CN113844495B - Train end-changing maintaining control circuit, rail transit vehicle and reconnection train - Google Patents
Train end-changing maintaining control circuit, rail transit vehicle and reconnection train Download PDFInfo
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- CN113844495B CN113844495B CN202111154726.7A CN202111154726A CN113844495B CN 113844495 B CN113844495 B CN 113844495B CN 202111154726 A CN202111154726 A CN 202111154726A CN 113844495 B CN113844495 B CN 113844495B
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- 238000012544 monitoring process Methods 0.000 claims description 46
- 230000008878 coupling Effects 0.000 description 13
- 238000010168 coupling process Methods 0.000 description 13
- 238000005859 coupling reaction Methods 0.000 description 13
- 230000004913 activation Effects 0.000 description 10
- 238000010586 diagram Methods 0.000 description 10
- 230000005611 electricity Effects 0.000 description 9
- 238000012423 maintenance Methods 0.000 description 4
- 108010089351 KM 8 Proteins 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000014759 maintenance of location Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention discloses a train end-changing maintaining control circuit, a rail transit vehicle and a reconnection train, which comprise two maintaining control units with the same structure; one of the hold control units includes a first relay first contact connected to a power source; the first contact of the first relay is connected in series with the first contacts of the second relay and the fourth relay; the first contact of the fourth relay is connected with the fifth relay coil; the coil of the fourth relay is sequentially connected with the normally closed contact of the fifth relay and the normally open contact of the fifth relay; one end of a normally open contact of the fifth relay is connected between the first contact of the first relay and the first contact of the second relay; one end of a second contact of the second relay is connected between a normally closed contact of the fifth relay and a normally open contact of the fifth relay; the second relay second contact is connected with a second relay second contact of another holding control unit. The invention ensures that the whole train has only one cab end-changing holding relay to be electrified.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train end-changing maintaining control circuit, a rail transit vehicle and a reconnection train.
Background
At present, the whole train monitoring loop is constructed at home and abroad in the following modes:
in the first mode, as shown in fig. 1, a train whole monitoring loop is constructed, power is fixedly supplied from an A1 end, power is supplied from an A2 end, and a relay KM of a head car A1/A2 is powered.
The control circuit is suitable for constructing a whole vehicle monitoring loop by a single train, but is not suitable for constructing a whole vehicle monitoring loop by multiple train reconnection marshalling. Because two-train multi-train is in the process of reconnection, if the single-train is in the form of: if A1+B1+ ┈ +B2+A2, two trains are grouped in duplicate, there may be several coupling states, in which the ends A1-A1, A1-A2, and A2-A2 are coupled. When the ends A1-A1 and A2-A2 are connected, the single-ended power supply cannot construct a whole train monitoring loop of the whole marshalling train.
In the second mode, as shown in fig. 2, a whole train monitoring loop is constructed through a cab occupation relay, power is supplied from a non-occupation end of a train (single-grouping or reconnection grouping), power is supplied from the occupation end of the train, and the relay KM of the head train of the train is powered. KM1 is a train-mounted relay, and KM2 is a cab occupancy relay. The circuit is suitable for single-marshalling trains and multi-gang marshalling trains. However, when the cab is lost, the whole train monitoring loop is lost, and signals such as the integrity, the good door closing, the good door locking, the state monitoring and the like of the train established through the whole train monitoring loop are lost.
In the third mode, a whole train monitoring loop is constructed through a train activation relay, as shown in fig. 3 and 4, power is supplied from a single-group train non-activation end, and power is discharged from a train activation end, so that a relay KM of a train head train is powered.
As shown in fig. 3, the train activation KM3 relay is energized by operating the train activation knob S01.
As shown in fig. 4, the train activation relay KM3 and the train line construct a whole vehicle monitoring loop through the train coupling relay KM 1. The method has the problems in the operation of the train reconnection, when the train is hung by 2 active trains, the trains are activated by manual operation, and then the train is activated by manual operation of a head train activation knob S01, so that a whole train monitoring loop can be constructed by train activation; for a train of reconnection trains, even if the train is activated through the S01 knob of a cab at one of the connection ends, a whole train monitoring loop cannot be constructed through train activation.
