AU643709B2 - System for transmitting control information to a train - Google Patents
System for transmitting control information to a train Download PDFInfo
- Publication number
- AU643709B2 AU643709B2 AU64816/90A AU6481690A AU643709B2 AU 643709 B2 AU643709 B2 AU 643709B2 AU 64816/90 A AU64816/90 A AU 64816/90A AU 6481690 A AU6481690 A AU 6481690A AU 643709 B2 AU643709 B2 AU 643709B2
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- AU
- Australia
- Prior art keywords
- control
- memories
- data records
- read
- data
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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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
- B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
- B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
- B61L3/12—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
- B61L3/121—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
- B61L3/16—Continuous control along the route
- B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
- B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
- B61L3/16—Continuous control along the route
- B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
- B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
- B61L2003/226—German inductive continuous train control, called 'Linienzugbeeinflussung' [LZB]
Abstract
For cab signalling and also for automatic vehicle control, signal positions and temporary travel restrictions must be transmitted to the vehicles reliably in terms of signalling technology. For this purpose, a device is disclosed which has a line conductor loop (LL) which is laid on the track section, for example in the track at the signalling location, and a track section device (SG) which feeds said loop and contains for all the possible signal positions in each case two data sets which are identical with one another stored in various memories (SP1, ..., SP4). The current signal position is tapped off at the signal (S) and transferred in coded form to the track section device or it is transmitted from a central track control unit via a data connection to the track section device. The latter transmits the two associated data sets together alternately and continuously onto the line conductor loop with a memory code in each case. The on-board control units of the vehicles which are inductively coupled to the line conductor loop compare the data sets which are equipped with different memory codes and only process further the data contained therein if the data sets are identical with one another with the exception of the memory code. <IMAGE>
Description
643709
ORIGINA
*0 Sb COI4VONWEAUrH OF AUSTRALIA PATENTS ACT 1952-1969 COMPLETIE SPECIFICATION FOR THE INVENTION ENTITLED
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S a "YTMFOR~ TRANSM'ITING CONTROL INFORMATION TO0 A TRAIN" The following statement Is a full description of this invenition, including the best method of performing it known to us:.- This invention relates to a system for transmitting control information to a rail vehicle with the aid of a track-conductor loop laid out in the area of a predetermined track location, particularly a signal location, arnd coupled inductively with a vehicle on-board controller, said track-conductor loop being fed from wayside equipment which contains control-data records assigned to different possible signal aspects and enabling the on-board controller to calculate running-speed and braking curves, and transmits the respective controldata record assigned to the current signal aspect to the vehicle.
Such systems have been in use in European railway systems for many years.
In an article by W. Schmitz published in "Europa-Verkehr", 10. Jahrgang, Heft 2, PP. 50 to 63, possible variants of an information transmission system for cab signalling and speed surveillance are described, especially in Sections 7.4I and If a track-conductor loop is used to transmit data to the vehicle, the transmitted data is protected against transmission errors like in continuous automatic train control systems, namely by redundant bits appended at the end of a data message ("telegram") and by acknowledgment of error-free reception of the data message by the vehicle. Such data transmission requires relagoo tively costly and corplicated, intelligent equipment on the trackside.
It is an object of the present Invention to permit control information, *.including information on changing signal aspects, to be transmitted to a rail vehicle with as simple a system as possible.
*SS* BAccording to the present invention there is provided a system for transmitting control information of the aforementioned kind, wherein the wayside equipment comprises two first read-only memories, each containing at least one control-data record for each possible signal aspect, and wherein those control-data records in the two read-only memories which are assigned to the same signal aspect are identical except for a memry Identifier, the wayside equipment transmitting the control-data records assigned to the current signal aspect to the venicle independently of each other, and wherein the on-board controller compares the received control-data records and processes the control data contained therein only If the received control-data records contain predetermined different memory identifiers and identical control data.
