EP1552997B1 - Train management system with change of the train control system - Google Patents

Train management system with change of the train control system Download PDF

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Publication number
EP1552997B1
EP1552997B1 EP04090482A EP04090482A EP1552997B1 EP 1552997 B1 EP1552997 B1 EP 1552997B1 EP 04090482 A EP04090482 A EP 04090482A EP 04090482 A EP04090482 A EP 04090482A EP 1552997 B1 EP1552997 B1 EP 1552997B1
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EP
European Patent Office
Prior art keywords
section
train
radio
train control
balise
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Not-in-force
Application number
EP04090482A
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German (de)
French (fr)
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EP1552997A3 (en
EP1552997A2 (en
Inventor
Sven Adomeit
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Siemens AG
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Siemens AG
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Publication of EP1552997A3 publication Critical patent/EP1552997A3/en
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Publication of EP1552997B1 publication Critical patent/EP1552997B1/en
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Classifications

    • 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 vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, 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 vehicle train, e.g. to release brake, 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 vehicle train, e.g. to release brake, 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 vehicle train, e.g. to release brake, 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 vehicle 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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/33—Backup systems, e.g. switching when failures occur
    • 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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/37—Migration, e.g. parallel installations running simultaneously
    • 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 vehicle train, e.g. to release brake, 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
    • B61L3/227—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using electromagnetic radiation
    • 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 vehicle train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the invention relates to an operating system for rail-bound transport according to the preamble of claim 1.
  • ETCS European Train Control System
  • several variants for the train control are provided. More specific specifications are included in UNISIG SRS 2.0.
  • the invention relates to balise train control and radio train control, with the associated sections adjacent to each other and to be driven in succession.
  • the sections are divided into compulsory permission distribution monitoring sections.
  • the monitoring sections are released by a control center by means of balise control or radio transmission for the onward journey of the train if it is ensured that no other vehicle is located in this monitoring section.
  • the last balise monitoring section begins at the beginning of the second route section, which is designed for operational management by means of radio train control.
  • the train must receive information about the free or busy state of a new monitoring section by radio train control.
  • This radio-based license overwrites the still valid balise-based driving license. All other balise-generated information is suppressed, so that the second section is operated exclusively by radio train control. In the case of trouble-free operation, a smooth transition from balise train control to radio train control thus takes place.
  • the Balisen variant is referred to as Level 1 or L1 for short, and the radio variant as Level 2 or L2 for short. Any kind of radio transmission interference Changing the level from L1 to L2 will result in the absence of a valid radio license, which will cause the train to stop at the end of the final Balise license.
  • the driver then has to take certain measures to deal with the fault. If L2 operation, ie radio train control, has been initiated, but no driver permission information has been received on the first radio monitoring section, possibly arrived balise information is suppressed to a next monitoring section. In order for this balise information to be used to continue the train, the train driver must, as it were, manually shift the level back from L2 to L1.
  • L2 operation ie radio train control
  • the invention has for its object to provide a management system of the generic type, in which an automatic downshift from L2 to L1 occurs in case of failure.
  • a management system of the generic type in which an automatic downshift from L2 to L1 occurs in case of failure.
  • Both figures show a train 1 traveling on a railway line which has an L1 section 2 and an L2 section 3.
  • the L1 link is configured for operational management by means of balise train control, while the L2 link also allows for the next higher level, namely radio train control.
  • a balise 4 Before the mode change from L1 to L2 actually takes place, it is announced by means of a balise 4.
  • the entire route is subdivided into monitoring sections requiring driver permission.
  • the driving permission - Movement Authority MA - 5 required for entry into L2 section 3 is still transmitted by the L1 management. This is done by a balise group 6 at the level boundary L1 / L2.
  • New L1 information is ignored.
  • the train After driving a partial section 5 'of the monitoring section for the L1 driving license 5, the train receives according to FIG. 1 a new L2 license from a line center for radio train control.
  • This L2-driving permission 7 overwrites the still valid L1 driving license 5.
  • the extension-side limitation of the monitoring sections for the L1 driving license 5 and the L2 driving license 7 can - as in the example shown - match.
  • the train 1 departs the first radio-transmitted L2 license 7 and receives a further L2 license for each subsequent monitoring section during trouble-free operation. Level 1 information is ignored.
  • the necessary information about the current location of the train 1 receives the line center on trackside position detection systems. 8
  • driver light signals 9 may be provided.
  • FIG. 2 illustrates the operation when not receiving the L2 license 7.
  • the configuration of the route is achieved that the train 1 without having to stop and without driver involvement back to the L1 mode, ie in operation management by Balisen train control changes .
  • balises 10 are provided for the announcement of the L2 / L1 change and 11 for the initiation of this change.
  • the balises 10 and 11 are linked to the last balise monitoring section for the level change back to L1.
  • an L2 driving license 7 as in the trouble-free mode of operation, in FIG. 1 is displayed, the link will be changed and ignored further L1 information.
  • the move 1 would remain in level 2. Any new driving license whose format corresponds to the current mode of operation L1 or L2 will override the last valid driving license.
  • the invention is not limited to the embodiment given above. Rather, a number of variants are conceivable, which make use of the features of the invention even with fundamentally different type of execution.

