WO2012108781A1 - Passenger train safety control and communication system - Google Patents
Passenger train safety control and communication system Download PDFInfo
- Publication number
- WO2012108781A1 WO2012108781A1 PCT/RU2011/000105 RU2011000105W WO2012108781A1 WO 2012108781 A1 WO2012108781 A1 WO 2012108781A1 RU 2011000105 W RU2011000105 W RU 2011000105W WO 2012108781 A1 WO2012108781 A1 WO 2012108781A1
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- WO
- WIPO (PCT)
- Prior art keywords
- train
- base stations
- car
- antenna
- dect base
- Prior art date
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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 vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0018—Communication with or on the vehicle or vehicle train
- B61L15/0027—Radio-based, e.g. using GSM-R
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/70—Details of trackside communication
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- G—PHYSICS
- G08—SIGNALLING
- G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
- G08B17/00—Fire alarms; Alarms responsive to explosion
- G08B17/10—Actuation by presence of smoke or gases, e.g. automatic alarm devices for analysing flowing fluid materials by the use of optical means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L2205/00—Communication or navigation systems for railway traffic
- B61L2205/04—Satellite based navigation systems, e.g. GPS
Abstract
This invention relates to wireless communication means for vehicles, preferably, railway transport, more specifically, railway vehicle traffic safety means, and can be used for providing passenger trains with wireless dedicated alarms and internal communication, as well as communication with remote subscribers, preferably, traffic control and security services.
Description
Passenger Train Safety Control and Communication System
This invention relates to wireless communication means for vehicles, preferably, railway transport, more specifically, railway vehicle traffic safety means, and can be used for providing passenger trains with wireless dedicated alarms and internal communication, as well as communication with remote subscribers, preferably, traffic control and security services.
This invention is intended for use in suburban and long-distance passenger train safety control and communication systems to arrange communication channels and transmitting alarms and passenger train contingency messages. The device is developed on the basis of DECT technologies, allows providing passenger trains with data communication and telephony devices and can be used in flexible passenger train setup mode comprising a command car and passenger cars. The following terms and definitions will be used hereinbelow for disclosing the technical solution of this invention:
dedicated alarm: alarm transmitted to the predefined subscriber (or a group of subscribers) automatically and following the preset sequence, system phone set: a device visualizing the status of network connections and providing for direct communication with subscribers and setting operations.
Known (RU Patent 2058670) is a railway traffic control communication system comprising a traffic control board connected to fixed traffic control radio stations via the main or the backup wire communication lines, wherein each radio station comprises a gang switch and a selective connection unit, a line unit and a transceiver connected to an antenna, the latter three units being connected in series, the control inputs of said gang switch are the outputs of said main and backup wire
communication lines, one of the control inputs of said of said gang is connected via said line unit to the output of said transceiver, the second output of the first selective amplifier is connected to the second input of said selective connection unit, wherein each fixed radio station comprises the second selective amplifier the input of which is connected to the output of said transceiver, the first and the second control signal shapers the inputs of which are connected to the outputs of said first and said second selective amplifiers, respectively, and the outputs of which are connected to the second and the third control input of said gang switch, wherein the input of said selective connection unit is connected via one of the terminals of said gang switch to the output of the main or the backup wire communication lines. Said gang switch can be in the form of keys connected in series with separate selective connection control networks. Disadvantage of said technical solution is the impossibility of automatic remote vehicle status monitoring.