As the control-data records to be transmitted are pre-stored in read-only memories in duplicated form, the system according to the invention eliminates the need for a large part of the data-message generation. Only the data records corresponding to the current signal aspect, including a header and a redundant part, are retrieved from the iead-only memories and transmitted. Data transmission in the opposite direction, ie., from vehicle to track, and the devices necessary therefor can be dispensed with. The transmitted data is checked in the vehicle by a logical comparison of the control-data records *'.from different read-only memories and by determining the origin of these re- :'**icords with the aid of the memory identifiers. Any complete failure of the data transmission can be made detectable by simple additional measures which are known per se.
*see Preferably, two microcomputers may be used in the wayside equipment each of which have one of the read-only memories associated therewith and transmit one of the two identical control-data records to the vehicle.* The microcomputers are completely independent of each except th.Qt they arrange the order 2Cr in which they become active.
see Preferably, a total of four read-only memories are provided whose control-data records are transmitted to the vehicle in a predetermined se- .:quence.
Since the vehicle on-board controller is in a position to identify that o:S one of T'he two pairs of identical conftrol-data records which contains the more restrictive information, and to process only this information, it is possible, for the purpose of installing temporary speed restrictions, to replace two of the four read-only memories with the two other read-only memories preprogranmed in accordance with the conditions of the speed restriction, as is described in claim 4j, thus avoiding complicated prograrming work on the trackside to instal the speed restriction. To that end, two of the read-only memories may be disposed, for example, on a separate plug-in board.
It is also possible to use portions of ti,,e memory components employed as first read-only memories if they have sufficient storage space as additional read-only memories and to provide access to these additional read-only memories via a plug-in board. To instal a speed restriction, this memory-less board can then be replaced with a board provided with memory components which contain data records assigned to the speed restriction. This permits a better -utilisation of the memory components used, witqiout having to sacrifice the advantages that no programming work is required on the trackside and that the board slot is constantly checked.
Fail-safe sending otC the signal aspect by the wayside equipment is disese.
closed herein, particularly if the number of ccnnecting wires provided between 9al the location cabinet and the wayside equipment is not sufficient for transmit- Gese 906: ting all possible aspects.
too% A data link is provided between the wayside equipment and a wayside control centre which controls several wayside equipments along a track. Over this data link, each wayside equipment is informed on a fail-safe basis which signal aspect has to be transmitted at the respective track location to a passing vehicle.
This maskes it possible to do without fixed isignals even at track locations where changing signal aspects have to be transmitted to vehicles. In- 6* stead of a fixed signal system, cab signalling or, fully automatic operation mna~y be provided.
A further embodiment Is disclosed herein whioh permits control-data records stored in the wayside equipment to be modified or regenerated from the wayside control centre. This makes it possible, for exanple, to instal speed restrictions from the wayside control centre. Even after traffic disturbances, eg., powor failures on the line, wayside equipment can be set up again from the control centre.
A still further embodiment enables the vehicle to determine its direction of travel and the location of the beginning of the track-conductor loop. This makes it possible for the vehicle to check, even during a partially disturbed data transmission, whether the activated track-conductor loop and the received control data are assigned to Its direction of tra~vel.
In order that the invention may be readily carried into effect, embodiments thereof will now be described in relation to the drawings, in which: Figure 1 is a block diagram showing the principle of the system according to the invention; Figure 2 shows the system according t; the invention with duplicated memnory modules and an asymmetrical track-conductor loop; Figure 3 shows the structur-e of control-data records; so: Figure 14 is a velocity-distance diagram showing braking curves imposed on the vehicle; Figure 5 shows the system according to the invention with a data link to a wayside control centre; and Figure 6 is a block diagram of a wayside equipment communicating with a wayside control centre over a data link.
Figure 1 shows schematically a track GL with a vehicle FZ thereon. The vehicle has a fail-safe on-board controller BS5, which is connected via a serial data bus to the driver's cab of the vehicle and acts on units (not shown) a w 41~ of an automatic propulsion and brake controller. Via antennas Al and A2 and a :receiver E, the vehicle on-board controller is inductively connected with a s, :traok-o.onductor loop LL, which is laid in the track and is fed from wayside o equipment SQ via a power feeding unit FSG The wayside equipment is preferably located near a signal S, and its function is to transmit tvack information and current signal aspects to the vehicle on ifail-safe basis.
