A method and device for dynamically adjusting train interval based on wide-area interlocking control, and a computer-readable storage medium. The method includes: (1) dynamically managing trains; (2) identifying a following relationship; if there is a following relationship, performing step (3), otherwise, controlling the train using existing control technology; (3) identifying weather; if the thunderstorm weather occurs, performing step (4); otherwise, adjusting the train interval by existing control technology; (4) acquiring operation states of a wireless communication system, traction power grid, traction drive system and train control system in real time; if the operation conditions are normal, performing step (5), otherwise, performing step (6); (5) independently analyzing the safety of actual following distance by the preceding and following trains in real time; performing interlocking control according to analysis results; and (6) activating a fail-safe interlocking control module to ensure dynamic and safe control of the train interval.

A method and device for dynamically adjusting train interval based on wide-area interlocking control, and a computer-readable storage medium. The method includes: (1) dynamically managing trains; (2) identifying a following relationship; if there is a following relationship, performing step (3), otherwise, controlling the train using existing control technology; (3) identifying weather; if the thunderstorm weather occurs, performing step (4); otherwise, adjusting the train interval by existing control technology; (4) acquiring operation states of a wireless communication system, traction power grid, traction drive system and train control system in real time; if the operation conditions are normal, performing step (5), otherwise, performing step (6); (5) independently analyzing the safety of actual following distance by the preceding and following trains in real time; performing interlocking control according to analysis results; and (6) activating a fail-safe interlocking control module to ensure dynamic and safe control of the train interval.

A control method and system of neutral section passing of multi-locomotive short broke trains. Distance traveled by a train after a primary multiple unit enters a neutral section is calculated in real time, so that a neutral section passing procedure of a secondary multiple unit is effectively controlled, thereby solving the problem that when the multi-locomotive short broke trains operate with double-raised pantographs, if the distance between the two pantographs is shorter than the length of a neutral zone of a neutral section and longer than the length of a no-electricity zone of the neutral section, when the two pantographs pass through the neutral sections, the two pantographs will span the two neutral sections and generate an interphase short circuit. The method improves safety of the EMU when it passing neutral section and ensure that the EMU can reliably pass through the neutral section with double-raised pantographs. The present invention has the advantages of being safe, reliable, easy to implement and convenient to promote and apply.

A control method and system of neutral section passing of multi-locomotive short broke trains. Distance traveled by a train after a primary multiple unit enters a neutral section is calculated in real time, so that a neutral section passing procedure of a secondary multiple unit is effectively controlled, thereby solving the problem that when the multi-locomotive short broke trains operate with double-raised pantographs, if the distance between the two pantographs is shorter than the length of a neutral zone of a neutral section and longer than the length of a no-electricity zone of the neutral section, when the two pantographs pass through the neutral sections, the two pantographs will span the two neutral sections and generate an interphase short circuit. The method improves safety of the EMU when it passing neutral section and ensure that the EMU can reliably pass through the neutral section with double-raised pantographs. The present invention has the advantages of being safe, reliable, easy to implement and convenient to promote and apply.

A system for implementing continuous co-phase flexible alternating current traction power supply and an operation mode therefor includes at least one flexible traction substation and neutral sections. Each flexible traction substation includes a first power inlet line and a second power inlet line, each of which is coupled to one end of a corresponding breaker, the other end of the corresponding breaker is coupled to a primary side of one traction transformer, and a secondary side of the traction transformer is coupled to a plurality of SPCs. SPCs corresponding to each set of traction transformer are coupled in parallel and coupled to a bus of the flexible traction substation through breakers. One feeder line is provided between the bus of the flexible traction substation and each of an up-track line and a down-track line of an overhead contact system, and each feeder line is provided with one up-to-net breaker thereon.

A system for implementing continuous co-phase flexible alternating current traction power supply and an operation mode therefor includes at least one flexible traction substation and neutral sections. Each flexible traction substation includes a first power inlet line and a second power inlet line, each of which is coupled to one end of a corresponding breaker, the other end of the corresponding breaker is coupled to a primary side of one traction transformer, and a secondary side of the traction transformer is coupled to a plurality of SPCs. SPCs corresponding to each set of traction transformer are coupled in parallel and coupled to a bus of the flexible traction substation through breakers. One feeder line is provided between the bus of the flexible traction substation and each of an up-track line and a down-track line of an overhead contact system, and each feeder line is provided with one up-to-net breaker thereon.

A system and a related method are for managing the movement of a vehicle travelling along a transport network and powered by a power line which is segmented into a plurality of power feeding segments. At least one power feeding controller is configured at least to control switching ON/OFF a predetermined number of power feeding segments. An on-board control system is installed on board of said vehicle. At least one trackside control system is operatively connected to the on-board control system and the at least one power feeding controller.

According to some embodiments, a rail transport vehicle electric energy storage and charging system is presented. The system may include an energy storage sub-system and a charging system having a charging rail which only charges a vehicle when the rail is covered. The system may also include a battery-powered rail vehicle having a rail-contacting charging shoe.

A virtual co-phase power supply system topology suitable for an electrical sectioning device at a sectioning and paralleling post (SP) includes a step-down transformer TR.sub.1. A primary winding of the step-down transformer TR.sub.1 is electrically connected to a traction feeding section β.sub.2 in a train from a traction feeding section β.sub.1 to the traction feeding section β.sub.2. Each secondary winding is electrically connected to one rectifier separately. DC buses output from the rectifiers are connected in parallel. The other end of the DC bus is electrically connected to a plurality of parallel inverter units. An LC filter is provided on a DC bus between a rectifier unit and the inverter unit, and the LC filter is connected in parallel to an energy storage unit. After filtering through the LC filter, an output end of the inverter unit is electrically connected to a primary winding of a step-up transformer TR.sub.2.

A virtual co-phase power supply system topology suitable for an electrical sectioning device at a sectioning and paralleling post (SP) includes a step-down transformer TR.sub.1. A primary winding of the step-down transformer TR.sub.1 is electrically connected to a traction feeding section β.sub.2 in a train from a traction feeding section β.sub.1 to the traction feeding section β.sub.2. Each secondary winding is electrically connected to one rectifier separately. DC buses output from the rectifiers are connected in parallel. The other end of the DC bus is electrically connected to a plurality of parallel inverter units. An LC filter is provided on a DC bus between a rectifier unit and the inverter unit, and the LC filter is connected in parallel to an energy storage unit. After filtering through the LC filter, an output end of the inverter unit is electrically connected to a primary winding of a step-up transformer TR.sub.2.