Also known (RU patent 2206177) is a onboard train communication network comprising a control and diagnostics console (train master's portable control), terminal communication devices in each car of the train (which may be mobile radios for the personnel and passengers, radio gages and car automation system actuators, miniaturized video control terminals and other devices as required) and a unified switching unit (the base station), a digital radio communication line connecting the onboard train communication network to external communication systems, wherein the connection between said terminal communication devices and said unified switching unit, as well as between adjacent unified switching units, is provided via a radio channel, and the frequency range and the radio signal amplitude in the radio channel are selected such that said terminal communication devices only communicate with the unified
switching unit of the car in which said terminal communication devices are currently located, and said control and diagnostics console is portable and communicates via a radio channel with the unified switching unit of the car in which said control and diagnostics console is currently located. Said known onboard communication network operates as follows. Said control and diagnostics console (train master's portable control) transmits and receives the radio signal at any point of the train via a network of unified switching units either in the direction from a terminal communication device to the train master or if a radio signal is transmitted to a terminal communication device, including from a passenger's personal mobile phone to a remote subscriber. Disadvantages of said onboard communication network are the availability of only one control and diagnostics console in the form of the train master's portable control, a large number of switching units and the absence of automatic car status monitoring. The closest counterpart of the system provided herein (RU Patent 0046895) is a passenger train safety control and communication system comprising a central control system and DECT base stations wherein each of said base stations is connected to said central control system and, via HF sockets, to two antennas installed on the roof of the car, one device for the transmission of alarms from railway car alarm systems by means of voice messages transmitted to the car conductor and the train master comprising a DECT radio socket, a voice autoinformer, a portable terminal with a pushbutton dial wherein said alarm transmission device is connected to the outputs of the car emergency and fire alarm systems, at least one conductor's portable terminal for receiving alarms and two-way phone communication, at least one repeater for amplifying the radio signals, at least one phone handset in the conductors' compartment and at least one emergency button.
Disadvantage of said passenger train safety control and communication system is its complicated use in flexible train setup, i.e. where cars in a railway train are interchangeable. If any of the cars in a train is changed, said system cannot detect automatically in which car an emergency has occurred because the system does not provide for automatic car linking to the command car where all emergencies occurring in the train are logged.
The closest counterpart of the central control system (RU Patent 2249525) is an electric train traffic control system comprising two control circuits: an automatic one and a manual one. Said automatic control circuit comprises two onboard controllers, a first data imaging device, train speed gages, position gages, serial interfaces and engine controllers. Said manual control circuit comprises a control panel with control outputs, a serial interface and a second data imaging device. Said system provides for central high-precision railway traffic scheduling and higher passenger safety. The traction drive control signals are transmitted via said serial interface to said engine controllers to provide for flexible and cost-efficient traction and braking control. However, said system does not provide for communication between the cars and for objective vehicle status monitoring.
The closest counterpart of the antenna module design provided herein (RU Patent 2210845) is an antenna module for the receipt of satellite system signals comprising an antenna unit with a basement, a dome and a receiving and amplifying unit located under said dome, wherein said antenna unit basement functioning as a shield is made from a electrically conducting material, and said dome functioning as a streamlined antenna cover is made from a dielectric radio permeable material. Said antenna unit basement is installed in a cup shaped cavity of
a dielectric support electrically insulating said antenna unit basement from a tube shaped metallic support. Outside the antenna unit installation section, said cup shaped cavity of said dielectric support has gully openings for water draining. The top portion of said tube shaped metallic support is connected to a protrusion in the bottom portion of said dielectric support, and said protrusion has a through opening for the installation of a first high frequency connector which is mounted on said antenna unit basement and is intended for the output of the signals received and amplified by said antenna unit and the supply of the internal power of said antenna module. Said antenna unit is connected to an amplifying unit installed inside said tube shaped metallic support and intended for further amplifying the signals with its embedded amplifier and for the generation of the internal power of said antenna module to be supplied to the amplifiers of said antenna unit and said amplifying units via a direct voltage stabilizer. Said amplifying units comprises a second and a third high frequency connectors installed at the opposite ends of its electrically conducting case wherein said second high frequency connector is connected to said first high frequency connector, and said third high frequency connector is used for the connection of a high frequency coaxial cable intended for the output of the signals received and amplified by said antenna unit and the supply of the internal power of said antenna module. When the antenna module is on, said antenna unit basement, said amplifying unit case and the external conductors of all said high frequency connectors have the same electrical potential E0 (Earth), the inner conductor of said third high frequency connector has the electrical potential E] (External Power), and the inner conductors of said first and second high frequency connectors have the electrical potential E2 (Internal Power), wherein Ej > E2 > E0, Ej - E0 = Up, E2 - E0
= Ust, Up is the external power and Ust = const is the internal power of said antenna module generated in said amplifying unit by said direct voltage stabilizer and intended for power supply to the amplifiers of said antenna unit and said amplifying unit. Disadvantages of said antenna module are its complex design and a nondirectional radio signal transmission and receiving pattern.
