EP1232926A1 - Verfahren zur Zugsicherung - Google Patents
Verfahren zur Zugsicherung Download PDFInfo
- Publication number
- EP1232926A1 EP1232926A1 EP01103405A EP01103405A EP1232926A1 EP 1232926 A1 EP1232926 A1 EP 1232926A1 EP 01103405 A EP01103405 A EP 01103405A EP 01103405 A EP01103405 A EP 01103405A EP 1232926 A1 EP1232926 A1 EP 1232926A1
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- European Patent Office
- Prior art keywords
- train
- speed
- transmitted
- signal
- method step
- Prior art date
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- 238000000034 method Methods 0.000 claims abstract description 34
- 230000005540 biological transmission Effects 0.000 claims abstract description 18
- 238000011156 evaluation Methods 0.000 claims description 20
- 230000009467 reduction Effects 0.000 claims description 10
- 230000001960 triggered effect Effects 0.000 claims description 8
- 230000001419 dependent effect Effects 0.000 claims description 2
- 230000003213 activating effect Effects 0.000 abstract 1
- 230000003137 locomotive effect Effects 0.000 description 16
- 238000006243 chemical reaction Methods 0.000 description 4
- 238000010276 construction Methods 0.000 description 2
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 206010025482 malaise Diseases 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000011664 signaling Effects 0.000 description 2
- 241001180649 Myrcia group Species 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000001502 supplementing effect Effects 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- 238000012876 topography Methods 0.000 description 1
- 238000012800 visualization Methods 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
- B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
- B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
- B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
- B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]
Definitions
- the present invention relates to a method for train protection according to the preamble of claim 1.
- EP 1069021 A2 describes a punctiform train control system discloses that in addition to the aforementioned signal terms and speed specifications allowed for train types, that are not regular trains, difference values to target speeds and at most to transmit at target distances. This allows different types of trains to be used Driving profiles are transmitted without that for the A high data throughput is required.
- ETCS European Train Control System
- train administrations are implementing a train protection system TPWS (Train Protection and Warning System) used, in which means in pairs at intervals of 0 to about 22 m arranged transmission devices in the frequency domain from a few ten KHz signal terms such as "WARNING", "SPEED WARNING” or “STOP” on one of these devices driving vehicle can be transmitted.
- TPWS Train Protection and Warning System
- the system is however designed so that a train in front of a danger point is not stopped safely.
- the speed monitor takes place via a time measurement between that of two transmission devices of a pair received signals. This means that on the one hand all trains are on the same maximum speed are monitored and on the other hand that the speed determines the distance of this group is. Changes therefore require a new assembly the way.
- a changeover to the European ETCS system requires so much effort that not one step can be achieved.
- the present invention is therefore based on the object to provide a method of train protection that is easy to install and can be implemented, trains in front of a danger point is able to stop safely and in a later phase can be easily upgraded to the ETCS system.
- Figure 1 shows the basic arrangement of at route points arranged balise groups L0, L1, L2 of the system ETCS / Eurobalise in front of a main signal 3.
- R is the direction of travel of a train.
- a Balise group - hereinafter referred to as group - includes at least two balises.
- a group can have up to eight in a row arranged balises include.
- Balses can be used as Fixed data balises always sending the same telegrams or as controllable transparent balises - with a telegram, the content of which depends on a signal term - executed his.
- the at least paired arrangement of balises in Groups are required in order to use a fixed identifier in a telegram the direction of travel R of recognizing passing train.
- Up to 8 Beautyses can be provided.
- the group L0 according to FIG. 1 comprises a transparent balise T0 and a fixed data balise F0.
- At a further distance (not drawn to scale) from Main signal 3 is at two further route points L1 and L2 one more group each with two balises arranged. This further distances are determined based on the operational Requirements and can be on the order of 50 m .. 2500 m.
- Group L1 contains two fixed data balises F11 and F12, which are at a distance d1 on the thresholds of one Track mounted.
- Group L2 is like the group L0 from a transparent balise T2 and a fixed data balise F2, which are mounted at a distance d2 from each other.
- the Distances d1 and d2 are typically of the order of magnitude 2.5 m .. 6 m.
- the control unit 1 includes one Adapter 2 - also called Lineside Electronic Unit LEU - the intended for the control of transparent balises T0 and T2 is.
