EP1591335A1 - Verfahren zur Abstandsbestimmung einer Balise von einem Vorsignal - Google Patents
Verfahren zur Abstandsbestimmung einer Balise von einem Vorsignal Download PDFInfo
- Publication number
- EP1591335A1 EP1591335A1 EP04360045A EP04360045A EP1591335A1 EP 1591335 A1 EP1591335 A1 EP 1591335A1 EP 04360045 A EP04360045 A EP 04360045A EP 04360045 A EP04360045 A EP 04360045A EP 1591335 A1 EP1591335 A1 EP 1591335A1
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- EP
- European Patent Office
- Prior art keywords
- distance
- train
- signal
- braking
- determination
- 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.)
- Granted
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- 238000000034 method Methods 0.000 title claims abstract description 20
- 230000008569 process Effects 0.000 title description 2
- 230000003213 activating effect Effects 0.000 claims description 15
- 238000001514 detection method Methods 0.000 claims description 6
- 230000001419 dependent effect Effects 0.000 claims description 2
- 238000004364 calculation method Methods 0.000 description 6
- 230000004913 activation Effects 0.000 description 5
- 230000000007 visual effect Effects 0.000 description 4
- 230000009471 action Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000010276 construction Methods 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 230000001186 cumulative effect Effects 0.000 description 1
- 238000009795 derivation Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 238000003780 insertion Methods 0.000 description 1
- 230000037431 insertion Effects 0.000 description 1
- 230000003137 locomotive effect Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000035484 reaction time Effects 0.000 description 1
Images
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 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 invention relates to a method for determining the distance of a Vorsignalbalise or a group of Vorsignalbalisen in the direction of travel before a Vorsignal a railway system, the Vorsignalbalise or Group of Vorsignalbalisen to a passing train the Vorsignal transmits relevant information.
- ECS European Train Control System
- the information is given to it, in which distance the next main signal is to be expected. Accordingly, can calculated according to the distance traveled Braking curves must apply to the train until the next main signal To stop, the next main signal should indicate that the train must be stopped. Therefore, the distance is detected by one Train has been covered since the last main signal. Because the system ETCS With the least possible cost, there is a certain Uncertainty factor in the distance determination. This factor is included about 5%. Therefore, if the distance determination indicates that the train is 1000 m, this may mean that the train has a track in the area between 950 and 1050 m. Does the train have one accordingly? traveled longer distance, the absolute deviation is accordingly greater. For this reason, it can be provided that a calibration of the Position determination of the train is performed.
- a balise group can include one or more balises, all on the same position are arranged.
- a driving license area is the area between two main signals.
- Connected balises have information about the position of the next or other balises, the position being the distance is specified by another balise. The distance becomes in meters specified.
- the balises are not always exactly in one integer meter spacing arranged. In particular, errors of ⁇ 1 m occur because the balises are usually arranged on the sleepers of the tracks are.
- In front of level crossings several connected balises are arranged to As accurate as possible information about the level crossing when approaching to get the railroad crossing. Connected balises allow the Recalibration of the inaccuracy of the position measurement of the train in accordance with much closer position of the balise.
- the invention particularly relates to routes or sections of track, where the main signal information is independent of each other, so that with each main signal being released the information is transmitted to the train will stop at the next main signal. Only at Presignal is this information may be corrected to the effect that a Braking is not necessary.
- the goal is to position a Vorsignalbalise before the Vorsignal so that the Driver at about the same time as in visual contact to the distant signal on the Signal information of the Vorsignals is informed. In good visibility In this way, the driver receives additional information about the Advance signal and in poor visibility, the electronic Information transmitted via the Vorsignalbalisen, the visual contact to replace the pre-signal.
- the Vorsignalbalise must not be too be arranged far from the Vorsignal, since the Vorsignal itself could change if the train has already passed the Balise. In In this case, the system would be unnecessary from the driver's point of view Force braking. Therefore, the distance of the Vorsignalbalise to Pre-signal are chosen as low as possible. In this way, the Increased fluid operation without compromising safety.
- Object of the present invention is therefore to provide a method for Determining the distance of a balise, which is placed in front of a distant signal must be provided.
- a time constant is selected and the Distance as product of the time constant and a speed value is determined.
