EP2085287B1 - Procédé de détermination automatisée et réglage de paramètres d'alerte dans des véhicules sur rails et système correspondant - Google Patents

Procédé de détermination automatisée et réglage de paramètres d'alerte dans des véhicules sur rails et système correspondant Download PDF

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Publication number
EP2085287B1
EP2085287B1 EP08101186A EP08101186A EP2085287B1 EP 2085287 B1 EP2085287 B1 EP 2085287B1 EP 08101186 A EP08101186 A EP 08101186A EP 08101186 A EP08101186 A EP 08101186A EP 2085287 B1 EP2085287 B1 EP 2085287B1
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EP
European Patent Office
Prior art keywords
warning
transmitting device
identification data
assigned
received
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.)
Not-in-force
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EP08101186A
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German (de)
English (en)
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EP2085287A1 (fr
Inventor
Peter Schweizer
Stefan Nussbaumer
Jürg Künzi
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Schweizer Electronic AG
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Schweizer Electronic AG
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Publication date
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Priority to EP08101186A priority Critical patent/EP2085287B1/fr
Priority to DE502008002802T priority patent/DE502008002802D1/de
Priority to AT08101186T priority patent/ATE501013T1/de
Priority to AT09151889T priority patent/ATE530409T1/de
Priority to EP09151889A priority patent/EP2085286B1/fr
Publication of EP2085287A1 publication Critical patent/EP2085287A1/fr
Application granted granted Critical
Publication of EP2085287B1 publication Critical patent/EP2085287B1/fr
Not-in-force legal-status Critical Current
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards
    • 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
    • B61L23/06—Control, warning or like safety means along the route or between vehicles or trains for warning men working on the route
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/026—Relative localisation, e.g. using odometer