- the from a signal box of the control unit 1 supplied signal terms - also called driving terms - are transmitted on the one hand to the signal 3 and on the other hand fed to adapter 2 and entered in telegrams, the transparent balises via the connecting lines 10 and 12 T0 or T2 for transmission to a vehicle located antenna are transmitted.
- Figure 2 shows for the intended direction of travel R before Main signal 3 a distant signal 4, the signal terms about an adapter (not shown) of a transparent balise be added to group L4.
- the groups L3 and L2 are formed by two fixed data balises each, while the groups L2 and L0 each contain a fixed data and a transparent balise.
- the connections are not shown in FIG. 2 from distant signal 4 and main signal 3 to an interlocking.
- a locomotive 5 has on its underside an antenna 6 which here called balise antenna. that of the antenna Telegrams received are processed and a Transmission module BMT (Balise Transmission Module) fed. The received telegrams are used for further evaluation an evaluation unit 8 supplied with a display unit 9 is connected. The display unit 9 is used Visualization of information evaluated in the evaluation unit 8. With L4 a route point is designated, the a group with a fixed data balise F4 and a transparent balise Is assigned to T4.
- a train with the maximum permissible speed passes in Direction R the route point L4 and receive from the Transparent balise assigned to this route point L4 Group a telegram with a packet TEL, which is a data structure according to Table 1 below. in the The following are the telegram packets for the sake of simplicity briefly usually also referred to as "telegram".
- the other - partly transmission-related - information are not shown in the data structure according to Table 1.
- REF_BALISE the balise within the group to which the reference distance refers is specified.
- the field DIST_BALISE specifies the distance to the reference balise within a group.
- Telegram TEL kind field importance HDR NID_PACKET Identification of the telegram packet, 44 HDR Q_DIR Direction of validity of the information HDR L_PACKET Length of the telegram packet in bytes.
- APP DIST_BALISE Distance to the reference balise in m APP TPWS_FUNCT Function (signal term).
- APP VEL_MAX Maximum speed (basic value if train type is not known).
- APP BREAK_RULE Brake rule (basic value if the type of train is not known), e.g. 5 km / h.
- APP BREAK_RULE_CLASS _ (CNT) Brake rule of TRAIN_CLASS train type e.g. 10 km / h speed reduction.
- the locomotive driver first initiates braking and the train passes at a reduced, still maximum permissible speed, route point L3, at which a group with two fixed data balises is mounted.
- two telegrams TEL of the structure HDR + APP defined above are transmitted to the locomotive; in Table 2 below, only fields that differ from those in Table 1 are listed: Telegram TEL kind field importance : : APP DIST_BALISE Distance of the two balises of a group in m APP : APP VEL_MAX Maximum speed (basic value if train type is not known) APP BREAK_RULE Braking rule (basic value if train type is not known); e.g.
- the current signal term according to the distant signal 4 or Main signal 3 is not transmitted because at position L3 only fixed data balises are available; this is in the field TPWS_FUNCTION communicated to the evaluation unit 8.
- Individually are used for route point L3 the distance, as well as the Content for the fields VEL_MAX, BREAK_RULE, TRAIN_CLASS_CNT, VEL_MAX_CLASS, BREAK_RULE_CLASS transferred.
- a portable programming device can be used for this become.
- the aforementioned check for maximum speed according to the content in the fields VEL_MAX_CLASS and / or VEL_MAX is basically on every balise group possible.
- the Fields TRAIN_CLASS_CNT and VEL_MAX_CLASS occur more than once, at the maximum speed for several train types at a time to be able to transmit.
- the engine driver is now further reducing the speed and the train will pass at the permitted speed Waypoint L2, where a group with a transparent balise and a fixed data balise is arranged. It will turn a telegram TEL of the aforementioned type with the current one Signal term TPWS_FUNCT according to that on main signal 3 displayed signal term transmitted.
- the current speed of the train is calculated and with the transmitted maximum speed according to the content in the fields VEL_MAX_CLASS or VEL_MAX compared. by virtue of This comparison does not solve the premise mentioned at the beginning signaling reaction by the on the locomotive located evaluation unit 5; signaling is possible to the engine driver that the balise system work correctly and that the actual speed complies with the maximum permissible speed.
- a train with a speed well below the maximum Speed passes in the direction of travel R den Route point L4 and receive from the transparent balise a group TEL assigned to this route point L4 according to the structure given in Table 1. Due to the calculated speed and comparison with the current one The speed is determined by the evaluation unit 8 no further reaction, only the transmitted signal term can be sent to the locomotive driver for display be transmitted.