Abstract

Works managing system for rail transport comprises a first path section (2) for management using Balise control (L1) and an adjoining second path section (3) for management using radio control (L2). The path sections are divided into monitoring sections requiring movement authority (MA). At least one first Balise (11) arranged within the first monitoring section of the second path section (the last Balise monitoring section) triggers a changeover of management by radio control to management by Balise control on disturbance of radio transfer with regard to movement authority for the next monitoring section.

Description

Die Erfindung betrifft ein Betriebsführungssystem für schienengebundene Verkehrsmittel gemäß dem Oberbegriff des Anspruchs 1. Im Rahmen des ETCS (European Train Control System) sind mehrere Varianten für die Zugbeeinflussung vorgesehen. Genauere Spezifizierungen sind in UNISIG SRS 2.0 enthalten. Die Erfindung bezieht sich auf Balisen-Zugbeeinflussung und Funk-Zugbeeinflussung, wobei die zugehörigen Streckenabschnitte aneinandergrenzen und nacheinander befahren werden sollen. Üblicherweise sind die Streckenabschnitte in fahrerlaubniserteilungspflichtige Überwachungsabschnitte eingeteilt. Die Überwachungsabschnitte werden von einer Leitzentrale mittels Balisenansteuerung oder Funkübertragung für die Weiterfahrt des Zuges freigegeben, wenn sichergestellt ist, dass sich kein anderes Fahrzeug in diesem Überwachungsabschnitt befindet. Dabei beginnt der letzte Balisen-Überwachungsabschnitt am Anfang des zweiten Streckenabschnittes, der für Betriebsführung mittels Funk-Zugbeeinflussung ausgelegt ist. Innerhalb dieses letzten Balisen-Überwachungsabschnittes muss der Zug eine Information über den Frei- oder Besetzt-Zustand eines neuen Überwachungsabschnittes per Funk-Zugbeeinflussung erhalten. Diese funkbasierte Fahrerlaubnis überschreibt die noch gültige balisenbasierte Fahrerlaubnis. Auch alle weiteren balisengenerierten Informationen werden unterdrückt, so dass der zweite Streckenabschnitt ausschließlich mittels Funk-Zugbeeinflussung betrieben wird. Bei störungslosem Betrieb erfolgt somit quasi ein gleitender Übergang von Balisen-Zugbeeinflussung zu Funk-Zugbeeinflussung. Nach ETCS-Sprachgebrauch wird die Balisen-Variante als Level 1 oder kurz L1 und die Funk-Variante als Level 2 oder kurz L2 bezeichnet. Jegliche Art von Störungen der Funkübertragung beim Levelwechsel von L1 zu L2 führt dazu, dass keine gültige Funk-Fahrerlaubnis vorliegt, wodurch der Zug am Ende der letztgültigen Balisen-Fahrerlaubnis anhalten muss. Der Triebfahrzeugführer muss dann bestimmte Maßnahmen ergreifen, um mit der Störung umzugehen. Wenn L2-Betrieb, also Funk-Zugbeeinflussung, initiiert wurde, aber keine Fahrerlaubnis-Informationen zu dem ersten Funk-Überwachungsabschnitt empfangen wurden, werden eventuell eingetroffene Balisen-Informationen zu einem nächsten Überwachungsabschnitt unterdrückt. Damit diese Balisen-Informationen für die Weiterfahrt des Zuges genutzt werden können, muss der Triebfahrzugführer den Level quasi manuell von L2 auf L1 zurückschalten.The invention relates to an operating system for rail-bound transport according to the preamble of claim 1. Within the ETCS (European Train Control System) several variants for the train control are provided. More specific specifications are included in UNISIG SRS 2.0. The invention relates to balise train control and radio train control, with the associated sections adjacent to each other and to be driven in succession. Usually, the sections are divided into compulsory permission distribution monitoring sections. The monitoring sections are released by a control center by means of balise control or radio transmission for the onward journey of the train if it is ensured that no other vehicle is located in this monitoring section. In this case, the last balise monitoring section begins at the beginning of the second route section, which is designed for operational management by means of radio train control. Within this last balise monitoring section, the train must receive information about the free or busy state of a new monitoring section by radio train control. This radio-based license overwrites the still valid balise-based driving license. All other balise-generated information is suppressed, so that the second section is operated exclusively by radio train control. In the case of trouble-free operation, a smooth transition from balise train control to radio train control thus takes place. According to ETCS, the Balisen variant is referred to as Level 1 or L1 for short, and the radio variant as Level 2 or L2 for short. Any kind of radio transmission interference Changing the level from L1 to L2 will result in the absence of a valid radio license, which will cause the train to stop at the end of the final Balise license. The driver then has to take certain measures to deal with the fault. If L2 operation, ie radio train control, has been initiated, but no driver permission information has been received on the first radio monitoring section, possibly arrived balise information is suppressed to a next monitoring section. In order for this balise information to be used to continue the train, the train driver must, as it were, manually shift the level back from L2 to L1.

Der Erfindung liegt die Aufgabe zugrunde, ein Betriebsführungssystem der gattungsgemäßen Art anzugeben, bei dem im Störungsfall eine automatische Rückschaltung von L2 zu L1 erfolgt. Insbesondere ist anzustreben, dass das Anhalten des Zuges und die manuelle Levelumschaltung durch den Triebfahrzeugführer entfallen können, wobei die dem höchstmöglichen Level entsprechende Betriebsführung zu realisieren ist.The invention has for its object to provide a management system of the generic type, in which an automatic downshift from L2 to L1 occurs in case of failure. In particular, it is desirable to be able to omit the stopping of the train and the manual level switching by the driver, whereby the operational management corresponding to the highest possible level is to be realized.