The technical result achieved by the system disclosed herein provides for a higher passenger train operation safety in flexible train setup by optimizing the design of process units used in the safety control and communication system.
It is suggested to achieve said technical result using the passenger train safety control and communication system provided herein. Said system comprises a central control system and DECT base stations wherein each of said base stations is connected to said central control system and, via HF sockets, to a cross polarized antenna installed on the roof of the car. Said system also comprises one transponder device for the transmission of alarms from car alarm systems by means of voice messages transmitted to the car conductor and the train master, said device being connected to the car emergency and fire alarm outputs. Furthermore, said system comprises at least one portable terminal for receiving alarms and two-way phone communication and at least one emergency button. Said system further comprises a GLONASS/GPS receiver connected to said central control system. Each car of the train has a transponder device for the transmission of alarms from car alarm systems, wherein the alarm transponder of the command car is connected to the internal DECT antenna, and in the other cars such alarm transponders are connected to the internal DECT antenna which is a rod antenna with a support connected to said alarm transponder via a feeder.
Each alarm transponder is connected with the braking bearing heating control system, the fire alarm system and the emergency button. Said alarm transponder comprises a socket for conductor's portable terminal recharging and logging in and allows generating voice messages to be transmitted to the car conductor and the train master. The system provided herein further comprises at least one conductor's portable terminal for receiving alarms, two-way phone communication between the car conductor and the train master and automatic phone communication for the car conductor, the train master, as well as support personnel and security officers accompanying the train. Preferably, said portable terminal is a circuit board microassembly comprising a central processor module, power circuits, a microphone interface, a speakerphone interface, internal synchronization circuits, programmable read-only memory and a radio module, each of said circuits being connected to said central processor. Said system may further comprise a satellite communication station connected to said central control system and/or the train master's portable computer connected to said central control system and/or at least one payphone connected to the train communication system. The system provided herein may comprise up to 16 DECT base stations. Preferably, the portable terminal keyboard has train master call, security officer call and train electrician call buttons. Said system may further comprise INMARSAT channels and/or GSM mobile network channels and/or tracking system channels for the transmission of identifier information. The passenger train safety control and communication system provided herein may comprise various embodiments of the central control system. One of said central control system embodiments comprises a metallic case with water-proof inputs and outputs inside which a motherboard is installed on poles, with a
DECT base station controlled being installed on said motherboard. Said motherboard allows for the communication between all the alarm transponders used in the system via said DECT base stations. Along with said motherboard, the central control system comprises an expansion board connected directly to said motherboard and allowing the simultaneous operation of four DECT base stations. A metallic plate is mounted above said motherboard. Said plate accommodates a motherboard power source, an antenna module heating power source, a polarity reversal protection device and antenna module cable terminal clamps. Said motherboard power source and said antenna module heating power source are connected to said polarity reversal protection device which is capable of being connected to the car power supply system. Said motherboard further comprises antenna module and system phone connection sockets. Said system further comprises at least two antenna modules each of which comprises two DECT stations connected to said DECT base station controller wherein said antenna modules are installed on the command car roof and connected to said motherboard sockets. Said system may further comprise a UPN interface supporting up to 8 DECT base stations or other UPN compatible devices. Preferably, said antenna module heating power source is capable of heating at least two antenna modules comprising metallic supports accommodating two DECT base stations covered with shielding sheaths, said support further accommodates two electric heaters each of which is capable of heating one of said two DECT base stations at ambient temperatures of below - 20°C and a bracket on which two cross polarized antennas are installed each of which is connected to one of the DECT base stations, and a thermal sensor is mounted inside said antenna module, wherein said DECT base stations and said thermal sensor are capable of being
connected to said passenger train safety control and communication system, and said electric heaters are capable of being connected to said power source located in said central control system, further wherein the entire antenna module is covered with a radio permeable cap.