- the position where the P-curve starts is before the next signal. Dodges the train speed at this point from the P-curve and if the driver does not react, the train reaches the W-curve and so on another sequence automatically according to the SBI curve or EBI curve without any action slowed down the train leader.
- the Driver is surprised by such an automatic braking intervention.
- there must be no contradiction for example, that the distant signal visually indicates to the driver that he is using the Line speed may continue and still braking already has begun.
- the minimum distance of the Vorsignalbalise to the Vorsignal is a Time constant multiplied by a speed value, where the Time constant determined according to ergonomic considerations. she is so Measure that a train driver before the onset of SBI braking or EBI braking has enough time to initiate braking.
- the time constant can be chosen to be 6s, with the time constant of the depending on the selected speed value. This time constant must also from the part of the system installed on the locomotive (vehicle unit) be taken into account.
- the velocity value is the maximum line speed used.
- the maximal Line speed is the highest speed allowed by a train allowed to drive on the route section in question. Will this Speed multiplied by the time constant results in a minimum Distance that the pre-signal balise must have to the pre-signal.
- the determination of the distance between the pre-signal and the Vorsignalbalise can be improved and made more realistic, if the odometric inaccuracy of determining the position of the train is taken into account.
- After passing a connected balise becomes the Remaining distance calculated until the end of the license and thus also to the point where the braking takes place according to an SBI curve or EBI curve must, if the main signal requires a stop of the train. Also with this Determining the distance again the uncertainty factor of about 5%. at the determination of the distance of the Vorsignalbalise from the Vorsignal becomes therefore takes into account a value that is 5% of the distance between the last Connected Balise before the Vorsignalbalise and the Vorsignalbalise.
- an additional Connected Beautyse is relocated to this distance for example at 1000m to limit. In this way, the odometric inaccuracy the determination of the position of the train in the determination of the distance Vorsignalbalise be considered by the distant signal.
- ETCS distinguishes according to a configuration parameter ("National Value") whether SBI and SBD curves should be calculated or not.
- a value is added which corresponds to the difference between the braking distances of a service braking s SBI and an emergency braking s EBI .
- the first term corresponds to the minimum distance that is selected should. If the following terms for the determination of the distance d takes into account, a good balance between a possible results small distance and the greatest possible security. The distance of Vorsignalbalise the Vorsignal should therefore be selected in the range of the distance d become.
- the 6s correspond to the time constant mentioned previously.
- 5% * 1000 m becomes the odometric inaccuracy factor taken into account, assuming that the last connected balise a maximum of 1000 m away from the Vorsignalbalise. Because the Position of the Vorsignalbalise only by the inventive method this assumption is to be checked in retrospect. A higher one Value as 1000 m should not be selected for performance reasons. Should The calculation can yield a higher value, by incorporating a additional connected balise the value will be lowered.
- dREST the sum of all terms other than the term "uncertainty factor * (distance between last connected balise before the pre-signal beacon and the pre-signal beacon)" in the above equations is denoted by d.
- d is calculated as the weighted average of DSIG and dREST becomes.
- the inaccuracy concerning the balise group becomes In particular, that the connected balises with an error of ⁇ 1 m are arranged and that provided a maximum of 10 connected balises are.
- the buffer value chosen was 50 m.
- the position of a level crossing protection activation device is selected so that its distance to the pre-signal is at least equal to the sum of the distance of the Vorsignalbaliseneniety to the pre-signal and the product of the maximum line speed and a detection time ,
- an externally predetermined value is added to this sum.
- the externally set value is preferably the distance selected in the prior art without using ETCS between the level crossing protection activating means and the presignal. This distance is chosen so that in case of unsuccessful activation of the level crossing protection device, the pre-signal can be changed in time before the train passes the pre-signal.
- the Vorsignalbalisenè is that Balisenoccus that provides the train information about the Vorsignal.
- a route is determined due to special operations without immediately closing a level crossing on this route.
- a level crossing protection device is activated by the approaching train.
- the route is canceled by the interlocking system and the signals are adjusted accordingly, ie they become more restrictive.
- the pre-signal changes after the train has passed the corresponding balise group.
- the train would be controlled as if the line speed were to be maintained and the train would not have to stop at the main signal, whereas the pre-signal will output the signal that a stop signal is expected at the main signal when the train passes the pre-signal.
