AU711784B2 - Method for braking and/or stopping a vehicle moving along a track, and apparatus intended for this purpose - Google Patents
Method for braking and/or stopping a vehicle moving along a track, and apparatus intended for this purpose Download PDFInfo
- Publication number
- AU711784B2 AU711784B2 AU70808/96A AU7080896A AU711784B2 AU 711784 B2 AU711784 B2 AU 711784B2 AU 70808/96 A AU70808/96 A AU 70808/96A AU 7080896 A AU7080896 A AU 7080896A AU 711784 B2 AU711784 B2 AU 711784B2
- Authority
- AU
- Australia
- Prior art keywords
- magnetic field
- unit
- vehicle
- track
- antenna
- 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.)
- Ceased
Links
Classifications
-
- 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
- B61L3/126—Constructional details
-
- 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
-
- 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
- B61L2003/123—French standard for inductive train protection, called "Contrôle de vitesse par balises" [KVB]
Abstract
A method for braking and/or stopping a vehicle travelling along a track, e.g. a railway track, by means of an apparatus that includes stationary equipment (1) attached to the track and provided with a magnetic field generating unit (A), as well as mobile equipment (3) including at least one antenna (5) preferably mounted on the underside of the vehicle for interaction with the generating unit (A). The antenna (5) beneath the vehicle is used to sense the time of entry into the magnetic field generated by said unit, and the time of exit therefrom, and the time taken by the vehicle to cross the magnetic field is used, along with the known length of the generating unit, to calculate the speed of the vehicle.
Description
WO 97/12796 PCT/BE96/00100 METHOD FOR BRAKING AND/OR STOPPING A VEHICLE MOVING ALONG A TRACK, AND APPARATUS INTENDED FOR THIS PURPOSE Subject of the invention The present invention relates to a method for braking and/or stopping a vehicle moving along a track of the railway type.
The present invention also relates to the apparatus intended for implementing the method mentioned above.
Prior art Railway traffic is traditionally controlled by signals fitted along the track. However, the responsibility of obeying the instructions given by the signalling apparatus primarily lies with the driver, even under possibly difficult conditions such as driving through fog, or snowfall, or into the sun, etc.
One known way of helping the driver is to arrange units along railway tracks in order to measure the speed of the vehicle. These units are arranged at fixed known intervals and transmit a signal. The vehicle uses an antenna to detect when it passes over the first unit and starts a timer, which is stopped on passing over a second unit. Knowing the distance between the two units and the time taken by the vehicle to cover this distance, it is easy to deduce the speed of the vehicle therefrom. It should nevertheless be noted that this speed is an average speed over the distance covered between the two units, rather than an instantaneous speed calculated at a single point.
Furthermore, the distance between these units may be modified by external factors such as weather conditions or poor positioning of these units.
This way of measuring speed is not generally considered to give sufficient accuracy.
a 2 DE-A-2,630,970 describes a method for monitoring railway traffic, allowing an instruction from a signalling light to be transmitted via a transmission device to a monitoring device arranged on the driving car.
In order to ensure a higher level of safety EP-A-0,252,199 proposes the provision of an apparatus for localized transmission of data between the track and the vehicle moving along it. This apparatus is composed, on the one hand, of stationary equipment fixed on the track and, on the other hand, of mobile equipment housed in the vehicle. The stationary equipment comprises a transmitter which transmits encoded track signal information using a generating unit, while the mobile equipment comprises a receiver connected to at least one reception antenna, preferably fixed underneath the vehicle so as to interact with the generating unit, as well as a computer for decoding and processing the information which is received. The apparatus also comprises a means for encoding the track signalling information, an active means for frequencymodulation generation of a magnetic field, a means for comparing the amplitude of the generated magnetic field with a threshold and a means for monitoring the frequency emitted using the generating unit. In this case, the means for comparing the amplitude of the generated magnetic field and the means for monitoring the transmission frequency are connected to a means for activating a safety signal, which may make it possible to initiate a safety measure on the track in the event of a fault. The unit used is an active unit which continuously transmits a message to be collected by the antenna on the vehicle and analysed by the vehicle.
