EP0894061B1 - Verfahren und vorrichtung zur selektiven datenübertragung in verkehrstechnischen kommunikationssystemen - Google Patents

Verfahren und vorrichtung zur selektiven datenübertragung in verkehrstechnischen kommunikationssystemen Download PDF

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Publication number
EP0894061B1
EP0894061B1 EP97916293A EP97916293A EP0894061B1 EP 0894061 B1 EP0894061 B1 EP 0894061B1 EP 97916293 A EP97916293 A EP 97916293A EP 97916293 A EP97916293 A EP 97916293A EP 0894061 B1 EP0894061 B1 EP 0894061B1
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EP
European Patent Office
Prior art keywords
transmitted
transmission path
vehicle
base station
vehicles
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Expired - Lifetime
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EP97916293A
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German (de)
English (en)
French (fr)
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EP0894061A1 (de
Inventor
Rolf Bächtiger
Max Loder
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Siemens Schweiz AG
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Siemens Schweiz AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route

Definitions

  • the present invention relates to a method for a traffic-technical communication system and a traffic-technical communication system with monitored route sections.
  • transponders have been installed on the track for a long time Information is transmitted electronically in parallel. These earthbound transponders can pass through a very small air gap of a few centimeters to a vehicle Radio or interrogation station can be queried. It is therefore guaranteed with great certainty that that the information belonging to a track being used is only ever transmitted to one vehicle that runs on this track. Because the erroneous reading of a transponder in the neighboring track is not possible due to physical reasons (insufficient range of the query system) the track selectivity ensured.
  • the detection range of the transponder system that was deliberately kept low to achieve track selectivity on the other hand has the disadvantage that the communication between the earthbound Transponder and the mobile interrogator can only be done if their distance is very small. Does the vehicle stop e.g. in a station at a point between the transponder and the If there is a large distance between the interrogation device, data interrogation is no longer possible. To the data transfer To ensure from the route to the train over longer sections, transmission systems are therefore used with linear antennas extended in the direction of the track. Such Antenna is e.g. in K. Bretting, Radiating high-frequency line for platform monitoring, radio show, 47, No. 13, 1975 Kunststoff DE, pages 66-68. It turns out that even with the linear antenna coupling to the neighboring track cannot be prevented with absolute certainty can.
  • Computers on board the vehicle are both from the transponder and from the linear Antenna received messages compared compared to the track identification. If the (supposedly) track identification transmitted by the transponder and the line antenna, e.g. the The driving term has reached the vehicle from the adjacent track due to unwanted physical crosstalk, the received overall telegram with the driving term contained therein is recognized as invalid and discarded.
  • This known method excludes with a high degree of certainty that a certain driving concept of the Crosstalk was received in the neighboring track, is evaluated.
  • the phenomenon of crosstalk however, this does not eliminate the use of the linear antenna.
  • the crosstalk signal can overlay the desired signal in the track section and make reception impossible or even impossible Cause bit errors.
  • the previously described track identification as security coding is prevented a false evaluation or misinterpretation largely.
  • the reception of the useful information can however, this cannot be ensured.
  • the present invention is therefore based on the object of a method and a traffic engineering Specify communication system through which an error-free assignment of transmitted messages for a section of track (track selectivity) and one of disruptive interference exempted transfer can be guaranteed.
  • the method according to the invention eliminates the physical separation at the receiving end for the individual Track sections certain telegrams. Unlike the known methods in which determines the appropriate telegram without suppressing the interference signals using the track identifier the level of the interference signals is reduced during the physical separation. By the The method according to the invention therefore not only succeeds in separating the individual signals, but it does also allows the receipt of telegrams during the occurrence of strong interference signals. In contrast to the known methods with addressing, there can be an almost unlimited number of participants (or vehicles) cooperate.
  • the method is intended in particular for communication systems having line antennas.
  • a further embodiment of the invention can preferably be used at traffic hubs Laying the line antennas in the relevant track sections can be dispensed with.
  • the inventive Separation of the different telegrams allows their transmission from a single one Antenna that covers the intended track area. This results in a greatly reduced Manufacturing, installation and cost expenditure for the entire communication system.
  • a preferred embodiment of the invention also allows the communication of a control center or Base station with two vehicles that are parked on the same track section and via radio or a common line antenna can communicate with the base station.