To transfer the signal aspect to the wayside equipment SG, a location cabinet SE has an aspect encoder SO associated with it which senses signal aspeats entered via an interlocking line ST or actual conditions of the signal S and converts them into characteristic code words. These code words are transferred in duplicate and in parallel, eg., as 6-bit words, to the wayside equipment SG.
The wayside equipment has two read-only memories SP1, SP2, which each contain all control-data records that may be transmitted to the vehicle. Each code word generated by the aspect encoder, ie., each signal aspect, is assigned one data record in each memory. The wayside equipment reads from each memory the data record corresponding to the applied code word, which data record is already in the form to be transmitted, ie., with a message header, a redundant part permitting error protection with a Harming distance of 41, and a memory identifier, and transfers it serially to the trackside power feeding unit, which modules the frequency of a current flowing in the track-conductor loop at the rate of the incoming bits.
The wayside equipment SO operates continuously and outputs the messages generated with the data records from the different memories in a predetermined 0* sequence.
This enables the vehicle on-board controller to identify the data records from individual memories in terms of their origin and check their contents for identity. If two successively received data records from different memories 20' are identical, the information contained therein is considered safe, so that it can be used to control a display unit in the driver's cab or to influence eo** the automatic propulsion and brake controller. Unlike in continuous automatic train control systems, correct reception is not acknowledged by data messages transmitted in the opposite direction, so that no devices are provided for this purpose.
The system shown in Figure 1 can hold ready a great amount of different information in message form, so that it is readily possible to transmit to the vehicle all values required by the on-board controller to calculate braking curves, such as target distance, maximum speed, permissible speed in a speed restriction ahead, distance to this speed restriction, length of the speed restriction, and speed after the speed restriction. If, as shown schematically in Figure 4I, an overlap DW is installed from a apecified stopping point HP to the actual danger point, information on the length of this overlap can also be transmitted to the vehicle. This enables the latter to calculate a less restrictive emergency braking curve having its ori&Ln at the end of the overlap, so that any Unintentional emergency brake application will become less probable, and the vehicle can approach the specified stbopping point more rapidly.
Figure It shows four different curves In a velocity-distance diagram. A vehicle coming f rom the right and moving along a running-speed curve FK at a speed Vi reaches a warning curve ("brake annunciation curve") BAN at the distance point Si. When the vehicle reaches this curve, a cab signal, for exam- *ple, is set which alerts the driver to an imiinent brake application. A *-ease: subsequent service brake application curve BE initiates a service brake appli- 0.11.0 cation at the distance point S2 or causes the necessity of such a brake appli- 0000 Se*: cation to be displayed in the cab. At the distance point S3, the service *braking curve BA~ is reached, along which service braking is effected until the vehicle comes to a stop at the stopping point HP. If the service brake was not applied, the vehicle finally reaches the emergency braking curve, along Rose 4, which it is braked at the maximum possible deceleration rate until it comes to a stop at the end of the overlap.
If two-way working is to be possible on the track shown in Figure 1, and control information is to be transmitted for both directions of travel, two track-conductor loops may be provided, of which the one assigned to the direction of the next train movement is activated. In that case, the wayside equipment mu~st be fed with the signal aspects for both directions of movement, and the memories of the wayside equipmnent must contain data records for both directions. It is, of courne, possible to use two independent wayside equipments and activate onl.y the one in charge of the current direction of movement.
In the embodiment shown in Figure 2, the track GL contains a trackconductor loop LL which is crossed several times. The crossover points K1, K)4 make it possible to precisely locate the track-conductor loop and, because of their asymetr'ical arrangement, to determine the direction or travel of the vehicle. Because or the greater loop length, during the time the loop is inductively coupled wibh the vehicle, more information can be transmitted to the vehicle than with the generally shorter loop of Figure I. The on-board direction determination capability e'liminates the need for a second loop if the track TL is operated in both directions.