Die Aufgabe wird mit den kennzeichnenden Merkmalen des Patentanspruchs gelöst. Auf diese Weise erfolgt bei fehlerhafter oder nicht vorhandener Funk-Übertragung der Fahrerlaubnis für den nächsten Überwachungsabschnitt eine automatische Umschaltung von Betriebsführung mittels Funk-Zugbeeinflussung, d. h. von Level 2, auf Betriebsführung mittels Balisen-Zugbeeinflussung, d. h. Level 1. Der Zug kann die Fahrt ohne anzuhalten im L1-Betrieb fortsetzen. Der Triebfahrzeugführer muss den Levelwechsel nicht mehr per Hand vornehmen. Zusätzlich ist eine zweite Balise oder auch Balisengruppe vorgesehen, durch die der Levelwechsel von L2 zu L1 vorab angekündigt wird. Eine Vorankündigung dieser Art erfolgt auch vor dem tatsächlichen Levelwechsel von L1 zu L2. Durch den Level-Aufbau des ETCS muss sichergestellt sein, dass immer die dem höchsten Level entsprechende Betriebsführung realisiert wird, sofern die entsprechende Infrastruktur vorhanden ist. Dazu ist vorgesehen, dass bei störungsfreiem L2-Betrieb jegliche L1-Informationen unterdrückt werden, wobei solche Informationen durchaus gelesen werden können.The object is achieved with the characterizing features of the claim. In this way, in the case of faulty or non-existent radio transmission of the license for the next monitoring section, an automatic switchover of operations management by radio train control, ie from level 2, to operation management by means of balise train control, ie level 1. The train can drive without continue to stop in L1 mode. The driver does not have to make the level change manually. In addition, a second balise or balise group is provided, through which the level change from L2 to L1 is announced in advance. An advance notice of this kind also takes place before the actual level change from L1 to L2. Through the level structure The ETCS must ensure that the highest level of operational management is always realized, provided the relevant infrastructure is available. For this purpose, it is provided that in the case of interference-free L2 operation, any L1 information is suppressed, and such information can certainly be read.

Die Erfindung wird nachfolgend anhand figürlicher Darstellungen näher erläutert. Es zeigen

Figur 1
einen störungsfreien Betriebsablauf bei Levelwechsel und
Figur 2
einen Betriebsablauf bei Levelwechsel und Funkstörung.
The invention will be explained in more detail with reference to figurative representations. Show it
FIG. 1
a trouble-free operation with level change and
FIG. 2
an operating procedure with level change and radio interference.

