EP1498338B1 - Train control process and system, especially of the ERTMS type - Google Patents

Train control process and system, especially of the ERTMS type Download PDF

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Publication number
EP1498338B1
EP1498338B1 EP04291322A EP04291322A EP1498338B1 EP 1498338 B1 EP1498338 B1 EP 1498338B1 EP 04291322 A EP04291322 A EP 04291322A EP 04291322 A EP04291322 A EP 04291322A EP 1498338 B1 EP1498338 B1 EP 1498338B1
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Prior art keywords
train
location
speed
loa
captured
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English (en)
French (fr)
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EP1498338A1 (de
Inventor
François Lacote
Philippe Michaut
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Alstom SA
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Alstom SA
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
    • 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
    • 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
    • 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]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/02—Global system for mobile communication - railways [GSM-R]

Definitions

  • the invention relates to a device and a method for controlling trains.
  • a field of application of the invention relates to control and assistance for the operation of trains, such as high-speed trains, regional trains, suburban trains, subways, streetcars or others. These trains can be driven by a human on board or automatically EP 0 958 987 A2 describes a system of train control by radio link.
  • the invention typically but not exclusively seeks to the European Rail Traffic Management System (ERTMS / ETCS) Train Control System), hereinafter referred to as ERTMS.
  • ERTMS European Rail Traffic Management System
  • ETCS Train Control System
  • This system is planned to establish an international standard for automatic control systems for trains and aims in particular to make interoperable traffic cross-border and train control systems from one country to another and from to increase the density of train traffic on the same route. train circulation with an optimal and homogeneous level of safety.
  • One way to increase the density of traffic on the same line consists in reducing the distance from which the trains follow each other.
  • the ERTMS system allocates to each train a prescription of location to which he can go on the line and in front of which he must be the tail of the previous train.
  • the invention aims to further increase the density of train traffic on a same line.
  • the spacing distance between the trains is reduced. following each other while respecting the safety distance between them. More train previous will have a significant speed, plus the distance of the next train to this train may be reduced in relation to the localization requirement.
  • means of acquisition and the computing unit are located in beacons distributed on the train running line and able to transmit the location requirement to a reader on board trains, when they are crossed by the said reader, and the computing device is located on the next train and is connected to said reader.
  • the acquisition means comprise location beacons distributed on the train running line and able to be read by a reader on board the next train, with means provided for retransmit by radio link to a radio center linked to the traffic line of trains, the location and speed acquired, the calculation unit being provided for in the radio station and being able to retransmit by radio the prescription of location removed from said braking distance value at the calculated on the next train.
  • wireless communication means are provided on the train previous and on the next train at least so that the previous train transmits to the train following its speed.
  • the location and speed acquisition is performed on board the next train, the location and speed of the train are transmitted following by a wireless radio telecommunication link to a radio center, in which calculates the location requirement, which is subtracted from said value of braking distance and which is then retransmitted by the link of telecommunication to the next train, in which said magnitude of movement control of the train, the speed of the preceding train being acquired at edge of it and being transmitted by another radio telecommunication link in the radio center, in which the braking distance value is calculated.
  • ERTMS ERTMS / ETCS-Class 1, System Requirements Specification, Subset-026-1, Subset 026-2, Subset 026-3" and following available on the Internet at www.unife.org/docs/ ertms . A glossary is also available at this address.
  • These documents, which are referred to, are the property of ADTRANZ, ALCATEL, ALSTOM, ANSALDO SIGNAL, INVENSYS RAIL and SIEMENS.
  • the documents referred to herein are those bearing the date of December 22, 1999 in version 2.0.0.
  • Chapter 2 of the aforementioned document (Subset-026-2) separates the system ERTMS in subsystems provided on each train and in subsystems provided in a fixed manner in relation to the track or line on which the trains.
  • the ERTMS system of application level n ° 2 as described in the above mentioned document in chapter 2.6.6. Does it contain beacons 2 distributed regularly along line 4 of train traffic and called Eurobalises.