As shown in fig. 5, S02 is a rescue mode selection knob, and KM6 is a rescue relay. When the rescue mode selection knob S02 is operated, the KM6 relay is energized.
As shown in fig. 6, KM5 is a train-mounted relay. When two trains are hung, the relay KM5 is hung at the train hanging end to obtain electricity.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a train end-changing holding control circuit, a rail transit vehicle and a reconnection train, and the technical problem that the whole marshalling train (single marshalling train or reconnection train) is ensured to have only one cab end-changing holding relay to be electrified.
In order to solve the technical problems, the invention adopts the following technical scheme: a train end-changing holding control circuit comprises two holding control units with the same structure; one of the hold control units includes a first relay first contact connected to a power source; the first contact of the first relay is connected in series with the first contacts of the second relay and the fourth relay; the first contact of the fourth relay is connected with the fifth relay coil; the coil of the fourth relay is sequentially connected with the normally closed contact of the fifth relay and the normally open contact of the fifth relay; one end of a normally open contact of the fifth relay is connected between the first contact of the first relay and the first contact of the second relay; one end of the second contact of the second relay is connected between the normally closed contact of the fifth relay and the normally open contact of the fifth relay; the second relay second contact is connected with a second relay second contact of another holding control unit.
The invention is provided with the holding control units at the head and the tail, and controls the relays at the head and the tail to be powered through the occupation of the cab and the coupling of the train; the cab occupies the cab to enable the end-changing holding relay to be electrified; the self-retaining circuit is established through the contacts of the end-changing retaining relay after the train tail and the train are hung, so that the end-changing retaining relay is kept to be electrified, and the fact that the whole train (single-train or double-train) is electrified by only one cab end-changing retaining relay is ensured.
The holding control unit further includes a holding relay; the coil of the holding relay is connected with one end of the second contact of the first relay; the other end of the second contact of the first relay is connected with a load; the first relay second contact is connected with the series branch in parallel; the series branch comprises a fourth relay second contact, a second relay third contact and a first normally open contact of a holding relay which are connected in series; one end of the first normally open contact of the holding relay is connected with a coil of the holding relay.
The invention provides a terminal-changing holding circuit which is suitable for a single-group train and a multi-group arbitrary terminal-connected heavy-connected train to construct a whole train monitoring loop. The problem of when the cab possesses and lose, the signal loss such as reconnection train integrality, door close well, door lock well is solved, through trading end holding circuit, train control whole car monitoring circuit such as train integrality, door close well, door lock well can be established to keep the signal not lost when the cab possesses. In order to solve the problem that signals such as train integrity, good door closing, good door locking and the like are lost in a dormant state of a multi-group multi-connection full-automatic driving train, the end-changing holding circuit can keep electricity in the dormant state, so that signals such as train integrity, good door closing, good door locking and the like constructed by the end-changing holding circuit are not lost.
One end of a second normally open contact of the holding relay is connected with the monitoring relay; the other end of the second normally open contact of the holding relay is in contact with a normally closed contact of the holding relay; the normally closed contact of the holding relay is connected with a load through the fourth contact of the second relay; one end of a connecting wire is connected between the second normally open contact of the holding relay of one holding control unit and the monitoring relay coil, and the other end of the connecting wire is connected between the second normally open contact of the holding relay of the other holding control unit and the monitoring relay coil; one end of the reconnection wire is connected between the second normally open contact and the normally closed contact of the holding relay of one holding control unit, and the other end of the reconnection wire is connected between the second normally open contact and the normally closed contact of the holding relay of the other holding control unit.
According to the invention, the automatic switching of the terminal changing maintenance can be realized by the occupation of the cab without arranging other buttons or switches, and the problem that the terminal changing maintenance is difficult to automatically switch is solved.
The circuit is suitable for any end hitch of the reconnection train; after the occupancy of the cab is lost, the signal of the whole vehicle monitoring loop constructed by the circuit can be continuously maintained, and the signal cannot be lost due to the occupancy loss of the cab; the end-changing holding circuit can change the end according to the cab of the train to realize automatic end changing; the signals of train integrity, door closing monitoring, door locking monitoring and the like established by the holding circuit can still keep normal output in a full-automatic driving train dormant state.
