CA3176003A1 - System and method for monitoring a train - Google Patents
System and method for monitoring a trainInfo
- Publication number
- CA3176003A1 CA3176003A1 CA3176003A CA3176003A CA3176003A1 CA 3176003 A1 CA3176003 A1 CA 3176003A1 CA 3176003 A CA3176003 A CA 3176003A CA 3176003 A CA3176003 A CA 3176003A CA 3176003 A1 CA3176003 A1 CA 3176003A1
- Authority
- CA
- Canada
- Prior art keywords
- frequency
- signal
- signal data
- train
- unit
- 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.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 22
- 238000012544 monitoring process Methods 0.000 title claims abstract description 18
- 238000011156 evaluation Methods 0.000 claims abstract description 40
- 230000005540 biological transmission Effects 0.000 claims description 7
- 101000879675 Streptomyces lavendulae Subtilisin inhibitor-like protein 4 Proteins 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 230000002123 temporal effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0027—Radio-based, e.g. using GSM-R
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0072—On-board train data handling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0081—On-board diagnosis or maintenance
-
- 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 trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
-
- 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 trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
- G01S19/01—Satellite radio beacon positioning systems transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
- G01S19/03—Cooperating elements; Interaction or communication between different cooperating elements or between cooperating elements and receivers
- G01S19/09—Cooperating elements; Interaction or communication between different cooperating elements or between cooperating elements and receivers providing processing capability normally carried out by the receiver
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
- G01S19/01—Satellite radio beacon positioning systems transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
- G01S19/03—Cooperating elements; Interaction or communication between different cooperating elements or between cooperating elements and receivers
- G01S19/10—Cooperating elements; Interaction or communication between different cooperating elements or between cooperating elements and receivers providing dedicated supplementary positioning signals
- G01S19/11—Cooperating elements; Interaction or communication between different cooperating elements or between cooperating elements and receivers providing dedicated supplementary positioning signals wherein the cooperating elements are pseudolites or satellite radio beacon positioning system signal repeaters
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
- G01S19/01—Satellite radio beacon positioning systems transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
- G01S19/13—Receivers
- G01S19/14—Receivers specially adapted for specific applications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
- G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
- G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
- G01S19/42—Determining position
-
- 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. global positioning system [GPS]
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
- G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
- G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
- G01S19/42—Determining position
- G01S19/50—Determining position whereby the position solution is constrained to lie upon a particular curve or surface, e.g. for locomotives on railway tracks
Landscapes
- Engineering & Computer Science (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Mechanical Engineering (AREA)
- Computer Networks & Wireless Communication (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Health & Medical Sciences (AREA)
- Biomedical Technology (AREA)
- General Health & Medical Sciences (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention relates to a system for monitoring a train (10) having a first signal unit (12) at a first train end (E1) and a second signal unit (14) at a second train end (E2), wherein the first signal unit (12) comprises a first receiver unit (12.1) which is designed to receive first signal data from a location system (18) on at least one first frequency (f1). The system further comprises an evaluation unit (16) which is designed to determine position data of the first receiver unit (12.1) from the first signal data. The second signal unit (14) comprises a second receiver unit (14.1) which is designed to receive second signal data from a location system (18) on the at least one first frequency (f1). The second signal unit (14) has a first frequency converter (14.2) which is designed to covert the second signal data to at least one second frequency and to transmit on the at least one second frequency. The first receiver unit (12.1) is designed to receive the second signal data on the at least one second frequency. The evaluation unit (16) is designed to determine position data of the second receiver unit (14.1) from the second signal data. The invention further relates to a method for monitoring a train (10).
Description
System and method for monitoring a train Background of the invention The invention relates to a system for monitoring a train. The system comprises a first signal unit at a first end of the train and a second signal unit at a second end of the train. The first signal unit has a first receiving unit which is configured to receive first signal data from a tracking system. The second signal unit has a second receiving unit which is configured to receive second signal data from the tracking system. The invention also relates to a method for monitoring a train.
Such a system is known from CN107336723, for example.
For reasons of safety in a rail-based traffic system with trains, the trains running on the rails are monitored. Monitoring includes, in particular, detecting train integrity in order to avoid individual or several cars of the train being decoupled from the rest of the train and, for example, causing hazards on the railway line.
CN107336723 describes a system for detecting train integrity, in which the position of a first end of the train is determined via a satellite navigation system arranged at the first end of the train. The position of a second end of the train is determined via a satellite navigation system arranged at the second end of the train. Both ends of the train evaluate the satellite data received and determine position data, which are then transmitted to the other end of the train via wireless communication. This method requires a large amount of hardware at both ends of the train.
It is the object of the invention to provide an improved system and an improved method for monitoring a train.
Such a system is known from CN107336723, for example.
For reasons of safety in a rail-based traffic system with trains, the trains running on the rails are monitored. Monitoring includes, in particular, detecting train integrity in order to avoid individual or several cars of the train being decoupled from the rest of the train and, for example, causing hazards on the railway line.
CN107336723 describes a system for detecting train integrity, in which the position of a first end of the train is determined via a satellite navigation system arranged at the first end of the train. The position of a second end of the train is determined via a satellite navigation system arranged at the second end of the train. Both ends of the train evaluate the satellite data received and determine position data, which are then transmitted to the other end of the train via wireless communication. This method requires a large amount of hardware at both ends of the train.
It is the object of the invention to provide an improved system and an improved method for monitoring a train.
- 2 -This object is achieved by a system according to claim 1 and a method according to claim 9. The dependent claims specify advantageous embodiments of the invention.