  • a beacon reader 8 On board the train 6 are a beacon reader 8 and a detector 10 of speed and distance traveled by the train, which may include example a radar and a voice wheel, as is known.
  • a detector 10 On board the train 6 are a beacon reader 8 and a detector 10 of speed and distance traveled by the train, which may include example a radar and a voice wheel, as is known.
  • train 6 moves on channel 4, its reader 8 passes successively on or in front of each tag 2.
  • Each beacon 2 comprises a radio transmitter transmitting by a wireless radio link tag identification information to a radio receiver provided in the reader 8, during the passage of the train on or in front of it.
  • the information obtained by the reader 8 and the detector 10 are provided to a computer or central computer 12 located on train 6, called European Vital Computer (EVC).
  • EEC European Vital Computer
  • the reader 8 makes it possible to reference the position of the train 6 at each passing of beacon 2 and thus acquire a location of the train 6.
  • the location, the speed and other information of the train 6 are transmitted by the computer 12 via a transceiver 14 provided on board the train 6 at a radio center 16 fixed relative to channel 4 via a wireless radio telecommunication link 22.
  • the radio center 16 implements for example the GSM-R system for its links.
  • Radio Center 16 is referred to as the Radio Block Center (RBC) defined for one region, train 6 communicating with another RBC when in a other region.
  • RBC Radio Block Center
  • the radio center 16 In response to the information received from train 6, the radio center 16 returns a location requirement downstream of the last beacon 2 that the train has passed. This location requirement corresponds to a location on the track 4, up to which the train is allowed to move with a target speed determined by this location requirement.
  • the computer 12 calculates in a calculating member 46 a magnitude GC of control of movement of the train 6 according to a prescribed rule of calculation.
  • the localization requirement corresponds in the case of the system ERTMS for example to a movement authority (Movement Authority) according to Chapter 3.8 of the aforementioned document.
  • This movement authorization is by example the End of Authority (EOA) Authority), defined as the location up to which the train is authorized to go with a target speed in this location, equal to zero.
  • EOA End of Authority
  • the target is defined by the location where the speed of the train must be less than the target speed given.
  • the localization requirement may also correspond to the limit Authorization (Limit Of Authority, LOA), defined as the place that the train is not allowed to cross and the target speed is nonzero.
  • LOA Limit Of Authority
  • the ERTMS system also defines a danger point (Danger Point), which is the location beyond the end of authorization (EOA), which can be reached from the front of the train without creating a dangerous situation, a distance of thus defined between the end of the movement authorization (EOA) and the first point of danger possible.
  • Movement authorization (EOA or LOA) must never overtake the rear end of the previous train on line 4.
  • the command GC magnitude generated by the module 12 is sent to a module 18 on board the train 6, which may be a presentation device information to a human operator of the train 6 for example visual, sound or other or means 20 for executing an automatic control of the train 6, corresponding to this control size GC.
  • These means of execution 20 are provided on an automatically controlled train without a human operator on board, but are also provided on a train 6 controlled by a human operator.
  • These means of execution may be an emergency brake actuator and / or a service brake actuator.
  • the command magnitude GC may be under the shape of a speed profile to be adopted by train 6 until its prescription of location, the command magnitude GC being calculated by the computer 12.
  • the tags 2 share the track in cantons 3 of 1500 meters.
  • the LOA locating prescription is approximately 7 cantons forward, as well as shown in Figure 1.
  • the cantons are 2100 meters each and the LOA localization prescription lies about 3 blocks away in front of the train.
  • the speed of the train 62 preceding the following train 61 on the track 4 in the direction of movement of the trains 62, 61 on it, is taken in account.
  • Train 62 is equipped with the same system described above as train 61 and also communicates bidirectionally through a link 24 of wireless radio telecommunication with radio center 16.
  • Means recorded speed of the previous train 62 on track 4 are train 62, for example in his computer 12, and in the center radio 16, the speed acquired by the detector 10 on board the train 62 being transmitted by the radio link 24 to the radio center 16.
  • the prescription LOA is given on the basis of the location given by the following train 61, including its speed, and on the basis of canton 2L release information preceding the previous train 62.
  • This township release information is given by another fixed ground computer, called the interlocking station, communicating with the RBC calculator.
  • the RBC calculator sends the extension of authorization of movement or pseudo prescription of localization PLOA described below with description information of the track corresponding to this extension (profile, speed restrictions ).