The second contact of the second relay is connected with the first contact of the third relay in parallel; the second contact and the first contact of the third relay are connected with the reconnection wire; the fourth contact of the second relay is connected with the second contact of the third relay in parallel. When the train is in rescue, the fault state of the fault car is uncertain, and the fault car can be a trolley car or a serious fault car, and if the fault car state is considered, the operation of the rescue car can be influenced, so that the fault car state needs to be isolated. The rescue mode generally requires that the rescue vehicle hitch end operate a rescue mode knob to energize the third relay. The third relay is powered on, and then the second contact of the third relay is powered on; the second contact of the third relay will bypass the fourth contact of the second relay. The current flows through the second contact of the third relay of the power-losing end of the end-changing holding, flows through the normally closed contact of the holding relay, and then flows through the second normally open contact of the power-obtaining end holding relay of the end-changing holding through the monitoring state of each vehicle in the middle, so that the end-changing holding power-obtaining end monitoring relay is powered on.
Correspondingly, the invention also provides a rail transit vehicle, which adopts the train end changing maintaining control circuit.
In the invention, one of the holding control units is arranged in one of the cab, and the other holding control unit is arranged in the other cab. The driver can conveniently perform the end replacement operation, and the use is safe and convenient.
The invention also provides a reconnection train which comprises a plurality of trains, wherein two adjacent trains are connected through a reconnection line; the train end-changing maintaining control circuit is arranged in each section of train.
Compared with the prior art, the invention has the following beneficial effects:
1) By establishing the circuits of the head and the tail, the invention ensures that the whole train (single train or reconnection train) has only one cab end-changing holding relay to be powered;
2) The invention is provided with the end-changing holding circuit, and is suitable for constructing a whole train monitoring loop of a single-group train and a multi-group arbitrary end-connected and re-connected train;
3) The invention solves the signal loss problems of the integrity, the good door closing, the good door locking and the like of the reconnection train when the cab occupancy is lost, and can establish a train monitoring whole-car monitoring loop of the integrity, the good door closing, the good door locking and the like of the train through the end-changing maintaining circuit, and the signal is not lost when the cab occupancy is lost;
4) The invention solves the signal loss problems of train integrity, good door closing, good door locking and the like in the dormant state of the multi-group multi-connection full-automatic driving train, and the end-changing holding circuit can keep electricity in the dormant state, so that the signals of the train integrity, good door closing, good door locking and the like constructed by the end-changing holding circuit are not lost;
5) The invention solves the problem of difficult automatic switching of the end replacement maintenance, and the automatic switching of the end replacement maintenance can be realized by the occupation of the cab without arranging other buttons or switches on the train.
Drawings
FIG. 1 is a diagram of a conventional first train overall monitoring circuit;
FIG. 2 is a schematic diagram of a second conventional train overall monitoring circuit;
FIG. 3 is a schematic diagram of a third prior art train activation circuit;
FIG. 4 is a schematic diagram of a third conventional train overall monitoring circuit;
FIG. 5 is a schematic diagram of a rescue control circuit of the prior art;
FIG. 6 is a schematic diagram of a conventional train hitch control circuit;
FIG. 7 is a schematic diagram of a control circuit for a vehicle head and a vehicle tail according to an embodiment of the present invention;
FIG. 8 is a schematic circuit diagram of a change end hold control portion according to an embodiment of the present invention;
FIG. 9 is a schematic diagram of a vehicle monitoring circuit according to an embodiment of the present invention;
fig. 10 is a schematic diagram of a tandem train monitoring circuit according to an embodiment of the present invention.
Detailed Description
As shown in fig. 7, in the vehicle head and vehicle tail control circuit of the embodiment of the invention, KM4 is a cab occupancy relay (first relay), KM5 is a train-linked relay (second relay); KM6 is a rescue relay (third relay); KM7 is a vehicle tail relay (fourth relay), KM8 is a vehicle head relay (fifth relay).
