller designed by applying gain planning control techniques to generate a traction and braking force command so that the driving speed of the electric vehicle follows the speed profile generated by the profile generator. Disturbance, such as slippage, is applied to the above-mentioned speed estimation controller to the stationary speed controller. At this time, in measuring the weight change of the body according to the change of passengers, the electric current consumed by the traction motor mounted on the electric vehicle is measured and the electric power is calculated based on them, and the acceleration of the electric vehicle is measured using the accelerometer, and then these are calculated. To calculate the weight change by the above.

Description

Stopping speed control device for electric vehicles {APPARATUS FOR CONTROLING STOPPING VEHICLE OF SUBWAY}

The present invention relates to a technique for arriving at the destination station when the electric vehicle is running and stopping the entrance of the electric vehicle at the correct position coinciding with the platform screen door. The present invention relates to a stationary speed control apparatus for an electric vehicle, which can be stopped at a fixed position by applying a speed tracking model using the same.

The dynamic model and the motion tracking algorithm by the linear control method applied to the conventional electric train will be described as follows.

As shown in FIG. 1, assuming that the resistive force interferes with the movement of the electric vehicle in proportion to the speed as shown in FIG. 1, the equation of motion of the electric vehicle is expressed based on Newton's law. ] Is the same.

Figure 112009037329995-PAT00001

here,

Figure 112009037329995-PAT00002
Is the weight of the train (Kg),
Figure 112009037329995-PAT00003
Is the acceleration of the train (m / sec 2 ),
Figure 112009037329995-PAT00004
Is the speed of the train (m / sec),
Figure 112009037329995-PAT00005
Is the resistivity of the train (Nsec / m),
Figure 112009037329995-PAT00006
Is the traction force (N) of the electric vehicle.

In the above Equation 1, the running resistivity of the electric vehicle can be expressed by approximating the second function as shown in Equation 2 below.

Figure 112009037329995-PAT00007

 Here, a, b, and c are fixed constants experimentally set.

In FIG. 2, which is a block diagram of a conventional ATO operation algorithm, an application part of a basic motion tracking algorithm of an automatic train operation (ATO) applying the motion equation (mathematical model) is applied to the speed profile generator 21 and the following. Controller 23.

The speed profile generator 21 generates a speed profile in consideration of the acceleration and the 'Jerk limit' for the comfort of the electric vehicle.

The following controller 23 generates a command of a traction force and a braking force for controlling the driving of the electric vehicle so that the running speed of the electric vehicle follows the speed profile generated by the speed profile generator 21.

In general, a track database is mounted inside the onboard ATO device, and a data file called a speed profile exists in this database. In fact, the onboard ATO device gradually increases the value of the target speed by referring to the data of the speed profile and transmits it to the TCMS (Train Control Management System), so that the actual driving speed gradually follows the value of the target speed or the indicated speed. Is controlled. Accordingly, the running speed of the electric vehicle is not bouncing, so that the riding comfort of the passenger in the electric vehicle is improved.

By the way, the speed profile used by the conventional ATO apparatus for precise stop was made based on the running resistance formula which approximated the secondary function by speed, without considering the instantaneous running resistance.

Therefore, in the conventional electric vehicle, there is no problem in running the section between stations at a constant speed by using the ATO device, but there is a difficulty in accurately stopping at a predetermined stop position.

In other words, various types of disturbances occur, such as a change in passengers or a change in the weight of the vehicle body, while driving the electric vehicle. In the conventional case, such a disturbance is not reflected so that the driving speed (braking force) of the electric vehicle is controlled by the speed profile. There is a significant error in time, which makes it difficult to stop each door of the train in the correct position to match the platform screen door (PSD).

Accordingly, an object of the present invention is to control the operation by using the ATO device when the electric vehicle runs in the section between stations at constant speed, and to cope with disturbances such as passenger fluctuation or weight change of the vehicle body when entering the station. A new type of speed tracking model using nonlinear control method is applied to stop the vehicle accurately.

Another object of the present invention is not to mount a sensor (Load-cell) in the bogie (Bogie) in order to measure the weight change of the electric vehicle according to the change of passengers, the biggest variable among disturbances, the traction motor of the electric vehicle consumes It measures power and acceleration and indirectly measures the weight of the car body.

The objects of the present invention are not limited to the above-mentioned objects. Other objects and advantages of the invention will be more clearly understood by the following description.

