EP1942041B1 - Signalsystem - Google Patents

Signalsystem Download PDF

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Publication number
EP1942041B1
EP1942041B1 EP07150157A EP07150157A EP1942041B1 EP 1942041 B1 EP1942041 B1 EP 1942041B1 EP 07150157 A EP07150157 A EP 07150157A EP 07150157 A EP07150157 A EP 07150157A EP 1942041 B1 EP1942041 B1 EP 1942041B1
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EP
European Patent Office
Prior art keywords
train
unit
route
location
control centre
Prior art date
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Active
Application number
EP07150157A
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English (en)
French (fr)
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EP1942041A2 (de
EP1942041A3 (de
Inventor
Stuart Ian Bamforth
Raymond Clifton
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility Ltd
Original Assignee
Westinghouse Brake and Signal Co Ltd
Westinghouse Brake and Signal Holdings Ltd
Priority date (The priority date 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 date listed.)
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Publication date
Application filed by Westinghouse Brake and Signal Co Ltd, Westinghouse Brake and Signal Holdings Ltd filed Critical Westinghouse Brake and Signal Co Ltd
Publication of EP1942041A2 publication Critical patent/EP1942041A2/de
Publication of EP1942041A3 publication Critical patent/EP1942041A3/de
Application granted granted Critical
Publication of EP1942041B1 publication Critical patent/EP1942041B1/de
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Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/08—Order transmission and reception arrangements for giving or withholding permission
    • 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
    • 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
    • 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
    • B61L2003/123—French standard for inductive train protection, called "Contrôle de vitesse par balises" [KVB]
    • 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]
    • 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
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

