EP1118522B1 - Procédé de sécurité de distance pour trains - Google Patents

Procédé de sécurité de distance pour trains Download PDF

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Publication number
EP1118522B1
EP1118522B1 EP01250020A EP01250020A EP1118522B1 EP 1118522 B1 EP1118522 B1 EP 1118522B1 EP 01250020 A EP01250020 A EP 01250020A EP 01250020 A EP01250020 A EP 01250020A EP 1118522 B1 EP1118522 B1 EP 1118522B1
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European Patent Office
Prior art keywords
train
radio
axle
axles
track
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.)
Expired - Lifetime
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EP01250020A
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German (de)
English (en)
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EP1118522A3 (fr
EP1118522A2 (fr
Inventor
Michael Kobus
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Siemens AG
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Siemens AG
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Publication of EP1118522A3 publication Critical patent/EP1118522A3/fr
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Publication of EP1118522B1 publication Critical patent/EP1118522B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/14—Devices for indicating the passing of the end of the vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic

Definitions

  • the invention relates to a method according to the preamble of claim 1. Such a method is known from Signal + Wire (88) 10/96, pages 11-19.
  • the published patent application DE 198 32 602 A1 discloses a matching method by means of radio axis counters.
  • a central control center can assign trains to certain routes and the trains themselves determine whether, when and how far they want to drive on these routes. For this they take on the radio path directly or indirectly contact with each other and / or with ahead track facilities in order to determine the passable by them free route can. A subsequent move may advance as far as it has been completely cleared by the preceding train on its assigned course.
  • the respective preceding train knows about its location, length of train and train cohesion in order to inform the next train, to where it can advance at most, without driving up to it, or to enable a subsequent train to determine from his position message even the waypoint up to which he can safely advance.
  • the following train for distance protection must make more or less frequent contact with the train in front in order to get an idea of the free and occupied status of the route ahead.
  • This is initiated Contact eg by driving on specified route points marked in the route atlas of the following train. These waypoints are chosen so that the following train can still reliably come to a stop in front of this danger point in the event that a preceding route point possibly representing a danger point can not be negotiated.
  • a potential danger point may be, for example, a railway station, a switch or a railroad crossing.
  • the prerequisite for determining the free route lying ahead is that a radio connection to the preceding train is made in good time and that the train in front knows about its location and train integrity. If such a radio link is not established in time or knows the train in front z. If, for example, he is not reliably informed about his cohesion, the following train must stop in front of a danger point to be assumed, namely the last waypoint that the preceding train has completely passed. This is the last waypoint at which the preceding train had supplied the following train with the corresponding position and completeness information.
  • Object of the present invention is to develop the method according to the preamble of claim 1 so that even in the event that no timely communication connection to a train in progress is made or that this train can not make reliable information about his train, at least limited Advance transfer of the following train is made possible in accordance with the distance traveled reliably by the train ahead.
  • the method is intended in particular to serve as a fallback level in the event of a communication disruption and then permits driving on the relevant road sections in the fixed block spacing as opposed to driving in the moving block spacing on the remaining road sections;
  • the method can also be used with sufficiently dense sequence of searchable waypoints for sole distance assurance of trains, the trains then follow each other consistently at predetermined block intervals.
  • Figure 1 shows a single-track S, which is traveled by a train Z1 in the direction of travel from left to right; the train Z1 stands for a single vehicle or a group of vehicles formed from several coupled vehicles.
  • the route S is crossed by a schematically indicated level crossing BU.
  • the train Z1 When approaching the switched railroad crossing BU the train Z1 transmits a identifying characteristic identifier J Z1 and the known target axle count SA Z1 of its vehicles by radio transmission to a fixed radio transmitting / receiving device of the railroad crossing, which is referred to below as radio axle counter FAZ.
  • the radio axle counter FAZ stores the target axle number SA Z1 communicated to it by the train Z1 together with the identity number J Z1 reported by the train with deletion of any still stored older identity numbers and axle numbers for a later clearance of the level crossing. It is also set up to count and store the drive messages transmitted to it from the switch-off contacts A1 and A2 of the level crossing or axle messages derived therefrom. He is thus able to check whether the level crossing BU is free of vehicles and whether the number of actually passed vehicle axles coincides with the target axle number transmitted by a train approaching the railroad crossing.