Beide Figuren zeigen einen Zug 1, der auf einer Bahnstrecke fährt, die einen L1-Streckenabschnitt 2 und einen L2-Streckenabschnitt 3 aufweist. Der L1-Streckenabschnitt ist für Betriebsführung mittels Balisen-Zugbeeinflussung projektiert, während der L2-Streckenabschnitt auch das nächsthöhere Level, nämlich Funk-Zugbeeinflussung ermöglicht. Bevor der Betriebsartenwechsel von L1 nach L2 tatsächlich erfolgt, wird dieser mittels einer Balise 4 angekündigt. Die gesamte Strecke ist in fahrerlaubniserteilungspflichtige Überwachungsabschnitte eingeteilt. Die zur Einfahrt in den L2-Streckenabschnitt 3 erforderliche Fahrerlaubnis - Movement Authority MA - 5 wird noch von der L1-Betriebsführung übertragen. Dazu dient eine Balisengruppe 6 an der Levelgrenze L1/L2. Wenn der Zug 1 die Levelgrenze passiert und von dem L1-Streckenabschnitt 2 in den L2-Streckenabschnitt 3 einfährt, gilt zunächst die L1 MA-Fahrerlaubnis 5. Neue L1-Informationen werden aber ignoriert. Nach Befahren eines Teilabschnittes 5' des Überwachungsabschnittes für die L1-Fahrerlaubnis 5 erhält der Zug gemäß Figur 1 eine neue L2-Fahrerlaubnis von einer Streckenzentrale für die Funk-Zugbeeinflussung. Diese L2-Fahrerlaubnis 7 überschreibt die an sich noch gültige L1-Fahrerlaubnis 5. Die ausfahrseitige Begrenzung der Überwachungsabschnitte für die L1-Fahrerlaubnis 5 und die L2-Fahrerlaubnis 7 können - wie im dargestellten Beispiel - übereinstimmen. Der Zug 1 fährt die erste funkübertragene L2-Fahrerlaubnis 7 ab und empfängt bei störungsfreiem Betrieb für jeden nachfolgenden Überwachungsabschnitt eine weitere L2-Fahrerlaubnis. Informationen von Level 1 werden ignoriert. Die notwendigen Informationen über den aktuellen Aufenthaltsort des Zuges 1 erhält die Streckenzentrale über streckenseitige Positionserfassungssysteme 8.Both figures show a train 1 traveling on a railway line which has an L1 section 2 and an L2 section 3. The L1 link is configured for operational management by means of balise train control, while the L2 link also allows for the next higher level, namely radio train control. Before the mode change from L1 to L2 actually takes place, it is announced by means of a balise 4. The entire route is subdivided into monitoring sections requiring driver permission. The driving permission - Movement Authority MA - 5 required for entry into L2 section 3 is still transmitted by the L1 management. This is done by a balise group 6 at the level boundary L1 / L2. When the train 1 passes the level boundary and enters the L2 link section 3 from the L1 link section 2, the following applies the L1 MA license 5. New L1 information is ignored. After driving a partial section 5 'of the monitoring section for the L1 driving license 5, the train receives according to FIG. 1 a new L2 license from a line center for radio train control. This L2-driving permission 7 overwrites the still valid L1 driving license 5. The extension-side limitation of the monitoring sections for the L1 driving license 5 and the L2 driving license 7 can - as in the example shown - match. The train 1 departs the first radio-transmitted L2 license 7 and receives a further L2 license for each subsequent monitoring section during trouble-free operation. Level 1 information is ignored. The necessary information about the current location of the train 1 receives the line center on trackside position detection systems. 8