Definitions

  • the present invention relates to a method and a system for the automated determination and adjustment of warning parameters in rail vehicles.
  • the present invention relates to a method and a corresponding system for automated determination and setting of warning parameters in rail vehicles, in which at least one warning device of the rail vehicle is activated based on the warning parameters.
  • Safety plays a very important role in rail vehicles. This is particularly true in the areas where people are near rails. For some time now, particularly the level crossings (that is, intersections of rails with roads) have been particularly carefully protected. Also at the stations various measures are taken to ensure the safety of people on the platform. On the other hand, safety also plays an extremely important role in track maintenance, track maintenance or track repair work. Usually, the so-called track construction or track construction compositions are used, which contain the necessary equipment for the work (such as cranes, welding equipment, etc.), and which also can transport track workers.
  • track construction trains are equipped with warning devices, which the track construction workers by sound or light signals (or a combination thereof) to inform about the danger of an arriving train.
  • the so-called alarm or warning centers are used, which have an overview of the construction site, and which emit appropriate warning signals in case of danger. These warning signals are then received by the track construction trains and output via the warning means.
  • an alarm center can be responsible for several construction sites or construction site sections. Therefore, it is essential in such systems that alerting the track workers only occurs when the track train is actually in the warning area in which the received warning signals should be effectively effective.
  • the so-called vaccination keys with position information are used for this purpose. These vaccination keys are clearly assigned to a certain warning area and must be introduced by a track construction worker when entering the warning area in the designated plug-in device on the track construction train. The information stored on the key is then used by the evaluation unit of the train to select the correct warning signals.
  • this conventional solution includes a few important drawbacks and carries a few high risks. So the vaccination must be replaced after each change in position of the track construction. In this case, a track construction worker must remove the old key and bring it back to its storage location, pick up the new key at its storage location and then insert it again into the opening provided for this purpose. In the time in which neither of the two keys is plugged in, the track construction train can evaluate no warning signals correctly. In addition, a track construction worker is always busy with such solutions with the replacement of the vaccination key. No automation can be realized. It is also clear that human error can not be ruled out, so that it is also possible that improper warning signal evaluations take place due to improper action or an operational error, which can have fatal consequences.
  • the advantage of this invention lies in the fact that the determination and adjustment of warning parameters in rail vehicles can be done in a completely automated manner, without need for human operators. As a result, the transition between the individual warning zones (in which the warning parameters also change) can be carried out much more quickly. In addition, any operational errors that result from improper use or human error can be completely eliminated, so that a higher level of security is achieved. Finally, such a solution allows a very simple configuration change or correction, since only the identification information of the individual transmitting devices must be adjusted. In addition, it is advantageous that the warning output always coincides in time and location with the warning information of the alarm center. The setting of the warning parameters is carried out completely automatically, so that no additional expense arises.
  • the relative position of the rail vehicle is determined based on data acquired by a tachometer and / or a hodometer.
  • This embodiment variant has the particular advantage that in addition to the received identification information also one or more further position data sources are used. As a result, on the one hand, the accuracy of the position values can be substantially increased, and on the other hand, the plausibility of wirelessly received signals can also be checked as required.
  • the identification information associated with the at least one transmission device is transmitted periodically by the transmission device.
  • This embodiment variant has the particular advantage that the communication channel is occupied only briefly by the transmitting device and multiple assignments of several transmitting devices on the same communication channel are possible.
  • by periodically receiving the identification information it is possible to control the functionality of the transmission devices without a great deal of additional effort.
  • a transmission request is sent from an activation device assigned to the rail vehicle and received by at least one transmission device, and then the identification information associated with at least one transmission device (B m-1 , B m , B m + 1 ) is transmitted by at least one transmission device.
  • the advantage of this embodiment lies in the fact that the transmitting devices are normally inactive or passive.
  • the identification information is transmitted in this case only when a transmission request is received by the transmitting device of the rail vehicle from a transmitting device. As a result, the power consumption of the transmitting devices can be substantially reduced, and also overlapping warning sections can be unbundled.
  • this can reduce the amount of radiation in the vicinity of the transmitting devices over a certain period of time, which on the one hand can reduce the interference and interference between the signals emitted by different transmitting devices and, on the other hand, the health risk to the people in the vicinity (for example track construction workers) ,
  • At least one unique position identification of the transmitting device is transmitted with the identification information assigned to the transmitting device.