- the level crossing protection activating device is arranged at a distance before the Vorsignalbalisenunit corresponding to the original distance of the level crossing protection activating device (according to the prior art) to the pre-signal and a safety margin. It also takes into account the time taken by the LEU to recognize the new restrictive aspect. This gives the additional safety margin of Line speed [m / s] * Detection time [s].
- the object is also achieved by a railway system with at least a presignal and at least one associated main signal and with Beautysen weakness, which communicate with a train, whereby one Vorsignalbaliseniety in the direction of travel of the train at a distance in front of the train Presence signal is arranged, and the distance depends on the maximum permissible line speed and a time constant is selected.
- a Railroad crossing protection activating device before the advance signal in one Distance is arranged, which is at least the sum of the distance of Vorsignalbalisenoli to the distant signal, the product of Track speed and the recognition time of the LEU and an external predetermined distance corresponds.
- a driving permission section 1 extends between a first and a second main signal 2, 3.
- Each main signal 2, 3 is assigned a balise group 4, 5.
- An approaching train 6 is communicated via the balise group 4, the length of the driving license route 1.
- different braking curves for example for emergency braking or for service braking, can be calculated. In particular, it can be determined according to which traveled distance these braking curves must be automatically activated in order to bring the train 6 safely to the main signal 5 or bring it to a predetermined speed, if this is indicated by the main signal 5.
- a pre-signal 7 - is provided in front of the main signal 5, the pre-signal 7 being arranged at a position where an emergency brake intervention curve (EBI) must be started in order to stop the train 6 with an emergency braking up to the main signal 5 bring.
- EBI emergency brake intervention curve
- the driver is shown which signal he has to expect the main signal 5.
- the train driver can be indicated by the advance signal 7 that the train 6 must be brought to a stop until the main signal 5 or that the train 6 may continue at the line speed because the main signal 5 will allow the train to pass.
- Other brake curves such as a service brake intervention curve (SBI) curve, must already be used before the advance signal 7 in order to be able to bring the train 6 to a standstill according to service braking until the main signal 5.
- SBI service brake intervention curve
- An SBI curve means that train 6 is braked automatically in accordance with service braking because the train driver has ignored a warning signal that he has left the predetermined speed.
- the driver is made aware by a so-called "indication” that he has left the permitted speed with his train. This "indication” must therefore be given to the driver clearly before the advance signal 7.
- the statement of the advance signal 7 must already be known to him before reaching the pre-signal 7. Therefore, a balise group or balise 8 is arranged at a corresponding distance before the advance signal 7. The balise 8 communicates with the train and provides information about which signal is present at the advance signal 7.
- a balise 9 In front of the balise 8, a balise 9 can be arranged, which in a predetermined distance to the balise 8 is arranged.
- the Positioning be calibrated by the train 6. Through this Measure may be the position at which an automatic braking is performed, to be determined more precisely.
- the distance between the Balises 8, 9 should be a maximum of 1000 m. This gives the term 5% * 1000m.
- FIG. 2 shows how a level crossing protection activation device has to be positioned.
- a main signal 21 is arranged, to which a balise 22 is assigned. If the railroad crossing 20 is blocked, then the main signal 21 permits a passage of the train 23. However, if the railroad crossing 20 is not completed, the main signal 21 indicates that the train 23 must stop. In order for the train 23 to come to a standstill in time, the pre-signal 24 must already draw the driver's attention to the fact that the train 23 must be stopped in accordance with the main signal 21. If the platoon leader would initiate braking only in the case of the pre-signal 24, the train 23 would have to perform emergency braking.
- the driver sees the advance signal 24, for example, at the position 25, on which a Vorsignalbalisenement 26 is arranged.
- the Vorsignalbalisenage 26 provides the train 23 and thus the train operator in an electronic manner, the information of the Vorsignals 24.
- the platoon leader in the area between the Vorsignalbalisenenage 26 and the Vorsignal 24 initiate a braking or automatic braking can be initiated.
- the prior art level crossing protection activating device 27 causes the level crossing 20 to close when the train 23 passes by at that point. If it were then recognized that the railroad crossing 20 was not closed, the train 23 must stop.