The system for monitoring a train has a first signal unit with a first receiving unit at a first end of the train and a second signal unit with a second receiving unit at a second end of the train. The first receiving unit is designed to receive first signal data from a tracking system on at least one first frequency. The first receiving unit preferably receives the first signal data from the tracking system on a first group of first frequencies. Within the scope of the invention, a "group of frequencies" is to be understood as one or more frequencies. The second receiving unit is designed to receive second signal data from the tracking system on the at least one first frequency. The second receiving unit preferably receives the first signal data from the tracking system on a second group of first frequencies.
The system also comprises an evaluation unit, which is designed to determine the position data of the first receiving unit from the first signal data.
According to the invention, the second signal unit has a first frequency converter which is designed to convert the second signal data to at least one second frequency and to transmit said second signal data on the at least one second frequency. The first frequency converter is preferably designed to convert the second signal data from the second group of first frequencies to a group of second frequencies and to transmit said second signal data on this group of second frequencies.
According to the invention, the first receiving unit is designed to receive the second signal data on the at least one second frequency. The first receiving unit is preferably designed to receive the second signal data on the group of second frequencies.
According to the invention, the evaluation unit is further designed to determine the position data of the second receiving unit from the second signal data. The evaluation unit receives the required data from the first signal unit. For this purpose, the first signal unit preferably transmits the second
The system for monitoring a train has a first signal unit with a first receiving unit at a first end of the train and a second signal unit with a second receiving unit at a second end of the train. The first receiving unit is designed to receive first signal data from a tracking system on at least one first frequency. The first receiving unit preferably receives the first signal data from the tracking system on a first group of first frequencies. Within the scope of the invention, a "group of frequencies" is to be understood as one or more frequencies. The second receiving unit is designed to receive second signal data from the tracking system on the at least one first frequency. The second receiving unit preferably receives the first signal data from the tracking system on a second group of first frequencies.
The system also comprises an evaluation unit, which is designed to determine the position data of the first receiving unit from the first signal data.
According to the invention, the second signal unit has a first frequency converter which is designed to convert the second signal data to at least one second frequency and to transmit said second signal data on the at least one second frequency. The first frequency converter is preferably designed to convert the second signal data from the second group of first frequencies to a group of second frequencies and to transmit said second signal data on this group of second frequencies.
According to the invention, the first receiving unit is designed to receive the second signal data on the at least one second frequency. The first receiving unit is preferably designed to receive the second signal data on the group of second frequencies.
According to the invention, the evaluation unit is further designed to determine the position data of the second receiving unit from the second signal data. The evaluation unit receives the required data from the first signal unit. For this purpose, the first signal unit preferably transmits the second
- 3 -signal data to the evaluation unit. The evaluation unit can be located anywhere in the train, but preferably at the first end of the train. The first end of the train is preferably the head of the train, where, for example, the engine is located. It is also possible that the evaluation unit is part of the first signal unit.
The second signal unit at the second end of the train preferably does not comprise an evaluation unit. It is therefore preferably only configured to receive and convert signal data.
An example of a tracking system is a global satellite tracking system such as GPS, GLONASS, GALILEO or BEIDOU. The satellites use signal data to communicate their current position and the exact time. Signal data therefore include information relating to the position of the satellite and the time at which the satellite was at the corresponding position. So that position data can be determined, a receiving unit should receive signal data from, for example, at least three satellites simultaneously. In the evaluation unit, signal transit times are determined from the first signal data of the at least three or preferably four or more satellites and the current position of the first receiving unit in the train is determined therefrom. The signal transit time is the transit time of the first signal data from the satellite to the first receiving unit.
The first group of first frequencies are those first frequencies on which the satellites transmit the first signal data¨preferably a different first frequency per satellite¨and which are received by the first receiving unit.
So that the position data of the second receiving unit can be determined, the second receiving unit should receive signal data from, for example, at least three satellites simultaneously. In the evaluation unit, signal transit times are determined from the second signal data of the at least three or preferably four or more satellites and the current position of the second receiving unit in the train is determined therefrom. The signal transit time is the transit time of the second signal data from the satellite to the second receiving unit. The second group of first frequencies are those first frequencies on which the satellites transmit the second signal data¨preferably a different first frequency per satellite¨and which are received by the second receiving unit. The first group
The second signal unit at the second end of the train preferably does not comprise an evaluation unit. It is therefore preferably only configured to receive and convert signal data.
An example of a tracking system is a global satellite tracking system such as GPS, GLONASS, GALILEO or BEIDOU. The satellites use signal data to communicate their current position and the exact time. Signal data therefore include information relating to the position of the satellite and the time at which the satellite was at the corresponding position. So that position data can be determined, a receiving unit should receive signal data from, for example, at least three satellites simultaneously. In the evaluation unit, signal transit times are determined from the first signal data of the at least three or preferably four or more satellites and the current position of the first receiving unit in the train is determined therefrom. The signal transit time is the transit time of the first signal data from the satellite to the first receiving unit.
The first group of first frequencies are those first frequencies on which the satellites transmit the first signal data¨preferably a different first frequency per satellite¨and which are received by the first receiving unit.
So that the position data of the second receiving unit can be determined, the second receiving unit should receive signal data from, for example, at least three satellites simultaneously. In the evaluation unit, signal transit times are determined from the second signal data of the at least three or preferably four or more satellites and the current position of the second receiving unit in the train is determined therefrom. The signal transit time is the transit time of the second signal data from the satellite to the second receiving unit. The second group of first frequencies are those first frequencies on which the satellites transmit the second signal data¨preferably a different first frequency per satellite¨and which are received by the second receiving unit. The first group
- 4 -of first frequencies and the second group of first frequencies can overlap, i.e., have an intersection of first frequencies. This means that there can be first frequencies which are contained in the first group of first frequencies and are simultaneously contained in the second group of first frequencies.