The intended direction may be transmitted within the data messages, and the vehicle may check whether the direction thus specified is the same as its *own direction of movement, so that data messages assigned to the other direcsell* tion can be disregarded.
The wayside equipment SQ of Figure 2 contains two sets of' read-only memories SF1, SF2 and SP3, SP4, which are disposed on separate plug-in boards BQ1 and 1302. The data records contained in the memories SF1 and SF2 are identical except for the memory identifier and the redundant part. The same applies to the data records in the memories SF3 and SF4. Between the data records in the **00 memories SP1, SF2 and the data records in the memories SF3, SF4, however, there may be differences. For example, the memories SF3 and SP4 may contain 6 more restrictive information than the memories SF1 and SF2.
If data records from all four memories are transmitted to the vehicle alternately and in a predetermined sequence, the vehicle on-board controller will receive two different, but valid pairs of data records one of which contains more restrictive information than the other.
Before processing one or the pairs of data records, the on-board controller of a vehicle running on the track shown in Figure 2 therefore compares the contents of the different pairs or' data records, and the pair containing the more restrictive control information is processed.
Thus, eg., when installing a speed restriction, a board pre-programned with the data of the speed restriction can be inserted into the wayside equipment instead of the board BG2, so that the vehicles will process the more restrictive information from the new board. This eliminates the need to re-program the memories on the trackside and the risk of error associated therewith. If all four memories contain identical data records, any failure of a memory which results in the data records from one of the boards becoming invalid will not yet have any restrictive effect.
Figure 3 shows schematically the structure of the data messages transmitted to the vehicles. Analogously to the pattern used in continuous automatic train control systems, each data message consists of a header, which signals the start of the message, an information part, which in this case contains the memory identifier SK1, SK4 and a data record ISK1, ISK4 read from the memory designated by the identifier, and a redundant part RT, which serves to protect 0.0 the data from transmission errors and is generated, for example, by means of a 9 feedback shift register.
For transmission, data is read from the individual memories in a predetermined sequence.
To make complete transmission failures detectable for the vehicles, an independent additional device, eg&, an intermittent train control device, may be provided at the location of the track-conductor loop in a manner known per se, or the distance to the next track-conductor loop may be transmitted together with the control information and measures with the aid of an on-board distance meter. If no data messages are received at the end of the measured distance or in the former case upon detection of the intermittent train control device, the vehicle will assume a complete transmission failure and signal this to the driver. If the latter fails to react, eg., by operating a vigilance button, the emergency brake will be applied automatically.
Figure 5 shows the system according to the invention in a block diagram which corresponds to the block diagram of Figure 1 except for the construction of the wayside equipment and the connection of the latter to a visible signal.
In the embodiment of Figure 5, the wayside equipment SQ contains two microcomputers Ri, R2 and is connected via a serial data bus SB to a wayside control centre Z. There is no connection to a visible signal since the changing signal aspects determining the control-data records to be transmitted to a vehicle are commnunicated to the wayside equipment over the serial bus. Instead of a serial bus, which can be implemented at low cost with existing trackside cables, an optical transmission link, or a radio channel, for example, a parallel bus may be used. The parallel bus permits fast transmission but is sensitive to electromagnetic interference, so that it should be implemented as an optical transmission link.
*.*Figure 6 shows the construction of a wayside equipment designed for operation with a serial bus running to a wayside control centre.
Two microcomputers R1, Rl2 with integrated clock generator and UART (universal asynchronous receiver/transmitter), commnercially available under the -4:040 type designation 80032, for example, are equipped with external memories SPi and SP2 eardh having a program memory area and a data memory area. The data memory area is designed as an EEPIVM and contains up to 64 individually retrievable control-data records as complete data messages, including header, memory identifier, and redundant part.* For data output to the track-conductor loop, the computers alternately read a control-data record corresponding to the current sigal aspect from the data memory area of their external memories and transfer it over a serial transmit bus SER to the power feeding unit on the trackside. To ensure, that the two computersi do not output data sitiiltaneously, their clock rates are synchronized via a clock synchronisation line SY.