  • Fig. 1 shows three parallel track sections GL1, GL2, GL3, each with a line antenna LA1, LA2, LA3 are provided, which via a marking module MM1, MM2 or MM3 and connecting lines Ist1, Ist2, Ist3 are connected to an interlocking or tail unit, from which information to the the vehicle running on the rails GL are handed over.
  • LA1, LA2, LA3 are also transponders TP11, TP12; TP21, TP22 or TP31, TP32 (also called END OF LINE MARKER; EOLM) provided, through which the Vehicles have previously been given track identifiers.
  • This and the following exemplary embodiments relate to the application of the invention in rail transport. By purely professional Measures, however, can be used in general in traffic engineering.
  • the vehicles get at Passing a TP11 or TP12 transponder; TP21 or TP22 or TP31 or TP32 in coded, unambiguous Form a coefficient set that enables the vehicle's interrogator to be used by the signal box physically separate telegrams sent via the line antenna LA1, LA2 or LA3, i.e. only to let the (physically) correctly addressed pass.
  • Fig. 3 shows the receiving part of an interrogation device, the two connected to an antenna AL or AT Receiving modules RXL or RXT.
  • the first receiver module RXL which is used to receive the a line antenna LA radiated signals is provided via a separation stage SEP and preferably a first telegram decoder LTD, in which the telegram is restored and checked is connected to an evaluation unit RES (e.g. the vehicle computer) from which the received Information (driver information, control commands, etc.) to the customers in the vehicle be delivered.
  • RES e.g. the vehicle computer
  • the separation stage SEP usually used as a demultiplexer or correlator is set up, serves to physically separate the track GL1 being driven on; Associated with GL2 or GL3 Signals.
  • the second receiving module RXT which is used to receive a transponder TP11 or TP12; TP21 or TP22 or TP31 or TP32 emitted signals is preferred via a second telegram detector TTD and a coefficient extractor KXR with the separation stage SEP connected, the information required for signal extraction in this way (Coefficients, etc.) are supplied.
  • a separation stage SEP1 with e.g. Four bandpass filters BP1, ..., BP4 are used, which are controlled by a switching unit SU are selectively switchable.
  • a transponder TP when driving on the GL track received coefficient set can be switched on by switching on the appropriate bandpass filter BP valid frequency channel can be selected.
  • the separation stage SEP has a switching criterion from the set of coefficients obtained so that the bandpass filter 1 is switched through to the output.
  • the number of bandpass filters BP corresponds to the number of GL tracks to be addressed.
  • the telegrams are sent from the signal box via the line antenna LA using the time-division multiplex method broadcast, the reception-side signal extraction takes place e.g. in the separation stage shown in Fig. 6 SEP2 by selective storage of the telegrams received in chronological order in Registers R1, ..., R4, which are addressed and read out in accordance with the received coefficient set become.
  • a switch TS is in the separation stage SEP2 for the correct distribution of the telegrams provided the output of the first receiving module RXL in the different time periods with the associated inputs of registers R1, ..., R4.
  • Procedure for switching through Data in the time division multiplex are known to the person skilled in the art e.g. from P. Bocker, data transmission, Springer-Verlag, Berlin 1978, Volume 1, page 237.
  • the switching unit SU conducts according to that of the transponder TP obtained coefficient set only the information of the register R valid for the track being traveled on further.
  • Fig. 7 shows the block diagram of a in the separation stage SEP3 for processing the correlator provided for the CDMA-coded signal, which contains a multiplier MPL, a demodulator / integrator DIS and a code generator CGS.
  • each data bit to be transmitted is transmitted on the transmission side corresponding to one individually defined PN code divided into a sequence of pulses or chips. For a logical 0 the PN code is used inversely.
  • each in the transmission side a number of chips broken down data bits 0 and 1 is multiplied by the PN code, making each chip of a decomposed data bit 0 and 1 is again provided with the correct sign (in the case of binary phase-coded Signals (BPCS) the binary phase modulation is removed).
  • BPCS binary phase-coded Signals
  • the despread received signal is converted into the baseband and integrated. voices the two code sequences multiplied together exactly in time and with respect to the code, then at the output of the integrator a signal with excessive amplitude appears, which in the subsequent signal processing triggers the switching threshold of a pulse generator. If the threshold correctly selected, correctly decoded data bits can easily be determined. Incorrect decoded data bits cannot exceed the intended threshold.
  • the synchronous The PN generator defined by the coefficients is provided by the code generator CGS.
  • a PN code stored in the code generator CGS is therefore called up by the transmitted coefficients and provided.