  • the radio axle counter stores the nominal and actual axle numbers of the train passing by it or a number derived therefrom, in each case enclosing the identity number of the relevant train, in order to later transmit them to a subsequent train on request. But it is also possible that the Funkachsterrorismer detected by the Ausschaltitchen actual axle numbers with assignment of the identity number of the associated train to an optionally common to several line elements superior radio transmitter - / - receiving device, eg. B.
  • a control center transmitted, with which a subsequent train to determine or to ask the free and busy state of the railroad crossing in conjunction;
  • the train in front of the control center has to communicate, for example via the track element its target number of axles or the track element determined from the notified him and the target determined by him actual axle numbers, whether the preceding train has passed the track element completely; the route element then transmits a corresponding identifier to the control center.
  • the transmission of the axle numbers from the radio axis counter to the higher-level radio transmitter / receiver device can be wired or wireless.
  • the train Z1 has completely passed the level crossing BU.
  • the radio axle counter has stored the target axle number SA Z1 communicated to it by the train Z1 on approach and the actual axle numbers JA Z1 detected by the switch-off contacts together with the identity number J Z1 assigned to the train Z1; if the announced target number of axles coincides with the actually determined actual axle numbers from both numbers of axles a number plate K Z1 is formed and stored in the radio axis counter, which states that the train Z1 has completely passed the level crossing with all its axles. With the complete passage of the railroad crossing its safety devices are turned off.
  • the considered train Z1 has advanced further; he has completely cleared the route S up to a route point P2.
  • This route point namely the point to which he has already cleared the route determines the train Z1 in knowledge of its train length and its integrity itself, for example by satellite positioning or using a synchronized at predetermined locations track encoder.
  • the distance indicated in the drawing between the actual end of the train Z1 and the route point P2 up to which the route is considered cleared by the train Z1 represents any tolerances in the vehicle location and the train length determination by the train Z1.
  • the train Z1 is followed by a train Z2, which is to drive the route S to the same destination point or to a separation point.
  • This train tries in good time, before due to the previously known position of the train end of the train in front an operational inhibiting Geswach einsreduzi für aminova, or when passing a marked in his route atlas or when passing a punctiform train control device to connect with the known train Z1 known him, by calling it via an available radio channel, for example, with its identity tag J Z1.
  • the knowledge about the identity of the preceding train Z1 has been transmitted to the train Z2 by a control center, not shown in the drawing, or else it removes it, for example.
  • B. an accompanying book timetable, in which the trains driving the route are recorded according to place and time.
  • the train Z1 informs after the conclusion of the communication link the train Z2 about his location, ie in this case on the location of the waypoint P2, which stands for the complete clearing of the previous route area by the train Z1; he transmits this notification of the location preferably with the addition of his identity flag J Z1 to the train Z2, so that this can be assigned to the train Z1 when receiving the position message P2 Z1 this unique.
  • the train Z2 knows that the route in front of it is cleared up to the route point P2 and that it may advance after the timely activation of the safety devices of the level crossing BU up to this route point P2.
  • the train Z2 now establishes a connection to the radio axis counter FAZ lying ahead of it and requests from it, preferably specifying the identification mark J Z1 of the preceding train Z1, the stored nominal and actual axle numbers or the identifier formed therefrom K Z1.
  • the Funkachsterrorismer transmits this information, possibly also with assignment of the identity plate J Z1 for the train Z1, to the train Z2 and this recognizes in the assumed constellation that the route ahead is vacated at least to the level crossing BU from the train Z1 ahead. He can now advance after turning on the safety devices of the railroad crossing to its Ausschalttern A1.
  • the level crossing should be turned on but only if it can then be completely cleared, for example, if the preceding train has already passed the next level crossing or if it is operational, a train in front, without his To know position, to follow "on sight". The level crossing can then be passed with the speed allowed for journeys "on sight”. Otherwise, the following train should stop before the then unsecured level crossing.
  • the request of a train to a radio axle counter for transmitting the number of axles of the train that has traveled ahead and the response of the radio axle counter to the train in question may each be accompanied by the identity number of the train traveling in front or of the last train crossing.