  • the present invention concerns a method for regulating the movement of a train through an area of railway fitted with trackside radio signalling equipment, and an interface unit for use in such a method.
  • the invention has particular application for rail systems using a signalling system such as the European Rail Traffic Management System (ERTMS) /European Train Control System (ETCS) Level 2 or 3 internationally applied standards.
  • ERTMS European Rail Traffic Management System
  • ETCS European Train Control System
  • the equipment necessary to fit a train for radio-based signalling typically includes odometry, balise / transponder reading equipment and a driver's interface, together with a connection to the train braking system.
  • the train-carried equipment maintains knowledge of the train location by reading track-mounted balises and by measuring the distance travelled from these reference balises using onboard odometry.
  • the train-carried equipment periodically reports the location of the train to the trackside equipment and, assuming it is safe to do so, receives a movement authority based on this location from the trackside equipment.
  • the train-carried equipment then monitors the movement of the train against the movement authority and enforces the authority limits by applying the train brakes if necessary.
  • Such train-carried equipment is necessary to realise the performance benefits that are available from radio-based signalling.
  • radio-based signalling system such as ERTMS/ETCS Level 2 or 3
  • ERTMS/ETCS Level 2 or 3 offers many potential benefits to the railway operator.
  • all trains that normally operate on the railway are fitted with appropriate train-carried equipment, it is possible to remove lineside signals.
  • lineside signals make the operation of any unfitted train more difficult on that part of the railway.
  • unfitted trains could for example comprise works trains required for track maintenance or occasional heritage trains, hauled for example by a steam locomotive.
  • RTB Radio Electronic Token Block
  • EP-A1-1674371 which relates to a signalling method
  • GSM-R Portbox Ultralite Kapsch
  • an interface unit for use in a method in accordance with the first aspect.
  • the unit may be used to authorise the movement of a train, which may be otherwise unfitted with the necessary train-carried equipment, through an area fitted with radio-based signalling equipment at the trackside.
  • the unit preferably provides compatible radio-based communication with the trackside equipment, a display for displaying movement authority and other relevant information to the train driver and a keypad to allow the driver to enter certain data.
  • the same unit can also be used for the purposes of fallback signalling if the train-carried equipment fails on a normally-fitted train.
  • the present invention provides:
  • a portable signalling interface unit 1 is shown in accordance with the present invention.
  • the unit 1 contains a radio that is compatible with the communications network for the signalling system, e.g. Global System for Mobile communications for Railways (GSM-R), and communicates with the trackside signalling system using the protocol and message formats defined for that system (e.g. according to the ERTMS/ETCS System Requirements Specification, subset-026).
  • GSM-R Global System for Mobile communications for Railways
  • the unit 1 includes a display 2 for the presentation of information to the driver.
  • This information could for example be a request for driver input or the display of an issued movement authority. Other information received from the trackside can also be displayed, for example text messages or emergency messages.
  • a key pad is provided which is separated into two areas.
  • One area 3 is similar to a GSM mobile keypad and is used for data entry by the driver. Such data could be, for example, the contact telephone number of the trackside equipment or the identity of the driver.
  • the second keypad area 4 consists of function-specific buttons which are used by the driver as the train progresses through the radio-signalled area, including "Train in Route”, "End of Route”, “End of Mission” and "New RBC", whose functions will be described in more detail later.
  • An audio output 5 is provided to attract the driver's attention to new information.
  • the whole unit may be connected to a suitable train power supply or can operate from an internal rechargeable battery.
  • the unit may optionally include means (not shown) to provide a voice channel to a remote location, e.g. a signaller at a control centre, but this is not essential if other means are available for the driver to communicate verbally, such as would usually be provided in a train.
  • the unit may also include a secure Wireless Application Protocol (WAP) browser interface (not shown), as will be described later.
  • WAP Wireless Application Protocol
  • Fig. 2 schematically shows part of a typical ERTMS/ETCS trackside system with a train 6 carrying a unit 1 as shown in Fig. 1 . Only the parts of the ERTMS/ETCS system that are relevant to the present invention are shown.
  • a control centre 7 communicates with the train 6 via a trackside Radio Block Centre (RBC) 8 and trackside radio equipment 9.
  • RBC Trackside Radio Block Centre
  • the control centre 7 is manned by a signaller.