Als weitere Informationsquelle für den Triebfahrzeugführer können Lichtsignale 9 vorgesehen sein.As a further source of information for the driver light signals 9 may be provided.

Figur 2 veranschaulicht den Betriebsablauf bei Nichtempfang der L2-Fahrerlaubnis 7. In diesem Fall wird durch die Projektierung der Strecke erreicht, dass der Zug 1 ohne anhalten zu müssen und ohne Fahrermitwirkung wieder zurück in den L1-Betrieb, d. h. in Betriebsführung mittels Balisen-Zugbeeinflussung, wechselt. Dazu sind Balisen 10 für die Ankündigung des L2/L1-Wechsels und 11 für die Initiierung dieses Wechsels vorgesehen. Während der noch gültigen L1-Fahrerlaubnis 5 sind die Balisen 10 und 11 für den Levelwechsel zurück nach L1 mit dem letzten Balisen-Überwachungsabschnitt gelinkt. Wird jedoch auf diesem Streckenabschnitt mit L1-Fahrerlaubnis 5 eine L2-Fahrerlaubnis 7, wie bei der störungslosen Betriebsweise, die in Figur 1 dargestellt ist, empfangen, wird die Verlinkung verändert und weitere L1-Informationen dadurch ignoriert. Der Zug 1 würde dadurch im Level 2 verbleiben. Jede neue Fahrerlaubnis, deren Format der aktuellen Betriebsweise L1 oder L2 entspricht, überschriebt die letztgültige Fahrerlaubnis. FIG. 2 illustrates the operation when not receiving the L2 license 7. In this case, the configuration of the route is achieved that the train 1 without having to stop and without driver involvement back to the L1 mode, ie in operation management by Balisen train control changes , For this purpose, balises 10 are provided for the announcement of the L2 / L1 change and 11 for the initiation of this change. During the still valid L1 driving license 5, the balises 10 and 11 are linked to the last balise monitoring section for the level change back to L1. However, on this section with L1 driving license 5, an L2 driving license 7, as in the trouble-free mode of operation, in FIG. 1 is displayed, the link will be changed and ignored further L1 information. The move 1 would remain in level 2. Any new driving license whose format corresponds to the current mode of operation L1 or L2 will override the last valid driving license.