  • the following train Z2 may call the radio axle counters of these route elements in a given sequence in the knowledge that further preceding railroad crossings or other line elements for counting vehicle axles and for transmitting corresponding information and in the event that the preceding train has completely passed the route elements assigned to the corresponding radio axle counters, move the danger point, which he is advancing, further in the direction of travel until finally a radio axis counter with its data makes it recognizable that the associated route area has not yet been completely passed by the preceding train Z1.
  • the following train Z2 then has to set up its drive so that it stops in front of the track switching means of the last radio axle counter that has passed completely.
  • Funkachsterrorismer can be assigned to any waypoints or sections on which the number of axles of each passing vehicles can be determined via trackside sensors. The more radio axis counters are present on a route, the more sensitively the free registration of the respective passable route can be made.
  • the assignment of Funkachsterrorismern to level crossings is particularly advantageous because at the level crossings corresponding sensor devices for switching off the level crossing security devices are already available, which can be used for the Achsiereego. Also, at such level crossings usually radio transmitting and receiving devices for timely switching on the safety devices already exist, so that can be used advantageously for the distance assurance according to the inventive method on the existing infrastructure.
  • the method according to the invention is particularly suitable for providing a fallback level for the distance assurance of trains in the event that there is no timely radio connection to a train in front.
  • the following train as long as it communicates with the radio axle counters and not with the train in front, moves in a space distance defined by the arrangement of its track sensors to the train in front. If the succeeding train succeeds in reconnecting with the preceding train and receiving from it information about its actual location and train integrity, the following train can catch up to the end of the preceding train and travel in accordance with predetermined stopping distances in the traveling train Block distance continues behind the preceding train.
  • the method according to the invention can advantageously be used even if contact is made with the respective preceding train, but this train can make no statement about its train integrity. Then it must be expected that the train in front has lost one or more vehicles somewhere on the track.
  • the switching off of the safety devices of a railroad crossing is made dependent on the positive comparison of the actual number of axles of a train with the transmitted by this target number of axles, the safe switching off of the railroad crossing and thus the free signal of the past section is also possible if the railroad crossing passing train not aware of his cohesion; the railroad crossing then determines the train integrity.
  • Querying the available on a radio axle counter target and actual number of axles for a train ahead by a train on a railroad crossing advancing train may be made except for driving on a marked in the route atlas of the following train or predetermined by a track device route point alternatively also dependent on the subsequent train reaches or approaches the brake application point at a known danger point.
  • the train inquires at the respective upstream radio axis counter or the control center according to the stored axle numbers and determines therefrom the free and busy state of the route ahead.
  • the target number of axles of a train is the train as possible before departure z. B. from a control center or it can be determined on the basis of the accompanying documents of the train on the train or by fixed counters, z. B. when passing a special Funkachsweakeneders, determined and z. B. transmitted by radio to the train or displayed on a scoreboard.
  • a route is also used by trains that have no facilities for establishing a communication link to a radio axis counter or their designated facilities have failed, is provided according to a form of the invention that a central office, the train running in a suitable manner monitored, z. B. based on the book schedule, the Funkachsterrorismer when approaching such a train whose target number of axles transmitted, preferably in conjunction with an identity mark for the train.
  • This identity plate is known to at least the following train or is announced to it by the headquarters.
  • the following train can then interrogate when approaching the radio axle counter stored there after passing the preceding train stored there target and actual numbers of axles or derived therefrom and then determine whether the route cleared up to the sensors of Funkachsallegedlyers and thus for him is available or not.
  • a center that monitors the train run in a suitable manner, ask for this train the request to the radio axle counter for transmitting the stored there target and actual numbers of the preceding train.
  • the control panel can recognize from the response of the radio axle counter, whether the route is free or still traveled to the radio axis counter and can then the train driver of the approaching train z. B. via radio or via a trackside signaling device on the trafficability of the route ahead.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Mobile Radio Communication Systems (AREA)
  • Devices For Checking Fares Or Tickets At Control Points (AREA)
  • Superconductors And Manufacturing Methods Therefor (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Metal Rolling (AREA)
  • Electric Cable Installation (AREA)