For a reconnection train, it is generally required that the train-hanging end cannot occupy the cab or the cab train cannot move. Therefore, for the reconnection train, only the occupation of the non-connected end is considered. When the cab at the non-coupling end is occupied, the relay KM4 is electrified, and a 1-2 contact (a first contact of KM 4) of the relay KM4 is closed; the non-coupling end train is coupled with the KM5 relay and cannot be electrified, and a 1-2 contact (a first contact of the KM 5) of the KM5 is closed; since the tail relay KM7 is not powered, the 1-2 contact of KM7 (the first contact of KM 7) is closed; thereby the head relay KM8 is electrified.
When the occupancy terminal head relay KM8 is powered on, the 1-2 contact (the first contact of the KM 8) of the KM8 is closed, and the 2-3 contact (the second contact of the KM 8) is opened. Because the non-coupling end train is well coupled, the KM5 relay is not electrified, and the 3-4 contact of the KM5 (the second contact of the KM 5) is closed. Therefore, the power supply passes through the 1-2 contact of the cab occupation end KM4, the 1-2 contact of the KM8, the 3-4 contact of the occupation end KM5, the 3-4 contact of the train furthest non-occupation end KM5 and the 2-3 contact of the train furthest non-occupation end KM8, so that the remote non-occupation end KM7 is electrified.
As shown in fig. 7, when the cab at the end A1 is occupied, the KM8 at the end A1 is powered, and all the KM8 relays of other cabs not occupied by the whole train are not powered; the A2 end KM7 is powered, and all other KM7 relays with cabs of the whole train are not powered.
When the cab occupancy is lost, all cabs KM7 and KM8 lose electricity.
When two or more trains are connected in parallel, the relay KM5 is connected in parallel to the train at the connecting end to obtain electricity, so that the 3-4 contact of the KM5 is disconnected, a power supply flows through the 1-2 contact of the occupied end KM4 of the cab, flows through the 1-2 contact of the occupied end KM8, flows through the 3-4 contact of the occupied end KM5, cannot flow through the 3-4 contact of the reconnection cab KM5, and can only flow into the next train through the reconnection wire until the current flows through the 3-4 contact of the non-occupied end KM5 at the far end of the train, and flows through the 2-3 contact of the non-occupied end KM8 at the far end of the train to obtain electricity at the KM7 at the far end.
When the train is in rescue, the fault car is a trolley car or a serious fault car due to uncertain fault states, and if the fault car state is considered, the operation of the rescue car can be influenced. The rescue mode generally requires that a rescue mode knob is operated at the coupling end of the rescue vehicle to enable the rescue relay KM6 to be powered on. When the link KM6 is powered on, the 1-2 contact of KM6 (the first contact of KM 6) is closed, and KM6 bypasses the 3-4 contact of the link KM 5. At this time, the power flows through the 1-2 contact of the occupancy end KM4 of the cab, through the 1-2 contact of the occupancy end KM8, through the 3-4 contact of the occupancy end KM5, and then through the 1-2 contact of the coupling end KM6, and then through the 2-3 contact of the coupling end KM8, so that the coupling end KM7 is electrified. In the rescue mode, the whole train monitoring loop only considers the rescue vehicle and does not consider the fault vehicle state.
The swap end retention section circuit is shown in fig. 8.
As shown in fig. 8, KM9 is a change-end holding relay.
When the cab occupies, the occupied-end KM9 relay is electrified. Because the occupied cab KM7 is not electrified, the 3-4 contact (the second contact of KM 7) of the tail relay KM7 is closed; the reconnection train only considers occupation of the non-coupling end, so that the train is coupled with KM5 and cannot be electrified, and a 5-6 contact of KM5 (a third contact of KM 5) is closed; after KM9 is powered on, the 5-6 contact of KM9 (the first normally open contact of KM 9) is closed, so that a self-retaining circuit is formed.
When the cab occupancy is lost, i.e. the 3-4 contact of KM4 (the second contact of KM 4) is opened, KM9 is still powered through the self-sustaining circuit.
The KM9 relay is powered by the dormant load, and the KM9 can still be kept to be powered after the train is dormant.
As shown in fig. 8, when the home terminal occupies, the home terminal KM9 is powered on; the occupation of the home terminal is withdrawn, and the home terminal KM9 still has electricity; when the other end is occupied, the other end KM9 is electrified; then the current terminal KM7 gets the electricity, and the 3-4 contacts of KM7 are disconnected, so that the current terminal KM9 loses the electricity. Realizing automatic switching of end-changing holding.