  • the data stored in a database are used to determine the relative position of the rail vehicle and / or to determine the warning parameters.
  • This embodiment variant has the particular advantage that the relative position determination in complex environments with multiple overlapping transmission ranges with different identification information is possible.
  • the position determination can also be implemented particularly easily by comparing the received data with the data stored in the database.
  • the stored data can also contain map information as needed, which can be used for simple signal evaluation and parameter determination.
  • the identification information associated with the transmission device is transmitted by each transmission device via its own communication channel.
  • This embodiment variant has the particular advantage that several transmitting devices can be received and evaluated at the same time, without interference or interference occurring as a result of confusion.
  • a communication channel can for example be unambiguously assigned to a specific transmitting device, so that the receiving device can be set specifically to this channel in order to obtain the desired identification information.
  • received data and / or log data are stored by the evaluation device in the database.
  • This embodiment variant has the particular advantage that the entire process of data transmission can be recorded. As a result, in particular all normal and special processes as well as special incidents can be subsequently assigned and evaluated.
  • the present invention also relates to a corresponding system for the automated determination and setting of warning parameters in rail vehicles.
  • the identification information associated with the at least one transmission device can be sendable and receivable via a wireless radio network.
  • the wireless radio network can be, for example, an NFC and / or Bluetooth and / or RFID and / or ZigBee network.
  • these other data transmission technologies can also be used to create a secure and functional solution.
  • FIG. 1 schematically illustrates a rail vehicle 10, in which the adjustment of the warning parameters in the classical manner of the prior art is made.
  • reference numeral 11 refers to a locomotive
  • reference numeral 12 refers to a trailer.
  • the rail vehicle 10 but also consist of a different number of carriages 11, 12, in particular also from a single car, which then combines both the functionalities of the locomotive 11, as well as the functionalities of the trailer 12 in itself.
  • the trailer 12 may contain one or more fixed or movable working devices 12 '.
  • a crane is represented with a load hook, whereby Of course, many other devices can be used here.
  • the rail vehicle 10 according to the invention may, in particular, be a track construction train, although certainly also other types of rail vehicles may be considered.
  • the rail vehicle 10 may move on the track 30.
  • the rail vehicle 10 in FIG. 1 includes an optical warning device (rotating light) 13 and an acoustic warning device 14 (bell).
  • an optical warning device rotating light
  • an acoustic warning device 14 bell
  • the rail vehicle 10 has a receiving device 15, which in FIG. 1 is shown as an antenna.
  • This receiving device 15 receives the warning signals emitted by an alarm center 40 via a warning signal communication channel 41.
  • the emitted warning signals can be transmitted via analog or digital radio, with several different transmission variants (modulations, codes, etc.) are conceivable.
  • the received warning signals are then evaluated by an evaluation unit (not shown) of the rail vehicle 10 and the warning devices 13, 14 actuated accordingly.
  • the position of the rail vehicle 10 plays a decisive role. So it makes no sense to take warning signals and warning means 13, 14 to operate when the warning refer to another site area. Therefore, the position information is an essential element in the evaluation of the received warning signals.
  • the position information is transmitted to the rail vehicle 10 via the so-called seed wrench 21, 21, 21.
  • these seed wrench 21, 21, 21 hang on the so-called warning sector boundary plates 20, 20, with special shots for this purpose 22 ', 22 "can be provided.
  • the corresponding Impfierel 21' Upon entry of the rail vehicle 10 in the warning sector, which is bounded by the two Grenztafein 20 'and 20 ", the corresponding Impfierel 21' must be removed by a track construction worker from the border panel 20 'and plugged into the appropriate insertion opening 16 on the rail vehicle 10.
  • the socket 21 ' the position information is stored, due to which the evaluation of the received warning signals can then be carried out correctly.
  • the vaccination key 21' After leaving the warning sector, which is located between the warning area boundary panels 20 'and 20 ", the vaccination key 21' must again be removed from the insertion opening 16 on the rail vehicle 10 and brought back into the receptacle 22 'at the boundary panel 20' new vaccination key (corresponding to the new position) taken back from his board and placed in the plug-in opening 16 so that the evaluation of the received signals can run smoothly.
  • the position determination and thus also the corresponding determination and the setting of warning parameters in rail vehicles 10 are carried out automatically, so that in particular the activation of the warning devices 13, 14 can be automated.
  • FIG. 2 schematically illustrates a system which can be used to carry out the inventive method.
  • a rail vehicle 10 is shown, but this time for simplicity consisting of a single car.
  • this is not to be construed restrictive, because the invention relates unchanged to rail vehicles 10 with a different number of cars.
  • a plurality of transmitting devices B m-1 , B m , B m + 1 are shown.
  • the number of transmitting devices B m-1 , B m , B m + 1 is of course not interpreted as limiting, and may be smaller or larger as needed.
  • At least one of the transmission devices B m-1 , B m , B m + 1 sends out the identifier information assigned to it.
  • This information may comprise various data, for example an ID number, which is uniquely associated with a particular transmitter B m-1 , B m , B m + 1 .
  • position information (for example coordinate point data or the like) can also be transmitted by the transmitting devices B m-1 , B m , B m + 1 .