Claims (17)

  1. Procédé permettant de garantir la distance entre des trains circulant dans le même sens sur une voie, dans lequel les trains reçoivent par voie hertzienne des informations sur la voie libre devant eux d'une station de commande gérant la voie, d'éléments de voie se trouvant sur leur trajet et/ou de trains qui les précèdent,
    caractérisé en ce que
    des compteurs d'essieux radioélectriques (FAZ) sont disposés le long de la voie (S), auxquels les trains (Z1) transmettent conjointement avec une caractéristique d'identification (J Z1) qui leur est propre leur nombre d'essieux nominal respectif (SA Z1) lorsqu'ils s'en approchent,
    les compteurs d'essieux radioélectriques détectent au moyen de capteurs associés (A1, A2) le nombre d'essieux réel (JA Z1) du train passant devant ces compteurs après réception d'une caractéristique d'identification et mémorise ce nombre conjointement avec le nombre d'essieux nominal annoncé ou le compare à celui-ci, en formant une caractéristique de nombre d'essieux (K Z1) en cas de concordance des deux nombres d'essieux,
    un train suivant (Z2) cherche à interroger les capteurs du compteur d'essieux radioélectrique pour connaître les nombres d'essieux nominal et réel du train précédent au plus tard lorsqu'il atteint le point de freinage, puis le compteur d'essieux radioélectrique transmet au train interrogateur les nombres d'essieux nominal et réel du train précédent, ou la caractéristique formée pour ce train, dans le cas où le train précédent a passé entièrement ledit compteur d'essieux radioélectrique,
    et le train suivant déduit de la réponse transmise si la voie est libre ou occupée jusqu'aux capteurs du compteur d'essieux radioélectrique.
  2. Procédé selon la revendication 1, caractérisé en ce que les compteurs d'essieux radioélectriques transmettent la caractéristique qu'ils ont formée et/ou les nombres d'essieux nominal et réel du dernier train qui passe devant eux conjointement avec la caractéristique d'identification de ce train à au moins un dispositif, équipé de dispositifs d'émission/réception radioélectriques, permettant à un train suivant d'interroger ces données ou des données déduites de celles-ci.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que le train suivant (Z2) adjoint à son interrogation d'un compteur d'essieux radioélectrique (FAZ) ou d'un dispositif, équipé de dispositifs d'émission/réception radioélectriques, la caractéristique d'identification (J Z1) du train précédent (Z1) et/ou en ce que le compteur d'essieux radioélectrique ou le dispositif, équipé de dispositifs d'émission/réception radioélectriques, adjoint à sa réponse la caractéristique d'identification du dernier train ayant passé devant le compteur d'essieux radioélectrique.
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que les compteurs d'essieux radioélectriques (FAZ) sont associés aux passages à niveau (BU), le nombre réel (JA Z1) des contacts de déconnexion (A1, A2), par rapport au sens de roulement, d'essieux de véhicules passant dans le même sens de roulement étant déterminé conjointement avec le nombre d'essieux nominal (SA Z1) annoncé à chaque fois et/ou la caractéristique (K Z1) étant formée à partir de là par comparaison.
  5. Procédé selon la revendication 4, caractérisé en ce que, lorsqu'un train (Z1) approche d'un passage à niveau (BU), il transmet à ce passage à niveau son nombre d'essieux nominal (SA Z1) et sa caractéristique d'identification (J Z1) dans une relation temporelle avec l'ordre de connexion pour sécuriser le passage à niveau (J Z1), en ce que le passage à niveau mémorise ces données, concernant la voie, au moins jusqu'à un ordre de connexion suivant ou les transmet à un dispositif équipé de dispositifs d'émission/réception radioélectriques et en ce que le passage à niveau ou le dispositif équipé de dispositifs d'émission/réception radioélectriques transmet sur interrogation à un train suivant (Z2) ces données ou des données déduites de celles-ci (K Z1).
  6. Procédé selon la revendication 4 ou 5, caractérisé en ce que la connexion des dispositifs de sécurisation d'un passage à niveau est effectuée si le train approchant du passage à niveau est autorisé à rouler au-delà du passage à niveau et en ce que, si le train n'est pas autorisé à rouler au-delà du passage à niveau, les dispositifs de sécurisation du passage à niveau ne sont pas connectés et le train est arrêté avant le passage à niveau.
  7. Procédé selon la revendication 4 ou 5, caractérisé en ce que la déconnexion des dispositifs de sécurisation d'un passage à niveau est effectuée si le passage à niveau a été emprunté ou libéré normalement par un train ayant le nombre d'essieux nominal annoncé.
  8. Procédé selon l'une des revendications 1 à 6, caractérisé en ce qu'un train suivant (Z2), dans le cas où aucune liaison avec un train précédent (Z1) n'est tout d'abord effectuée et que ce train suivant envoie pour cette raison une interrogation correspondante à un compteur d'essieux radioélectriques (FAZ) ou à un dispositif équipé de dispositifs d'émission/réception radioélectriques pour déterminer s'il y a un minimum de voie de libre, tente en outre d'établir une liaison radioélectrique avec le train encore précédent pour l'interroger sur sa position actuelle (P2) .