In reality, the device described in EP-A- 0,252,199 is quite complex and expensive, and it is not necessary to have an apparatus as described if the instruction to be given is simply an instruction to brake and/or stop the vehicle moving along the track.
DE-A-2,648,383 describes an apparatus for measuring the speed of a vehicle, such as a motor car, by measuring a change in the induction created by a device which is in the form of a buried induction loop when the vehicle enters its field of influence.
Objects of the invention The object of the invention is to provide a method for braking and/or stopping a vehicle moving along a track of the railway type, which does not require complex apparatus and allows accurate measurement irrespective of external constraints such as weather conditions as well as allowing the units on the track to be positioned properly when maintenance is carried out on them.
A further object of the present invention is to provide an apparatus for implementing the method, which is based on a very small number of components and is therefore relatively inexpensive, and in particular in comparison with the system of equipment 15 described in EP-A-0,252,199, while having comparable reliability characteristics. oo** Main characteristics elements of the invention The present invention relates to a method for braking and/or stopping a vehicle moving along a track of the railway type, using an apparatus which conventionally 20 includes, on the one hand, stationary equipment which is fixed to the track and itself includes at least one unit generating a magnetic field, and on the other hand mobile equipment including at least one antenna preferably fixed underneath the vehicle so as to interact with the generating unit.
f.
25 According to the present invention, the method includes in using the antenna placed °i under the vehicle to detect the moment at which the magnetic field generated by the unit is entered, as well as the moment at which this field is exited, the time between these two moments being recorded by a suitable device, preferably on-board the vehicle.
The generating unit preferably generates a frequency-modulated magnetic field delivering indications from an encoder which is itself driven, for example, by a signalling light.
The length of the unit is furthermore calibrated. The unit may, if appropriate, send this information in encoded form in the message which it sends to the antenna on the vehicle.
Knowing the time which the vehicle takes to cross the magnetic field of influence and the length of the unit, it is easy to deduce the speed therefrom.
If the speed of the vehicle is greater, for example by than the allowed speed, action will be taken on the braking circuit.
Preferably, the moments when the magnetic field is entered and exited are not defined by a fixed threshold value of this field being crossed, but by the fact that a determined percentage of the maximum magnetic field received when passing over the corresponding unit is exceeded.
According to a preferred embodiment of the present invention, which also makes it possible to increase the reliability of the measurement yet further when the unit generates a modulated magnetic field, this measurement is taken in two steps, that is to say on the one hand when the magnetic field is a maximum, corresponding for example to the presence of bits having the value 1, and on the other hand when the magnetic field is a minimum, corresponding for example to the presence of bits having the value 0.
Depending on the application, it is then possible to choose either the greater of the two speeds which are determined, or to choose their average.
The present invention also relates to an apparatus for implementing the method, conventionally including, on the one hand, stationary equipment fixed to the track, including at least one unit for generating an optionally modulated magnetic field, and on the other hand mobile equipment, including at least one antenna fixed preferably underneath the vehicle so as to interact with the generating unit, the length of the generating unit being calibrated.
According to a preferred embodiment, the generating unit generates a magnetic field modulated on the basis of indications given to it by an encoder, itself connected to a signalling light.
Preferably, the unit is mounted between the two rails of a track, off-centre relative to the axis of the track. According to a preferred embodiment, this unit includes a sufficiently rigid single turn which forms a secondary winding of a magnetic-circuit transformer, into whose primary circuit the frequency-modulated current is injected.
Preferably, the primary winding is mounted inside the single turn, on an axis perpendicular to the plane of the said turn, this turn being fixed onto the track by *means of preferably S-shaped lugs.
20 Preferably, the reception antenna mounted underneath the vehicle is composed of two windings, one of which is wound in the left-hand direction and the other in the righthand direction.
**Brief description of the figures 25 Figure 1 represents a highly schematic view of a first embodiment of an 0 apparatus using a "halt unit".
Figure 2 represents a second embodiment of an apparatus, furthermore using a unit for monitoring speed.
Figure 3 represents a schematic view of the stationary equipment.
Figure 4 represents a schematic view of the mobile equipment.
