CN114735003A - Rail vehicle, rail vehicle holding brake control method and control system - Google Patents

Rail vehicle, rail vehicle holding brake control method and control system Download PDF

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Publication number
CN114735003A
CN114735003A CN202210223298.7A CN202210223298A CN114735003A CN 114735003 A CN114735003 A CN 114735003A CN 202210223298 A CN202210223298 A CN 202210223298A CN 114735003 A CN114735003 A CN 114735003A
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CN
China
Prior art keywords
vehicle
braking force
stored
holding
speed range
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Pending
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CN202210223298.7A
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Chinese (zh)
Inventor
于晓杰
崔宁宁
刘海涛
刘金柱
杜兆波
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRRC Qingdao Sifang Co Ltd
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CRRC Qingdao Sifang Co Ltd
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Publication date
Application filed by CRRC Qingdao Sifang Co Ltd filed Critical CRRC Qingdao Sifang Co Ltd
Priority to CN202210223298.7A priority Critical patent/CN114735003A/en
Publication of CN114735003A publication Critical patent/CN114735003A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/182—Conjoint control of vehicle sub-units of different type or different function including control of braking systems including control of parking brakes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)

Abstract

The invention discloses a railway vehicle, a railway vehicle brake maintaining control method and a control system, wherein the control method comprises the following steps of: obtaining vehicle working condition parameters at least comprising traction force, running speed, braking instruction and vehicle mode; when the vehicle is judged to be in a non-traction demand state, calculating a keeping braking force according to the relation between the running speed and a pre-stored first speed range and a pre-stored second speed range; wherein when the travel speed is in the pre-stored first speed range, maintaining the braking force at F2 ═ M g sin (j); when the running speed is in the pre-stored second speed range, keeping the braking force FHB‑SIGK1 × F2; as can be seen from the above description, the present invention at least has two stages when the vehicle is kept braked, and the gradual loading of the braking force is carried out from small to large, thereby reducing the abrupt change of the braking force, and slowing down the change of the vehicle deceleration rateThereby greatly improving the comfort.

