EP2443016B1 - Method for train data entry for a multisystem configuration for train safety, and multisystem configuration - Google Patents

Method for train data entry for a multisystem configuration for train safety, and multisystem configuration Download PDF

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Publication number
EP2443016B1
EP2443016B1 EP10721031A EP10721031A EP2443016B1 EP 2443016 B1 EP2443016 B1 EP 2443016B1 EP 10721031 A EP10721031 A EP 10721031A EP 10721031 A EP10721031 A EP 10721031A EP 2443016 B1 EP2443016 B1 EP 2443016B1
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Prior art keywords
train
data
master
train data
legacy
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German (de)
French (fr)
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EP2443016A1 (en
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Matthias Müller
Sascha Wolf
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Siemens AG
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Siemens AG
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    • 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
    • B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
    • 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
    • B61L15/0072—On-board train data handling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/37—Migration, e.g. parallel installations running simultaneously
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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 train data input in a multi-system configuration for train protection with a legacy system and a master system, in particular ETCS - European Train Control System - as well as a multi-system configuration suitable for carrying out the method.
  • the ETCS is intended to replace the large number of train protection systems deployed in European countries, thereby enabling dense, fast and cross-border train control throughout Europe. To ensure safe and smooth train service, train protection systems are necessary. In Europe, more than 10 species have evolved, some of which are side-by-side and country-specific and are incompatible with each other.
  • STMs - Specific Transmission Modules - are usually used. These allow the continued use of national train protection systems, such as INDUSI, LZB, ZUB, SIGNUM, TVM, in a transitional phase.
  • the STM modules translate information from these old train protection systems so that a powered vehicle equipped with an ETCS vehicle unit and an STM module can travel these routes with the appropriate country-specific functionality.
  • the EP 1 681 222 A1 proposed the interposition of an STM gateway to adapt the different interfaces of the legacy systems to an STM interface of the ETCS.
  • the invention has for its object to provide a method for Wernergabe in a Mehrsysemkonfiguration and a multi-system configuration of the generic type that allow an upgrade of the legacy system with simple and secure Wernergabe, with only peripheral adjustments to the legacy system should be required.
  • the object is achieved by inputting the train data into a master-side DMI-Desktop Management Interface, by the DMI configuring and inputting the train data for the legacy system that the legacy system mirrors the train data onto a transmission system that the master system read mirrored train data and compared with the entered train data and that the master system triggers an acknowledgment signal, which acts on the legacy system, if they match, and an error routine in the event of a mismatch.
  • a multi-system configuration in which the master system is connected to the legacy system via software coupling and hardware coupling, the software coupling being DMI - Desktop Management Interface - and the hardware coupling by means of an acknowledgment button an input module of the legacy system acted such that in the DMI for the master system entered train data is acknowledged when configured by the DMI for the legacy system and entered into this train data after mirroring on a transmission system and Read back into the master system with the entered train data and in case of disagreement an error routine is triggered.
  • the master system Due to the software and the hardware connection of the master system, in particular the ETCS, to the legacy system instead of a gateway connection, the effort to replace certain functionalities of the legacy system can be significantly reduced by higher-level functionalities of the master system.
  • the master system generates via the hardware coupling control signals for activation of the legacy system, whereby a first operating mode "stand-alone legacy system" is selected or control signals to deactivate certain functions of the legacy system, for example, by a Wegimpulsgeber the legacy system is deactivated, so that a second mode "Mixing system” is selected.
  • a Doppler radar sensor of the ETCS occur.
  • the train control is replaced in ETCS as a master system, for example by Balisenempfang or more comfortable radio reception.
  • the legacy system In the second operating mode "mixing system", certain functions of the legacy system are deactivated, whereby the master system can take over these functionalities.
  • This also applies to the train data input, which is only master-specific and is automatically adjusted by the DMI for the legacy system and entered into this.
  • the train data is mirrored in the legacy system and read back from the master system and compared with the entered train data. Only if there is a match is an acknowledgment signal generated via the hardware coupling, so that the train data is taken over by the old system. Otherwise, an error routine is triggered.
  • the remaining components of the legacy system which are assigned to other functionalities, remain unaffected in the "mixed system" operating mode and are still active.
  • the invention will be explained in more detail with reference to figured representation.
  • the figure shows an embodiment of a multi-system configuration.
  • ETCS - European Train Control System - 1 as a master system in conjunction with a legacy system 2 for train protection.
  • the legacy system 2 is equipped with the usual modules input 3, display 4, antenna module 5 and interface 6, which act on a brake intervention 7 for safety-related emergency braking.
  • the ETCS 1 is connected via a software coupling 8 with DMI - Desktop Management Interface - 9 and a hardware coupling 10 with the legacy system 2.
  • the ETCS sends control signals to the legacy system 2 via the hardware link 10, which serves for signal adaptation and signal selection, whereby the legacy system 2 is either activated or certain functions of the legacy system 2 are deactivated.
  • the legacy system 2 When activated, the entire functions of legacy system 2 remain unchanged, so that legacy system 2 operates in stand-alone mode. Deactivation leads to the replacement of the functionality, for example the antenna module 5, by ETCS-own functions, for example on the basis of a balise or radio train control.
  • the entire system works in mixed mode.
  • Some functionalities of the legacy system 2, in particular those of the braking intervention 7, are still active.
  • the ETCS 1 further security functions, which does not provide the legacy system 2, pass on the hardware coupling 10 to the brake intervention 7 of the legacy system 2.
  • the DMI 9 In order to be able to enter train data by means of the DMI 9 in mixed operation only in the ETCS 1 and not additionally in the old system 2, the DMI 9 automatically translates the train data entered into the old system-specific data format.
  • the old system 2 mirrors this train data in a transmission system.
  • the mirrored train data is read by the ECTS 1 and compared with the train data entered via the DMI 9 manually or by means of a data carrier. Agreement is via the hardware coupling 10 and an acknowledgment button 11 at the input module 3 of the old system 2 signals, while in case of mismatch an error routine is triggered.