Use of a change-end holding relay KM 9: because the single-end non-coupling end of the KM9 relay is powered on, a single-group or reconnection group train whole-vehicle monitoring loop can be established through the KM9, as shown in fig. 9:
as shown in fig. 9, the KM relay may be a monitoring relay related to a whole train monitoring loop, such as train integrity, good train door closing, train knife switch monitoring, high-break monitoring, parking brake monitoring, friction brake monitoring, and the like.
As shown in fig. 9 and 10, the whole train monitoring power supply comes from the non-link end and the exchange end keeps the power-off end.
When the single train is used, the relay KM5 is connected and powered off, and the 7-8 contact of the KM5 (the fourth contact of the KM 5) is closed; the switching end keeps the power-off end KM9 relay to be powered off, the 1-2 contact (normally closed contact of KM 9) of KM9 is closed, and the 2-3 contact (second normally open contact of KM 9) is opened; the power supply end KM9 is kept at the end to be powered on, the 2-3 contacts of the KM9 are closed, and the 1-2 contacts are opened. The current passes through the 7-8 contact of the terminal-changing keeping power-losing terminal KM5, flows through the 1-2 contact of the KM9, and then passes through the monitoring state of each vehicle in the middle, and flows through the 2-3 contact of the terminal-changing keeping power-losing terminal KM9, so that the KM relay is electrified. The cab KM relays at the two ends are electrified through the train line between the cab KM9 relays 3-3 at the two ends.
When multiple trains are in reconnection, because the KM5 relay of the cab at the hanging end of the reconnection train is electrified, the power supply can only be electrified through the non-hanging ends at the two ends, current keeps 7-8 contacts of the power losing end KM5 through the end changing, flows through 1-2 contacts of KM9, passes through the monitoring state of each train in the middle, passes through the reconnection train line, and finally flows through 2-3 contacts of the power obtaining end KM9 through the end changing, so that the KM relay is electrified. The cab KM9 relays at the two ends of the electric train are kept to be electrified through the train line between the cab KM9 relays 3-3 at the two ends of the electric train.
When the train is in rescue, the fault state of the fault car is uncertain, and the fault car can be a trolley car or a serious fault car, and if the fault car state is considered, the operation of the rescue car can be influenced, so that the fault car state needs to be isolated. The rescue mode generally requires that a rescue mode knob is operated at the coupling end of the rescue vehicle to enable the rescue relay KM6 to be powered on. KM6 is powered, the 5-6 contact of KM6 (the second contact of KM 6) is powered; the 5-6 contact of KM6 would bypass the 7-8 contact of KM 5. The current passes through the 5-6 contact of the terminal-changing keeping power-losing terminal KM6, flows through the 1-2 contact of the KM9, then passes through the monitoring state of each vehicle in the middle, and flows through the 2-3 contact of the terminal-changing keeping power-losing terminal KM9, so that the KM relay is electrified.
Claims (5)
1. The train end-changing holding control circuit is characterized by comprising two holding control units with the same structure; one of the hold control units includes a first relay first contact connected to a power source; the first contact of the first relay is connected in series with the first contacts of the second relay and the fourth relay; the first contact of the fourth relay is connected with the fifth relay coil; the coil of the fourth relay is sequentially connected with the normally closed contact of the fifth relay and the normally open contact of the fifth relay; one end of a normally open contact of the fifth relay is connected between the first contact of the first relay and the first contact of the second relay; one end of the second contact of the second relay is connected between the normally closed contact of the fifth relay and the normally open contact of the fifth relay; the second contact of the second relay is connected with the second contact of the second relay of the other holding control unit;
the holding control unit further includes a holding relay; the coil of the holding relay is connected with one end of the second contact of the first relay; the other end of the second contact of the first relay is connected with a load; the first relay second contact is connected with the series branch in parallel; the series branch comprises a fourth relay second contact, a second relay third contact and a first normally open contact of a holding relay which are connected in series; one end of a first normally open contact of the holding relay is connected with a coil of the holding relay;
one end of a second normally open contact of the holding relay is connected with the monitoring relay; the other end of the second normally open contact of the holding relay is in contact with a normally closed contact of the holding relay; the normally closed contact of the holding relay is connected with a load through the fourth contact of the second relay; one end of a connecting wire is connected between the second normally open contact of the holding relay of one holding control unit and the monitoring relay coil, and the other end of the connecting wire is connected between the second normally open contact of the holding relay of the other holding control unit and the monitoring relay coil; one end of the reconnection wire is connected between the second normally open contact and the normally closed contact of the holding relay of one holding control unit, and the other end of the reconnection wire is connected between the second normally open contact and the normally closed contact of the holding relay of the other holding control unit.