The receiving units can be equipped with an autonomous power supply. A
radio direction finding system, for example, is also possible as a tracking system.
The at least one first and the at least one second frequency differ from one another. The group of second frequencies is preferably disjoint from the first group of first frequencies and disjoint from the second group of first frequencies, i.e., there are no frequencies belonging to both the first and second frequencies. In other words, this means that the first frequency converter converts the at least one first frequency on which the second receiving unit has received the second signal data to the at least one second frequency, wherein the at least one second frequency differs from the first frequencies on which the second signal data or the first signal data are received. The at least one second frequency or the group of second frequencies therefore differ(s) from the frequencies that are used by the tracking system. This allows the evaluation unit to distinguish the first signal data from the second signal data. This in turn allows the processing of both sets of signal data within the same evaluation unit, so that only one evaluation unit has to be provided in the train. In this way, hardware savings and greater cost efficiency are achieved.
The transmission of the second signal data on the at least one second frequency is preferably carried out analogously. This offers the advantage of fast transmission without additional computing time for analog-digital conversion. This allows an implementation that is both energy-efficient and cost-efficient.
In one embodiment, the first signal unit has a second frequency converter.
The second frequency converter is designed to convert the second signal data from the at least one second frequency to the at least one first frequency.
The
The receiving units can be equipped with an autonomous power supply. A
radio direction finding system, for example, is also possible as a tracking system.
The at least one first and the at least one second frequency differ from one another. The group of second frequencies is preferably disjoint from the first group of first frequencies and disjoint from the second group of first frequencies, i.e., there are no frequencies belonging to both the first and second frequencies. In other words, this means that the first frequency converter converts the at least one first frequency on which the second receiving unit has received the second signal data to the at least one second frequency, wherein the at least one second frequency differs from the first frequencies on which the second signal data or the first signal data are received. The at least one second frequency or the group of second frequencies therefore differ(s) from the frequencies that are used by the tracking system. This allows the evaluation unit to distinguish the first signal data from the second signal data. This in turn allows the processing of both sets of signal data within the same evaluation unit, so that only one evaluation unit has to be provided in the train. In this way, hardware savings and greater cost efficiency are achieved.
The transmission of the second signal data on the at least one second frequency is preferably carried out analogously. This offers the advantage of fast transmission without additional computing time for analog-digital conversion. This allows an implementation that is both energy-efficient and cost-efficient.
In one embodiment, the first signal unit has a second frequency converter.
The second frequency converter is designed to convert the second signal data from the at least one second frequency to the at least one first frequency.
The
- 5 -frequency converter is preferably designed to convert the second signal data from the group of second frequencies to a group of first frequencies. This has the advantage that the second signal data can then be processed in exactly the same way as the first signal data.
In one embodiment, the second signal unit is designed to convert the second signal data to at least one third frequency and to transmit said second signal data on the at least one third frequency. The second signal unit is preferably designed to convert the second signal data to a group of third frequencies.
The first receiving unit is preferably designed to receive the second signal data on the group of third frequencies. The second signal data received at the second end of the train can thus be transmitted to the first end of the train on two different frequencies or two different frequency groups. This increases the fail-safe performance and reliability of the system.
The first frequency converter or a third frequency converter can be provided to convert the second signal data to the at least one third frequency. The third frequency converter is preferably arranged in the second signal unit.
In one embodiment, the evaluation unit is designed to use the second signal data received via the at least one second frequency and/or the second signal data received via the at least one third frequency to determine the position data of the second receiving unit. This can improve the fail-safe performance and/or the reliability of the system.
In one embodiment, the evaluation unit is designed to use position data of the first receiving unit at the first end of the train and the second receiving unit at the second end of the train to determine the length of the train and/or train integrity. The length and train integrity are important properties of the train that must be monitored for rail traffic safety purposes. It is important to determine the length of the train, for example, to determine whether a track section is already cleared or is still occupied by the rear cars of a train, for example.
In one embodiment, the second signal unit is designed to convert the second signal data to at least one third frequency and to transmit said second signal data on the at least one third frequency. The second signal unit is preferably designed to convert the second signal data to a group of third frequencies.
The first receiving unit is preferably designed to receive the second signal data on the group of third frequencies. The second signal data received at the second end of the train can thus be transmitted to the first end of the train on two different frequencies or two different frequency groups. This increases the fail-safe performance and reliability of the system.
The first frequency converter or a third frequency converter can be provided to convert the second signal data to the at least one third frequency. The third frequency converter is preferably arranged in the second signal unit.
In one embodiment, the evaluation unit is designed to use the second signal data received via the at least one second frequency and/or the second signal data received via the at least one third frequency to determine the position data of the second receiving unit. This can improve the fail-safe performance and/or the reliability of the system.
In one embodiment, the evaluation unit is designed to use position data of the first receiving unit at the first end of the train and the second receiving unit at the second end of the train to determine the length of the train and/or train integrity. The length and train integrity are important properties of the train that must be monitored for rail traffic safety purposes. It is important to determine the length of the train, for example, to determine whether a track section is already cleared or is still occupied by the rear cars of a train, for example.
- 6 -In one embodiment, further signal units with further receiving units and further frequency converters are arranged in the train. The further receiving units are configured to receive further signal data from the tracking system on the at least one first frequency. The further frequency converters are configured to convert the further signal data to further frequencies and to transmit said further signal data on the further frequencies. Different receiving units receive the further signal data on the at least one first frequency or on groups of first frequencies. The different frequency converters convert the further signal data from the at least one first frequency to different further frequencies. The different frequency converters preferably convert the further signal data from the group of first frequencies to groups of different further frequencies. The various signal units are preferably arranged in different cars of the train. This allows the position data from other cars to be determined.
These measures can further improve the reliability and/or the precision of the system.