The present invention for achieving the above object,

A speed profile generator that installs a data acquisition device on a train that is actually running, acquires various variables under actual driving conditions for a precise stop section where a marker for exact stop is recognized near a station, and generates a speed profile based on them. Wow;

In generating the traction and braking commands so that the driving speed of the electric vehicle follows the speed profile generated by the profile generator, the redesign is applied by applying the pole arrangement method designed by applying the gain planning control method, but affecting the output of the system. A follower controller which selects a disturbance such as a change in passenger weight or a change in weight of the vehicle as a gain planning variable;

Measure the current and voltage consumed by the traction motors mounted on the electric vehicle, and calculate the electric power based on them, measure the acceleration of the electric vehicle using the accelerometer, calculate the weight of the vehicle body using the accelerometer, and calculate the weight of the vehicle body. Disturbance estimator for transmitting to the controller; characterized in that comprises a configuration.

Preferably, the stop speed control device performs a precision stop operation in place of TCMS in a section in which a fine stop is required due to the screen door in close proximity to the desired station.

Preferably, the speed profile generator generates a speed profile such that the speed of the train becomes smaller than the reference speed until the train entering the station recognizes the first exact stop marker and then the second exact stop marker. do.

Preferably, the reference speed is

Figure 112009037329995-PAT00008
Shall be.

Preferably, the velocity profile generator acquires a velocity profile by integrating the jerk limit value twice from the time point at which the second position stop marker is detected to the point at which the stop point is reached.

The present invention uses a non-linear control method to control the operation by using the ATO device when the train runs at a constant speed between the stations, and to cope with disturbances such as passenger fluctuations or body weight changes when entering the station. By applying a new type of speed tracking model to stop exactly in the right position, the ride comfort is improved, and there is an effect that it is possible to reliably prevent the inconvenience of the door and the screen door of the electric car when getting on and off.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 3 is a block diagram of a stationary speed control apparatus for an electric vehicle according to the present invention corresponding to a conventional ATO apparatus. As shown therein, a speed profile generator 31, an adder and a subtractor 32, and a follower controller 33 are shown. And the disturbance estimator 34.

The speed profile generator 31 generates a speed profile in consideration of the acceleration and the jerk limit for the ride comfort, which are the performance limits of the electric vehicle 35. The process of generating the speed profile for the precision stop according to the present invention will be described as follows. .

In front of the station where the electric vehicle enters, four exact stop markers (PSM: PSM1 to PSM4) using different frequencies between tracks at predetermined intervals are installed as shown in FIG. As the slow-moving electric vehicle 35 passes thereon, a trigger receiver assembly (TRA) mounted on the electric vehicle 35 recognizes the exact position stop markers PSM1 to PSM4 sequentially. The braking force of the electric vehicle 35 is precisely controlled by the calculated speed profile and stopped within a deviation of 0.35 m.

A method of generating the speed profile as described above to perform the fine stop is shown in FIG. 5, and this speed profile is a speed profile used in the stop speed control apparatus according to the present invention.

When the electric vehicle 35 runs in a section between stations at a constant speed, the train 35 is driven by a general TCMS (Train Controll Management System), and then is operated by the stop speed controller from the moment when the stop marker PSM is recognized.

Only when the driving speed of the moment when the electric vehicle 35 recognizes the position stop marker PSM2 falls within the prescribed range, it is possible to precisely stop the vehicle while satisfying other constraints. It is created through the following process.

Limit of deceleration (braking rate) as the constraint

Figure 112009037329995-PAT00009
If is reduced below -3.5Km / h / s during commercial braking, it is a sudden stop and should not be so reduced.
Figure 112009037329995-PAT00010
Is
Figure 112009037329995-PAT00011
Should be less than

In addition, it is assumed that the distance between the fixed position stop markers PSM1 to PSM4 and the stop position of the electric vehicle 35 is the same as in FIG. 4.

4, the limit of deceleration

Figure 112009037329995-PAT00012
Is expressed by Equation 3 below.

Figure 112009037329995-PAT00013

And reference speed

Figure 112009037329995-PAT00014
Is expressed by Equation 4 below.

Figure 112009037329995-PAT00015

Then, the distance between the second fixed position marker PSM2 and the stop point of the electric vehicle 35

Figure 112009037329995-PAT00016
Is expressed by Equation 5 below.

Figure 112009037329995-PAT00017

Then, when the electric vehicle 35 entering the station recognizes the second fixed position marker PSM2.

Figure 112009037329995-PAT00018
in
Figure 112009037329995-PAT00019
Time to keep
Figure 112009037329995-PAT00020
Is expressed by Equation 6 below.

Figure 112009037329995-PAT00021

And reference speed

Figure 112009037329995-PAT00022
Is expressed by Equation 7 below.

Figure 112009037329995-PAT00023

After all, the time to be obtained through the above [Equation 3] to [Equation 9] is the time

Figure 112009037329995-PAT00024
And deceleration limits
Figure 112009037329995-PAT00025
Jerk limit not to exceed
Figure 112009037329995-PAT00026
Is the size.