  • train-carried equipment is required to establish communication with the control centre 7 via the RBC 8 and trackside radio equipment 9, and so provide various items of train data before receiving any movement authority from the RBC 8.
  • the driver may enter the RBC contact information into the train-carried equipment.
  • the portable interface unit 1 is used for this purpose instead. In order to do this, the driver may obtain the contact information verbally from the signaller.
  • the driver may also be required to enter certain 'train data', however the majority of train data can be set to default values within the portable unit.
  • the loco identity (NID_ENGINE) for example can be unit specific.
  • set-up data such as driver identity, other train information, RBC contact details are entered by the driver to the unit.
  • the unit contacts the RBC which may respond by accepting the communication session with the train and indicating that any train movement is the responsibility of the driver (known as Staff Responsible authority in ERTMS).
  • the identity of the train can be passed to the control centre to inform the signaller.
  • a location for the train is determined at the entry to a route through verbal communication between the driver and the signaller.
  • a procedure in accordance with the present invention is given in detail in the following table, in which the functionality is divided into that performed on the train 6, by the RBC 8 and at the control centre 7.
  • the term "On Sight" used in the table relates to one of the driving modes for a train operating within an ERTMS system. It is granted by the trackside which provides an authority to move for a defined distance, normally to the end of a route. The speed of the train is restricted to a defined value and the driver is required to observe and stop the train short of any obstruction on the track.
  • RBC accepts the new train and may issue Staff responsible authorisation
  • the Driver might move the train, if it is not already at the start of a route 4.
  • RBC reports the train ID to control centre 5.
  • Driver contacts control centre by voice radio to report the location of the train The location could, for example, be identified by a signal or trackside marker identity 7.
  • Signalman enters given location for train The location could, for example, be selected from a predefined list of signal/marker identities 8.
  • Control centre sends a location message via the RBC using a general purpose packet (ETCS packet 44)
  • the message specifies a balise group 10 located behind the train which can be used by the portable unit as the last reported balise group and a fixed distance 11 from that balise group 10 defined for the location selected by the signaller (see Fig. 3 ) 9.
  • RBC forwards location packet to train 10.
  • Unit receives the location packet and, following acknowledgement from the driver, reports the location back to RBC as valid (using the last reported balise group and offset distance specified)
  • the initial location may be presented to the driver as an associated text message and require the driver's acknowledgement.
  • RBC forwards location of train to control centre 12.
  • Signaller checks train location display and sets On Sight route 12 for train to next loop or end of route Route setting and locking uses conventional interlocking logic 13.
  • RBC issues an On Sight movement authority to the train
  • the movement authority includes the last reported balise group 10 and a movement authority length 16 to the End of Authority (EoA) 14.
  • Unit displays On Sight movement authority to driver allowing driver to drive train along the first route 15. Once the train is clear of loop/junction, the driver presses 'Train In Route' button on portable unit 'Loop Clear' can be indicated using a trackside marker 13 if required (see Fig. 4 ) 16.
  • Unit reports new location to RBC The new location can be reported using the same last reported balise group 10 with a fixed distance 14 calculated by adding a defined distance 17 to the previous location offset 11.
  • RBC forwards new train location to control centre 18.
  • Control centre displays train in route. The train is also detected in the route by the interlocking (or indicated by the RBC) allowing loop entry/junction to be released 19. Train continues along the route Driver responsible for train speed control 20. Train arrives at next loop or end of the route and stops 21. Driver presses 'End of Route' button on unit 22. Unit reports 'end' location to RBC The 'end' location is reported using the same last reported balise group 10 with a fixed distance 15 subtracted from the movement authority length 16 (see Fig. 5 ) 23.
  • RBC forwards new train location to control centre 24. Control centre displays train at end of route (e.g. in loop) 25.
  • Control centre sends an updated location message to RBC using packet 44
  • the new packet 44 message defines a new last reported balise group and distance offset 27.
  • RBC forwards location packet to train 28.
  • Unit receives location packet and, after driver acknowledgement, reports the new location to RBC This 'new' location is effectively the same as reported previously but with a new last reported balise group 10' and offset 11'. 29.
  • RBC forwards new location of train to control centre 30.
  • Signaller sets new On Sight route for train to next loop or end of route 31.