The first receiving unit is preferably designed to receive the further signal data on the further frequencies. The evaluation unit is preferably designed to determine the position data of the further receiving units from the further signal data. The determined position data are then preferably used to determine the length of the train and/or train integrity.
In one embodiment, the first receiving unit has further frequency converters which are designed to convert the further signal data from the further frequencies to the first frequency. The further signal data are preferably converted from groups of further frequencies to groups of first frequencies.
The first, second, third and further frequency converters can each be combined in frequency converter modules individually, in pairs or in groups.
A method for monitoring a train comprises the following steps:
a. Receiving the first signal data from a tracking system on at least one first frequency by means of a first receiving unit of a first signal unit at a first end of the train;
b. Determining the position data of the first receiving unit from the first signal data in an evaluation unit of the train;
These measures can further improve the reliability and/or the precision of the system.
The first receiving unit is preferably designed to receive the further signal data on the further frequencies. The evaluation unit is preferably designed to determine the position data of the further receiving units from the further signal data. The determined position data are then preferably used to determine the length of the train and/or train integrity.
In one embodiment, the first receiving unit has further frequency converters which are designed to convert the further signal data from the further frequencies to the first frequency. The further signal data are preferably converted from groups of further frequencies to groups of first frequencies.
The first, second, third and further frequency converters can each be combined in frequency converter modules individually, in pairs or in groups.
A method for monitoring a train comprises the following steps:
a. Receiving the first signal data from a tracking system on at least one first frequency by means of a first receiving unit of a first signal unit at a first end of the train;
b. Determining the position data of the first receiving unit from the first signal data in an evaluation unit of the train;
- 7 -c. Receiving the second signal data from a tracking system on the at least one first frequency by means of a second receiving unit of a second signal unit at the second end of the train;
d. Determining the position data of the second receiving unit from the second signal data.
According to the invention, the second signal data are converted to at least one second frequency by a first frequency converter of the second signal unit at the second end of the train and transmitted on the at least one second frequency by the second signal unit at the second end of the train. The transmission of the second signal data on the at least one second frequency is preferably carried out analogously. The second signal data are received by the first signal unit at the first end of the train. The position data of the second receiving unit are determined in step d by means of the evaluation unit.
Frequency-shifted signal data are transmitted between the ends of the train, from which the position data are determined in a further step. The position data are not transmitted between the signal units and the ends of the train.
The evaluation unit can be located anywhere in the train. It has a data connection with the first signal unit. The evaluation unit is preferably located at the first end of the train; more preferably, the evaluation unit is part of the first signal unit.
In one embodiment, the second signal data are converted from the at least one second frequency to the at least one first frequency by a second frequency converter in the first signal unit at the first end of the train.
Thereafter, the first signal unit can receive the second signal data in the same way as the first signal data.
The method is preferably carried out by a previously described system for monitoring a train.
In one embodiment, the second signal data are converted to at least one third frequency in the second signal unit at the second end of the train and transmitted on the at least one third frequency. This makes it possible to
d. Determining the position data of the second receiving unit from the second signal data.
According to the invention, the second signal data are converted to at least one second frequency by a first frequency converter of the second signal unit at the second end of the train and transmitted on the at least one second frequency by the second signal unit at the second end of the train. The transmission of the second signal data on the at least one second frequency is preferably carried out analogously. The second signal data are received by the first signal unit at the first end of the train. The position data of the second receiving unit are determined in step d by means of the evaluation unit.
Frequency-shifted signal data are transmitted between the ends of the train, from which the position data are determined in a further step. The position data are not transmitted between the signal units and the ends of the train.
The evaluation unit can be located anywhere in the train. It has a data connection with the first signal unit. The evaluation unit is preferably located at the first end of the train; more preferably, the evaluation unit is part of the first signal unit.
In one embodiment, the second signal data are converted from the at least one second frequency to the at least one first frequency by a second frequency converter in the first signal unit at the first end of the train.
Thereafter, the first signal unit can receive the second signal data in the same way as the first signal data.
The method is preferably carried out by a previously described system for monitoring a train.
In one embodiment, the second signal data are converted to at least one third frequency in the second signal unit at the second end of the train and transmitted on the at least one third frequency. This makes it possible to
- 8 -create redundancy, since the second signal data can be transmitted via the at least one second frequency and the at least one third frequency. The second signal data are preferably transmitted on the at least one second frequency and on the at least one third frequency via mutually independent transmission units. This ensures that the two redundant transmission paths are independent. In order to increase safety even further, in a preferred variant the second signal data are received on the at least one second frequency and on the at least one third frequency via mutually independent receiving units in the first signal unit.
In one embodiment, the second signal data that were received via the at least one second frequency and/or via the at least one third frequency are used to determine the position data of the second receiving unit. For example, the position data of the second receiving unit can be determined from the two sets of second signal data and then compared with one another. The position data are only used to monitor the train if they match, for example.
By using the at least one third frequency and/or the independent transmitters and/or the independent receivers, the safety level can be increased and, for example, SIL4 can be achieved.
In one embodiment, the second signal data are transmitted together with at least one time stamp. This allows temporal allocation even in the event of delays in transmission and thus a more precise monitoring of the train. The time stamp can be, for example, a time stamp generated by the second signal unit. For example, it can also be a time stamp as received by the tracking system.
In one embodiment, further position data are determined for further cars of the train. For this purpose, further receiving units are arranged in the further cars, which receive further signal data on the at least one first frequency.
The further signal data are converted from the at least one first frequency to further frequencies and transmitted on the further frequencies. The further position data are determined in the evaluation unit. In this embodiment, the train can be monitored even more precisely using the further position data. It
In one embodiment, the second signal data that were received via the at least one second frequency and/or via the at least one third frequency are used to determine the position data of the second receiving unit. For example, the position data of the second receiving unit can be determined from the two sets of second signal data and then compared with one another. The position data are only used to monitor the train if they match, for example.