Detailed description of several embodiments of the present invention The apparatus as represented in Figures 1 and 2, according to two preferred embodiments of the present invention, comprises on the one hand stationary equipment fixed to the track and optionally connected to a signalling or transmission means and on the other hand mobile equipment which is housed in the vehicle and connected to the braking circuit.
Figure 1 represents the first embodiment, in which a single unit is used. According to this embodiment, the function of the apparatus is simply to make the vehicle brake or possibly stop when the unit sends a halt message.
Figure 2 represents a second embodiment, in which another unit is used to monitor speed, this unit being commonly referred to as a "speed trap". In this case, when the vehicle passes over the first unit the apparatus makes it possible to check its speed and if appropriate operate the braking circuit if this speed exceeds the allowed speed by, for example, It should be noted that each unit (including unit A) then allows an independent speed check.
In order to obtain a precise measurement of the speed when passing over a unit, it is necessary to have exact knowledge of the length of the unit and the instances at which the magnetic field generated by the unit is entered and exited. The length of the unit may, for example, be indicated in encoded form in the message transmitted by this unit.
Determining the moments at which the magnetic field is entered and exited is much more difficult, because the nominal amplitude of the field received at the centre of the unit by the reception antenna varies very greatly with various factors, for example the supply voltage of the amplifier in the stationary equipment, the distance at which the unit lies, the height of the air gap between the unit and the reception antenna, which itself varies depending on the degree of wear which the wheels and rails have suffered, the possible lateral offset of the antenna/unit on bends, etc.
Using a single fixed threshold for the level received on-board would therefore lead to an exaggeration of the length of a unit from which a powerful signal is being received, and therefore to an underestimate of the speed at which this unit is passed.
It is particularly advantageous to determine the moments at which the magnetic field is entered and exited not by defining them by crossing a fixed threshold value for this field, but by the fact that a determined percentage of the maximum magnetic field received when passing over the unit in question is exceeded.
Another important cause of inaccuracy when determining the moments at which the magnetic field is entered and exited is due to the fact that the magnetic field received by the antenna is, according to a preferred embodiment, modulated by the message transmitted by the unit; even in the case of transmission which uses frequency modulation, the passband limitation which is necessary in order to meet legal transmission standards introduces an amplitude modulation which has the effect that the amplitude of the signal received, at a point along the unit, depends not only on the-abscissa of this point relative to the centre of the unit, but also on whether the bit in the message received at this instant has the value or This therefore entails a variation in the abscissa of the entry and exit points of the magnetic field depending on the instantaneous configuration of the received message.
According to this preferred embodiment, all of the processing relating to determining the speed is carried out twice: the maximum received magnetic field as well as the entry and exit moments relating, for example, to the presence of bits with value are first determined, and a first speed is deduced therefrom; the received magnetic field as well as the entry and exit moments relating to the presence of bits with value are then determined, and a second speed is deduced therefrom.
Depending on the application, it will then, for example, be possible to choose the greater of the two speeds which have been determined, or alternatively their average.
Figure 3 more particularly represents a unit used in the track equipment. This unit, which has to generate a calibrated magnetic field, consists of a single stainless-steel turn with a length of about 150 cm and a width of 30 cm, forming the secondary circuit of a magnetic-circuit transformer, into the primary circuit of which a modulated current is injected continuously. It should be noted that the length of the turn is tailored to the duration of the message transmitted from the track to the train, as well as to the maximum line speed.
The primary winding is advantageously mounted on an axis arranged inside the single turn, perpendicular to the plane of the latter. The sufficiently rigid single turn is measured between the rails, using two opposing S-shaped lugs. The primary circuit is advantageously cast in a housing fixed under the fastening lug.
It should also be noted that the unit is mounted between the two rails, and is off-centre relative to the axis of the track, so as to define the direction of travel.
A control circuit sends the voltage level for operating a relay referred to as KTBL with default/safety-type logic output if a sufficient magnetic field at the correct frequency is generated by the turn.
This KTBL relay can also be used to detect immediately if a fault occurs in the unit or the encoder.
The information transmitted to the vehicle by the signalling unit is generated using an encoder arranged close to the unit, this encoder being connected to the signalling lamps via a current transformer, and if appropriate giving information regarding the signalling display. The interface with the signalling system may also be produced by using a link to the encoder either with the aid of signalling logic of the default/safety-relay type, or using a "trackside functional module" (TFM) of the "solid state interlocking" (SSI) type.