  • a person skilled in the art will easily conclude further possibilities which can also be used by the transmission devices B m-1 , B m , B m + 1 as identification information.
  • each of the transmission devices B m - 1 , B m , B m + 1 advantageously use its own communication channel 50 m-1 , 50 m , 50 m + 1 .
  • These different communication channels may differ from each other for example by the transmission frequency, coding or another size.
  • the different transmitting devices B m-1, B m, B m + 1 one or more communication channels 50 m-1, 50 m, 50 m + share.
  • the transmitting devices B m-1 , B m , B m + 1 are also arranged so that they are located at the boundaries of the warning areas or sectors S n-1 , S n , S n + 1 .
  • the transmitting devices B m-1 , B m , B m + 1 can also be integrated into the above-described warning range limit panels 20 ', 20 ", but clearly other solutions are possible, but which do not deviate from the basic idea of this invention.
  • the identification information transmitted by the individual transmission devices B m-1 , B m , B m + 1 are received by a receiving device 15 assigned to the rail vehicle 10.
  • the receiving device 15 can in particular be the same receiving device as that which is used as described above for receiving the warning signals emitted by the alarm center. Of course, it can be a completely different and separate device. Here, for simplicity, a single receiving device 15 is shown, which, however, combines the two functionalities.
  • the evaluation device 60 After receiving the identification information from one or more transmitting devices B m-1 , B m , B m + 1 , they are transmitted from the receiving device 15 to an evaluation device 60 of the rail vehicle 10.
  • the construction of the evaluation device 60 of the rail vehicle 10 will be described below with reference to FIG FIG. 3 described in more detail.
  • the evaluation device 60 determines the relative position of the rail vehicle 10, ie the warning sector S n-1 , S n , S n + 1 , in which the rail vehicle 10 is currently located. Due to this specific relative position of the rail vehicle 10, the warning parameters associated with this relative position of the rail vehicle 10 are then adjusted by an adjustment module of the evaluation unit 60 determined and set to activate the warning device 13, 14.
  • this determination runs, for example, so that it is determined by the evaluation device 60 based on the received identification information that the rail vehicle 10 is in the warning sector S n-1 .
  • the warning parameters for the warning sector S n-1 ie the frequency of the warning signals, the duration of the warning, etc.
  • the number and type of warning parameters depend essentially on the type of transmission of the warning signals, or on the operation of the external alarm center 40 from. However, it will be immediately apparent to one skilled in the art how to determine and adjust these warning parameters in each specific case.
  • any type of wireless radio technology can be used for this purpose.
  • Some examples of such transmission technologies include NFC, Bluetooth, RFID or even ZigBee.
  • other transmission technologies are conceivable, such as the ultrasound, infrared or magnetic field transmission.
  • a person skilled in the art will also be able to understand immediately in this case that the choice of a particular transmission technology can not call the basic idea of the invention into question.
  • the identification information they can be transmitted uninterruptedly by the transmission devices B m-1 , B m , B m + 1, for example.
  • the rail vehicle 10 could receive and evaluate this identification information in this case immediately after entering the corresponding warning sector S n-1 , S n , S n + 1 .
  • the identification information may be sent by the individual transmission devices B m-1 , B m , B m + 1 only periodically. In this case, the reception can not be done immediately, but the radiation levels at the site can be significantly reduced.
  • an asymmetric transmission pattern can be used by the individual transmission devices B m-1 , B m , B m + 1 send out their identification information with some time delay. So on the one hand, the frequency spectrum can be much better utilized, and on the other hand, the time information can also improve Positioning quality can be used.
  • an activation device associated with the rail vehicle 10 (again shown here for simplicity by the receiving device 15) can be provided which, as required, can send transmission requests to one or more transmission devices B m-1 , B m , B m + 1 . It may then be provided that the identification information associated with the transmission devices B m-1 , B m , B m + 1 is transmitted only after the reception of such a transmission request. In this way, additionally the power consumption of the transmitting devices B m-1 , B m , B m + 1 can be reduced.
  • reference numeral 61 refers to a database.
  • the database 61 may store data for determining the relative position of the rail vehicle 10 and / or the data for determining the warning parameters.
  • these data can also contain a list of the identification information associated with each transmission device B m-1 , B m , B m + 1 and / or the warning parameter associated with each warning sector S n-1 , S n , S n + 1 .
  • the determination and setting of the warning parameters is such that the received identification information is compared with the identification information stored in the database 61. If there is a match, the corresponding relative position (ie the warning sector) is determined, and then the corresponding warning parameters are read from the database 61 and set.
  • identification information of at least two or three different transmission devices B m-1 , B m , B m + 1 must always be received and evaluated.
  • geographical maps or similar information can be stored, based on which the plausibility analysis can be performed. It is also conceivable to carry out the motion analysis in order to exploit the fact that rail vehicles 10 are rail-bound (for example, a rail vehicle 10 can not skip warning sectors).
  • other devices can be used to optimize the relative position determination.
  • the reference number refers 62 to a tachometer, and reference numeral 63 to a hodometer. By means of these instruments further data (eg speed of the rail vehicle 10, or the distance traveled by it) can be detected, based on which the relative position of the rail vehicle 10 can be used in addition to the received identification information.