- the train now continues at a constant speed and pass the route point L3. It is assumed that the calculated (and actual) speed of the train also for route point L3 below the maximum speed liege. Due to the by the group on Route point L3 transmitted telegrams is in the evaluation unit 8 no speed exceeded detected. In the BREAK_RULE field there is a braking rule in the Form specified as a speed reduction in this field specified that is from one group to the next Group must be adhered to, otherwise emergency braking is triggered will, provided. In the present case, the braking rule injured because the train on both L4 and L3 has the same speed. This now has one through the Evaluation unit 8 triggered forced braking.
- a train with the maximum permissible speed passes in Direction R the route point L4 and receive from the Transparent balise assigned to this route point L4 Group a telegram TEL according to the structure in Table 1. Based on the calculated speed and comparison at the current speed is carried out by the evaluation unit 8 no further reaction, only the one transmitted The signal term can be passed to the display device 9 for the locomotive driver be transmitted. The engine driver is now leading braking.
- the train should now pass the route points L3 and L2 at a maximum permissible speed and in compliance with the Field BREAK_RULE specified braking rule.
- the evaluation unit 8 is arranged in a locomotive is that coupled in the direction of travel at the top of a train is.
- the evaluation unit 8 anywhere in the composition be placed, but usually the balise antennas 6, viewed in the direction of travel, on the first Vehicle must be activated.
- the inventive method with groups of balises, exclusively Having fixed data balises will be especially there applied where critical track sections are monitored are, for example, in front of bends that are common to all trains speed monitoring may be used.
- the TPWS-FUNCT field can use a special signal term for this be provided, namely "SPEED WARNING" on the vehicle regardless of a previously submitted and evaluated with a signal matching signal term can be.
- the fields specified in Table 1 can be separated by additional fields can be supplemented, for example, by a crossing in for defined low speed of a "stop" To enable main signals for vehicles of the construction service.
- the different contents of the different in one telegram Fields can be evaluated in the evaluation unit 8 can be combined in any way and are in no way limited to the embodiment described above.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Communication Control (AREA)
- Control Of Eletrric Generators (AREA)
Abstract
Description
die übermittelten Telegramme von auf dem System European Train Control System ETCS basierenden Datenübertragungseinheiten (F1, T1; F11, F12) ausgesandt und dem System ETCS entsprechenden Balisen-Antennen (6) empfangen werden;
kann für die betreffende Bahnverwaltung das Zugsicherungssystem in einer späteren Phase leicht durch Ergänzung der Dateninhalte auf ein vollständiges ETCS Level 1 System hochgerüstet werden (Patentanspruch 2).
im Verfahrensschritt A zusätzlich eine Bremsregel übermittelt wird, die eine zwischen zwei Gruppen vorzunehmende Geschwindigkeitsreduktion beinhaltet und dass
im Verfahrensschritt C zusätzlich verglichen wird, ob die Geschwindigkeitsreduktion tatsächlich vorgenommen wurde und bei festgestellter unzureichend vorgenommener Geschwindigkeitsreduktion ein Warnsignal oder eine Zwangsbremsung ausgelöst wird;
können auch Züge überwacht werden, die die maximal zulässige Geschwindigkeit nicht überschreiten, wo aber anzunehmen ist, dass der Lokomotivführer aufgrund eines Unwohlseins oder einer Absenz nicht mehr richtig auf die an Signalen angezeigten Signalbegriffe reagiert (Patentanspruch 3).
im Verfahrensschritt A zusätzlich ein einem längs der Strecke angeordneten Signal entsprechender Signalbegriff übermittelt wird und dass das Auslösen eines Warnsignal oder einer Zwangsbremsung vom übermittelten Signalbegriff abhängig ist;
können differenzierte Signalbegriffe übermittelt werden, die zusätzlich zur Geschwindigkeitskontrolle das Ueberfahren eines Gefahrenpunktes verhindern (Patentanspruch 4).
im Verfahrensschritt A zusätzlich wenigstens eine Zugsklasse und eine der Zugsklasse entsprechende maximal zulässige Geschwindigkeit übermittelt werden und dass im Verfahrensschritt C der Vergleich für jene der Zugklasse entsprechende maximal zulässige Geschwindigkeit vorgenommen wird, der das Schienenfahrzeug zugeordnet ist; können verschiedenartige Züge wie z.B. Schnellzüge, Güterzüge, Baudienstzüge, usw. differenziert bezüglich der maximal zulässigen Geschwindigkeit überwacht werden und ermöglichen für die jeweils gültige Zugsart eine minimale Fahrzeit (Patentanspruch 6).