- the train 23 may have already passed the pre-signal balancing group 26 before the pre-signal 24 switches. Thus, the train 23 does not receive this information. For this reason, the level crossing protection activating means must be arranged in front of the pre-signal balancing group 26 at a distance large enough.
- the level crossing protection activating device 27 is positioned at a distance d 1 from the pilot signal 24 such that the pilot signal 24 reliably reproduces the main signal 21 depending on successful or unsuccessful activation.
- the distance d 2 between the inventively positioned level crossing protection activating device 28 and the Vorsignalbalisenocc 26 equal to the distance d 1 between the original position 27 of the level crossing protection activating device and the Vorsignal 24 plus the safety distance line speed * detection time be.
- the distance of the level crossing protection activating device 28 from the preliminary signal 24 is therefore composed of the distance of the Vorsignalbalisenement 26 to the distant signal 24, the distance d 1 between the Vorsignal 24 and the original position 27 and the product line speed * detection time together.
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- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Crystals, And After-Treatments Of Crystals (AREA)
- Dental Preparations (AREA)
Abstract
Description
sSBI = v 2 / 2a SBI = v 2 / 2·Faktor·a EBI = s EBI / Faktor, wobei sEBI dem Abstand zwischen dem
Streckengeschwindigkeit[m/s] * Erkennungszeit[s].
- Fig. 1
- eine Darstellung eines Fahrerlaubnisabschnitts zur Veranschaulichung der Wahl der Position der Balise vor dem Vorsignal;
- Fig. 2
- eine Darstellung zur Erläuterung der Wahl der Position der Bahnübergangsschutzaktivierungseinrichtung.
Claims (10)
- Verfahren zur Bestimmung des Abstands (d) einer Vorsignalbalise (8, 26) oder einer Gruppe von Vorsignalbalisen in Fahrtrichtung vor einem Vorsignal (7, 24) eines Eisenbahnsystems, wobei die Vorsignalbalise (8, 26) oder Gruppe von Vorsignalbalisen an einen vorbeifahrenden Zug (6, 23) das Vorsignal (7, 24) betreffende Information überträgt, dadurch gekennzeichnet, dass eine Zeitkonstante gewählt wird und der Abstand (d) als Produkt der Zeitkonstante und eines Geschwindigkeitswerts ermittelt wird.
- Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass als Geschwindigkeitswert die maximale Streckengeschwindigkeit verwendet wird.
- Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass eine odometrische Ungenauigkeit der Positionsbestimmung des Zugs (6, 23) bei der Bestimmung des Abstands (d) berücksichtigt wird.
- Verfahren nach Anspruch 3, dadurch gekennzeichnet, dass eine obere Schranke der odometrischen Ungenauigkeit der Positionsbestimmung des Zugs (6, 23) bei der Bestimmung des Abstands (d) berücksichtigt und die Einhaltung dieser oberen Schranke im nachhinein überprüft wird.
- Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass eine Obergrenze für die Anzahl der im Fahrerlaubnisbereich (1) erlaubten verbundenen Balisegruppen festgelegt wird und bei der Bestimmung des Abstands (d) eine von der Obergrenze abhängige Ungenauigkeit berücksichtigt wird.
- Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass bei der Bestimmung des Abstands (d) ein konstanter Pufferwert addiert wird.
- Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass bei der Bestimmung des Abstands (d) die Differenz des Bremswegs einer Betriebsbremsung und des Bremswegs einer Notbremsung SSBI - SEBI berücksichtigt wird.
- Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die Position einer Bahnübergangsschutzaktivierungseinrichtung (28) so gewählt wird, dass ihr Abstand zum Vorsignal mindestens gleich der Summe des Abstands der Vorsignalbalise oder der Vorsignalbalisengruppe (26) zum Vorsignal (24), des Produkts der maximal zulässigen Streckengeschwindigkeit und einer Erkennungszeit und einem extern vorgegebenen Abstand (d1)entspricht.
- Eisenbahnsystem mit mindestens einem Vorsignal (7, 24) und mindestens einem zugeordneten Hauptsignal (3, 21) und mit Balisengruppen (8, 9, 26), die mit einem Zug kommunizieren, dadurch gekennzeichnet, dass eine Vorsignalbalisengruppe (8, 26) in Fahrtrichtung des Zuges (6, 23) in einem Abstand (d) vor dem Vorsignal (7, 24) angeordnet ist, wobei der Abstand (d) abhängig von der maximal zulässigen Streckengeschwindigkeit und einer Zeitkonstante gewählt ist.