By using the at least one third frequency and/or the independent transmitters and/or the independent receivers, the safety level can be increased and, for example, SIL4 can be achieved.
In one embodiment, the second signal data are transmitted together with at least one time stamp. This allows temporal allocation even in the event of delays in transmission and thus a more precise monitoring of the train. The time stamp can be, for example, a time stamp generated by the second signal unit. For example, it can also be a time stamp as received by the tracking system.
In one embodiment, further position data are determined for further cars of the train. For this purpose, further receiving units are arranged in the further cars, which receive further signal data on the at least one first frequency.
The further signal data are converted from the at least one first frequency to further frequencies and transmitted on the further frequencies. The further position data are determined in the evaluation unit. In this embodiment, the train can be monitored even more precisely using the further position data. It
- 9 -is thereby possible to detect the end of the train even more precisely, since the position of several cars of the train can be determined and it can thus be possible to determine the point of an interruption of the rear end of the train more precisely.
The train is monitored in particular by checking/detecting the train integrity and/or by determining the length of the train. The first position data and the second position data are used to check/detect the train integrity and/or to determine the length of the train. Optionally, the further position data can also be used for this purpose.
Further advantages of the invention result from the description and the drawings. Likewise, according to invention, the aforementioned features and those which are to be explained below can each be used individually for themselves or for a plurality of combinations of any kind. The embodiments shown and described are not to be understood as an exhaustive enumeration but rather have exemplary character for the description of the invention.
Detailed description of the invention and drawings In the drawings:
Fig. 1 is a schematic representation of a train with a system for monitoring according to the invention;
Fig. 2 shows, schematically, a method for monitoring the train.
Fig. 1 shows a train 10 with a first car 22 at a first end of the train El and a second car 24 at a second end of the train E2. The first end of the train El can for example be the head of the train 10 with the engine. One or more further cars (25) can be arranged between the first and second cars 22, 24.
The first car 22 has a first signal unit 12 with a first receiving unit 12.1.
The second car 24 has a second signal unit 14 with a second receiving unit 14.1.
The first and the second receiving units 12.1, 14.1 are configured to receive
The train is monitored in particular by checking/detecting the train integrity and/or by determining the length of the train. The first position data and the second position data are used to check/detect the train integrity and/or to determine the length of the train. Optionally, the further position data can also be used for this purpose.
Further advantages of the invention result from the description and the drawings. Likewise, according to invention, the aforementioned features and those which are to be explained below can each be used individually for themselves or for a plurality of combinations of any kind. The embodiments shown and described are not to be understood as an exhaustive enumeration but rather have exemplary character for the description of the invention.
Detailed description of the invention and drawings In the drawings:
Fig. 1 is a schematic representation of a train with a system for monitoring according to the invention;
Fig. 2 shows, schematically, a method for monitoring the train.
Fig. 1 shows a train 10 with a first car 22 at a first end of the train El and a second car 24 at a second end of the train E2. The first end of the train El can for example be the head of the train 10 with the engine. One or more further cars (25) can be arranged between the first and second cars 22, 24.
The first car 22 has a first signal unit 12 with a first receiving unit 12.1.
The second car 24 has a second signal unit 14 with a second receiving unit 14.1.
The first and the second receiving units 12.1, 14.1 are configured to receive
- 10 -signal data on a group of first frequencies f1 from a satellite tracking system 18.
So that the position data can be determined, a receiving unit should receive the signal data from, for example, at least three satellites of the satellite tracking system 18 simultaneously. The reception from the at least three satellites takes place via a separate frequency per satellite. In the case of receiving from three satellites, the first and second signal data would be received by the first and second receiving units 12.1, 14.1 via three first frequencies fl or one or more groups of three first frequencies fl. In the case of receiving from four satellites, the first and second signal data would be received by the first and second receiving units 12.1, 14.1 via four first frequencies fl or one or more groups of four first frequencies fl.
The first signal data are received by the first receiving unit 12.1 of the first signal unit 14 from preferably at least three satellites on a first group of first frequencies fl. The first signal data are transmitted from the first receiving unit of the first signal unit 12, for example via a data line 20, to an evaluation unit 16. In the evaluation unit 16, signal transit times are determined from the first signal data of the at least three or preferably four or more satellites and the current position of the first receiving unit 12.1 in the train 10 is determined therefrom. The signal transit time is the transit time of the first signal data from the satellite to the first receiving unit 12.1.
The second signal data are received by the second receiving unit 14.1 of the second signal unit 14 from preferably at least three satellites on a second group of first frequencies fl. The second signal data are then shifted in frequency from the second group of first frequencies fl to a group of second frequencies f2 in a first frequency converter 14.2. This takes place within the second signal unit 14. The frequency-shifted second signal data are then transmitted on the group of second frequencies f2 (dashed arrow). The second signal data are received by the first receiving unit 12.1 on the group of second frequencies f2 and shifted again to a first frequency fl or a group of first frequencies by a second frequency converter 12.2.
So that the position data can be determined, a receiving unit should receive the signal data from, for example, at least three satellites of the satellite tracking system 18 simultaneously. The reception from the at least three satellites takes place via a separate frequency per satellite. In the case of receiving from three satellites, the first and second signal data would be received by the first and second receiving units 12.1, 14.1 via three first frequencies fl or one or more groups of three first frequencies fl. In the case of receiving from four satellites, the first and second signal data would be received by the first and second receiving units 12.1, 14.1 via four first frequencies fl or one or more groups of four first frequencies fl.