- Figur 1
- Anordnung und detailliert dargestellte Kopplung von an Streckenpunkten angeordneten Balisengruppen vor einem Hauptsignal;
- Figur 2
- Anordnung und Kopplung von an Streckenpunkten angeordneten Balisengruppen auf einem Abschnitt Vorsignal - Hauptsignal;
- Figur 3
- fahrzeugseitige Ausrüstung.
Telegramm TEL | ||
Art | Feld | Bedeutung |
HDR | NID_PACKET | Identifikation des Telegramm-Packets, 44 |
HDR | Q_DIR | Gültigkeitsrichtung der Information |
HDR | L_PACKET | Länge des Telegramm-Packets in Byte. |
HDR | : | : |
HDR | ||
: | : | |
APP | REF_BALISE | Referenzbalisen der Gruppe; Bereich 1 .. 8 . |
APP | DIST_BALISE | Distanz zur Referenzbalise in m |
APP | TPWS_FUNCT | Funktion (Signalbegriff). |
APP | VEL_MAX | Maximale Geschwindigkeit (Grundwert falls Zugsart nicht bekannt). |
APP | BREAK_RULE | Bremsregel(Grundwert falls Zugsart nicht bekannt), z.B. 5 km/h. |
APP | TRAIN_CLASS_CNT | Anzahl Zugsarten. |
APP | VEL_MAX_CLASS_(C NT) | Geschwindigkeit der betreffenden Zugsart. |
APP | BREAK_RULE_CLASS _(CNT) | Bremsregel der Zugsart TRAIN_CLASS, z.B. 10 km/h Geschwindigkeitsreduktion. |
APP | : | |
APP | TPWS_VERSION | Version der Spezifikation (für spätere Erweiterungen) |
APP | : |
Telegramm TEL | ||
Art | Feld | Bedeutung |
: | : | |
APP | DIST_BALISE | Distanz der beiden Balisen einer Gruppe in m |
APP | : | |
APP | VEL_MAX | Maximale Geschwindigkeit (Grundwert falls Zugsart nicht bekannt) |
APP | BREAK_RULE | Bremsregel (Grundwert falls Zugsart nicht bekannt); z.B. 10 km/h |
APP | TRAIN_CLASS_CNT | Anzahl Zugsarten |
APP | VEL_MAX_CLASS_(C NT) | Geschwindigkeit der betreffenden Zugsart |
APP | BREAK_RULE_CLASS _(CNT) | Bremsregel der Zugsart TRAIN_CLASS, z.B. 10 km/h Geschwindigkeitsreduktion. |
APP | : |
- 1
- Ansteuereinheit
- 2
- Adapter LEU Lineside Electronic Unit
- 3
- Hauptsignal
- 4
- Vorsignal
- 5
- Triebfahrzeug
- 6
- Balisen-Antenne
- 7
- Uebertragungsmodul BTM (Balise Transmission Module)
- 8
- Auswerteeinheit
- 9
- Anzeigeeinheit
- 10
- Verbindung LEU zur Balisengruppe beim Hauptsignal 3
- 12
- Verbindung LEU zur Balisengruppe am Streckenpunkt L2
- L0
- Position einer Balisengruppe beim Hauptsignal
- L1,
- L2, Lx Streckenpunkte, an den Balisengruppen angeordnet sind, wobei x = 1, 2, 3, ..., ..
- F0,
- Fx Festdatenbalise am Streckenpunkt L0 bzw. Lx;
wobei x = 0, 1, .., .. und eine Transparentbalise am entsprechende Streckenpunkt ebenfalls vorhanden ist. - F11,
- F12; Fy1, Fy2 Festdatenbalisen am Streckenpunkt L1 bzw. Ly, wobei y= 0, 1, .., .., wobei nur Festdatenbalisen am Streckenpunkt Ly vorhanden sind.