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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)

Claims (18)

  1. Procédé d'automatisation de détermination et de réglage de paramètres d'alerte dans des véhicules ferroviaires (10, 11, 12) sur des voies avec des secteurs d'alerte, au moins un dispositif d'alerte (13, 14) du véhicule ferroviaire (10, 11, 12) étant activé sur la base de paramètres d'alerte,
    au moins un dispositif d'émission (Bm-1, Bm, Bm+1) envoyant au moins une information indicatrice associée au dispositif d'émission (Bm-1, Bm, Bm+1), et au moins une information d'identification étant reçue par l'un des dispositifs de réception (15) associé au véhicule ferroviaire (10, 11, 12) et étant transférée à un dispositif d'analyse (60),
    caractérisé en ce que sur la base d'au moins une information d'identification reçue, le dispositif d'analyse (60) détermine le secteur d'alerte dans lequel se trouve le véhicule ferroviaire et
    en ce que les paramètres d'alerte associés au secteur d'alerte déterminé sont déterminés et sont réglés pour l'activation du dispositif d'alerte (13, 14),
    après la détermination et le réglage des paramètres d'alerte des signaux d'alerte d'une centrale d'alerte (40) sont reçus par le dispositif de réception (15), et
    sur la base des paramètres d'alerte reçus à la réception des signaux d'alerte correspondants, au moins un dispositif d'alerte (13, 14) du véhicule ferroviaire (10, 11, 12) étant activé par le dispositif d'analyse (60).
  2. Procédé selon la revendication 1, caractérisé en ce qu'en plus d'au moins une information d'identification reçue, la position relative du véhicule ferroviaire (10, 11, 12) est déterminée sur la base de données saisies par un tachymètre (62) et/ou un odomètre (63).
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que l'information d'identification associée à au moins un dispositif d'émission (Bm-1, Bm, Bm+1) est envoyée périodiquement au dispositif d'émission (Bm-1, Bm, Bm+1).
  4. Procédé selon la revendication 1 ou 2, caractérisé en ce qu'une requête d'émission est envoyée par un dispositif d'activation (15) associé au véhicule ferroviaire (10, 11, 12) et est reçue par au moins un dispositif d'émission (Bm-1, Bm, Bm+1), et
    en ce que l'information d'identification associée à au moins un dispositif d'émission (Bm-1, Bm, Bm+1) est alors envoyée par au moins un dispositif d'émission (Bm-1, Bm, Bm+1).
  5. Procédé selon l'une des revendications 1 à 4, caractérisé en ce qu'avec l'information d'identification associée au dispositif d'émission (Bm-1, Bm, Bm+1), au moins une identification de position évidente du dispositif d'émission (Bm-1, Bm, Bm+1) est envoyée.
  6. Procédé selon l'une des revendications 1 à 5, caractérisé en ce que pour la détermination de la position relative du véhicule ferroviaire (10, 11, 12) et/ou pour la détermination des paramètres d'alerte, on utilise les données stockées dans une banque de données (61).
  7. Procédé selon l'une des revendications 1 à 5, caractérisé en ce que l'information d'identification associée au dispositif d'émission (Bm-1, Bm, Bm+1) est envoyée par chaque dispositif d'émission (Bm-1, Bm, Bm+1) via un canal de communication (50m-1, 50m).
  8. Procédé selon l'une des revendications 1 à 7, caractérisé en ce que des données reçues et/ou des données Log sont stockées par le dispositif d'analyse (60) dans la banque de données (61).
  9. Système d'automatisation de détermination et de réglage de paramètres d'alerte dans des véhicules ferroviaires (10, 11, 12) sur des voies avec des secteurs d'alerte, au moins un dispositif d'alerte (13, 14) du véhicule ferroviaire (10, 11, 12) étant activable sur la base de paramètres d'alerte,
    au moins un dispositif d'émission (Bm-1, Bm, Bm+1étant prévu) pour l'envoi d'au moins une des informations d'identification associées au dispositif d'émission (Bm-1, Bm, Bm+1),
    un dispositif de réception (15) associé au véhicule ferroviaire (10, 11, 12) étant prévu pour la réception et la transmission d'au moins une information d'identification à un dispositif d'analyse (60), et
    en ce que le dispositif d'analyse (60) peut déterminer sur la base d'au moins une information d'identification reçue le secteur d'alerte dans lequel se trouve le véhicule ferroviaire, et