  • the radio center 16 comprises a memory 26 of the locating and speed acquired from the following train 61, transmitted to it by the radio link 22.
  • the radio center 16 includes a memory 28 of the acquired speed transmitted by the radio link 24 from the previous train 62.
  • a PLOA pseudo-prescription location calculating unit 30 is provided in the radio center 16 and is implemented by any technical means such as as for example an electronic calculator.
  • the computing unit 30 includes a first module 32 for calculating said LOA localization prescription based on at least the speed and location recorded in the memory 26, as well as that a second module 34 determination.
  • the determination module 34 has a first input 36 for the acquired speed of the preceding gear, recorded in the memory 28, as well as a second input 38 of value or deceleration rate.
  • the determination module 34 determines, at least in according to the data present on its first and second entries 36 and 38, a DF value of braking distance of the preceding gear 62.
  • the rate or value the deceleration present on the second input 38 is greater than or equal to absolute to the absolute value of a service deceleration rate of the preceding train 62.
  • This service deceleration rate or value corresponds to a service braking distance of the preceding train 62, defined according to the ERTMS system as the distance with which a train is able to stop, from a given speed, at a deceleration such that train passengers do not suffer from discomfort or alarm, or at an equivalent deceleration in the case of trains carrying no passengers.
  • Deceleration data is defined as braking demand data at the rate at which a train will decelerate. This rate or this service deceleration value is for example equal to -0.6 m / s 2 .
  • the value at the deceleration rate prescribed on the second input 38 is, for example, greater than or equal in absolute value to the absolute value of the rate or deceleration value in the event of emergency braking, which itself is greater than the absolute value of the deceleration rate. deceleration of service and equal to 2 m / s 2 .
  • the emergency stopping distance is defined as the distance a train is able to stop in an emergency and depends on the speed of the train, the type of train, the braking characteristics, the weight of the train and the slope of line 4.
  • the maximum real deceleration rate on rolling stock of the high-speed train type is -1.1 m / s 2 under specific conditions (slope, wind, etc.).
  • the prescribed deceleration rate is, for example, greater than this maximum real deceleration rate.
  • the prescribed deceleration rate is, for example, greater in absolute value than 1.25 m / s 2 .
  • the prescribed deceleration rate is for example - 1.5 m / s 2 .
  • the LOA localization prescription output 33 of the calculation module 32 is connected to an adding input 421 of an adder module 42, while the output 40 of the DF value of the braking distance is connected to another additional input 422 of the module 42. adder.
  • the pseudo-PLOA localization prescription on exit 44 of the module 42 subtractor is connected to the radio transmitter of the radio center 16 to be transmitted by the wireless radio link 22 to the transceiver 14 of the next train 61 then to the computer 12 board of it.
  • the module 46 for calculating the next train 62 then applies the rule of calculation of the control size GC of displacement of the following train to the pseudo-PLOA localization prescription received of the radio center 16 and present on the output 44 of the subtractor module 42.
  • the pseudo-PLOA localization prescription advanced by relative to the LOA locating prescription and may even exceed the train previous 62. It follows that the next train 61 may be closer to the train previous 62, which makes it possible to pass a larger number of trains on the line 4 per unit time, or longer trains, or to pass them faster. It is thus possible to increase the intensity of traffic on channel 4 and thus to decrease operating costs.
  • the location of the previous train is being used by the RBC center to determine the township released by the previous train, unlike the ERTMS Level 2 system, where the release of the canton is given by an interlocking station.
  • the invention is not limited to the ERTMS / ETCS system and can be applied to any other system.
  • the next train received RBC calculator the channel description information (profile, restrictions of speed, beacons to meet) is able to determine the location of the train previous thanks to the identity of the contained tag delivered with the location, which is a unique identity in the world. Knowing the beacon and the speed of the train previous, the next train calculates the distance DF to add to the beacon in order to obtain the pseudo-prescription PLOA localization, the beacon materializing the prescription LOA.
  • Sending RBC calculator channel description information to the train following is asynchronous with respect to the actual location of the preceding train and shall simply be done beforehand.
  • this characteristic may be combined with that adding the braking distance to the LOA localization prescription for further shorten the localization prescription and thus be able to reduce the distance between two trains following each other.