  • the combination of the spread data bits 0 and 1 with the selected PN code takes place in such a way that the starting times of both sequences match. From the transferred The signal clock is therefore to be recovered by means which, e.g. from G. Cooper, Modem communications and spread spectrum, Mc Graw Hill Book Co., Singapore 1986, pages 268-318 are.
  • the process described above is called the Direct Sequence Spread Spectrum process designated.
  • a circuit arrangement for regenerating the transmitted signal is mentioned above. on page 275 shown in Figs. 8-9.
  • the regenerated signal serves as a reference for one in the code generator CGS provided discriminator, the output signal controls a clock oscillator.
  • a correlation the received signals can be both digital with a signal processor and analog, as in WO 94/11754, e.g. using surface wave or SAW components.
  • the receiving circuit shown in FIG. 4 has one in addition to the circuit shown in FIG Characteristic data extractor NXR, which consists of the telegrams supplied by the second telegram detector TTD takes the track identification transmitted by the transponder TP and a comparator CMP feeds the one transmitted by the first telegram detector LTD from the signal box via the line antenna LA Track identification is supplied.
  • the comparator CMP compares those via the transponders TP and the line antenna LA supplied track identifiers and reports to the evaluation unit RES whether the received Telegrams must be rejected or processed further. Transmitted by the transponder TP Information can also be sent directly to the evaluation unit RES by the second telegram detector TTD be fed.
  • Track sections GL become a set of coefficients by the receiving device shown in FIG. 4 and receive track identification data if necessary. If this data is security-coded on the transmission side have been checked at the receiving end in the provided telegram decoder TTD and be decoded. Of course, other data, e.g. the exact position data of the transponder and information about the route, transmitted become.
  • the data marking the track section must therefore be in the NXR track data extractor and extracted in the coefficient extractor KXR for the physical signal separation.
  • the track characteristic data are fed to the comparator CMP.
  • a line antenna LA1, LA2 or LA3 provided, which is associated with a certain effort. Because of the possibility that the Tracks GL1, GL2 and GL3 transmitted signals that can overlap each other with the inventive Processes to physically separate the line antennas LA1, LA2 and LA3 preferably replaced by at least one antenna A which is preferably provided centrally (see FIG. 2), via the signals to all vehicles e.g. according to the code, time or frequency division multiplexing (CDMA, TDMA or FDMA) are transmitted.
  • the interrogators provided for the vehicles are able according to the invention to receive the associated signal from the received signal mixture extract.
  • FIG. 8 shows the device according to FIG. 4, realized with a common receive channel that is made of an antenna AL / T and a receiving module RXL / T, which are designed to be broadband, so that the signals emitted by the line manager LA and the transponders TP are processed and separated can be delivered to the separation stage SEP and the telegram detector TTD.
  • the transmission frequency bands the signals from the line antenna LA (or the common antennas A) and of the transponders TP can be placed close to each other or even be identical, so that for both preferably only signals received by one antenna AL / T in the reception module RXL / T only one signal path has to be provided.
  • orthogonal modulation is provided so that e.g.
  • the evaluation unit RES shown in FIG. 8 preferably also determines (e.g. in addition to the direction of travel) whether the information received from the transponders (e.g. TP11 or TP12) is still valid. Through the Signals received from the TP11 or TP12 transponders should ensure that only the signals transmitted by the line antenna LA1 are processed further. If a vehicle now has passed the first transponder TP11 and the line antenna LA1, this will be achieved when the second Transponders TP12 determined by the evaluation unit RES, after which the coefficients that are no longer valid k are preferably deleted by a reset signal res, provided that the vehicle does not Direction change completed and the line antenna LA1 is not passed again.
  • the transponders e.g. TP11 or TP12
  • LTL serving as a line antenna and connected to an interlocking device LST (leaky cable), which is installed in the throat TRK of a railroad track and on the sleepers SW is fixed with a fastening device BE.
  • Leakage cables are e.g. in Bretting, Radiating high-frequency line ..., FUNKSCHAU, Vol. 47, No. 13, Kunststoff 1975, pages 66-68.
  • FIG. 10 shows the track sections GL1, GL2 and GL3 shown in FIG. 2 with the vehicles retracted thereon FZ1, ..., FZ5, which are connected to a base station BST by radio.
  • the described preferred embodiment of the invention can also be used if the vehicles FZ1, ..., FZ5, as shown in FIG. 9, are connected to the base station BST via a line antenna LTL.