First, in [Equation 5]

Figure 112009037329995-PAT00027
And the time according to Equations 6 and 7
Figure 112009037329995-PAT00028
Can be expressed by Equation 8 below.

Figure 112009037329995-PAT00029

And, the limit of jerk from Equation 4 above

Figure 112009037329995-PAT00030
Is expressed by Equation 9 below.

Figure 112009037329995-PAT00031

By the way,

Figure 112009037329995-PAT00032
Since it is assumed that, in [Equation 8] and [Equation 9]
Figure 112009037329995-PAT00033
Calculate the value of
Figure 112009037329995-PAT00034
Becomes

In summary, the limit of deceleration (braking rate) is

Figure 112009037329995-PAT00035
This is the limit of jerk
Figure 112009037329995-PAT00036
The electric vehicle 35 having the following performance has a speed when passing through the second exact stop marker PSM2 in the stop section in which the exact stop markers PSM1 to PSM4 are installed as shown in FIG. 4.
Figure 112009037329995-PAT00037
It is possible to control the braking force to stop at the correct position while following the stop velocity profile described above.

Therefore, the speed of the electric vehicle 35 is increased until the electric vehicle entering the station recognizes the first exact position marker PSM1 and then recognizes the second exact position marker PSM2.

Figure 112009037329995-PAT00038
The speed profile is generated to be smaller, and then the speed control is performed by the following controller 33.

And, in generating the velocity profile, as shown in Figure 5, the time when the second position stop marker (PSM2) is recognized

Figure 112009037329995-PAT00039
To stop
Figure 112009037329995-PAT00040
Till
Figure 112009037329995-PAT00041
Integrate the value twice to get the velocity profile.

Meanwhile, a process of implementing the speed profile in the stop speed control apparatus will be described with reference to FIG. 6.

A data acquisition device is installed on a train that actually runs to acquire various variables under actual driving conditions. (S1)

Then, the velocity profile is designed as described above by applying the various variables obtained as described above (S2).

Subsequently, the simulation is performed by software in which a source is created on the PC using the MATLAB technique (S3).

If the result of the simulation is not satisfied, the process (S1-S3) is repeatedly performed until it is satisfied. (S4)

However, if the simulation result is satisfied, the speed profile is applied to the newly manufactured stop speed control device, and the stop speed control device is mounted on a trial electric vehicle to test whether the electric vehicle actually stops at the fixed position.

As a result of the test operation, the steps S1-S5 are repeatedly performed until the reproducibility and the reliability that the test train stops within a predetermined error range (wh 0.35 m) are secured.

However, if the test run result is satisfied, the speed pile is applied to the train which is actually operated, and the test result is applied. The test result shows that the relative error between the door center of the parked train and the center of the landing screen door is within a predetermined range. (E.g. 35CM), the test operation ends (S7).

On the other hand, the following controller 33 applied to the stop speed control device is redesigned by applying a Gain Scheduling Control (GSC) technique according to the present invention, and the movement of the electric vehicle 35 used in the GSC technique. The equation is rewritten with state-space modeling.

The description of the gain planning control technique and state-spatial model is quite difficult mathematically, and therefore only a schematic sequence of the extent necessary to describe the present invention is described.

First, the equation of motion of a given electric vehicle 35 in a dynamic model and a motion tracking algorithm using a linear control method of a conventional electric vehicle is represented by Equation 10 below.

Figure 112009037329995-PAT00042

FIG. 7 is an internal operation block diagram of the tracking controller 33 to which the pole placement technique designed by applying the gain plan control technique is applied. here,

Figure 112009037329995-PAT00043
Is the nominal weight of the train (Kg),
Figure 112009037329995-PAT00044
Is the acceleration of the train (m / sec 2 ),
Figure 112009037329995-PAT00045
Is the speed of the train (m / sec),
Figure 112009037329995-PAT00046
Is the traction force (N) of the electric vehicle,
Figure 112009037329995-PAT00047
Is a matrix (velocity profile) for removing the steady state error.

As shown in FIG. 7, disturbances such as changes in passenger weight or body weight affecting the output of the system

Figure 112009037329995-PAT00048
Is chosen as the gain planning variable, and this disturbance cannot be measured directly. However, the operator to estimate the disturbance in [Equation 1] described in the dynamic model and motion tracking algorithm by the conventional linear control method
Figure 112009037329995-PAT00049
Can be obtained using Equation 11 below.

Figure 112009037329995-PAT00050

Where control gain

Figure 112009037329995-PAT00051
Is set by applying the pole placement technique, which is one of the linear control methods.

First, the characteristic equation of the closed loop system is expressed as the following [Equation 12].