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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)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)

Claims (17)

  1. Einrichtung zur Steuerung von Zügen, umfassend:
    Mittel (8, 10) zum Erfassen des Ortes und der Geschwindigkeit mindestens eines Zuges auf einer Verkehrslinie (4) für Zügen, welche mit einer Recheneinheit (30) verbunden sind die, ein erstes Modul (32) umfasst, das geeignet ist um in Funktion mindestens des erfassten Ortes und der erfassten Geschwindigkeit eine Vorschrift (LOA) eines sich weiter als der erfasste Ort befindenden Ortes zu berechnen bis zu welchem der Zug (6, 61) autorisiert ist, sich zu bewegen mit einer Zielgeschwindigkeit (TS) in dieser Vorschrift des Ortes (LOA),
    ein Organ (46, 12) zum Berechnen, gemäß einer vorgeschriebenen Berechnungsregel, einer Steuergröße (GC) der Bewegung des Zuges (6, 61), in Funktion mindestens der durch das erste Rechenmodul (30) gelieferte Vorschrift (LOA) des Ortes,
    dadurch gekennzeichnet, dass die Einrichtung weiter Mittel (8, 10) aufweist zum Erfassen von mindestens der Geschwindigkeit des auf dem Verkehrsweg (4) von Zügen vorherfahrenden Zuges (6, 62), welche weiter verbunden sind mit Mitteln zum Speichern der erfassten Geschwindigkeit, und dass die Recheneinheit (30) weiter ein zweites Modul (34) aufweist zum Bestimmen eines Bremsdistanzwertes (DF) des vorherfahrendes Zuges (6, 62), in Funktion von mindestens der gespeicherten Geschwindigkeit des vorherfahrenden Zuges (6, 61) und von einer Verzögerungsrate vorgeschrieben für den vorherfahrenden Zug und im Absolutwert größer als oder gleich dem Absolutwert dessen Betriebsverzögerungsrate, wobei das Rechenorgan (12) eingerichtet ist, um eine Steuergröße (GC) der Bewegung des nachfolgenden Zuges (61) zu liefern in Übereinstimmung mit der vorgeschriebenen Berechnungsregel angewandt auf die genannte durch die Recheneinheit (30) gelieferte Vorschrift (LOA) des Ortes, zu welcher der durch das zweite Bestimmungsmodul (34) gelieferte Bremsdistanzwert (DF) addiert wird.
  2. Einrichtung gemäß Anspruch 1, dadurch gekennzeichnet dass sie weiter Mittel aufweist zum Signalisieren von Informationen an den nachfolgenden Zug (6, 61) als Antwort auf die durch das Rechenorgan (12) gelieferte Steuergröße der Bewegung des Zuges.
  3. Einrichtung gemäß einem der vorhergehenden Ansprüche, dadurch gekennzeichnet dass sie weiter Mittel (20) aufweist zum Ausführen von Steuerungen des nachfolgenden Zuges (6, 61), welche mit der durch das Rechenorgan (12) gelieferten Steuergröße (GC) der Bewegung des Zuges korrespondieren.
  4. Einrichtung gemäß einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Recheneinheit (30) ein Addiermodul (42) aufweist, welches an einem ersten Eingang (421) die durch das erste Rechenmodul (32) gelieferte Vorschrift (LOA) des Ortes und an einem zweiten Eingang den durch das zweite Bestimmungsmodul (34) gelieferten Bremsdistanzwert (DF) empfängt und welches an seinem Ausgang (44) einen Wert liefert, welcher der Summe des am ersten Eingang anwesenden Wertes und dieses am zweiten Eingang anwesenden gleich ist, wobei der Ausgang (44) des Subtrahiermoduls (42) mit dem Eingang des Rechenorgans (46) verbunden ist an dessen Ausgang die genannte Steuergröße (GC) gemäß der auf den an seinem Eingang anwesenden Wert angewandten Rechenvorschriftregel geliefert wird.
  5. Einrichtung gemäß einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Erfassungsmittel (8, 10), das erste Rechenmodul (32) der Vorschrift (LOA) des Ortes und das Organ (46) der Berechnung der Steuergröße (GC) vom Typ ERTMS/ETCS sind.
  6. Einrichtung gemäß Anspruch 5, dadurch gekennzeichnet, dass die Erfassungsmittel (8, 10) und die Recheneinheit (30) sich in entlang der Verkehrslinie für Züge verteilten Markierung (2) befinden, welche geeignet sind, um die Vorschrift (LOA) des Ortes an ein an Bord der Züge vorgesehenes Lesegerät (8) zu übertragen, wenn sie von diesem Lesegerät (8) passiert werden, und dass das Rechenorgan (46) sich an Bord des nachfolgenden Zuges (6, 61) befindet und mit diesem Lesegerät (8) verbunden ist.
  7. Einrichtung gemäß der Anspruch 5, dadurch gekennzeichnet dass die Erfassungsmittel (8, 10) Ortungsmarkierungen (2) aufweisen, welche entlang der Verkehrslinie (4) des Zuges verteilt sind, und geeignet sind, um gelesen zu werden durch ein an Bord des nachfolgenden Zuges (6, 61) vorgesehenes Lesegerät (8), wobei Mittel (14, 22) vorgesehen sind, um den erfassten Ort und die erfasste Geschwindigkeit über Radioverbindung (22) zu übertragen an ein mit der Verkehrslinie (4) für Züge verbundenes Radiozentrum (16) und wobei die Recheneinheit (30) im Radiozentrum (16) vorgesehen ist und geeignet ist zum Übertragen über Radioverbindung (22) der Vorschrift (LOA) des Ortes, subtrahiert vom Bremsdistanzwert (DF) an das sich an Bord des nachfolgenden Zuges befindenden Rechenorgan (46).