Description

Rail vehicle, rail vehicle holding brake control method and control system
Technical Field
The invention relates to the technical field of brake control, in particular to a railway vehicle, a railway vehicle brake maintaining control method and a railway vehicle brake maintaining control system.
Background
Holding the brakes is a function that enables the vehicle to be stopped or started without a rollback incident.
Normally, the holding brake force takes into account the downhill sliding force in the most severe operating conditions, i.e. an empty vehicle rescues a train of the most loaded vehicles in the event of a maximum hill, which results in a very large holding brake force setting. The excessive keeping braking force can generate great impact on the vehicle at the moment of applying and relieving, so that the riding comfort of passengers is influenced; in addition, under the condition of train control system failure, accurate traction force cannot be acquired, the vehicle can slip due to too early brake release, and the vehicle cannot be started due to too late brake release.
Therefore, how to improve the braking comfort as much as possible on the premise of overcoming one of the above defects and achieving reliable braking is a technical problem that the skilled person always focuses on.
Disclosure of Invention
An object of the present invention is to provide a railway vehicle holding brake control method and control system that improves the comfort and reliability of braking. Another object of the present invention is to provide a rail vehicle having the above control system.
The invention provides a railway vehicle holding brake control method, which comprises the following steps:
obtaining vehicle working condition parameters at least comprising traction force, running speed, braking instruction and vehicle mode;
when the vehicle is judged to be in a non-traction demand state, calculating a holding braking force according to the relation between the running speed and a pre-stored first speed range and a pre-stored second speed range; when the running speed is in the pre-stored first speed range, keeping the braking force F2 Mgsin (j); when the running speed is in the pre-stored second speed range, keeping the braking force FHB-SIGK1 × F2; each value in the pre-stored first speed range is greater thanPre-storing each numerical value in a second speed range; m is the actual weight of the vehicle, j is the maximum slope inclination angle of the current route of the vehicle, g is the gravity acceleration, and k1 is an integer greater than 1.
As can be seen from the above description, when the vehicle is kept braked, the invention is divided into at least two stages, and the gradual loading is carried out on the keeping braking force from small to large, so that the abrupt change of the keeping braking force is reduced, the change of the vehicle deceleration rate is slowed down, and the comfort is greatly improved.
Optionally, when the vehicle is in a non-traction demand state, when the braking force is to be maintained, it is further determined whether the vehicle is in a single-vehicle working condition mode or a rescue working condition mode, when the vehicle is in a rescue working condition, in addition to calculating the braking force to be maintained according to the relationship between the running speed and a pre-stored first speed range and a pre-stored second speed range, it is further determined whether the running speed and a pre-stored third speed range are related, and when the running speed is in the pre-stored third speed range, the braking force is maintained to be FHB-TOWK2 (F2+ F3), wherein F3 is M3 g sin(j)，M3K2 is an integer greater than or equal to 1, which is the weight of the vehicle in the maximum passenger load state;
and all numerical values in the pre-stored third speed range are smaller than all numerical values in the pre-stored second speed range.
Optionally, when the holding braking force is applied, the braking force corresponding to the braking instruction under the current working condition is also determined, and one of the braking force and the holding braking force is applied to the vehicle.
Optionally, after the vehicle applies the holding braking force, vehicle working condition parameters at least including traction force, running speed, braking instruction and vehicle mode are obtained in real time; when the vehicle is detected to be in an emergency mode of a single vehicle working condition, has a traction demand and needs to release braking, the brake maintaining is relieved according to the following method: after the holding braking force is maintained for the first predetermined time, the holding braking force is relieved to F2, and all the holding braking force is relieved until the vehicle running speed is greater than zero.
Optionally, when the vehicle is onIn a normal mode of a vehicle working condition, when traction demand exists and braking needs to be relieved, the brake maintaining method comprises the following steps: when the total traction force of the vehicle is greater than or equal to F1, releasing the holding braking force to F2 until the running speed of the vehicle is greater than zero, and releasing all the holding braking force; wherein F1 ═ M0 g sin(j)，M0The empty weight of the vehicle.
Optionally, when the vehicle is in an emergency mode of a rescue working condition, the brake is not automatically released and kept; when the vehicle is in a normal mode of a rescue working condition, has a traction demand and needs to release braking, the brake maintaining is relieved according to the following method: when the total tractive force is greater than or equal to F3, the release section holds the braking force such that the holding braking force release is reduced to F2.
Optionally, when the vehicle is in a normal mode of a rescue condition, has a traction demand and needs to release braking, the brake holding is relieved according to the following method: when the total tractive effort is greater than or equal to F3+ F2, the full holding brake force is relieved.
Optionally, when the running speed is detected to be greater than or equal to 5km/h for a preset time, relieving all the keeping braking force;
or/and when the braking command is at a high level, the braking needs to be released.
Optionally, the emergency mode is determined according to the following conditions: the "vehicle limp home" signal is high or/and the "vehicle limp home" signal is low but communication with the TCMS is interrupted.
Optionally, the pre-stored first speed range is 0.8-1.5km/h, and the pre-stored second speed range is 0-0.8 km/h.
Furthermore, the invention also provides a railway vehicle holding brake control system which comprises any one of the railway vehicle holding brake control methods.