  • the vehicle FZ3, which has entered the track section GL2 this is according to the invention Procedure can be carried out unchanged.
  • the vehicle receives when crossing over the transponder TP21 FZ3 a code word, a frequency channel, a time slot or coefficients via the first transmission path assigned, on the basis of which via the second transmission path (by radio or inductively via the line antenna) transmitted and correctly processed signals for the vehicle FZ3 can be.
  • the vehicles FZ always enter a track section GL from opposite directions (see e.g. the situation in track section GL1) the two transponders TP11, TP12; TP21, TP22 or TP31, TP32, which have a track section GL1; Limit GL2 or GL3, preferably different sets of coefficients assigned, based on which the extraction of the second Information transmitted in a vehicle can be transmitted correctly.
  • the number of necessary measures, frequency channels or time slots are therefore doubled with this measure.
  • each vehicle FZ4, FZ5 preferably one when entering track section GL3 receives one-time authorization to send one or more telegrams. triggered is the transmission telegram that the vehicle FZ4; FZ5 is sent to the base station BST through which Receipt of the coefficient set when passing the transponder TP31.
  • the base station BST for the vehicle FZ4; FZ5 individually defined identification number communicated.
  • a table is kept in the base station, in which a record is recorded for each reported train entry is opened, in which the reported identification number and the number of the track section are stored is that of the vehicle FZ4; FZ5 is transmitted directly or indirectly.
  • the Base station BST transmitted telegrams coded according to the coefficient set, after which in the Base station BST is determined by which coefficient set, a track section GL or Transponder TP is clearly assigned, the telegram can be decoded correctly.
  • These are in the base station BST all assigned coefficient sets with the assigned track sections GL and Transponders stored TP.
  • the number of the track section along with the identification number of the vehicle FZ4; FZ5 inserted directly into the preferably safety-coded telegram become.
  • the registration time of the vehicle FZ4; FZ5 registered, on the basis of which, if necessary, checked after contacting the vehicle in question can be whether the stored data is still current.
  • Further telegrams are sent by the vehicle FZ4; FZ5 only sent if there is a request from the base station BST that, if necessary, done cyclically at regular intervals or according to a priority list.
  • the telegrams from the base station BST to the vehicles FZ4; FZ5 are transmitted, contain the Vehicle identification number FZ4; FZ5 as addressing.
  • the vehicles FZ4; FZ5 which the Signals coded or modulated according to the coefficient set of their track section GL3 received, can therefore determine on the basis of the identification number contained in the telegram whether the received telegram is to be processed further.
  • the signals are transmitted using the code or frequency division multiplex method, then so all track sections GL can be queried at the same time.
  • the query telegrams are evaluated on the vehicle side by means of a logic circuit.
  • the identification number contained in the telegram header is stored in the Vehicle FZ4; FZ5 compared to your own. If there is a match, the telegram is evaluated. otherwise it will be discarded.
  • Vehicle FZ3 a coefficient set from the transponder TP21.
  • Vehicle FZ3 a coefficient set from the transponder TP21.
  • a registration telegram I-FZ3 is sent to the base station BST via the frequency channel f21, which contains at least the identification number of the vehicle FZ3.
  • the transmission and reception level of the vehicle goes FZ3 back on reception. Due to the registration I-FZ3 transmitted via the frequency channel f21 it is determined in the base station BST that the vehicle FZ3 via the transponder TP21 in the Track section GL2 is retracted. The corresponding data is stored in a new data record Filed table.
  • vehicles FZ1 and FZ4 drive via transponders TP11 and TP31 into the track sections GL1 and GL3 and report to the base station BST via the radio channels f11 or f31 with telegrams I-FZ1 or I-FZ4, after which the table kept in the base station BST is supplemented accordingly.
  • queries Q-FZ3 and Q-FZ1 are made by the base station BST via the in the Table registered frequency channels f21 and f11 given to vehicles FZ3 and FZ1 in which the signals received by a filter matched to the predetermined frequency channel f21 or f11 be fed.
  • the queries Q-FZ3 and Q-FZ1 give the vehicles FZ3 and FZ1 authorization for delivering response telegrams R-FZ3 or R-FZ1, which are sent at times t5 or t8 Base station BST transmitted and decoded there.
  • the vehicle FZ2 travels into the track section GL1 via the transponder TP12 one on which the vehicle FZ1 is already located.