  • RBC issues new On Sight movement authority to train
  • the On Sight movement authority includes the new last reported balise group and the distance to the EoA 32.
  • Unit displays On Sight movement authority to driver allowing driver to drive train along the next route 33. Once train clear of loop, the driver presses 'Train In Route' button 34. Unit reports new location to RBC Using the new last reported balise group with a fixed distance added to previous location offset 35. RBC forwards new train location to control centre 36. Control centre displays train in route The train is also detected in the route by the interlocking (or indicated by the RBC) allowing previous route to release 37. Process repeats from 19 above
  • the same functionality and procedure can be used by either an unfitted train or by a train with failed onboard equipment in which case the procedure may start at any location within the fitted area.
  • the procedure can also be used for any journey on a route by route basis, not only between passing loops. If a timeout of the movement authority is used by the RBC then the portable unit can simply repeat the last location information again in order to request a new movement authority before the timeout expires. Because the RBC is transmitting standard messages to the portable unit, other information can also be received and displayed to the driver as necessary, for example emergency stop commands and text messages.
  • the above process is described using fixed distance offsets for reporting the train in a route. It would be possible however for the RBC to, optionally, send a variable distance with the initial location depending on the route to be entered by the train. This variable distance allows for variation in clearing junctions and crossings for more complex railway layouts. Further specific location information could also be transmitted from the trackside as the train is detected moving through a route.
  • RBC-RBC boundary within the fitted area between a "handing-over" RBC and an "accepting" RBC then this can also be handled by the unit.
  • the location of the boundary and the accepting RBC contact details are identified by the handing over RBC in the movement authority sent to the unit.
  • the identity of the border balise can be identified from linking information also sent with the movement authority by the handing-over RBC.
  • the physical location of the border can be identified for the driver by another trackside marker, although the actual location of the train when it performs the transition from one RBC to another is not important, so long as the train is in the correct route. When the transition is required, the driver presses the 'New RBC' button on the unit.
  • the unit then reports a location to the handing over RBC relative to the border balise such that the train is within the accepting RBC area and the rear of the train is reported clear of the boundary. This causes the handing-over RBC to terminate communications with the unit and allows the unit to establish communications with the accepting RBC.
  • GPS Global Positioning by Satellite
  • the portable unit would be able to identify the location of the train automatically. This location and the concept of 'virtual balises' could be used directly, or the information could be incorporated into the procedure for verifying the train location by the signaller.
  • the location of the train Once the location of the train has been established, the movement of the train and its progress along the route may be monitored and accurately reported to the RBC, as is conventional for ETCS, without requiring input from the driver.
  • the train-carried unit can incrementally determine approximate distance travelled from the initial given location using geometrical separation of coordinates. This estimated distance travelled can additionally be used by the portable unit to provide movement authority overrun protection either through a warning to the driver or by direct control of the brakes if available.
  • the unit may be used in conjunction with the management of possessions.
  • the unit can be used at the trackside, on a train, or in a road vehicle to provide communication with the control centre for the granting and releasing of possessions.
  • the unit would for example allow a person at the trackside to interact safely with a central database for the purposes of providing protection for work being carried out on the track, i.e. to prevent trains from being signalled onto that part of the track.
  • the unit might provide a secure Wireless Application Protocol (WAP) browser interface to allow the possession controller to enter location and other possession data.
  • the WAP browser interface can be used to release the possession at the end of track working.
  • the possession management may be conducted in conjunction with verbal procedures. Including a voice input to the unit may therefore be appropriate.
  • the inclusion of a GPS receiver can also be envisaged which provides accurate confirmation of the location of a possession.
  • the invention is described in terms of its use and operation within an ERTMS/ETCS Level 2 radio based signalling system, however the same principles can be applied to operation within other radio based systems.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (24)