  8. Einrichtung gemäß einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass drahtlose Telekommunikationsmittel im vorherfahrenden Zug (6, 62) und im nachfolgenden Zug (6, 61) vorgesehen sind, so dass mindestens der vorherfahrende Zug (6, 62) seine erfasste Geschwindigkeit an den nachfolgenden Zug (6, 61) überträgt.
  9. Einrichtung gemäß einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Betriebsverzögerungsrate für den vorherfahrenden Zug gleich ist.
  10. Einrichtung gemäß einem der vorhergehenden Ansprüche 1 bis 9, dadurch gekennzeichnet, dass die für den vorherfahrenden Zug vorgeschriebene Verzögerungsrate im Absolutwert größer ist als oder gleich dem Absolutwert einer Notverzögerungsrate des vorhergehenden Zuges und größer ist als der Absolutwert der Betriebsverzögerungsrate für den vorherfahrenden Zug.
  11. Einrichtung gemäß dem Anspruch 10, dadurch gekennzeichnet, dass die Notverzögerungsrate für den vorherfahrenden Zug gleich ist.
  12. Verfahren zum Steuern von Zügen, worin:
    der Ort und die Geschwindigkeit mindestens eines Zuges auf einer Verkehrslinie (4) von Zügen erfasst werden,
    in Funktion von mindestens dem erfassten Ort und der erfassten Geschwindigkeit eine Vorschrift (LOA) eines Ortes berechnet wird, der weiter gelegen ist als der erfasste Ort und bis zu welchem der Zug autorisiert ist zu fahren mit einer Zielgeschwindigkeit (TS) in dieser Vorschrift (LOA) des Ortes,
    gemäß einer vorgeschriebenen Berechnungsregel eine Steuergröße (GC) der Bewegung des Zuges berechnet wird, in Funktion von mindestens der berechneten Vorschrift (LOA) des Ortes,
    dadurch gekennzeichnet, dass
    darüber hinaus die Geschwindigkeit des vorherfahrenden Zuges (6, 62) auf dem Verkehrsweg von Zügen erfasst und gespeichert wird,
    ein Bremsdistanzwert (DF) des vorherfahrenden Zuges (6, 61) bestimmt wird in Funktion von mindestens der gespeicherten Geschwindigkeit des vorherfahrenden Zuges und einer für den vorherfahrenden Zug vorgeschriebenen Verzögerungsrate, welche im Absolutwert größer ist als oder gleich dem Absolutwert dessen Betriebsverzögerungsrate,
    die genannte Berechnungsregel auf der genannten berechneten Vorschrift (LOA) des Ortes angewandt wird, zu welcher der bestimmte Bremsdistanzwert (DF) addiert wird, um die genannte Steuergröße (GC) der Bewegung des Zuges zu berechnen.
  13. Verfahren gemäß Anspruch 12, dadurch gekennzeichnet, dass man in Antwort auf die berechnete Steuergröße (GC) der Bewegung des Zuges Informationen an den nachfolgenden Zug (6, 61) überträgt.
  14. Verfahren gemäß einem der Ansprüche 12 und 13, dadurch gekennzeichnet, dass eine Steuerung des nachfolgenden Zuges (6, 61) ausgeführt wird korrespondierend mit der berechneten Steuergröße (GC) der Bewegung des Zuges.
  15. Verfahren gemäß einem der Ansprüche 12 bis 14, dadurch gekennzeichnet, dass die erfasste Geschwindigkeit des vorherfahrenden Zuges (6, 62) mittels einer drahtlosen Telekommunikationsverbindung direkt vom vorherfahrenden Zug zum nachfolgenden Zug übertragen wird.
  16. Verfahren gemäß einem der Ansprüche 12 bis 15, dadurch gekennzeichnet, dass die Erfassung der Geschwindigkeit und des Ortes, die Berechnung der Vorschrift (LOA) des Ortes, der Steuergröße (GC) und des Bremsdistanzwertes (DF) des vorherfahrenden Zuges an Bord des nachfolgenden Zuges (6, 61) ausgeführt werden.
  17. Verfahren gemäß einem der Ansprüche 12 bis 15, dadurch gekennzeichnet, dass die Erfassung des Ortes und der Geschwindigkeit ausgeführt wird an Bord des nachfolgendes Zuges (6, 61), der erfasste Ort und die erfasste Geschwindigkeit mittels einer drahtlosen Telekommunikationsverbindung (22) von dem nachfolgenden Zug zu ein Radiozentrum übertragen werden, in welchem die Vorschrift (LOA) des Ortes berechnet wird, die vom genannten Bremsdistanzwert (DF) subtrahiert ist und die hinterher mittels der Telekommunikationsverbindung (22) zum nachfolgenden Zug (6, 61) übertragen wird in welchem die genannte Steuergröße (GC) der Bewegung des Zuges berechnet wird, wobei die Geschwindigkeit des vorherfahrenden Zuges (6, 62) an dessen Bord erfasst wird und mittels einer anderen Telekommunikationsverbindung (24) zum Radiozentrum (16) übertragen wird, worin der Bremsdistanzwert berechnet wird.
EP04291322A 2003-06-27 2004-05-25 Train control process and system, especially of the ERTMS type Expired - Lifetime EP1498338B1 (de)