- Eisenbahnsystem nach Anspruch 9, dadurch gekennzeichnet, dass eine Bahnübergangsschutzaktivierungseinrichtung (28) in Fahrtrichtung vor der Vorsignalbalisengruppe (26) angeordnet ist und der Abstand zwischen der Bahnübergangsschutzaktivierungseinrichtung (28) und dem Vorsignal (24) zumindest die Summe des Abstands der Vorsignalbalisengruppe (26) zum Vorsignal (24), des Produkts der maximal zulässigen Streckengeschwindigkeit und einer Erkennungszeit und einem extern vorgegebenen Abstand (d1) ist.
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP04360045A EP1591335B1 (de) | 2004-04-30 | 2004-04-30 | Verfahren zur Abstandsbestimmung einer Balise von einem Vorsignal |
AT04360045T ATE329810T1 (de) | 2004-04-30 | 2004-04-30 | Verfahren zur abstandsbestimmung einer balise von einem vorsignal |
DE502004000771T DE502004000771D1 (de) | 2004-04-30 | 2004-04-30 | Verfahren zur Abstandsbestimmung einer Balise von einem Vorsignal |
CNA2005100689975A CN1693127A (zh) | 2004-04-30 | 2005-04-30 | 利用预告信号发送机进行距离测定的方法 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP04360045A EP1591335B1 (de) | 2004-04-30 | 2004-04-30 | Verfahren zur Abstandsbestimmung einer Balise von einem Vorsignal |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1591335A1 true EP1591335A1 (de) | 2005-11-02 |
EP1591335B1 EP1591335B1 (de) | 2006-06-14 |
Family
ID=34931769
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP04360045A Expired - Lifetime EP1591335B1 (de) | 2004-04-30 | 2004-04-30 | Verfahren zur Abstandsbestimmung einer Balise von einem Vorsignal |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1591335B1 (de) |
CN (1) | CN1693127A (de) |
AT (1) | ATE329810T1 (de) |
DE (1) | DE502004000771D1 (de) |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1867546A1 (de) * | 2006-06-16 | 2007-12-19 | Vialis NMA Railway Signalling B.V. | Verfahren und Sytem zur Sicherheit eines Zuges der entlang eine Bahnschiene fährt |
DE102007022837A1 (de) * | 2007-05-10 | 2008-11-13 | Siemens Ag | Vorrichtung und Verfahren zur Zugbeeinflussung an einem Bahnübergang |
WO2015043431A1 (en) * | 2013-09-24 | 2015-04-02 | Huawei Technologies Co., Ltd. | Methods and Apparatuses to Improve Reception of Direct Detection Optical Signals |
DE102013226718A1 (de) * | 2013-12-19 | 2015-06-25 | Siemens Aktiengesellschaft | ETCS-Streckenausrüstung |
DE102013226728A1 (de) * | 2013-12-19 | 2015-06-25 | Siemens Aktiengesellschaft | Steuerung eines Schienenfahrzeugs |
US20150291188A1 (en) * | 2012-09-28 | 2015-10-15 | Siemens Aktiengesellschaft | Controller of a rail vehicle |
WO2021116912A1 (en) * | 2019-12-09 | 2021-06-17 | Thales Canada Inc. | Positioning and odometry system |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN106541963B (zh) * | 2016-10-12 | 2019-04-16 | 同济大学 | 基于特征点触发的获取轨道曲线线路信息的系统及方法 |
Citations (5)
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EP0667275A1 (de) * | 1994-02-09 | 1995-08-16 | Alcatel SEL Aktiengesellschaft | System zur Übertragung von Steuerungsdaten auf spurgebundene Fahrzeuge |
EP0735381A2 (de) * | 1995-03-29 | 1996-10-02 | Siemens Integra Verkehrstechnik Ag | Verfahren und Kommunikationssystem zur Datenübertragung zwischen zwei Stationen |
EP0761523A2 (de) * | 1995-08-10 | 1997-03-12 | Alcatel SEL Aktiengesellschaft | Verfahren zur Einbindung von Bahnübergängen in die automatische Steuerung und Sicherung von Schienenfahrzeugen |