Figure 4 represents the mobile equipment. This mobile equipment comprises at least one external reception antenna which is fixed underneath the vehicle and is offset relative to the axis of the track, seen in the forward direction. The reception antenna advantageously consists of a winding wound in the left-hand direction and a winding wound in the right-hand direction, which are mounted inside one another on the same axis. Furthermore, this arrangement more particularly makes it possible to reject the generating units corresponding to the opposite direction of travel or to parallel tracks. This particular antenna arrangement therefore makes it possible to select the appropriate generating unit with complete reliability. This is because the magnetic fluxes picked up by the left-handed and right-handed windings of an antenna are matched in terms of phase when the appropriate generating unit passes underneath the antenna. Conversely, if a spurious unit belonging to a parallel track or the other direction of travel of the vehicle is sensed by the abovementioned antenna, its two windings will pick up magnetic fluxes with the same orientation, and the signals received by the said opposing windings will consequently be in phase opposition. This makes it possible for the mobile a a device to select the appropriate units with complete reliability.
It is sufficient to have a single antenna onboard the vehicle, and this antenna will preferably be installed under the driving car. In the case of twodirectional rolling stock, one antenna is installed at each end of the train, each antenna then being associated with one direction of travel.
When the vehicle passes over a unit, a transmission is made by frequency-modulation of the magnetic field radiated by the unit, tuned to 100 kHz.
Claims (7)
1. Method for braking and/or stopping a vehicle moving along a track of the railway type, using an apparatus which includes, on the one hand, stationary equipment which is fixed to the track and itself includes at least one unit generating a magnetic field, and on the other hand mobile equipment including at least one antenna preferably fixed underneath the vehicle so as to interact with the generating unit, characterized in that the antenna placed under the vehicle is used to detect the moment at which the magnetic field generated by the unit is entered, as well as the moment at which this field is exited, and in that the time taken by the vehicle to cross the field of magnetic influence is deduced therefrom, so that the speed of the vehicle can be calculated if the length of the unit is known. *ii Method according to Claim 1, characterized in that action is then taken on the brake circuit according to the information given regarding the speed of the vehicle.
3. Method according to Claim 2, characterized in that the generating unit generates a magnetic field modulated on the basis of indications given to it by an encoder, itself connected to a signalling light. o* 20 4. Method according to Claim 3, characterized in that the generating unit transmits the information defining its length in encoded form to the antenna.
5. Method according to any one of the preceding claims, characterized in that the moments at which the magnetic field is entered and exited are defined by a fixed percentage of the maximum magnetic field received when passing over the corresponding unit.
6. Method according to any one of the preceding claims, characterized in that the magnetic field is measured in two steps when the unit generates a modulated magnetic field, on the one hand when the magnetic field is a maximum, corresponding for example to the presence of bits having the value 1, and on the other hand when the 1 magnetic field is a minimum, corresponding for example to the presence of bits having the value 0.