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FR0307835 2003-06-27
FR0307835A FR2856645B1 (fr) 2003-06-27 2003-06-27 Dispositif et procede de commande de trains, notamment du type ertms

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EP1498338A1 EP1498338A1 (de) 2005-01-19
EP1498338B1 true EP1498338B1 (de) 2005-10-05

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US (1) US7089093B2 (de)
EP (1) EP1498338B1 (de)
KR (1) KR101145699B1 (de)
CN (1) CN1576132B (de)
AT (1) ATE305868T1 (de)
DE (1) DE602004000115T2 (de)
DK (1) DK1498338T3 (de)
ES (1) ES2250956T3 (de)
FR (1) FR2856645B1 (de)
TW (1) TWI313235B (de)

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FR2856645A1 (fr) 2004-12-31
FR2856645B1 (fr) 2005-08-26
ES2250956T3 (es) 2006-04-16
ATE305868T1 (de) 2005-10-15
CN1576132B (zh) 2010-05-26
US20040267415A1 (en) 2004-12-30
CN1576132A (zh) 2005-02-09
DE602004000115D1 (de) 2006-02-16
TW200508071A (en) 2005-03-01
DE602004000115T2 (de) 2006-07-20
DK1498338T3 (da) 2006-02-13
EP1498338A1 (de) 2005-01-19
KR101145699B1 (ko) 2012-05-24
TWI313235B (en) 2009-08-11
KR20050001325A (ko) 2005-01-06

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