The computers are interrupt-driven and output in effected at an output clock rate divided down in a divider T following the clock output CLK of the rCit computer Ri, with computer for exaqple, beginning with the output of Its control-data recoed on a leading edge of the output clock, and computer 2 on a trailing edge. Over a control line SE, the transmitter of the power feeding unit can be switched off and on.
The two microcomputers handle the data traffic with the wayside control centre Z independently of each other. The wayside control centre addresses each computer via a message address and supplies it wi'n control information and control-data records. The serial messages are applied via a modem M to a transmission line UL running to the wayside control centre, or to a corresponding radio channel.
The control information commonly includes the address of the control-data record to be outputted by the addressed microcomputer to the track-conductor loop. It may also include storage instructions for modified or newly created control-data records transmitted from the wayside control centre. In the event of a malfunction, disable commands may be transmitted as control information.
o *In the opposite direction, from wayside equipment to wayside control centre, monitoring informaton is transmitted. To monitor the contents of the externa' memories, the computers form checksums of the stored data -d send these, at regular time intervals or on request, to the wayside control centre.
The fail-safe computer system in the wayside control centre compares the checksums from the two microcomputers with one another and with a current reference value formed in the wayside control centre. In case of disagreement between two checksums, the output of the wayside equipment will be disabled from the wayside control centre. The output of the wayside equipment will be disabled by a microcomputer if this microcomputer is not addressed by the control centre for a predetermined period of time, or by a disable command from the control centre if a microcomputer does not respond to an instruction from the control centre as prescribed.
The system according to the invention is fail-safe since all control information is created and transmitted on a dual-channel basis and subjected to a comparison by a fail-safe computer system both in the vehicle and in the wayside control centre. By the transmission of the checksums of the stored control-data records, any failure in either of the external memories is detected very quickly, so that the occurrence of a dangerous double error is highly improbable.
The constant monitoring of the memory contents by the computer system of the wayside control centre makes it possible to use ordinary random-access memories (RAMs) instead of read-only memories (EEPROMs) as external memories.
The only disadvantage of the use of such low-cost memories is that in the event of a power failure in a wayside equipment, the stored control-data records are lost and must be reloaded from the wayside control centre before a restart; for 6 4 different data records, this requires a setup time of the order of about 1 minute.
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Claims (7)
1. A system for transmitting control information to a rail vehicle with the aid of a track-conductor loop laid out in the area of a predetermined track location, particularly a signal location, and coupled inductively with a vehicle on-board controller, said track-conductor loop being fed from wayside equipment which contains control-data records assigned to different possible signal aspects and enabling the on-board controller to calculate running-speed and braking curves, and transmits to said vehicle the respective control-data record assigned said vehicles current signal aspect, wherein wayside equipment comprises two first read-only memories, each containing at least one control-data record for each possible signal aspect, and wherein those control-data records in the two read- only memories which are assigned to the same signal aspect are identical except for a memory identifier, the wayside equipment transmitting the control-data records assigned to the current signal aspect to the vehicle independently of each other, and wherein the on-board controller compares the received control- 'too* data records and processes the control data contained therein only if the received control-data records contain predetermined different memory identifiers and identical control data. a:
2. A system as claimed in claim 1, wherein the wayside equipment contains 20 two independent microcomputers with which the read-only memories are associated in such a way that each microcomputer has access to the same 0a stored control-data records, each microcomputer transmitting to the vehicle that t of the control-data records stored In the associated read-only memory which corresponds to the current signal aspect.