    qu'au moyen d'un module de réglage, les paramètres d'alerte associés au secteur d'alerte déterminé peuvent être déterminés et réglés pour l'activation du dispositif d'alerte (13, 14),
    au moins un dispositif d'alerte (13, 14) du véhicule ferroviaire (10, 11, 12) étant prévu, des signaux d'alerte d'une centrale d'alerte (40) pouvant être reçus par le dispositif de réception (15), et
    au moins un dispositif d'alerte (13, 14) étant activable au moyen du dispositif d'analyse (60) à la réception des signaux d'alerte correspondant sur la base des paramètres d'alerte reçus.
  10. Système selon la revendication 9, caractérisé en ce qu'un tachymètre (62) et/ou un odomètre (63) sont prévus pour la saisie de données sur la base desquelles la position relative du véhicule ferroviaire (10, 11, 12) peut être déterminée en supplément d'au moins une information d'identification reçue.
  11. Système selon la revendication 9 ou 10, caractérisé en ce que l'information d'identification associée à au moins un dispositif d'émission (Bm-1, Bm, Bm+1) peut être envoyée périodiquement au dispositif d'émission (Bm-1, Bm, Bm+1).
  12. Système selon la revendication 9 ou 10, caractérisé en ce qu'il est prévu un dispositif d'activation (15) associé au véhicule ferroviaire (10, 11, 12) pour l'envoi d'une requête d'émission qui peut être reçue par au moins un dispositif d'émission (Bm-1, Bm, Bm+1), de sorte que l'information d'identification associée à au moins un dispositif d'émission (Bm-1, Bm, Bm+1) peut être alors envoyée par au moins un dispositif d'émission (Bm-1, Bm, Bm+1).
  13. Système selon l'une des revendications 9 à 12, caractérisé en ce qu'avec l'information d'identification associée au dispositif d'émission (Bm-1, Bm, Bm+1), au moins une identification de position évidente du dispositif d'émission (Bm-1, Bm, Bm+1) peut être envoyée.
  14. Système selon l'une des revendications 9 à 13, caractérisé en ce qu'il est prévu une banque de données (61), les données pour la détermination de la position relative du véhicule ferroviaire (10, 11, 12) et/ou pour la détermination des paramètres d'alerte pouvant être stockées dans la banque de données (61).
  15. Système selon l'une des revendications 9 à 14, caractérisé en ce que l'information d'identification associée au dispositif d'émission (Bm-1, Bm, Bm+1) peut être envoyée par un propre canal de communication (50m-1, 50m) par chaque dispositif d'émission (Bm-1, Bm, Bm+1).
  16. Système selon l'une des revendications 9 à 15, caractérisé en ce que des données reçues et/ou des données Log peuvent être stockées par le dispositif d'analyse (60) dans la banque de données (61).
  17. Système selon l'une des revendications 9 à 16, caractérisé en ce que l'information d'identification associée au dispositif d'émission (Bm-1, Bm, Bm+1) peut être envoyée ou reçue par un réseau radio sans fil.
  18. Système selon la revendication 17, caractérisé en ce que le réseau radio sans fil est un réseau NFC et/ou Bluetooth et/ou RFID et/ou ZigBee.
EP08101186A 2008-01-31 2008-01-31 Procédé de détermination automatisée et réglage de paramètres d'alerte dans des véhicules sur rails et système correspondant Not-in-force EP2085287B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP08101186A EP2085287B1 (fr) 2008-01-31 2008-01-31 Procédé de détermination automatisée et réglage de paramètres d'alerte dans des véhicules sur rails et système correspondant
DE502008002802T DE502008002802D1 (de) 2008-01-31 2008-01-31 Verfahren zur automatisierten Bestimmung und Einstellung von Warnparametern bei Schienenfahrzeugen und entsprechendes System
AT08101186T ATE501013T1 (de) 2008-01-31 2008-01-31 Verfahren zur automatisierten bestimmung und einstellung von warnparametern bei schienenfahrzeugen und entsprechendes system
AT09151889T ATE530409T1 (de) 2008-01-31 2009-02-02 Verfahren zur automatisierten bestimmung und einstellung von warnparametern bei schienenfahrzeugen und entsprechendes system
EP09151889A EP2085286B1 (fr) 2008-01-31 2009-02-02 Procédé de détermination automatisée et réglage de paramètres d'alerte dans des véhicules sur rails et système correspondant