  9. Procédé selon l'une des revendications 1 à 8, caractérisé en ce qu'un train suivant (Z2), dans le cas où aucune liaison avec un train précédent (Z1) n'est effectuée ou que ce train (Z1) ne dit rien sur son intégrité et que le train (Z2) envoie pour cette raison une interrogation correspondante à un compteur d'essieux radioélectrique ou à un dispositif d'émission/réception radioélectrique, envoie cette interrogation tout d'abord au compteur d'essieux radioélectrique le plus proche puis successivement aux compteurs d'essieux radioélectriques suivants sur son trajet jusqu'à la fin du trajet commun avec le train précédent ou jusqu'à accrocher le premier compteur d'essieux radioélectrique, pour lequel aucun signalement du passage complet ou aucuns nombres d'essieux nominal et réel concordants ne sont encore mémorisés dans la caractéristique d'identification du temps précédent (Z1).
  10. Procédé selon l'une des revendications 1 à 8, caractérisé en ce que le train encore suivant, dans le cas où les compteurs d'essieux radioélectriques transmettent les données, qui leur ont été communiquées ou qu'ils communiquent, à un dispositif central équipé de dispositifs d'émission/réception radioélectriques, envoie son interrogation à ce dispositif central et en ce que, à partir de la connaissance de ces données qui lui ont été envoyées par les compteurs d'essieux radioélectriques, ce dispositif central communique au train interrogé jusqu'à quel compteur d'essieux radioélectrique, en arrière du train précédent, il est autorisé à avancer.
  11. Procédé selon l'une des revendications 1 à 10, caractérisé en ce qu'il est prévu un dispositif central de surveillance de la marche des trains qui, dans le cas où un train ne possède aucun dispositif, ou des dispositifs défectueux, de communication avec les compteurs d'essieux radioélectriques, transmet au compteur d'essieux radioélectrique plus en aval dans l'itinéraire le nombre d'essieux nominal de ce train, lorsque celui-ci approche, à partir de sa connaissance de la position réelle ou supposée du train.
  12. Procédé selon la revendication 11, caractérisé en ce que le dispositif central adjoint au nombre d'essieux nominal du train une caractéristique d'identification propre au train qui est transmise à l'autre véhicule ou aux autres véhicules circulant sur la voie.
  13. Procédé selon l'une des revendications 1 à 12, caractérisé en ce qu'il est prévu un dispositif central de surveillance de la marche des trains qui, dans le cas où un train ne peut établir aucune liaison de communication avec le compteur d'essieux radioélectrique plus en aval, interroge à partir de sa connaissance de la position réelle ou supposée du train le compteur d'essieux radioélectriques encore plus en aval, en ce que le compteur d'essieux radioélectriques transmet au dispositif central les données transmises concernant le dernier train précédent, et en ce que, selon que la voie est totalement dégagée ou non jusqu'au compteur d'essieux radioélectriques, ce dispositif central transmet au train avantageusement par radiotéléphone s'il est autorisé à avancer jusqu'au compteur d'essieux radioélectrique suivant.
  14. Procédé selon l'une des revendications 1 à 11, caractérisé en ce que les trains transmettent automatiquement, à la réception d'une caractéristique qu'ils ont demandée ou de nombre d'essieux nominal et réel concordants d'un train précédent qu'ils ont demandés, que la voie est libre jusqu'au compteur d'essieux radioélectrique d'où proviennent la caractéristique ou les nombres d'essieux en question.
  15. Procédé selon l'une des revendications 1 à 14, caractérisé en ce que l'interrogation relative à un train est effectuée auprès d'un compteur d'essieux radioélectrique ou d'un dispositif équipé de dispositifs d'émission/réception en fonction du passage par une position mentionnée dans un atlas des voies du train ou du passage par un dispositif d'intervention du côté voie.
  16. Procédé selon l'une des revendications 1 à 15, caractérisé en ce qu'un train interroge un compteur d'essieux radioélectriques ou un dispositif équipé de dispositifs d'émission/réception au plus tard seulement lorsqu'il doit commencer à freiner sur un lieu dangereux qui lui a été communiqué.
  17. Utilisation du procédé selon l'une des revendications 1 à 16 comme plan de recours dans le cas où aucune liaison radioélectrique n'est établie avec un train précédent pour demander la position actuelle du train ou dans le cas où le train précédent ne comporte aucun moyen fonctionnel pour détecter l'intégrité technique du train.
EP01250020A 2000-01-19 2001-01-16 Procédé de sécurité de distance pour trains Expired - Lifetime EP1118522B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10002908A DE10002908A1 (de) 2000-01-19 2000-01-19 Verfahren zur Abstandssicherung von Zügen
DE10002908 2000-01-19