7. Apparatus implementing the method according to any one of the preceding claims, including on the one hand, stationary equipment which is fixed to the track and itself includes at least one unit generating a magnetic field and on the other hand mobile equipment including at least one antenna fixed preferably underneath the vehicle so as to interact with the generating unit, and also including a control circuit which sends the voltage level for operating a relay with default/safety-type logic output if a sufficient magnetic field at the correct frequency is generated by the generating unit. S: 8. Apparatus according to Claim 7, characterized in that the unit is mounted 9*9* between the two rails of a track, off-centre relative to the axis of the track. 9 9
9. Apparatus according to Claim 7 or 8, characterized in that the unit consists of a sufficiently rigid single turn which forms the secondary winding of a magnetic-circuit transformer, into whose primary circuit the frequency-modulated current is injected. 9999 20 10. Apparatus according to Claim 9, characterized in that the primary circuit is Smounted inside the single turn, on an axis perpendicular to the plane of the said turn, this turn being fixed onto the track by means of S-shaped lugs. S11. Apparatus according to any one of Claims 7 to 10, characterized in that a signalling or transmission means uses an encoder to send information relating to the signalling display. 13
12. Apparatus according to any one of Claims 7 to 11, characterized in that the reception antenna mounted underneath the vehicle, so as to interact with the units, is composed of two windings, one of which is wound in the left-hand direction and the other in the right-hand direction. Dated this 2 8 th day of July 1999 GEC ALSTHOM ACEC TRANSPORT S.A. By their Patent Attorneys HALFORD CO. e* S o.00
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| BE9500813 | 1995-09-29 | ||
| BE9500813A BE1009635A4 (en) | 1995-09-29 | 1995-09-29 | Device for enabling off and / or brake of a moving vehicle on track. |
| PCT/BE1996/000100 WO1997012796A1 (en) | 1995-09-29 | 1996-09-25 | Method for braking and/or stopping a vehicle travelling along a track, and apparatus therefor |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| AU7080896A AU7080896A (en) | 1997-04-28 |
| AU711784B2 true AU711784B2 (en) | 1999-10-21 |
Family
ID=3889210
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU70808/96A Ceased AU711784B2 (en) | 1995-09-29 | 1996-09-25 | Method for braking and/or stopping a vehicle moving along a track, and apparatus intended for this purpose |
Country Status (20)
| Country | Link |
|---|---|
| EP (1) | EP0857132B1 (en) |
| CN (1) | CN1198135A (en) |
| AT (1) | ATE208720T1 (en) |
| AU (1) | AU711784B2 (en) |
| BE (1) | BE1009635A4 (en) |
| BG (1) | BG62391B1 (en) |
| BR (1) | BR9610741A (en) |
| CZ (1) | CZ63298A3 (en) |
| DE (1) | DE69617034T2 (en) |
| DK (1) | DK0857132T3 (en) |
| EE (1) | EE03673B1 (en) |
| ES (1) | ES2165522T3 (en) |
| GE (1) | GEP20002263B (en) |
| HU (1) | HUP9802737A3 (en) |
| PL (1) | PL182532B1 (en) |
| PT (1) | PT857132E (en) |
| SK (1) | SK34098A3 (en) |
| TR (1) | TR199800507T2 (en) |
| UA (1) | UA29521C2 (en) |
| WO (1) | WO1997012796A1 (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1048545A1 (en) * | 1999-04-30 | 2000-11-02 | Alstom Belgium S.A. | Rail vehicle speed measurement method and installation therefor |
| EP1232926B1 (en) * | 2001-02-14 | 2005-11-23 | Siemens Schweiz AG | Train safety system |
| WO2003006299A2 (en) * | 2001-07-12 | 2003-01-23 | Ivo Van Ginderachter | Transportation system for passengers and goods or containers |
| CN101209713B (en) * | 2006-12-31 | 2010-09-08 | 姬云东 | Rail vehicle controllable permanent magnetic slide-proof device |
| ES2342329T3 (en) * | 2007-11-28 | 2010-07-05 | Bombardier Transportation Gmbh | SYSTEM FOR DETECTION OF THE POSITION OF RAILWAYS. |
| FR2949412B1 (en) * | 2009-09-02 | 2011-10-21 | Alstom Transport Sa | RAIL SAFETY INSTALLATION AND ASSOCIATED METHOD |