The first signal data are received by the first receiving unit 12.1 of the first signal unit 14 from preferably at least three satellites on a first group of first frequencies fl. The first signal data are transmitted from the first receiving unit of the first signal unit 12, for example via a data line 20, to an evaluation unit 16. In the evaluation unit 16, signal transit times are determined from the first signal data of the at least three or preferably four or more satellites and the current position of the first receiving unit 12.1 in the train 10 is determined therefrom. The signal transit time is the transit time of the first signal data from the satellite to the first receiving unit 12.1.
The second signal data are received by the second receiving unit 14.1 of the second signal unit 14 from preferably at least three satellites on a second group of first frequencies fl. The second signal data are then shifted in frequency from the second group of first frequencies fl to a group of second frequencies f2 in a first frequency converter 14.2. This takes place within the second signal unit 14. The frequency-shifted second signal data are then transmitted on the group of second frequencies f2 (dashed arrow). The second signal data are received by the first receiving unit 12.1 on the group of second frequencies f2 and shifted again to a first frequency fl or a group of first frequencies by a second frequency converter 12.2.
- 11 -The second signal data are transmitted from the first receiving unit 12.1 of the first signal unit 12, for example via the data line 20, to the evaluation unit 16.
In the evaluation unit 16, signal transit times are determined from the second signal data of the at least three or preferably four or more satellites and the current position of the second receiving unit 14.1 in the train 10 is determined therefrom. The signal transit time is the transit time of the second signal data from the satellite to the second receiving unit 14.1.
Optionally, the train 10 has at least one further car 25, which preferably has a further signal unit 15 with preferably a further receiving unit 15.1 and preferably a further frequency converter 15.2.
Further signal data are received by the further receiving unit 15.1 of the further signal unit 15 from preferably at least three satellites on a further group of first frequencies fl. The further signal data are then shifted in frequency in the further frequency converter 15.2 from the further group of first frequencies fl to a further frequency or a group of further frequencies (not shown) and transmitted on the further frequency or the group of further frequencies. The further signal data are received by the first receiving unit
In the evaluation unit 16, signal transit times are determined from the second signal data of the at least three or preferably four or more satellites and the current position of the second receiving unit 14.1 in the train 10 is determined therefrom. The signal transit time is the transit time of the second signal data from the satellite to the second receiving unit 14.1.
Optionally, the train 10 has at least one further car 25, which preferably has a further signal unit 15 with preferably a further receiving unit 15.1 and preferably a further frequency converter 15.2.
Further signal data are received by the further receiving unit 15.1 of the further signal unit 15 from preferably at least three satellites on a further group of first frequencies fl. The further signal data are then shifted in frequency in the further frequency converter 15.2 from the further group of first frequencies fl to a further frequency or a group of further frequencies (not shown) and transmitted on the further frequency or the group of further frequencies. The further signal data are received by the first receiving unit
12.1 on the further frequency or the group of further frequencies and shifted to the first frequency f1 or a group of first frequencies fl by a further frequency converter 12.3. The further signal data are then received by the first receiving unit 12.1.
The further signal data are transmitted from the first receiving unit 12.1 of the first signal unit 12, for example via the data line 20, to the evaluation unit 16.
In the evaluation unit 16, signal transit times are determined from the further signal data of the at least three or preferably four or more satellites and the current position of the further receiving unit 15.1 in the train 10 is determined therefrom. The signal transit time is the transit time of the further signal data from the satellites to the further receiving unit 15.1.
The system according to the invention is preferably configured to carry out the method for monitoring the train 10 shown schematically in Fig. 2. The method outlined in Fig. 2 comprises the method steps a-e: In step a, the first signal data are received from the satellite tracking system 18 on the first group of first frequencies fl by a first receiving unit 12.1 of the first signal unit 22 at the first end of the train El. In step b, the position data of the first receiving unit 12.1 are determined from the first signal data in the evaluation unit 16 of the train 10. In step c, the second signal data are received from a satellite tracking system on a second group of first frequencies fl by the second receiving unit 14.1 of the second signal unit 24 at the second end of the train E2. The second signal data are converted to a group of second frequencies by a first frequency converter 14.2 of the second signal unit at the second end of the train E2 and transmitted on the group of second frequencies f2 by the second signal unit 24 at the second end of the train. The second signal data are received by the first signal unit at the first end of the train El. In step d, the position data of the second receiving unit 14.1 are determined by the evaluation unit 16 from the second signal data. In step e, the completeness and/or the length of the train is/are determined from the position data of the first and second signal units 12, 14, which are located at the first and second ends of the train El, E2.
The further signal data are transmitted from the first receiving unit 12.1 of the first signal unit 12, for example via the data line 20, to the evaluation unit 16.
In the evaluation unit 16, signal transit times are determined from the further signal data of the at least three or preferably four or more satellites and the current position of the further receiving unit 15.1 in the train 10 is determined therefrom. The signal transit time is the transit time of the further signal data from the satellites to the further receiving unit 15.1.
The system according to the invention is preferably configured to carry out the method for monitoring the train 10 shown schematically in Fig. 2. The method outlined in Fig. 2 comprises the method steps a-e: In step a, the first signal data are received from the satellite tracking system 18 on the first group of first frequencies fl by a first receiving unit 12.1 of the first signal unit 22 at the first end of the train El. In step b, the position data of the first receiving unit 12.1 are determined from the first signal data in the evaluation unit 16 of the train 10. In step c, the second signal data are received from a satellite tracking system on a second group of first frequencies fl by the second receiving unit 14.1 of the second signal unit 24 at the second end of the train E2. The second signal data are converted to a group of second frequencies by a first frequency converter 14.2 of the second signal unit at the second end of the train E2 and transmitted on the group of second frequencies f2 by the second signal unit 24 at the second end of the train. The second signal data are received by the first signal unit at the first end of the train El. In step d, the position data of the second receiving unit 14.1 are determined by the evaluation unit 16 from the second signal data. In step e, the completeness and/or the length of the train is/are determined from the position data of the first and second signal units 12, 14, which are located at the first and second ends of the train El, E2.