- T0,
- Tx Transparentbalise am Streckenpunkt L0 bzw. Lx
- d1
- Abstand einer Balisengruppe am Streckenpunkt L1
- d2
- Abstand einer Balisengruppe am Streckenpunkt L2
- R
- Fahrrichtung eines Zuges
Claims (7)
- Verfahren zur Zugsicherung mittels Uebermittlung von Telegrammen (TEL) von längs einer Strecke an Streckenpunkten (L0, L1, ..), die mindestens zwei in Gruppen angeordnete Datenübertragungseinheiten (F1, T1; F11, F12) aufweisen, an eine einem Schienenfahrzeug zugeordnete Antenne (6), wobei ein Telegramm (TEL) bei unmittelbarer Überfahrt einer Daten-übertragungseinheit an die Antenne (6) übertragen wird, gekennzeichnet durch die Verfahrensschritte,A für einen Streckenpunkt (L0, L1, ..) ist in wenigstens einem der übermittelten Telegramme (TEL) der Abstand der eine Gruppe bildenden Datenübertragungseinheiten (F1, T1) enthalten und aufgrund der festgestellten Empfangszeitpunkte von wenigstens zwei Telegrammen wird in einer Auswerteeinheit (8) die Geschwindigkeit des Schienenfahrzeuges berechnet;B in wenigstens einem der übermittelten Telegramme (TEL) ist eine für den betreffenden Streckenpunkt (L0, L1, ..) maximale zulässige Geschwindigkeit enthalten;C die im Verfahrensschritt A berechnete Geschwindigkeit wird mit der im Verfahrensschritt B übermittelten maximal zulässigen Geschwindigkeit verglichen und bei Ueberschreiten der maximal zulässigen Geschwindigkeit wird ein Warnsignal oder eine Zwangsbremsung ausgelöst.
- Verfahren nach Anspruch 1,
dadurch gekennzeichnet, dass
die übermittelten Telegramme von auf dem System European Train Control System ETCS basierenden Datenübertragungseinheiten (F1, T1; F11, F12) ausgesandt und dem System ETCS entsprechenden Balisen-Antennen (6) empfangen werden. - Verfahren nach Anspruch 1 oder 2,
dadurch gekennzeichnet, dass
im Verfahrensschritt A zusätzlich eine Bremsregel übermittelt wird, die eine zwischen zwei Gruppen vorzunehmende Geschwindigkeitsreduktion beinhaltet und dass im Verfahrensschritt C zusätzlich verglichen wird, ob die Geschwindigkeitsreduktion tatsächlich vorgenommen wurde und bei festgestellter unzureichend vorgenommener Geschwindigkeitsreduktion ein Warnsignal oder eine Zwangsbremsung ausgelöst wird. - Verfahren nach einem der Ansprüche 1 bis 3,
dadurch gekennzeichnet, dass
im Verfahrensschritt A zusätzlich ein einem längs der Strecke angeordneten Signal entsprechender Signalbegriff übermittelt wird und dass das Auslösen eines Warnsignal oder einer Zwangsbremsung vom übermittelten Signalbegriff abhängig ist. - Verfahren nach einem der Ansprüche 1 bis 4,
dadurch gekennzeichnet, dass
im Verfahrensschritt A an Streckenpunkten (L1, L3) feste Signalbegriffe übermittelt werden, die unabhängig von den an längs der Strecke angeordneten Signalen angezeigten Signalbegriffen sind, und dass die im Verfahrensschritt C vorgesehenen Vergleiche unabhängig von einem vorgängig einem Signal entsprechenden Signalbegriff vorgenommen werden und
dass bei festgestellter unzureichend vorgenommener Geschwindigkeitsreduktion oder bei festgestelltem Ueberschreiten der maximal zulässigen Geschwindigkeit ein Warnsignal oder eine Zwangsbremsung ausgelöst wird. - Verfahren nach einem der Ansprüche 1 bis 5,
dadurch gekennzeichnet, dass
im Verfahrensschritt A zusätzlich wenigstens eine Zugsklasse und eine der Zugsklasse entsprechende maximal zulässige Geschwindigkeit übermittelt werden und dass im Verfahrensschritt C der Vergleich für jene der Zugklasse entsprechende maximal zulässige Geschwindigkeit vorgenommen wird, der das Schienenfahrzeug zugeordnet ist. - Verfahren nach Anspruch 6,
dadurch gekennzeichnet, dass
im Verfahrensschritt C in jenem Fall, wo dem Schienenfahrzeug keine Zugklasse zugeordnet ist, der Vergleich für die im Verfahrensschritt A übertragene maximal zulässige Geschwindigkeit vorgenommen wird.