  1. Verfahren zum Regeln der Bewegung eines Zugs (6) durch ein mit gleisseitiger Funksignalausrüstung (9) ausgestattetes Eisenbahngebiet, wobei die gleisseitige Funksignalausrüstung (9) von einer Steuerzentrale (7) gesteuert wird, umfassend folgende Schritte:
    Bereitstellen einer Schnittstelleneinheit (1) an dem Zug (6);
    Melden des Ausgangsorts des Zugs (6) an die Steuerzentrale (7);
    dadurch gekennzeichnet, dass das Verfahren die Schritte des Verwendens der Steuerzentrale (7) zum Wählen eines Streckenstartorts für den Zug (6) umfasst, wobei der Streckenstartort eine gewählte Gleislänge ab einem Bezugspunkt umfasst; und
    Mitteilen des Streckenstartorts an die Schnittstelleneinheit (1) unter Verwendung der gleisseitigen Funksignalausrüstung (9).
  2. Verfahren nach Anspruch 1, wobei der Ausgangsort des Zugs (6) unter Verwendung eines GPS-Systems bestimmt wird.
  3. Verfahren nach einem der Ansprüche 1 und 2, umfassend folgende Schritte:
    nachdem der Streckenstartort der Schnittstelleneinheit (1) mitgeteilt wurde, Bestätigen,
    durch einen Fahrer des Zugs, dass sich der Zug (6) am richtigen Streckenstartort befindet;
    und Verwenden der Einheit zum Senden der Bestätigung an die Steuerzentrale (7) über die gleisseitige Funksignalausrüstung (9).
  4. Verfahren nach Anspruch 3, wobei, nachdem die Bestätigung von der Steuerzentrale (7) empfangen wurde, eine Strecke für den Zug (6) festgelegt wird und eine Bewegungsgenehmigung von gewählter Gleislänge, dafür, dass sich der Zug entlang dieser Strecke voranbewegt von der gleisseitigen Funksignalausrüstung an die Einheit mitgeteilt wird.
  5. Verfahren nach einem der vorangehenden Ansprüche, wobei, nachdem der Zug (6) eine gewählte Entfernung von dem Streckenstartort gefahren ist und sich so vollständig in der Strecke befindet, die Einheit (1) verwendet wird, um diese Information der Steuerzentrale (7) mitzuteilen.
  6. Verfahren nach Anspruch 5, wobei die gewählte Entfernung einem Fahrer des Zugs von einer gleisseitigen Markierung angezeigt wird.
  7. Verfahren nach einem der Ansprüche 5 und 6, wobei die Entfernung fest und relativ zu dem Bezugspunkt festgelegt ist.
  8. Verfahren nach einem der Ansprüche 5 und 6, wobei die Entfernung veränderlich ist und von der gleisseitigen Ausrüstung vorgegeben wird.
  9. Verfahren nach Anspruch 5, wobei die Entfernung unter Verwendung von Odometrie bestimmt wird.
  10. Verfahren nach Anspruch 5, wobei die Entfernung unter Verwendung eines GPS-Systems bestimmt wird.
  11. Verfahren nach einem der vorangehenden Ansprüche, wobei die Einheit (1) verwendet wird, um der Steuerzentrale (7) mitzuteilen, dass sich der Zug am Ende der Strecke befindet oder sich dem Ende der Strecke nähert.
  12. Verfahren nach Anspruch 11, wenn abhängig von Anspruch 4, wobei die Position des Zugs (6) am Ende der Strecke durch Abziehen einer gewählten Länge von der Bewegungsgenehmigungslänge bestimmt wird.
  13. Verfahren nach einem der Ansprüche 11 und 12, wobei bei Bedarf die Steuerzentrale (7) eine neuen Streckenstartort für den Zug (6) wählt, wobei der neue Streckenstartort eine gewählte Gleislänge ab einem zweiten Bezugspunkt umfasst; und den Streckenstartort unter Verwendung der gleisseitigen Funksignalausrüstung (9) der Schnittstelleneinheit (1) mitteilt.
  14. Verfahren nach einem der vorangehenden Ansprüche, wobei ein GPS-System verwendet wird, um den Ort des Zugs (6) zu überwachen.
  15. Verfahren nach einem der vorangehenden Ansprüche, wobei das gleisseitige Signalsystem gemäß den Vorgaben des European Rail Traffic Management System und/oder des European Train Control System arbeitet.
  16. Verfahren nach einem der vorangehenden Ansprüche, wobei der bzw. jeder Bezugpunkt eine Balisengruppe umfasst.
  17. Schnittstelleneinheit (1) für die Verwendung in dem Verfahren nach einem der vorangehenden Ansprüche, wobei die Einheit (1) Mittel zum Kommunizieren mit einer entfernt liegenden Steuerzentrale (7) über gleisseitige Funksignalausrüstung (9) umfasst, dadurch gekennzeichnet, dass die Schnittstelleneinheit tragbar ist.
  18. Einheit nach Anspruch 17, umfassend Mittel zum Empfangen von Textnachrichten.
  19. Einheit nach einem der Ansprüche 17 und 18, umfassend eine Wireless-Application-Protocol-Browser-Schnittstelle.
  20. Einheit nach einem der Ansprüche 17 bis 19, umfassend Mittel zum Übertragen eines Sprachkanals an einen entfernten Ort.
  21. Einheit nach einem der Ansprüche 17 bis 20, umfassend einen GPS-Empfänger.
  22. Einheit nach einem der Ansprüche 17 bis 21, umfassend ein Tastenfeld.
  23. Einheit nach Anspruch 22, umfassend eine dedizierte Taste zum Ermöglichen, dass ein Fahrer des Zugs eingibt, dass sich der Zug in einer Strecke befindet.
  24. Einheit nach einem der Ansprüche 22 und 23, umfassend eine dedizierte Taste zum Ermöglichen, dass ein Fahrer des Zugs eingibt, dass sich der Zug am Ende einer Strecke befindet.
EP07150157A 2007-01-04 2007-12-19 Signalsystem Active EP1942041B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB0700080A GB2445374A (en) 2007-01-04 2007-01-04 A method for regulating the movement of a train through an area of railway fitted with trackside radio signaling equipment.

Publications (3)

Publication Number Publication Date
EP1942041A2 EP1942041A2 (de) 2008-07-09
EP1942041A3 EP1942041A3 (de) 2011-04-27
EP1942041B1 true EP1942041B1 (de) 2012-11-07

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP07150157A Active EP1942041B1 (de) 2007-01-04 2007-12-19 Signalsystem

Country Status (5)

Country Link
EP (1) EP1942041B1 (de)
AU (1) AU2007254679B2 (de)
ES (1) ES2398715T3 (de)
GB (1) GB2445374A (de)
PT (1) PT1942041E (de)

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WO2011125074A1 (en) * 2010-04-07 2011-10-13 Pranamesh Das Obstruction independent persistent signalling system
CN101934807B (zh) * 2010-08-24 2011-09-28 北京交大资产经营有限公司 基于列车控制系统的移动授权计算方法
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EP1942041A2 (de) 2008-07-09
AU2007254679A1 (en) 2008-07-24
PT1942041E (pt) 2012-12-12
EP1942041A3 (de) 2011-04-27
GB2445374A (en) 2008-07-09
ES2398715T3 (es) 2013-03-21
GB0700080D0 (en) 2007-02-07
AU2007254679B2 (en) 2011-09-01

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