2. The train end-of-exchange hold control circuit of claim 1, wherein the second relay second contact is in parallel with the third relay first contact; the second contact and the first contact of the third relay are connected with the reconnection wire; the fourth contact of the second relay is connected with the second contact of the third relay in parallel.
3. A rail transit vehicle employing the train end change holding control circuit according to claim 1 or 2.
4. A rail transit vehicle as claimed in claim 3, wherein one of the holding control units is provided in one of the cabs and the other holding control unit is provided in the other cab.
5. A reconnection train comprises a plurality of trains, wherein two adjacent trains are connected through a reconnection line; the train end-changing maintaining control circuit is characterized in that each train is internally provided with the train end-changing maintaining control circuit according to claim 1 or 2.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111154726.7A CN113844495B (en) | 2021-09-29 | 2021-09-29 | Train end-changing maintaining control circuit, rail transit vehicle and reconnection train |
| PCT/CN2022/104058 WO2023050962A1 (en) | 2021-09-29 | 2022-07-06 | Train end change holding control circuit, rail transit vehicle and coupled trains |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111154726.7A CN113844495B (en) | 2021-09-29 | 2021-09-29 | Train end-changing maintaining control circuit, rail transit vehicle and reconnection train |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113844495A CN113844495A (en) | 2021-12-28 |
| CN113844495B true CN113844495B (en) | 2023-11-07 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202111154726.7A Active CN113844495B (en) | 2021-09-29 | 2021-09-29 | Train end-changing maintaining control circuit, rail transit vehicle and reconnection train |
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| Country | Link |
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| CN (1) | CN113844495B (en) |
| WO (1) | WO2023050962A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113844495B (en) * | 2021-09-29 | 2023-11-07 | 中车株洲电力机车有限公司 | Train end-changing maintaining control circuit, rail transit vehicle and reconnection train |
| CN116080711B (en) * | 2023-04-10 | 2023-09-01 | 北京全路通信信号研究设计院集团有限公司 | Automatic end changing method and system for single-set vehicle-mounted equipment control double ends |
| CN116080712B (en) * | 2023-04-10 | 2023-09-01 | 北京全路通信信号研究设计院集团有限公司 | Unmanned turn-back method and system for controlling double ends of single-set vehicle-mounted equipment |
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| CN102372007A (en) * | 2011-08-29 | 2012-03-14 | 南车南京浦镇车辆有限公司 | Train cab interlocking and mutual-controlling system based on train line |
| AU2014250723A1 (en) * | 2013-11-06 | 2015-05-21 | Ge Global Sourcing Llc | System and method for communicating in a vehicle consist |
| CN204110062U (en) * | 2014-09-11 | 2015-01-21 | 南车株洲电力机车有限公司 | A kind of locomotive brake gear is from moving end transfer device |
| CN105460025A (en) * | 2014-09-12 | 2016-04-06 | 中车大连电力牵引研发中心有限公司 | End change control method and control system for electric locomotive |
| CN110962871A (en) * | 2019-11-25 | 2020-04-07 | 中车南京浦镇车辆有限公司 | Urban rail vehicle forward turning zero-speed keeping device and control method |
| CN112848897A (en) * | 2019-11-27 | 2021-05-28 | 中车唐山机车车辆有限公司 | High-voltage holding circuit for end changing of tramcar, high-voltage holding control method and application |
| CN111114591A (en) * | 2020-01-16 | 2020-05-08 | 中车南京浦镇车辆有限公司 | Awakening logic control circuit |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113844495A (en) | 2021-12-28 |
| WO2023050962A1 (en) | 2023-04-06 |
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