Publications (3)

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EP1118522A2 EP1118522A2 (fr) 2001-07-25
EP1118522A3 EP1118522A3 (fr) 2002-10-30
EP1118522B1 true EP1118522B1 (fr) 2006-03-22

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EP01250020A Expired - Lifetime EP1118522B1 (fr) 2000-01-19 2001-01-16 Procédé de sécurité de distance pour trains

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EP (1) EP1118522B1 (fr)
AT (1) ATE320955T1 (fr)
DE (2) DE10002908A1 (fr)
DK (1) DK1118522T3 (fr)
ES (1) ES2258507T3 (fr)
PT (1) PT1118522E (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106515797A (zh) * 2016-12-20 2017-03-22 交控科技股份有限公司 无次级轨道检测设备的列车追踪运行方法及cbtc系统

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2319062B1 (es) * 2007-09-19 2010-02-03 Lineas Y Cables, S.A. Pedal ferroviario.
CN108216308B (zh) * 2017-12-22 2019-11-29 合肥工大高科信息科技股份有限公司 一种判断计轴区段故障占用的方法

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19832602A1 (de) * 1998-07-09 2000-01-13 Siemens Ag Verfahren zur Zugintegritätsfeststellung

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106515797A (zh) * 2016-12-20 2017-03-22 交控科技股份有限公司 无次级轨道检测设备的列车追踪运行方法及cbtc系统
CN106515797B (zh) * 2016-12-20 2018-04-17 交控科技股份有限公司 无次级轨道检测设备的列车追踪运行方法及cbtc系统

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Publication number Publication date
ATE320955T1 (de) 2006-04-15
PT1118522E (pt) 2006-07-31
ES2258507T3 (es) 2006-09-01
EP1118522A3 (fr) 2002-10-30
EP1118522A2 (fr) 2001-07-25
DE10002908A1 (de) 2001-07-26
DK1118522T3 (da) 2006-07-24
DE50109283D1 (de) 2006-05-11

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