3. A system as claimed in claim 1 or 2, including two additional read-only .0.O memories containing control-data records assigned to the individual signal aspects, the control-data records stored In the additional read-only memories being also identical except for a memory Identifier, and wherein for each signal aspect to be transmitted, the wayside equipment transmits the associated control-data records contained in the first read-only memories and in the additional read-only memories to thp vehicle in a predetermined order, the on-board controller checking both the order of' arrival of the control-data re- cords with the aid of the transmitted memory identifiers and the identity of pairs of the control-data records from the first read-on. memories and from the additional read-only memories and processes said control-data records only if they arrived in the predetermined order and are identical in pairs and that if the control-data records from the first read-only memories differ from the control-data records from the additional read-only memories, the on-board con- troller will regard that control-data record as valid which is assigned to the more restrictive signal aspect. 4I. A system as claimed in claim 3, wherein the additional read-only memo- "o ries are disposed on a plug-in board in the wayside equipment and, to instal a speed restriction, are replaced with read-only memories which contain pre- prograned control-data records assigned to the speed restriction and are dis- posed on a different board of' the same kind. A system as claimed in claim 3, wherein the additional read-only memo- ries are formed by portions of' the first read-only memories, and wherein the additional read-only memories are accessed via conductor loops disposed on a 04wplug-in board in the wayside equipment, and in order to instal a -speed re- striationthe piug-in board can oe replaced with another plug-lIn board con- ~.taining, instead of the conductor loops, read-only memories which '3ontain pre-programmed control-data records assigned to the speed restriction. A system as claimed in any one of the preceding claim, wherein way- side signals each have an aspect encoder associated therewith which takes in- formation indicating the current signal aspect from the location cabinet controlling the respective signal, encodes said information, and transfers it over two channels to the wayside equipment on a fail-safe basis.
7. A system as claimed in any one of claims 1 to 5, wherein a data link is provided between the wayside equipment and a wayside control centre which is equipped with a fail-safe computer system, controls several wayside equip- ments, and transfers current signal aspects over the data link to the wayside equipment on a fail-safe basis.
8. A system as claimed in claim 2, wherein between the microcomputers of the wayside equipment and a wayside control centre equipped with a fail-safe computer system and controlling several wayside equipments, a data link is provided over which the wayside control centre transfers to the microcomputers of the wayside equipment both current signal aspects and modified or newly created control-data records on a fail-safe basis, and that the microcomputers of the wayside equipment are able to overwrite their associated read-only mem- ories with the modified or newly created control-data records by direction of the wayside control centre.
9. 9 A system as claimed in any one of claims 1 to 8, wherein an addi- S tional, like track-conductor loop is laid out, each of the track-conductor loops being assigned to one direction of travel and is activated by the way- side equipment only if a train movement is to take place in the assigned dl- S 'i rection and control information is to be transmitted for said direction. A system as claimed in any one of claims 1 to 8, wherein the track- conductor loop is crossed several times and in an unsymetrical distance pat- tern, the vehicle being equipped with a distance meter and a crossover OOO* detector, and wherein the on-board controller determines the direction of travel and the location of the beginning of the loop from the distances be- tween the crossovers.
11. A system for transmitting control information, substantially as herein described with reference to Figures 1 6 of the accompanying drawings. R^44 DATED THIS SEVENTEENTH DAY OF OCTOBER 1990 l 104 L, ALC EL SeL. AW-NGE LtcsePLLctPpT