  • a Coefficient set transmitted to the vehicle FZ2 through which its transmitting and receiving unit the frequency channel f12 is set, via which the communication (see: Registration I-FZ-2 at time t13, query Q-FZ2 at time t14 and response telegram R-FZ2 at time t15) between the base station BST and the vehicle FZ2.
  • the data transfer between the vehicles FZ1 and FZ2, which are located on the same track section, and the base station BST therefore takes place on separate frequency channels f11 and f12.
  • the vehicle FZ5 travels into the track section GL2 via the transponder TP31 one on which the vehicle FZ4 is already located.
  • a Coefficient set transmitted to the vehicle FZ5 through which its transmitting and receiving unit the frequency channel f31 is set, via which the vehicle FZ4 is already at the time t3 Base station BST has registered.
  • both vehicles FZ4 and FZ5 set to the same frequency channel f31 by the base station BST can be queried using the query telegrams (Q-FZ4 at time t9 and Q-FZ5 at time t11) the reported identification number of the vehicles to be contacted FZ4 or FZ5 added. Based on the identification number, the vehicles FZ4 or FZ5 can search for them identify certain telegrams.
  • an interval ri is provided during the queried vehicle FZ4 or FZ5 has the sole transmission authorization for the frequency channel in question has f31 and a reply telegram (R-FZ4 at time t10 and R-FZ5 at time t12) can transmit to the base station BST.
  • the vehicles FZ1, FZ2 and FZ3 occupy the assigned frequency channels f11, f12 and f21 alone, is preferably also an addressing based on the for the query telegrams sent to them reported identification number provided.
  • the base station BST can request a vehicle FZ to change the channel.
  • the base station BST can request the vehicle FZ5 to the free one Switch channel f32.
  • the base station BST can also give the vehicles FZ4 and FZ5 time slots assign within which the vehicles FZ4 and FZ5, with or without previous request, messages to the base station BST.
  • assigning time slots is preferred each cycle is initialized by a time signal from the base station BST. Within the cycle is preferred a time slot reserved for new registrations by the vehicles already registered FZ and the base station BST must not be occupied.
  • the base station BST When receiving a registration telegram I-FZ from a vehicle FZ, the base station BST is not Knows which transponder TP the vehicle FZ has passed and which coefficient set in this Vehicle FZ is thus used.
  • the base station BST must therefore use the registration telegrams I-FZ Check according to all assigned coefficient sets and determine which coefficient set was used.
  • the registration telegram I-FZ is preferably a test word or that in the vehicle FZ used coefficient set added when using the applicable coefficient set received correctly in the base station BST.
  • the one used in the base station BST Receive and decode circuit preferably corresponds to the receive provided in the vehicle FZ and decoding circuit with the difference that that provided in the base station BST Receiving and decoding circuit the assigned coefficient sets are supplied sequentially until the test word or the coefficient set transmitted in the registration telegram is recognized as correct.
  • the registration telegram I-FZ e.g. digitized and stored in a memory from which it is read out and linked with the sequentially supplied coefficient sets.
  • a processor connected to the base station BST is provided.
  • the registration telegram I-FZ can be processed and checked in parallel in several receiving circuits become.
  • the registration telegram I-FZ e.g. at the same time the bandpass filters shown in FIG. 5 BP1, ..., BP4 fed.
  • the bandpass filter BP at the output of which is the registration telegram I-FZ with the correct test word or coefficient set, the position of the vehicle FZ be determined.
  • the coefficient sets provided by the transponders TP result in an allocation of the frequency channels f11, ... to the vehicles FZ11, ....
  • the vehicles FZ11, ... the numbers of time slots or, as shown in Fig. 11, code words CD11, ..., CD32 assigned so that the data transmission between the vehicles FZ11, ... and the base station BST according to a code, time or frequency division multiplex method (CDMA, FDMA, TDMA method as in E. Herter / W. Lörcher, communications engineering. Hanser Verlag, Kunststoff 1994, chapter 8.8.3.2 described) can be done.
  • CDMA, FDMA, TDMA method as in E. Herter / W. Lörcher, communications engineering. Hanser Verlag, Kunststoff 1994, chapter 8.8.3.2 described
  • the modulation and multiplex methods can be used can also be used in combination (e.g. a coefficient set stipulates that the vehicle in question is encoded and phase-modulated in a time slot x on the frequency channel f12 May transmit signals).
  • the transponders TP can e.g. be hard-coded, as described in US-A-5 115 160. However, transponders TP are preferably used, which can be optionally determined for delivery Coefficient sets are suitable.