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ES01103405T ES2249334T3 (es) | 2001-02-14 | 2001-02-14 | Procedimiento para la seguridad del tren. |
EP01103405A EP1232926B1 (de) | 2001-02-14 | 2001-02-14 | Verfahren zur Zugsicherung |
AT01103405T ATE310662T1 (de) | 2001-02-14 | 2001-02-14 | Verfahren zur zugsicherung |
DE50108160T DE50108160D1 (de) | 2001-02-14 | 2001-02-14 | Verfahren zur Zugsicherung |
DK01103405T DK1232926T3 (da) | 2001-02-14 | 2001-02-14 | Fremgangsmåde til togsikring |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP01103405A EP1232926B1 (de) | 2001-02-14 | 2001-02-14 | Verfahren zur Zugsicherung |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1232926A1 true EP1232926A1 (de) | 2002-08-21 |
EP1232926B1 EP1232926B1 (de) | 2005-11-23 |
Family
ID=8176482
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP01103405A Expired - Lifetime EP1232926B1 (de) | 2001-02-14 | 2001-02-14 | Verfahren zur Zugsicherung |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP1232926B1 (de) |
AT (1) | ATE310662T1 (de) |
DE (1) | DE50108160D1 (de) |
DK (1) | DK1232926T3 (de) |
ES (1) | ES2249334T3 (de) |
Cited By (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1591335A1 (de) * | 2004-04-30 | 2005-11-02 | Alcatel | Verfahren zur Abstandsbestimmung einer Balise von einem Vorsignal |
FR2916719A1 (fr) * | 2007-05-31 | 2008-12-05 | Alstom Transport Sa | Balise de communication et dispositif de configuration associe |
DE102008020700A1 (de) | 2008-04-24 | 2009-11-05 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Eisenbahnkollisions-Warnvorrichtung |
FR2949412A1 (fr) * | 2009-09-02 | 2011-03-04 | Alstom Transport Sa | Installation de securite ferroviaire et procede associe |
DE102005042218B4 (de) * | 2005-09-05 | 2012-07-26 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Eisenbahnkollisions-Warneinrichtung |
ITRM20120107A1 (it) * | 2012-03-21 | 2013-09-22 | Ecm S P A | Dispositivo mobile di segnalamento ferroviario e sistema mobile di segnalamento includente detto dispositivo |
DE102012217777A1 (de) * | 2012-09-28 | 2014-04-03 | Siemens Aktiengesellschaft | Steuerung eines Schienenfahrzeugs |
WO2015090932A1 (de) * | 2013-12-19 | 2015-06-25 | Siemens Aktiengesellschaft | Etcs-streckenausrüstung |
DE102013226728A1 (de) * | 2013-12-19 | 2015-06-25 | Siemens Aktiengesellschaft | Steuerung eines Schienenfahrzeugs |
EP2905196A1 (de) * | 2014-02-11 | 2015-08-12 | Siemens Aktiengesellschaft | Empfangsanordnung für Geschwindigkeitsüberwachung, und entsprechende Methode |
DE102015210550A1 (de) * | 2015-06-09 | 2016-12-15 | Siemens Aktiengesellschaft | Verfahren und Anordnung zum Sicherstellen eines Flankenschutzes für Züge |
FR3078310A1 (fr) * | 2018-02-27 | 2019-08-30 | Alstom Transport Technologies | Procede de controle de vehicules ferroviaires, dispositif et systeme associes |
EP3569468A1 (de) * | 2018-05-14 | 2019-11-20 | Bombardier Transportation GmbH | Verfahren und anordnung zur bestimmung einer fahrzeuggeschwindigkeitsempfehlung für den betrieb eines schienenfahrzeugs |
CN112172841A (zh) * | 2020-10-15 | 2021-01-05 | 天津津航计算技术研究所 | 一种用于真空金属管道高速列车的防撞系统 |
Families Citing this family (2)
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DE102007037603B4 (de) * | 2007-08-07 | 2009-09-03 | Siemens Ag | Verfahren zum Betreiben einer ETCS-Streckenausrüstung |
DE102012215574A1 (de) | 2012-09-03 | 2014-03-06 | Siemens Aktiengesellschaft | Betrieb eines Schienenfahrzeugs |