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EP08101186A EP2085287B1 (fr) 2008-01-31 2008-01-31 Procédé de détermination automatisée et réglage de paramètres d'alerte dans des véhicules sur rails et système correspondant

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EP09151889A Active EP2085286B1 (fr) 2008-01-31 2009-02-02 Procédé de détermination automatisée et réglage de paramètres d'alerte dans des véhicules sur rails et système correspondant

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DE102008060188A1 (de) * 2008-11-28 2010-06-10 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Abstandsmessung
DE102009060728A1 (de) * 2009-12-21 2011-06-22 Siemens Aktiengesellschaft, 80333 Verfahren und Einrichtung zur Fahrwegsicherung spurgebundener Fahrzeuge
FR2967961B1 (fr) * 2010-11-29 2014-04-18 Europ De Travaux Ferroviaires Etf Procede de securisation de la circulation d'un train ou engin sur une voie ferree.
DE202011051720U1 (de) 2011-10-21 2013-01-22 Hanning & Kahl Gmbh & Co. Kg Vorrichtung zur Übermittlung von ortsgebundenen Nachrichten von Fahrzeugen an eine ortsfeste Infrastruktur
DE102012215260A1 (de) * 2012-08-28 2014-03-06 Siemens Aktiengesellschaft Vorortbedienung einer Komponente einer Eisenbahngleisanlage
DE102014218671A1 (de) 2014-09-17 2016-03-17 Siemens Aktiengesellschaft Verfahren und System zur Überwachung eines Schienenverkehrs
BE1022851B1 (fr) * 2015-03-20 2016-09-22 Ertms Solutions Vérification de l’état de fonctionnement d’une balise
DE102015205175A1 (de) * 2015-03-23 2016-09-29 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur fahrzeugseitigen Positionsdatenerfassung bei einem Schienenfahrzeug
DE102017110418B4 (de) * 2017-05-12 2022-03-03 Zöllner Signal GmbH Warnsystem für eine Gleisbaustelle mit die Gleisbaustelle in Warnbereiche unterteilenden Grenzmarkierungen
DE102017110417A1 (de) * 2017-05-12 2018-11-15 Zöllner Signal GmbH Warnsystem für eine Gleisbaustelle und Verfahren zum Betreiben einer Gleisbaustelle
DE102017219643A1 (de) * 2017-11-06 2019-05-09 Siemens Mobility GmbH Schienenfahrzeugortung
AT17200U1 (de) 2019-12-16 2021-09-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Stellwerkgebundenes Rottenwarnsystem
DE102022206510A1 (de) 2022-06-28 2023-12-28 Siemens Mobility GmbH Eisenbahnkomponente und Verfahren zum Ermitteln einer ein Schienenfahrzeug betreffenden, ortsbezogenen Information

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DE10147462A1 (de) * 2001-09-20 2003-04-17 Bombardier Transp Gmbh Verfahren und Vorrichtung zur Ortung von Fahrzeugen
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GB0328202D0 (en) * 2003-12-05 2004-01-07 Westinghouse Brake & Signal Railway vehicle detection

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ATE501013T1 (de) 2011-03-15
ATE530409T1 (de) 2011-11-15
EP2085286A3 (fr) 2010-01-13
EP2085287A1 (fr) 2009-08-05
EP2085286A2 (fr) 2009-08-05
DE502008002802D1 (de) 2011-04-21
EP2085286B1 (fr) 2011-10-26

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