The passenger train safety control and communication system provided herein may also comprise various embodiments of the passenger train safety control and communication system antenna module. One of said passenger train safety control and communication system antenna module embodiments may comprise a metallic support accommodating two DECT base stations covered with shielding sheaths and two cross polarized antennas installed inside said antenna module such that the radio signal cover all the cars of the train. The DECT base station is connected via two HF sockets to one of said cross polarized antennas. Said antenna module is connected to said central control system to provide the functioning of said DECT base stations. Said support further accommodates two electric heaters each of which is capable of heating one of said two DECT base stations at ambient temperatures of below -20°C and a bracket on which two cross polarized antennas are installed each of which is connected to one of the DECT base stations. A thermal sensor is installed inside said antenna module. Said DECT base stations and said thermal sensor are capable of being connected to said passenger train safety control and communication system, and said electric heaters are capable of being connected to said power source located in said central control system, wherein the entire antenna module is covered with a radio permeable cap. Said antenna module may further comprise a GLONASS/GPS antenna capable of being connected to said central control system.
The passenger train safety control and communication system provided herein operates as follows.
The central control system controls said DECT base stations to generate a carrier frequency DECT signal distributed across the entire train by said cross polarized antennas. This provides for the functioning of all the alarm transponders and the portable terminals in the train.
The alarm transponders are used for:
- DECT signal receipt via a rod antenna connected thereto and installed on the car roof, as well as DECT signal amplification and distribution inside the car;
- monitoring of the emergency button and other existing car alarm systems to generate voice messages in case of alarm activation for sending such voice messages to the train crew following a special algorithm;
- conductor's portable terminal logging in the passenger train safety control and communication system.
Each alarm transponder is dynamically logged in the central control system. This function is provided by the magnetic key compatibility of said alarm transponder. Said magnetic keys are permanently logged in the central control system. Thus, which set of magnetic keys is used determines which central control system and hence which command car a specific alarm transponder and a specific conductor's portable terminal will be logged in. Magnetic keys are property of the central control system and stored in the command car. When a standard car is coupled to a train, magnetic keys are shared with that car.
In its complete embodiment the system provided herein provides for the following functionality:
1. Automatic transmission of car emergency voice signals to train crew responsible personnel currently present at any location on the moving train or on a platform within a 500 m distance in line of sight.
2. Two-way automatic phone communication between subscribers located on the passenger train whether standing or moving.
3. Emergency message transmission by the train master from the portable terminal or the system phone.
4. Phone communication between the train master and public telephone network subscribers.
5. Data transmission via a satellite communication channel from the train master's portable computer.
6. Phone communication services to passengers.
The system provided herein comprises the following units and components:
a) the central control system combining the functionalities of switching equipment and a system connection controller. The central control system controls up to 16 DECT base stations installed on the command car roof in antenna modules. An antenna module is a case comprising 2 DECT base stations, a heating system and 2 cross polarized antennas. In an antenna module, each DECT base station is connected to the cross polarized antenna via two HF sockets with a 50 Ohm wave impedance and short cables (max. 0.15 m) to reduce signal distortion. Each antenna module is connected to the central control system via a shielded twisted pair to transmit control and 48 VDC max. 50 W power signals to the DECT base stations and an antenna module heating power cable. The antenna module is max. 182x623 x 180 mm in size and weighs max. 4.7 kg;
b) the alarm transmission device (the alarm transponder) for the transmission of alarms generated by the existing car emergency and fire alarm systems via a radio channel to the portable terminals of train crew responsible personnel present at any location on the moving train and to the train master's workstation in the command car. The alarm transponder is also used for the amplification (retransmission) of signals communicated between the central control system and portable terminals. The alarm transponder can be connected via a TNC socket with a 50 Ohm wave impedance to an antenna preferably installed on the car roof for correct functioning in the DECT standard with antenna modules installed on the command car (radio compartment car) roof. The alarm transponder has a 6 VDC portable terminal recharging socket and a portable terminal backup battery recharging socket with the same voltage. The same socket is used for logging the portable terminal in the passenger train safety control and communication system. The front panel of the alarm transponder has a microphone, a speakerphone, a train master fast call button, a depot fast call button, a security officer fast call button, a train electrician fast call button, a car conductor fast call button, a portable terminal passenger train safety control and communication system logging button, and an alarm transponder ready for use LED. The alarm transponder is also connected to the existing car emergency and fire alarm systems. The alarm transponder is powered from a 55 - 1 10 VDC source, power consumption max. 10 W;
c) the DECT technology portable terminal for subscriber connection with the central control system via a radio channel. The portable terminal further comprises a bright red emergency button the train crew can use in case of public order violation threats or other accidents. Upon pressing the emergency button the alarm transponder automatically calls the
security officer, dictates the five- digit car number and gives the 'Emergency' voice message. The portable terminal keyboard further comprises security officer, train master and train electrician fast call buttons.