| FR2990070B1 (en) * | 2012-04-25 | 2015-08-07 | Sncf | DEVICE AND SYSTEM FOR EXCHANGING A SIGNAL WITH FUNCTIONAL EQUIPMENT |
| DE102013220868A1 (en) * | 2013-10-15 | 2015-04-30 | Siemens Aktiengesellschaft | Eurobalise vehicle device and method of operating a Eurobalier vehicle device |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2630970A1 (en) * | 1976-07-08 | 1978-01-12 | Licentia Gmbh | Railway track signalling and emergency braking system - has track transmitter linked with visual signals to initiate emergency braking |
| DE2648383A1 (en) * | 1976-10-26 | 1978-04-27 | Volkswagenwerk Ag | Inductive loop system for road vehicle speed measurements - detects duration of inductance change as function of velocity of vehicle using road |
| EP0252199A1 (en) * | 1986-06-24 | 1988-01-13 | S.A. Acec Transport | Installation for the point-to-point transmission of data between a track and a vehicle passing over it |
-
1995
- 1995-09-29 BE BE9500813A patent/BE1009635A4/en not_active IP Right Cessation
-
1996
- 1996-09-25 UA UA98031518A patent/UA29521C2/en unknown
- 1996-09-25 AU AU70808/96A patent/AU711784B2/en not_active Ceased
- 1996-09-25 SK SK340-98A patent/SK34098A3/en unknown
- 1996-09-25 GE GEAP19964212A patent/GEP20002263B/en unknown
- 1996-09-25 DK DK96931693T patent/DK0857132T3/en active
- 1996-09-25 CN CN96197301A patent/CN1198135A/en active Pending
- 1996-09-25 WO PCT/BE1996/000100 patent/WO1997012796A1/en not_active Application Discontinuation
- 1996-09-25 PT PT96931693T patent/PT857132E/en unknown
- 1996-09-25 HU HU9802737A patent/HUP9802737A3/en unknown
- 1996-09-25 EP EP96931693A patent/EP0857132B1/en not_active Expired - Lifetime
- 1996-09-25 AT AT96931693T patent/ATE208720T1/en not_active IP Right Cessation
- 1996-09-25 BR BR9610741A patent/BR9610741A/en not_active Application Discontinuation
- 1996-09-25 PL PL96325997A patent/PL182532B1/en unknown
- 1996-09-25 ES ES96931693T patent/ES2165522T3/en not_active Expired - Lifetime
- 1996-09-25 CZ CZ98632A patent/CZ63298A3/en unknown
- 1996-09-25 DE DE69617034T patent/DE69617034T2/en not_active Expired - Fee Related
- 1996-09-25 TR TR1998/00507T patent/TR199800507T2/en unknown
- 1996-09-25 EE EE9800093A patent/EE03673B1/en not_active IP Right Cessation
-
1998
- 1998-03-17 BG BG102330A patent/BG62391B1/en unknown
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2630970A1 (en) * | 1976-07-08 | 1978-01-12 | Licentia Gmbh | Railway track signalling and emergency braking system - has track transmitter linked with visual signals to initiate emergency braking |
| DE2648383A1 (en) * | 1976-10-26 | 1978-04-27 | Volkswagenwerk Ag | Inductive loop system for road vehicle speed measurements - detects duration of inductance change as function of velocity of vehicle using road |
| EP0252199A1 (en) * | 1986-06-24 | 1988-01-13 | S.A. Acec Transport | Installation for the point-to-point transmission of data between a track and a vehicle passing over it |
Also Published As
| Publication number | Publication date |
|---|---|
| EP0857132B1 (en) | 2001-11-14 |
| WO1997012796A1 (en) | 1997-04-10 |
| SK34098A3 (en) | 1998-11-04 |
| BG102330A (en) | 1998-11-30 |
| PT857132E (en) | 2002-05-31 |
| HUP9802737A3 (en) | 2001-10-29 |
| EE03673B1 (en) | 2002-04-15 |
| PL325997A1 (en) | 1998-08-17 |
| BR9610741A (en) | 1999-07-13 |
| CZ63298A3 (en) | 1998-08-12 |
| CN1198135A (en) | 1998-11-04 |
| BE1009635A4 (en) | 1997-06-03 |
| DE69617034T2 (en) | 2002-07-04 |
| AU7080896A (en) | 1997-04-28 |
| EE9800093A (en) | 1998-10-15 |
| GEP20002263B (en) | 2000-10-25 |
| ES2165522T3 (en) | 2002-03-16 |
| DK0857132T3 (en) | 2002-03-11 |
| DE69617034D1 (en) | 2001-12-20 |
| HUP9802737A2 (en) | 1999-03-29 |
| EP0857132A1 (en) | 1998-08-12 |
| ATE208720T1 (en) | 2001-11-15 |
| PL182532B1 (en) | 2002-01-31 |
| BG62391B1 (en) | 1999-10-29 |
| UA29521C2 (en) | 2000-11-15 |
| TR199800507T2 (en) | 1998-07-21 |
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| Date | Code | Title | Description |
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| MK14 | Patent ceased section 143(a) (annual fees not paid) or expired |