- 13 -List of reference signs Train 12 First signal unit 12.1 First receiving unit in the first signal unit 5 12.2 Second frequency converter in the first signal unit 12.3 Further frequency converter in the first signal unit
14 Second signal unit 14.1 Second receiving unit in the second signal unit 14.2 First frequency converter in the second signal unit 10 15 Further signal unit
15.1 Further receiving unit in the further signal unit 15.2 Further frequency converter in the further signal unit
16 Evaluation unit 18 Tracking system 20 Data line 22 First car 24 Second car Further car El First end of the train 20 E2 Second end of the train fl First frequency (frequency or group of frequencies on which signal data are transmitted by the tracking system) f2 Second frequency (frequency or group of frequencies on which signal data are transmitted from the second signal unit to the first signal 25 unit)
Claims (17)
1. System for monitoring a train (10) with a first signal unit (12) at a first end of the train (El) and a second signal unit (14) at a second end of the train (E2), wherein the first signal unit (12) comprises a first receiving unit (12.1) which is designed to receive the first signal data from a tracking system (18) on at least one first frequency (f1) and wherein the system further comprises an evaluation unit (16) which is designed to determine position data of the first receiving unit (12.1) from the first signal data, and wherein the second signal unit (14) comprises a second receiving unit (14.1) which is designed to receive the second signal data from a tracking system (18) on the at least one first frequency (f1), characterized in that the second signal unit (14) has a first frequency converter (14.2) which is designed to convert the second signal data to at least one second frequency and to transmit said second signal data on the at least one second frequency, and in that the first receiving unit (12.1) is designed to receive the second signal data on the at least one second frequency and in that the evaluation unit (16) is designed to determine position data of the second receiving unit (14.1) from the second signal data.
2. System according to claim 1, characterized in that the first signal unit (12) has a second frequency converter (12.2) which is designed to convert the second signal data from the at least one second frequency to the at least one first frequency (M.
3. System according to either claim 1 or claim 2, characterized in that the second signal unit (14) is designed to convert the second signal data to at least one third frequency and to transmit said second signal data on the at least one third frequency, the first receiving unit (12.1) being designed to receive the second signal data on the at least one third frequency.
4. System according to claim 3, characterized in that the evaluation unit (16) is designed to use the second signal data received via the at least one second frequency and/or the second signal data received via the at least one third frequency to determine the position data of the second receiving unit (14.1).
5. System according to any of the preceding claims, characterized in that the evaluation unit (16) is designed to use position data of the first receiving unit (12.1) at the first end of the train (El) and the second receiving unit (14.1) at the second end of the train (E2) to determine the length of the train (10) and/or to determine train integrity (10).
6. System according to any of the preceding claims, characterized in that further signal units (15) with further receiving units (15.1) and further frequency converters (15.2) are arranged in the train (10), wherein the further receiving units (15.1) are configured to receive further signal data from the tracking system (18) on the at least one first frequency (f1), and wherein the further frequency converters (15.2) are configured to convert the further signal data to further frequencies and to transmit said further signal data on further frequencies.
7. System according to claim 6, characterized in that the first receiving unit (12.1) is designed to receive further signal data on further frequencies and in that the evaluation unit (16) is designed to determine position data of the further receiving units (15.1) from the further signal data.
8. System according to claim 7, characterized in that the first receiving unit (12.1) has additional frequency converters (12.3) which are designed to convert the further signal data from further frequencies to the at least one first frequency (f1).
9. Method for monitoring a train (10) comprising the following steps:
a. Receiving the first signal data from a tracking system (18) on at least one first frequency (f1) by means of a first receiving unit (12.1) of a first signal unit (12) at a first end of the train (El);
b. Determining the position data of the first receiving unit (12.1) from the first signal data in an evaluation unit (16) of the train;
c. Receiving the second signal data from the tracking system (18) on the at least one first frequency (f1) by means of a second receiving unit (14.1) of a second signal unit (14) at the second end of the train (E2);
d. Determining the position data of the second receiving unit (14.1) from the second signal data;
characterized in that the second signal data are converted to at least one second frequency by a first frequency converter (14.2) of the second signal unit (14) at the second end of the train (E2); in that the second signal data are transmitted on the at least one second frequency by the second signal unit (14) at the second end of the train (E2) and received by the first signal unit (12) at the first end of the train (El); and in that the determination of the position data of the second receiving unit (14.1) takes place in step d by means of the evaluation unit (16).
a. Receiving the first signal data from a tracking system (18) on at least one first frequency (f1) by means of a first receiving unit (12.1) of a first signal unit (12) at a first end of the train (El);
b. Determining the position data of the first receiving unit (12.1) from the first signal data in an evaluation unit (16) of the train;
c. Receiving the second signal data from the tracking system (18) on the at least one first frequency (f1) by means of a second receiving unit (14.1) of a second signal unit (14) at the second end of the train (E2);
d. Determining the position data of the second receiving unit (14.1) from the second signal data;
characterized in that the second signal data are converted to at least one second frequency by a first frequency converter (14.2) of the second signal unit (14) at the second end of the train (E2); in that the second signal data are transmitted on the at least one second frequency by the second signal unit (14) at the second end of the train (E2) and received by the first signal unit (12) at the first end of the train (El); and in that the determination of the position data of the second receiving unit (14.1) takes place in step d by means of the evaluation unit (16).