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3935809 | 1989-10-27 | ||
| DE3935809A DE3935809A1 (en) | 1989-10-27 | 1989-10-27 | DEVICE FOR TRANSFERRING CONTROL INFORMATION TO A RAIL VEHICLE |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| AU6481690A AU6481690A (en) | 1991-05-02 |
| AU643709B2 true AU643709B2 (en) | 1993-11-25 |
Family
ID=6392357
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU64816/90A Ceased AU643709B2 (en) | 1989-10-27 | 1990-10-22 | System for transmitting control information to a train |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0424664B1 (en) |
| AT (1) | ATE110037T1 (en) |
| AU (1) | AU643709B2 (en) |
| DE (2) | DE3935809A1 (en) |
| ES (1) | ES2063221T3 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU672415B2 (en) * | 1992-08-13 | 1996-10-03 | Harmon Industries, Inc. | Train control system integrating dynamic and fixed data |
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|---|---|---|---|---|
| DE4132786A1 (en) * | 1991-10-02 | 1993-04-08 | Standard Elektrik Lorenz Ag | DEVICE FOR INDUCTIVE TRANSMISSION OF CONTROL INFORMATION TO RAIL VEHICLES |
| DE4436011B4 (en) * | 1994-10-08 | 2009-05-14 | Alcatel Sel Ag | System for controlling lane-bound vehicles with improved vehicle location |
| DE4444520A1 (en) * | 1994-11-30 | 1996-06-05 | Siemens Ag | Train control device |
| ATE211826T1 (en) * | 1995-03-29 | 2002-01-15 | Siemens Schweiz Ag | METHOD AND COMMUNICATION SYSTEM FOR DATA TRANSMISSION BETWEEN TWO STATIONS |
| DE59607113D1 (en) * | 1995-04-13 | 2001-07-26 | Siemens Schweiz Ag Zuerich | Data transmission method and device |
| DE10244115B4 (en) * | 2002-09-12 | 2004-12-16 | Siemens Ag | Device for data transmission, especially in rail traffic |
| EP1619102A1 (en) * | 2004-07-21 | 2006-01-25 | Nedtrain Consulting B.V. | Method and system for controlling a vehicle |
| DE102004059717A1 (en) * | 2004-12-08 | 2006-06-22 | Siemens Ag | Method and device for specifying a mode number |
| DE102004059719A1 (en) * | 2004-12-08 | 2006-06-29 | Siemens Ag | Method and device for assigning a slot number and / or configuration data to a module |
| US20100258682A1 (en) * | 2009-04-14 | 2010-10-14 | Jeffrey Michael Fries | System and method for interfacing wayside signal device with vehicle control system |
| RU2672822C1 (en) * | 2018-02-21 | 2018-11-19 | Общество с ограниченной ответственностью Научно-Производственный Центр "Промавтоматика" | Method and system of diagnostics of automatic blocking and train traffic control system |
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|---|---|---|---|---|
| DE1780093A1 (en) * | 1968-07-31 | 1972-01-13 | Licentia Gmbh | Device for determining the location of vehicles, in particular rail vehicles |
| BE758286A (en) * | 1969-11-03 | 1971-04-01 | British Railways Board | IMPROVEMENTS RELATING TO COMMUNICATION SYSTEMS BETWEEN A TRACK AND VEHICLES |
| FR2162093B1 (en) * | 1971-12-02 | 1977-04-08 | Hitachi Ltd | |
| DE2854252C2 (en) * | 1978-12-15 | 1984-05-30 | Siemens AG, 1000 Berlin und 8000 München | Device for transmitting route information to a receiving device on a vehicle |
| DE3126383C2 (en) * | 1981-07-03 | 1987-07-09 | Siemens AG, 1000 Berlin und 8000 München | Device for transferring data |
-
1989
- 1989-10-27 DE DE3935809A patent/DE3935809A1/en not_active Withdrawn
-
1990
- 1990-09-19 ES ES90117986T patent/ES2063221T3/en not_active Expired - Lifetime
- 1990-09-19 AT AT90117986T patent/ATE110037T1/en not_active IP Right Cessation
- 1990-09-19 DE DE59006831T patent/DE59006831D1/en not_active Expired - Lifetime
- 1990-09-19 EP EP90117986A patent/EP0424664B1/en not_active Expired - Lifetime
- 1990-10-22 AU AU64816/90A patent/AU643709B2/en not_active Ceased
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU672415B2 (en) * | 1992-08-13 | 1996-10-03 | Harmon Industries, Inc. | Train control system integrating dynamic and fixed data |
Also Published As
| Publication number | Publication date |
|---|---|
| EP0424664A3 (en) | 1991-11-27 |
| AU6481690A (en) | 1991-05-02 |
| DE59006831D1 (en) | 1994-09-22 |
| EP0424664A2 (en) | 1991-05-02 |
| ATE110037T1 (en) | 1994-09-15 |
| EP0424664B1 (en) | 1994-08-17 |
| ES2063221T3 (en) | 1995-01-01 |
| DE3935809A1 (en) | 1991-05-02 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MK14 | Patent ceased section 143(a) (annual fees not paid) or expired |