The portable terminal combines a display, a keyboard and an embedded handset for voice calls. The terminal can be connected to the central control system for placing voice calls from the portable terminal or the system phone.
The following equipment is installed in the train master's compartment for implementing the system provided herein: the central control system, the recharging unit for three portable terminals, the system phone, the power unity and portable terminals. The central control system is wall mounted and can be mounted on the side bulkhead of the train master's compartment. The system phone is placed on the table. The portable terminal recharging unit has wall mounting holes.
The following equipment is installed in the car conductor's compartment: the alarm transponder, the antenna output, a portable terminal and an emergency button.
All the antennas and antenna modules are installed on the car roof, and the alarm transponders are installed in the car. The alarm transponders have wall mounting holes.
Duplex radio communication between DECT system subscribers is preferably established in the 1880-1900 MHz wave frequency band which comprises 10 physical radio channels (carriers) 1.728 MHz each. Voice communication channels are established at each carrier frequency by 10 ms frame time division, each frame comprising 12 pairs of time intervals (this is the so-called time division multiple access (TDMA) method). Duplex transmission mode is provided by the application of the
TDD method wherein the first half of the TDMA frame is used for the sequential data transmission via 12 voice communication channels from the base station to the portable terminals and the second half frame is used for data transmission in the opposite direction.
The system operates in permanent dynamic channel redistribution mode, i.e. the base station can automatically select the carrier frequencies to find a free carrier frequency and select the best (from the viewpoint of quality) free communication channel. If no free carrier frequency is available, the system automatically resends requests to establish communication. Thus, the available frequencies are reused automatically the frequency reuse pattern varying between connections.
The use of the system provided herein provides for a higher passenger train operation safety in flexible train setup by optimizing the design of process units used in the safety control and communication system.
Claims
1. Passenger train safety control and communication system comprising a central control system and DECT base stations wherein each of said base stations is connected to said central control system and, via HF sockets, to a cross polarized antenna installed on the roof of the car, further wherein said system also comprises one transponder device for the transmission of alarms from car alarm systems by means of voice messages transmitted to the car conductor and the train master, said device being connected to the car emergency and fire alarm outputs, at least one portable terminal for receiving alarms and two-way phone communication and at least one emergency button, a GLONASS/GPS receiver connected to said central control system, each car of the train has a transponder device for the transmission of alarms from car alarm systems, wherein the alarm transponder of the command car is connected to the internal DECT antenna, and in the other cars such alarm transponders are connected to the internal DECT antenna which is a rod antenna with a support connected to said alarm transponder via a feeder, each alarm transponder is connected with the braking bearing heating control system, the fire alarm system and the emergency button, said alarm transponder comprises a socket for conductor's portable terminal recharging and logging in and allows generating voice messages to be transmitted to the car conductor and the train master, and at least one conductor's portable terminal for receiving alarms, two-way phone communication between the car conductor and the train master and automatic phone communication for the car conductor, the train master, as well as support personnel and security officers accompanying the train.
2. System of Claim 1 wherein said portable terminal is a circuit board microassembly comprising a central processor module, power circuits, a microphone interface, a speakerphone interface, internal synchronization circuits, programmable read-only memory and a radio module, each of said circuits being connected to said central processor.
3. System of Claim 1 further comprising a satellite communication station connected to said central control system.
4. System of Claim 1 further comprising the train master's portable computer connected to said central control system.
5. System of Claim 1 further comprising at least one payphone connected to the train communication system.
6. System of Claim 1 comprising up to 16 DECT base stations.
7. System of Claim 1 wherein the portable terminal keyboard has train master call, security officer call and train electrician call buttons.
8. System of Claim 1 comprising INMARSAT channels and/or GSM mobile network channels and/or tracking system channels for the transmission of identifier information.