In addition, the invention also provides a railway vehicle, which comprises the railway vehicle holding brake control system.
The railway vehicle and the railway vehicle holding brake control system provided by the invention have the railway vehicle holding brake control method, so the railway vehicle holding brake control method and the railway vehicle holding brake control system also have the technical effects of the railway vehicle holding brake control method.
Drawings
FIG. 1 is a flow chart illustrating the application of a holding brake force in a rail vehicle holding brake control method according to an embodiment of the present invention;
fig. 2 is a flowchart of a method for controlling holding brake force of a railway vehicle according to another embodiment of the invention.
Detailed Description
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1, fig. 1 is a flowchart illustrating a method for maintaining brake application of a railway vehicle according to an embodiment of the present invention.
The invention provides a railway vehicle holding brake control method, which comprises the following steps:
s1, obtaining vehicle working condition parameters at least comprising traction force, running speed, braking instruction and vehicle mode;
the traction force of the vehicle at the moment and the traction requirement can be judged through the traction force parameters. The braking commands typically include all braking commands, including service braking, quick braking, and emergency braking. The vehicle modes may generally include a single-vehicle operating mode and a rescue operating mode.
S2, when the vehicle is judged to be in a non-traction demand state, calculating a keeping braking force according to the relation between the running speed and a pre-stored first speed range and a pre-stored second speed range; when the running speed is in a pre-stored first speed range, keeping the braking force F2-M g sin (j); when the running speed is in the pre-stored second speed range, the braking force is kept to be FHB-SIGK1 × F2; pre-storing each numerical value in the first speed range to be larger than each numerical value in the second speed range; m is the actual weight of the vehicle, j is the maximum slope inclination angle of the current route of the vehicle, and k1 is an integer greater than 1.
The pre-stored first speed range and the pre-stored second speed range may be based on a specific use environmentIt is determined that, for example, the pre-stored first speed range is 0.8-1.5km/h, and the pre-stored second speed range is 0-0.8 km/h. In one specific embodiment, when the running speed is less than or equal to 1km/h, the holding braking force may be F2 ═ M g sin (j); when the running speed is reduced to 0.51km/h, the braking force is kept at FHB-SIG＝k1*F2。
As can be seen from the above description, when the vehicle is kept braked, the method is divided into at least two stages, and the gradual loading is carried out on the keeping braking force from small to large, so that the abrupt change of the keeping braking force is reduced, the change of the deceleration rate of the vehicle is slowed down, and the comfort is greatly improved.
In a specific embodiment, the rail vehicle holding brake control method further comprises: when the vehicle is in a non-traction demand state, whether the vehicle is in a single-vehicle working condition or a rescue working condition is further judged before the braking force is kept, when the vehicle is in the rescue working condition, the relation between the running speed and a prestored third speed range is further judged, and when the running speed is in the prestored third speed range, the braking force is kept to be FHB-TOWK2 (F2+ F3), wherein F3M3 g sin(j)，M3K2 is an integer of 1 or more, which is the weight of the vehicle in the maximum passenger load state. The speed value in the pre-stored third speed range is smaller than the pre-stored second speed range value.
For example, when the vehicle running speed is reduced to 0.2km/h, the holding braking force is increased to FHB-TOW＝k2*(F2+F3)。
In the embodiment, the grade of the braking force is divided into three grades when the vehicle is in the rescue working condition mode, and compared with the single vehicle working condition mode, the strength of the braking force is higher, so that the reliability of the braking force is improved.
In the foregoing embodiments, the rail vehicle holding brake control method further includes: and when the holding braking force is applied, judging the braking force corresponding to the current working condition braking command, and applying the larger one of the braking force and the holding braking force to the vehicle.
This greatly improves the reliability of the vehicle holding the brakes.
In each of the above embodiments, the rail vehicle holding brake control method further includes: after the vehicle applies the holding braking force, the following judgment is further carried out according to the detected vehicle working condition parameters: when the vehicle is detected to be in an emergency mode of a single vehicle working condition, has a traction demand and needs to release braking, the brake maintaining is relieved according to the following method: after the holding braking force is maintained for the first predetermined time, the holding braking force is relieved to F2, and all the holding braking force is relieved until the vehicle running speed is greater than zero.
The demand for brake release described herein refers to no brake command.
The first predetermined time may be specific to a situation, for example, the first predetermined time may be 1 second or 2 seconds.
In the embodiments, when the vehicle for maintaining the braking force is relieved, the relieving is divided into at least two steps, and the maintaining braking force is gradually reduced, so that the phenomenon of penetration and incapability of starting is avoided by the method for relieving the maintaining braking force under the condition of failure of a train control system.
In another embodiment, when the vehicle is in a normal mode of single-cycle operation, with traction demand and braking demand, holding braking is alleviated as follows: when the total traction force of the vehicle is greater than or equal to F1, releasing the holding braking force to F2 until the running speed of the vehicle is greater than zero, and releasing all the holding braking force; wherein F1 ═ M0 g sin(j)，M0The empty weight of the vehicle.
As is apparent from the above description, when the vehicle needs to relieve the holding braking force, the following steps may be performed:
s10, judging whether the vehicle is in a single-vehicle working condition mode or a rescue working condition mode, if the vehicle is in the single-vehicle working condition, executing S11, and if the vehicle is in the rescue working condition mode, executing S12;