DE19927023A1 (de) * | 1999-06-08 | 2000-12-14 | Siemens Ag | Verfahren zum Vorgeben von Anrufzeitpunkten im Funk-Fahr-Betrieb |
EP1232926A1 (de) * | 2001-02-14 | 2002-08-21 | Siemens Schweiz AG | Verfahren zur Zugsicherung |
-
2004
- 2004-04-30 AT AT04360045T patent/ATE329810T1/de not_active IP Right Cessation
- 2004-04-30 DE DE502004000771T patent/DE502004000771D1/de not_active Expired - Lifetime
- 2004-04-30 EP EP04360045A patent/EP1591335B1/de not_active Expired - Lifetime
-
2005
- 2005-04-30 CN CNA2005100689975A patent/CN1693127A/zh active Pending
Patent Citations (5)
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EP0667275A1 (de) * | 1994-02-09 | 1995-08-16 | Alcatel SEL Aktiengesellschaft | System zur Übertragung von Steuerungsdaten auf spurgebundene Fahrzeuge |
EP0735381A2 (de) * | 1995-03-29 | 1996-10-02 | Siemens Integra Verkehrstechnik Ag | Verfahren und Kommunikationssystem zur Datenübertragung zwischen zwei Stationen |
EP0761523A2 (de) * | 1995-08-10 | 1997-03-12 | Alcatel SEL Aktiengesellschaft | Verfahren zur Einbindung von Bahnübergängen in die automatische Steuerung und Sicherung von Schienenfahrzeugen |
DE19927023A1 (de) * | 1999-06-08 | 2000-12-14 | Siemens Ag | Verfahren zum Vorgeben von Anrufzeitpunkten im Funk-Fahr-Betrieb |
EP1232926A1 (de) * | 2001-02-14 | 2002-08-21 | Siemens Schweiz AG | Verfahren zur Zugsicherung |
Non-Patent Citations (1)
Title |
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BRAUNER J-P: "EURO-BALISE S21 VON SIEMENS FUER DEN FERNVERKEHR", SIGNAL + DRAHT, TELZLAFF VERLAG GMBH. DARMSTADT, DE, vol. 89, no. 5, 1 May 1997 (1997-05-01), pages 5 - 10, XP000779913, ISSN: 0037-4997 * |
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1867546A1 (de) * | 2006-06-16 | 2007-12-19 | Vialis NMA Railway Signalling B.V. | Verfahren und Sytem zur Sicherheit eines Zuges der entlang eine Bahnschiene fährt |
DE102007022837A1 (de) * | 2007-05-10 | 2008-11-13 | Siemens Ag | Vorrichtung und Verfahren zur Zugbeeinflussung an einem Bahnübergang |
US20150291188A1 (en) * | 2012-09-28 | 2015-10-15 | Siemens Aktiengesellschaft | Controller of a rail vehicle |
WO2015043431A1 (en) * | 2013-09-24 | 2015-04-02 | Huawei Technologies Co., Ltd. | Methods and Apparatuses to Improve Reception of Direct Detection Optical Signals |
US9621391B2 (en) | 2013-09-24 | 2017-04-11 | Huawei Technologies Co., Ltd. | Methods and apparatuses to improve reception of direct detection optical signals |
DE102013226718A1 (de) * | 2013-12-19 | 2015-06-25 | Siemens Aktiengesellschaft | ETCS-Streckenausrüstung |
DE102013226728A1 (de) * | 2013-12-19 | 2015-06-25 | Siemens Aktiengesellschaft | Steuerung eines Schienenfahrzeugs |
WO2021116912A1 (en) * | 2019-12-09 | 2021-06-17 | Thales Canada Inc. | Positioning and odometry system |
US11945480B2 (en) | 2019-12-09 | 2024-04-02 | Ground Transportation Systems Canada Inc. | Positioning and odometry system |
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Publication number | Publication date |
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EP1591335B1 (de) | 2006-06-14 |
CN1693127A (zh) | 2005-11-09 |
DE502004000771D1 (de) | 2006-07-27 |
ATE329810T1 (de) | 2006-07-15 |
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