9. Central control system comprising a metallic case with waterproof inputs and outputs inside which a motherboard is installed on poles, with a DECT base station controlled being installed on said motherboard, said motherboard allowing for the communication between all the alarm transponders used in the system via said DECT base stations, and an expansion board connected directly to said motherboard and allowing the simultaneous operation of four DECT base stations, a metallic plate mounted above said motherboard, said plate accommodating a motherboard power source, an antenna module heating power source, a polarity reversal protection device and antenna module cable terminal clamps, said motherboard power source and said antenna module heating power source being connected to said polarity reversal protection device which is capable of being connected to the car power supply system, said motherboard further comprising antenna module and system phone connection sockets, said system further comprising at least two antenna modules each of which comprises two DECT stations connected to said DECT base station controller wherein said antenna modules are installed on the command car roof and connected to said motherboard sockets.
10. System of Claim 9 further comprising a UPN interface supporting up to 8 DECT base stations or other UPN compatible devices.
1 1. System of Claim 9 wherein said antenna module heating power source is capable of heating at least two antenna modules comprising metallic supports accommodating two DECT base stations covered with shielding sheaths, said support further accommodating two electric heaters each of which is capable of heating one of said two DECT base stations at ambient temperatures of below -20°C and a bracket on which two cross polarized antennas are installed each of which is connected to one of the DECT base stations, and a thermal sensor mounted inside said antenna module, wherein said DECT base stations and said thermal sensor are capable of being connected to said passenger train safety control and communication system, and said electric heaters are capable of being connected to said power source located in said central control system, further wherein the entire antenna module is covered with a radio permeable cap.
12. Passenger train safety control and communication system antenna module comprising a metallic support accommodating two DECT base stations covered with shielding sheaths and two cross polarized antennas installed inside said antenna module such that the radio signal cover all the cars of the train wherein said DECT base station is connected via two HF sockets to one of said cross polarized antennas, said antenna module is connected to said central control system to provide the functioning of said DECT base stations, said support further accommodates two electric heaters each of which is capable of heating one of said two DECT base stations at ambient temperatures of below -20°C and a bracket on which two cross polarized antennas are installed each of which is connected to one of the DECT base stations, a thermal sensor is installed inside said antenna module, said DECT base stations and said thermal sensor are capable of being connected to said passenger train safety control and communication system, and said electric heaters are capable of being connected to said power source located in said central control system, wherein the entire antenna module is covered with a radio permeable cap.
13. Antenna module of Claim 12 further comprising a GLONASS/GPS antenna capable of being connected to said central control system.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| RU2011104435/11A RU2011104435A (en) | 2011-02-09 | 2011-02-09 | PASSENGER TRAIN SECURITY AND COMMUNICATION SYSTEM |
| RU2011104435 | 2011-02-09 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO2012108781A1 true WO2012108781A1 (en) | 2012-08-16 |
Family
ID=46638818
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/RU2011/000105 WO2012108781A1 (en) | 2011-02-09 | 2011-02-25 | Passenger train safety control and communication system |
Country Status (2)
| Country | Link |
|---|---|
| RU (1) | RU2011104435A (en) |
| WO (1) | WO2012108781A1 (en) |
Cited By (3)
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| CN104875773A (en) * | 2015-05-21 | 2015-09-02 | 中国铁路总公司 | Train control system based on satellite communication and public cellular communication |
| US9588556B2 (en) | 2014-04-07 | 2017-03-07 | Electro-Motive Diesel, Inc. | Temperature control system for transmitter chip |
| EP3496062B1 (en) * | 2017-12-08 | 2023-07-19 | SpeedInnov | Warning system for passenger of a rail vehicle |
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- 2011-02-09 RU RU2011104435/11A patent/RU2011104435A/en not_active Application Discontinuation
- 2011-02-25 WO PCT/RU2011/000105 patent/WO2012108781A1/en active Application Filing
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| US9588556B2 (en) | 2014-04-07 | 2017-03-07 | Electro-Motive Diesel, Inc. | Temperature control system for transmitter chip |
| CN104875773A (en) * | 2015-05-21 | 2015-09-02 | 中国铁路总公司 | Train control system based on satellite communication and public cellular communication |
| EP3496062B1 (en) * | 2017-12-08 | 2023-07-19 | SpeedInnov | Warning system for passenger of a rail vehicle |
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| Publication number | Publication date |
|---|---|
| RU2011104435A (en) | 2012-08-20 |
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