s11, after the keeping braking force is maintained for the first preset time, the keeping braking force is relieved to F2, and all the keeping braking force is relieved until the running speed of the vehicle is greater than zero;
s12, when the total traction force of the vehicle is greater than or equal toAt F1, releasing the holding braking force to F2, and releasing all the holding braking force until the running speed of the vehicle is greater than zero; wherein F1 ═ M0 gsin(j)，M0The empty weight of the vehicle.
The rail vehicle holding brake control method of the present invention further includes: when the vehicle is in an emergency mode under the rescue working condition, the brake is not automatically released and kept; when the vehicle is in a normal mode of a rescue working condition, has a traction demand and a braking demand, the brake keeping is relieved according to the following method: when the total tractive force is greater than or equal to F3, the release section holds the braking force such that the holding braking force release is reduced to F2.
In the embodiment, the vehicle rescue working condition is divided into the emergency mode and the normal mode, different relieving and brake force keeping are carried out aiming at two different modes, and the safety of vehicle operation is greatly improved.
Further, when the vehicle is in a normal mode of rescue operation, there is a traction demand and a braking demand, the brake holding is relieved according to the following method: when the total tractive effort is greater than or equal to F3+ F2, the full holding brake effort is relieved.
In addition, in each of the above embodiments, when it is detected that the running speed is greater than or equal to 5km/h for a predetermined time, the entire holding braking force is alleviated.
In the above embodiments, the emergency mode may be determined according to the following conditions: the "vehicle emergency mode" signal is high level or/and the "vehicle emergency mode" signal is low level, but communication with TCMS (english called as "Train control and management system" in chinese) is interrupted.
On the basis of the above disclosure, a specific control method for maintaining the application of braking force is provided herein, which is as follows:
s20, obtaining vehicle working condition parameters at least comprising traction force, running speed, braking instruction and vehicle mode;
s21, judging whether the vehicle has a traction demand and a vehicle mode, and if the vehicle has the traction demand and is in a single vehicle working condition mode, executing a step S22; if the traction requirement exists and the emergency working condition mode is set, executing the step S23;
s22, calculating a keeping braking force according to the relation between the running speed and a pre-stored first speed range and a pre-stored second speed range; wherein, when the driving speed is in the pre-stored first speed range, the braking force is maintained to be F2 ═ M g sin (j); when the running speed is in the pre-stored second speed range, keeping the braking force FHB-SIGK1 × F2; applying a holding braking force, judging a braking force corresponding to a current working condition braking instruction at the same time, and applying a larger one of the braking force and the holding braking force to the vehicle;
s23, calculating a keeping braking force according to the relation between the running speed and a pre-stored first speed range and a pre-stored second speed range; when the running speed is in the pre-stored first speed range, keeping the braking force to be F2-M g sin (j); when the running speed is in the pre-stored second speed range, the braking force is kept to be FHB-SIGK1 × F2; when the running speed is in the pre-stored third speed range, the braking force is kept to be FHB-TOWK2 (F2+ F3); and applying the holding braking force and judging the braking force corresponding to the current working condition braking instruction at the same time, and applying the larger one of the braking force and the holding braking force to the vehicle.
In addition, a specific method of maintaining the braking force of the vehicle in a relaxed state is given below:
s30, obtaining vehicle working condition parameters at least including traction force, running speed, braking instruction and vehicle mode in real time;
s31, when the vehicle is detected to be in an emergency mode of a single vehicle working condition, has a traction demand and needs to release braking, after the maintaining braking force is maintained for a first preset time, the maintaining braking force is released to F2, and until the vehicle running speed is larger than zero, the whole maintaining braking force is released to execute the step S32;
when the vehicle is in a normal mode of a single vehicle working condition, has a traction demand and needs to release braking, and the total traction force of the vehicle is greater than or equal to F1, releasing the holding braking force to F2, and releasing all the holding braking force until the running speed of the vehicle is greater than zero;
wherein F1 ═ M0 g sin(j)，M0The weight of the empty vehicle;
when the vehicle is in an emergency mode under the rescue working condition, the brake is not automatically released and kept;
when the vehicle is in a normal mode of a rescue working condition, has a traction demand and needs to release braking, and the total traction force is greater than or equal to F3, the releasing part maintains the braking force so that the releasing of the maintaining braking force is reduced to F2; when the total tractive effort is greater than or equal to F3+ F2, the full holding brake force is relieved.
In each of the above determinations, when it is detected that the running speed is greater than or equal to 5km/h for a predetermined time, the total holding braking force is alleviated.
Furthermore, the invention also provides a railway vehicle holding brake control system which comprises any one of the railway vehicle holding brake control methods.
In addition, the invention also provides a railway vehicle, which comprises the railway vehicle holding brake control system.
The railway vehicle and the railway vehicle holding brake control system provided by the invention have the railway vehicle holding brake control method, so the railway vehicle holding brake control method and the railway vehicle holding brake control system also have the technical effects of the railway vehicle holding brake control method.
Further details regarding other structures of the rail vehicle are not described herein, please refer to the prior art.
The rail vehicle holding brake control method provided by the invention is described in detail above. The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the method and its core concepts. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.