Figure 112009037329995-PAT00052

Therefore, by the pole arrangement as shown in the following [Equation 13] of the characteristic equation,

Figure 112009037329995-PAT00053

Control gain that satisfies this

Figure 112009037329995-PAT00054
Is expressed as Equation 14 below.

Figure 112009037329995-PAT00055

Therefore, the control input of the following controller 33

Figure 112009037329995-PAT00056
Is expressed by Equation 15 below.

Figure 112009037329995-PAT00057

On the other hand, the disturbance estimator 34 applied to the stop speed control device is a period during which the electric vehicle 35 stops a new " speed following model " using the " gain planning control (GSC) technique " As shown in FIG. 8, the current i and voltage consumed by the traction motor 81 mounted in the electric vehicle 35 are measured to measure the weight change of the electric vehicle according to the change of the passenger, which is the largest variable among disturbances to be applied only. (v) is measured and power is calculated on the basis of these, and the acceleration of the electric vehicle 35 is measured using the accelerometer 82, and then the arithmetic processing unit 83 uses them as shown in Equation 16 below. Indirectly, the weight (m) of the vehicle body is measured.

Figure 112009037329995-PAT00058

In other words, Newton's equation of motion

Figure 112009037329995-PAT00059
in,
Figure 112009037329995-PAT00060
Therefore, the vehicle body weight (m) of the electric vehicle 35 can be obtained by the above [Equation 16]. Where K is a proportionality constant.

Although the preferred embodiment of the present invention has been described in detail above, the scope of the present invention is not limited thereto, and may be implemented in various embodiments based on the basic concept of the present invention defined in the following claims. Such embodiments are also within the scope of the present invention.

1 is an illustration of a dynamic model by linear control method.

2 is a block diagram of a conventional ATO.

Figure 3 is an ATO block diagram applied to the stop speed control apparatus of the electric vehicle according to the present invention.

4 is an explanatory diagram showing a distance between a fixed position stop marker and a stop position;

Figure 5 is an illustration of the generation of a fine stop speed profile according to the present invention.

6 is a flowchart illustrating a process of implementing a speed profile according to the present invention in a stationary speed control apparatus.

7 is a detailed block diagram of the following controller in FIG.

FIG. 8 is a detailed block diagram of the disturbance estimator in FIG. 3. FIG.

*** Description of the symbols for the main parts of the drawings ***

30: ATO System 31: Velocity Profile Generator

32: adder and subtractor 33: tracking controller

34: disturbance estimator 81: traction motor

82: accelerometer

Claims (6)

A speed profile generator that installs a data acquisition device on a train that is actually running, acquires various variables under actual driving conditions for a precise stop section where a marker for exact stop is recognized near a station, and generates a speed profile based on them. Wow; In generating the traction and braking commands so that the driving speed of the electric vehicle follows the speed profile generated by the profile generator, the redesign is applied by applying the pole arrangement method designed by applying the gain planning control method, but affecting the output of the system. A follower controller which selects a disturbance such as a change in passenger weight or a change in weight of the vehicle as a gain planning variable; Measure the current and voltage consumed by the traction motor mounted on the electric vehicle and calculate the electric power based on them, measure the acceleration of the electric vehicle using the accelerometer, calculate the weight of the vehicle body using the accelerometer, and calculate the weight of the vehicle body and follow the calculation result. Disturbance estimator for transmitting to the controller; the stationary speed control apparatus of the electric vehicle comprising a. The apparatus of claim 1, wherein the stopping speed control device performs a precise stopping operation in place of TCMS in a section requiring precise stopping due to the screen door in close proximity to a desired station. The speed profile generator of claim 1, wherein the speed profile generator generates a speed profile such that the speed of the electric vehicle becomes smaller than the reference speed until the vehicle entering the station recognizes the first exact stop marker and then the second exact stop marker. Stopping speed control apparatus for generating a train. The method of claim 3, wherein the reference speed is
Figure 112009037329995-PAT00061
Stopping speed control device of an electric vehicle, characterized in that. The speed profile of claim 1, wherein the speed profile generator acquires a speed profile by integrating the jerk limit value twice from the time point at which the second position stop marker is detected to the point where the stop point is reached. controller. The apparatus of claim 1, wherein the disturbance estimator obtains a weight m of the electric vehicle body by the following Equation.
Figure 112009037329995-PAT00062
 Where K is a constant, v is a voltage,
Figure 112009037329995-PAT00063
Is the current, a is the acceleration
KR1020090055077A 2009-06-19 2009-06-19 Apparatus for controling stopping vehicle of subway KR20100136787A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106672032A (en) * 2016-12-12 2017-05-17 交控科技股份有限公司 Target speed curve optimizing method for train running

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106672032A (en) * 2016-12-12 2017-05-17 交控科技股份有限公司 Target speed curve optimizing method for train running

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