ETCS fordert für ein Fahrzeug, dass, falls Balisen gelinkt wurden, ausschließlich diese Balisen gelesen werden. Andere Balisen werden ignoriert. Dadurch kann man mittels Linking bestimmte Informationen "ausblenden". Durch Veränderung des Linking durch den Funk, wird die auf der Strecke projektierte Rückschaltung nach L1 - Balise 10 und 11 - nicht mehr gelesen bzw. ausgeführt.ETCS claims for a vehicle that if balises are linked, only these balises are read. Other balises are ignored. Thus one can "hide" certain information by means of linking. By changing the linking by the radio, the downgrading planned on the route to L1 - Balise 10 and 11 - is no longer read or executed.

Die Erfindung beschränkt sich nicht auf das vorstehend angegebenen Ausführungsbeispiel. Vielmehr ist eine Anzahl von Varianten denkbar, welche auch bei grundsätzlich anders gearteter Ausführung von den Merkmalen der Erfindung Gebrauch machen. The invention is not limited to the embodiment given above. Rather, a number of variants are conceivable, which make use of the features of the invention even with fundamentally different type of execution.

Claims (1)

  1. System of operation for railway traffic, with a first route section (2) for operation by means of beacon train control (L1) and an adjacent second route section (3) for operation by means of radio train control (L2), the route sections (2, 3) being divided into monitoring sections, for which movement authority must be granted,
    characterized in that
    within the first monitoring section of the route section (3) for operation by means of radio train control (L2), said monitoring section being the last beacon monitoring section, at least one first beacon (11) is arranged, and in the case of a fault of radio transmission regarding the movement authority (7) for the next monitoring section, triggers a changeover from operation by means of radio train control (L2) to operation by means of beacon train control (L1), at least one second beacon (10) for announcing the changeover being linked to the first beacon (11) and to the last beacon monitoring section, and train-side means of ignoring the beacon information in the case of fault-free operation by means of radio train control (L2) being provided.
EP04090482A 2004-01-07 2004-12-09 Train management system with change of the train control system Not-in-force EP1552997B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004001818 2004-01-07
DE102004001818A DE102004001818B3 (en) 2004-01-07 2004-01-07 Operating system for rail transport

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EP1552997A2 EP1552997A2 (en) 2005-07-13
EP1552997A3 EP1552997A3 (en) 2006-08-23
EP1552997B1 true EP1552997B1 (en) 2008-04-09

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AT (1) ATE391654T1 (en)
DE (2) DE102004001818B3 (en)
DK (1) DK1552997T3 (en)
ES (1) ES2301933T3 (en)
PT (1) PT1552997E (en)

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CN103746972A (en) * 2013-12-26 2014-04-23 北京交控科技有限公司 Data transmission method and answering equipment
CN105848985A (en) * 2013-12-19 2016-08-10 西门子公司 Controlling a rail vehicle

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EP1783274B1 (en) * 2005-08-30 2011-01-05 Siemens Schweiz AG Shielding layer for train influencing device for railways
DE502005001910D1 (en) * 2005-08-31 2007-12-20 Siemens Schweiz Ag Balise interface for selecting an ETCS telegram to a relay interlocking
CN101174921B (en) * 2007-10-29 2011-04-20 北京佳讯飞鸿电气股份有限公司 Dynamic message encoding method of train control system
CN101293527B (en) * 2007-10-29 2010-09-08 北京佳讯飞鸿电气股份有限公司 Method and apparatus for preventing answering machine monitoring system from interfering the answering machine
CN101934807B (en) * 2010-08-24 2011-09-28 北京交大资产经营有限公司 Train control system-based mobile authorization calculating method
US8843419B2 (en) 2010-10-12 2014-09-23 General Electric Company Method and system for rail vehicle reconfiguration
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PT1552997E (en) 2008-05-15
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DE502004006765D1 (en) 2008-05-21
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DK1552997T3 (en) 2008-08-11
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