Claims (12)

1. A rail vehicle holding brake control method, characterized by comprising the steps of:
obtaining vehicle working condition parameters at least comprising traction force, running speed, braking instruction and vehicle mode;
when the vehicle is judged to be in a non-traction demand state, calculating a keeping braking force according to the relation between the running speed and a pre-stored first speed range and a pre-stored second speed range; when the running speed is in the pre-stored first speed range, keeping the braking force F2 Mgsin (j); when the running speed is in the pre-stored second speed range, keeping the braking force FHB-SIGK1 × F2; each numerical value in the pre-stored first speed range is greater than each numerical value in the pre-stored second speed range; m is the actual weight of the vehicle, j is the maximum slope inclination angle of the current route of the vehicle, g is the gravity acceleration, and k1 is an integer greater than 1.
2. The railway vehicle maintenance brake control method as claimed in claim 1, wherein when the vehicle is in a non-traction-demand state, the maintenance brake force is calculated to further determine whether the vehicle is in a single-car operating mode or a rescue operating mode, when the vehicle is in the rescue operating mode, the relationship between the running speed and a pre-stored third speed range is further determined in addition to the calculation of the maintenance brake force according to the relationship between the running speed and the pre-stored first speed range and the pre-stored second speed range, and when the running speed is in the pre-stored third speed range, the maintenance brake force is FHB-TOWK2 (F2+ F3), wherein F3 is M3gsin(j)，M3K2 is an integer greater than or equal to 1, which is the weight of the vehicle in the maximum passenger load state;
and all numerical values in the pre-stored third speed range are smaller than all numerical values in the pre-stored second speed range.
3. The railway vehicle holding brake control method as claimed in claim 1 or 2, wherein the braking force corresponding to the brake command is determined while the holding braking force is applied, and one of the braking force and the holding braking force is applied to the vehicle, whichever is larger.
4. The rail vehicle maintenance brake control method according to claim 1 or 2, characterized in that vehicle operating condition parameters at least including traction force, running speed, brake instruction and vehicle mode are also acquired in real time after the vehicle applies the maintenance brake force; when the vehicle is detected to be in an emergency mode under a single vehicle working condition, has a traction requirement and needs to release braking, the brake maintaining is relieved according to the following method: after the holding braking force is maintained for the first predetermined time, the holding braking force is relieved to F2, and all the holding braking force is relieved until the vehicle running speed is greater than zero.
5. The railway vehicle holding brake control method as claimed in claim 4, wherein when the vehicle is in a normal mode of a single-car condition, there is a traction demand and there is a need to release the brakes, the holding brake is released as follows: when the total traction force of the vehicle is greater than or equal to F1, releasing the holding braking force to F2 until the running speed of the vehicle is greater than zero, and releasing all the holding braking force; wherein F1 ═ M0gsin(j)，M0The empty weight of the vehicle.
6. The railway vehicle maintenance brake control method as claimed in claim 1 or 2, wherein when the vehicle is in an emergency mode of a rescue operation condition, the maintenance brake is not automatically released; when the vehicle is in a normal mode of a rescue working condition, has a traction demand and needs to release braking, the brake maintaining is relieved according to the following method: when the total tractive force is greater than or equal to F3, the release section holds the braking force such that the holding braking force release is reduced to F2.
7. The railway vehicle holding brake control method as claimed in claim 6, wherein the holding brake is released when the vehicle is in a normal mode of rescue operation, there is a traction demand and the brake needs to be released as follows: when the total tractive effort is greater than or equal to F3+ F2, the full holding brake effort is relieved.
8. The railway vehicle maintenance brake control method as claimed in claim 4 or 6, wherein the entire maintenance braking force is relieved after detecting that the running speed is greater than or equal to 5km/h for a predetermined time;
or/and when the braking command is at a high level, the braking needs to be released.
9. The railway vehicle maintenance brake control method according to claim 4 or 6, wherein the emergency mode is determined according to the following condition: the "vehicle limp home" signal is high or/and the "vehicle limp home" signal is low but communication with the TCMS is interrupted.
10. A method of maintaining brake control for a railway vehicle as claimed in any one of claims 1 to 3, wherein the pre-stored first speed range is 0.8-1.5km/h and the pre-stored second speed range is 0-0.8 km/h.
11. A railway vehicle maintenance brake control system, characterized by comprising a railway vehicle maintenance brake control method according to any one of claims 1 to 10.
12. A rail vehicle, characterized in that it comprises a rail vehicle maintenance brake control system according to claim 11.
CN202210223298.7A 2022-03-07 2022-03-07 Rail vehicle, rail vehicle holding brake control method and control system Pending CN114735003A (en)

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Application Number Priority Date Filing Date Title
CN202210223298.7A CN114735003A (en) 2022-03-07 2022-03-07 Rail vehicle, rail vehicle holding brake control method and control system

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Application Number Priority Date Filing Date Title
CN202210223298.7A CN114735003A (en) 2022-03-07 2022-03-07 Rail vehicle, rail vehicle holding brake control method and control system

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115826480A (en) * 2023-02-20 2023-03-21 山东兴盛矿业有限责任公司 Mining is with long-range bidirectional control system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115826480A (en) * 2023-02-20 2023-03-21 山东兴盛矿业有限责任公司 Mining is with long-range bidirectional control system

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