10. Method according to claim 9, characterized in that the second signal data are converted from the at least one second frequency to the at least one first frequency (f1) by a second frequency converter (12.2) in the first signal unit (12) at the first end of the train (El).
11. Method according to either claim 9 or claim 10, characterized in that second signal data are converted to at least one third frequency in the second signal unit (14) at the second end of the train (E2).
12. Method according to claim 11, characterized in that the second signal data are transmitted on the at least one second frequency and in that the second signal data on the at least one third frequency are transmitted via two mutually independent transmission units.
13. Method according to either claim 11 or claim 12, characterized in that the second signal data on the at least one second frequency and the second signal data on the at least one third frequency are received by mutually independent receiving units of the first signal unit.
14. Method according to any of claims 9 to 13, characterized in that both the second signal data received on the at least one second frequency and the second signal data received on the at least one third frequency are used to determine the position data of the second receiving unit (14.1).
15. Method according to any of claims 9 to 14, characterized in that the second signal data are transmitted together with a time stamp.
16. Method according to any of claims 9 to 15, characterized in that further position data are determined for further cars (25) of the train, wherein further receiving units (15.1) are arranged in the further cars, which receive further signal data which are converted to further frequencies and transmitted, wherein further position data can be determined in the evaluation unit (16).
17. Method according to any of the claims 9 to 16, characterized in that, for the purpose of monitoring the train (10), train integrity (10) is determined and/or the length of the train (10) is determined by means of first and second position data.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| EP20172406.9 | 2020-04-30 | ||
| EP20172406.9A EP3904178B1 (en) | 2020-04-30 | 2020-04-30 | Method and system for monitoring a train |
| PCT/EP2021/058756 WO2021219323A1 (en) | 2020-04-30 | 2021-04-01 | System and method for monitoring a train |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA3176003A1 true CA3176003A1 (en) | 2021-11-04 |
Family
ID=70482382
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA3176003A Pending CA3176003A1 (en) | 2020-04-30 | 2021-04-01 | System and method for monitoring a train |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP3904178B1 (en) |
| KR (1) | KR20230005347A (en) |
| CA (1) | CA3176003A1 (en) |
| ES (1) | ES2962846T3 (en) |
| WO (1) | WO2021219323A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP4342765A1 (en) * | 2022-09-21 | 2024-03-27 | Siemens Mobility GmbH | Train completion control |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6081769A (en) * | 1998-02-23 | 2000-06-27 | Wabtec Corporation | Method and apparatus for determining the overall length of a train |
| CN107336723A (en) | 2017-07-20 | 2017-11-10 | 中国铁道科学研究院通信信号研究所 | Train integrity monitoring system based on radio communication, satellite navigation and inertial navigation |
| DE102018203346A1 (en) * | 2018-03-07 | 2019-09-12 | Robert Bosch Gmbh | Evaluation unit, system for a vehicle with an evaluation unit and method for satellite-based determination of a position of a vehicle |
-
2020
- 2020-04-30 EP EP20172406.9A patent/EP3904178B1/en active Active
- 2020-04-30 ES ES20172406T patent/ES2962846T3/en active Active
-
2021
- 2021-04-01 KR KR1020227042151A patent/KR20230005347A/en unknown
- 2021-04-01 WO PCT/EP2021/058756 patent/WO2021219323A1/en active Application Filing
- 2021-04-01 CA CA3176003A patent/CA3176003A1/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| EP3904178B1 (en) | 2023-09-13 |
| WO2021219323A1 (en) | 2021-11-04 |
| ES2962846T3 (en) | 2024-03-21 |
| EP3904178A1 (en) | 2021-11-03 |
| KR20230005347A (en) | 2023-01-09 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US10752270B2 (en) | Method and device for ascertaining a movement authority for a track-bound vehicle | |
| CA2433737C (en) | Methods and apparatus for locomotive tracking | |
| US20090177344A1 (en) | Method for the Onboard Determination of Train Detection, Train Integrity and Positive Train Separation | |
| US6456937B1 (en) | Methods and apparatus for locomotive tracking | |
| CN110972066B (en) | Train and safety positioning system thereof | |
| US6421587B2 (en) | Methods and apparatus for locomotive consist determination | |
| AU754407B2 (en) | Method and apparatus for determining overall length of a train | |
| KR100943037B1 (en) | Detect system for train positioning | |
| ES2898658T3 (en) | Method for safe train integrity monitoring and the use of on-board units of an automatic train protection system for train integrity monitoring | |
| US9221478B2 (en) | Method and device for monitoring train integrity | |
| US20080243320A1 (en) | Methods and systems for determining an integrity of a train | |
| EP1705095A1 (en) | Block system and method with intrinsic safety for low railroad traffic density lines | |
| CN104875773A (en) | Train control system based on satellite communication and public cellular communication | |
| AU2002246751A1 (en) | Methods and apparatus for locomotive tracking | |
| US20230022877A1 (en) | Method and monitoring system for determining a position of a rail vehicle | |
| CA3176003A1 (en) | System and method for monitoring a train | |
| US8939412B2 (en) | Train-position locating device and train-position locating method | |
| RU2392156C1 (en) | System of train spacing control in centralised dispatcher control | |
| RU2746629C1 (en) | System for interval regulation of train traffic | |
| AU2019201373B2 (en) | Method for determining the location of a railway vehicle and associated system | |
| WO2009089492A1 (en) | Method for the onboard determination of train detection, train integrity and positive train separation | |
| CN110356439A (en) | A kind of complete detection method of train, apparatus and system | |
| EP1355817B1 (en) | Rail system for a rail-mounted vehicle | |
| JP5711622B2 (en) | ATS-P ground unit with failure detection function | |
| Salmi et al. | Inventions Utilizing Satellite Navigation Systems in the Railway Industry: An Analysis of Patenting Activity |