  • the base station BST is preferably via the line antenna or further transmission lines with an optionally programmable ground-based Transponder TP connected, as is known from EP 0 620 923 A1. This allows the allotment the frequency channels, the code words or the time slots are changed as required.
  • the invention is particularly advantageous for the control and monitoring of bus traffic applicable.
  • a fleet as shown in Fig. 12 with dozens of buses FZ11, ..., FZ33, of which several (FZ11, FZ12, FZ13 or FZ21, FZ22, FZ23 or FZ31, FZ32, FZ33) in adjacent tracks SP1, SP2, each provided with a transponder TP1, TP2, TP3, SP3 retracted and parked
  • the inventive method allows easy management and control of vehicles FZ11, ..., FZ33 ,. which are queried selectively by the base station BST can. After entering the buses FZ11, ..., FZ33, e.g. whose status is queried, what the disposition for further journeys can be made.
  • the data transmission via the second transmission path preferably takes place in both transmission directions with the same modulation, code and / or frequency division multiplexing.

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  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mobile Radio Communication Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Communication Control (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Traffic Control Systems (AREA)
  • Near-Field Transmission Systems (AREA)
  • Time-Division Multiplex Systems (AREA)
  • Pressure Welding/Diffusion-Bonding (AREA)
EP97916293A 1996-04-19 1997-04-17 Verfahren und vorrichtung zur selektiven datenübertragung in verkehrstechnischen kommunikationssystemen Expired - Lifetime EP0894061B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CH99696 1996-04-19
CH99696 1996-04-19
CH996/96 1996-09-19
PCT/CH1997/000153 WO1997039934A1 (de) 1996-04-19 1997-04-17 Verfahren und vorrichtung zur selektiven datenübertragung in verkehrstechnischen kommunikationssystemen

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EP0894061A1 EP0894061A1 (de) 1999-02-03
EP0894061B1 true EP0894061B1 (de) 2002-02-06

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US (1) US6234428B1 (pt)
EP (1) EP0894061B1 (pt)
CN (1) CN1216959A (pt)
AT (1) ATE212922T1 (pt)
AU (1) AU709263B2 (pt)
DE (1) DE59706314D1 (pt)
DK (1) DK0894061T3 (pt)
ES (1) ES2168624T3 (pt)
NO (1) NO984820L (pt)
PT (1) PT894061E (pt)
TW (1) TW327716B (pt)
WO (1) WO1997039934A1 (pt)

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CA2369653A1 (en) * 2002-01-28 2003-07-28 Canac Inc. Method and system for testing an antenna
EP1661784A1 (de) * 2004-11-25 2006-05-31 Siemens Schweiz AG Verfahren und System zur Überprüfung der Funktion einer Datenübertragungseinheit zur Steuerung eines fahrenden Objektes
EP2022697B1 (en) * 2007-08-07 2010-02-03 Alstom Ferroviaria S.P.A. Communication system for vehicles particularly railway vehicles or the like and stationary units
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EP2760141B1 (en) * 2013-01-23 2016-09-21 ALSTOM Transport Technologies Spread spectrum signals in vehicle network systems
CN103326974B (zh) * 2013-06-04 2016-05-11 长安大学 一种车辆通信接入网的自适应传输模式选择系统及其方法
US9840260B2 (en) * 2014-04-24 2017-12-12 Meteorcomm Llc Systems and methods for using a railroad rail as radiating element for transmitting wireless communications signals
JP6597651B2 (ja) * 2017-01-18 2019-10-30 株式会社デンソー 携帯端末検出装置、携帯端末検出方法
CN107933614B (zh) * 2017-11-10 2020-06-26 北京全路通信信号研究设计院集团有限公司 主机和天线单元多信息融合传输的btm设备及实现方法

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TW327716B (en) 1998-03-01
NO984820L (no) 1998-12-21
AU2501497A (en) 1997-11-12
PT894061E (pt) 2002-07-31
EP0894061A1 (de) 1999-02-03
NO984820D0 (no) 1998-10-15
WO1997039934A1 (de) 1997-10-30
ATE212922T1 (de) 2002-02-15
DK0894061T3 (da) 2002-05-27
MX9702837A (es) 1998-05-31
AU709263B2 (en) 1999-08-26
CN1216959A (zh) 1999-05-19
ES2168624T3 (es) 2002-06-16
US6234428B1 (en) 2001-05-22
DE59706314D1 (de) 2002-03-21

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