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- 2001-02-14 ES ES01103405T patent/ES2249334T3/es not_active Expired - Lifetime
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EP1591335A1 (de) * | 2004-04-30 | 2005-11-02 | Alcatel | Verfahren zur Abstandsbestimmung einer Balise von einem Vorsignal |
DE102005042218B4 (de) * | 2005-09-05 | 2012-07-26 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Eisenbahnkollisions-Warneinrichtung |
FR2916719A1 (fr) * | 2007-05-31 | 2008-12-05 | Alstom Transport Sa | Balise de communication et dispositif de configuration associe |
EP2000386A1 (de) * | 2007-05-31 | 2008-12-10 | Alstom Transport S.A. | Kommunikationsbalise und dazugehöriges Programmiergerät |
CN101590859B (zh) * | 2007-05-31 | 2012-06-20 | 阿尔斯通运输股份有限公司 | 通信信标机和相关的配置装置 |
RU2469345C2 (ru) * | 2007-05-31 | 2012-12-10 | АЛЬСТОМ Транспор СА | Коммуникационный радиомаяк и устройство для определения пространственного положения |
DE102008020700A1 (de) | 2008-04-24 | 2009-11-05 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Eisenbahnkollisions-Warnvorrichtung |
FR2949412A1 (fr) * | 2009-09-02 | 2011-03-04 | Alstom Transport Sa | Installation de securite ferroviaire et procede associe |
EP2295306A1 (de) * | 2009-09-02 | 2011-03-16 | ALSTOM Transport SA | Vorrichtung und Verfahren zum sicheren Bahnbetrieb |
ITRM20120107A1 (it) * | 2012-03-21 | 2013-09-22 | Ecm S P A | Dispositivo mobile di segnalamento ferroviario e sistema mobile di segnalamento includente detto dispositivo |
WO2013140431A1 (en) * | 2012-03-21 | 2013-09-26 | ECM S.p.A. | Mobile railway signalling device and mobile signalling system including said device |
CN104703858A (zh) * | 2012-09-28 | 2015-06-10 | 西门子公司 | 有轨车辆的控制 |
DE102012217777A1 (de) * | 2012-09-28 | 2014-04-03 | Siemens Aktiengesellschaft | Steuerung eines Schienenfahrzeugs |
WO2015090932A1 (de) * | 2013-12-19 | 2015-06-25 | Siemens Aktiengesellschaft | Etcs-streckenausrüstung |
DE102013226728A1 (de) * | 2013-12-19 | 2015-06-25 | Siemens Aktiengesellschaft | Steuerung eines Schienenfahrzeugs |
WO2015090933A1 (de) * | 2013-12-19 | 2015-06-25 | Siemens Aktiengesellschaft | Steuerung eines schienenfahrzeugs |
CN105848985A (zh) * | 2013-12-19 | 2016-08-10 | 西门子公司 | 轨道车辆的控制 |
EP2905196A1 (de) * | 2014-02-11 | 2015-08-12 | Siemens Aktiengesellschaft | Empfangsanordnung für Geschwindigkeitsüberwachung, und entsprechende Methode |
DE102015210550A1 (de) * | 2015-06-09 | 2016-12-15 | Siemens Aktiengesellschaft | Verfahren und Anordnung zum Sicherstellen eines Flankenschutzes für Züge |
FR3078310A1 (fr) * | 2018-02-27 | 2019-08-30 | Alstom Transport Technologies | Procede de controle de vehicules ferroviaires, dispositif et systeme associes |
EP3536579A1 (de) * | 2018-02-27 | 2019-09-11 | ALSTOM Transport Technologies | Kontrollverfahren von schienenfahrzeugen, entsprechende vorrichtung und entsprechendes system |
EP3569468A1 (de) * | 2018-05-14 | 2019-11-20 | Bombardier Transportation GmbH | Verfahren und anordnung zur bestimmung einer fahrzeuggeschwindigkeitsempfehlung für den betrieb eines schienenfahrzeugs |
CN112172841A (zh) * | 2020-10-15 | 2021-01-05 | 天津津航计算技术研究所 | 一种用于真空金属管道高速列车的防撞系统 |
CN112172841B (zh) * | 2020-10-15 | 2022-08-09 | 天津津航计算技术研究所 | 一种用于真空金属管道高速列车的防撞系统 |
Also Published As
Publication number | Publication date |
---|---|
ES2249334T3 (es) | 2006-04-01 |
EP1232926B1 (de) | 2005-11-23 |
ATE310662T1 (de) | 2005-12-15 |
DE50108160D1 (de) | 2005-12-29 |
DK1232926T3 (da) | 2006-04-03 |
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