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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)

Description

Die Erfindung betrifft ein Verfahren zur Zugdateneingabe bei einer Mehrsystemkonfiguration zur Zugsicherung mit einem Altsystem und einem Mastersystem, insbesondere ETCS - European Train Control System - sowie eine für die Verfahrensdurchführung geeignete Mehrsystemkonfiguration.The invention relates to a method for train data input in a multi-system configuration for train protection with a legacy system and a master system, in particular ETCS - European Train Control System - as well as a multi-system configuration suitable for carrying out the method.

Das ETCS soll die Vielzahl der in den europäischen Ländern eingesetzten Zugsicherungssysteme ablösen und so eine dichte, schnelle und grenzüberschreitende Zugführung in ganz Europa ermöglichen. Um einen sicheren und reibungslosen Zugverkehr zu gewährleisten, sind Zugsicherungssysteme notwendig. In Europa haben sich mehr als 10 Arten entwickelt, die teilweise nebeneinander und länderabhängig eingesetzt werden und untereinander nicht kompatibel sind.The ETCS is intended to replace the large number of train protection systems deployed in European countries, thereby enabling dense, fast and cross-border train control throughout Europe. To ensure safe and smooth train service, train protection systems are necessary. In Europe, more than 10 species have evolved, some of which are side-by-side and country-specific and are incompatible with each other.

Zur Anpassung der nicht ETCS-kompatiblen nationalen Zugsicherungssysteme an das ETCS-Fahrzeuggerät werden üblicherweise STMs - Specific Transmission Modules - eingesetzt. Diese ermöglichen die Weiterbenutzung der nationalen Zugsicherungssysteme, beispielsweise INDUSI, LZB, ZUB, SIGNUM, TVM, in einer Übergangsphase. Die STM-Module übersetzen Informationen von diesen alten Zugsicherungssystemen, so dass ein mit einem ETCS-Fahrzeuggerät und einem STM-Modul ausgestattetes Triebfahrzeug diese Strecken mit der entsprechenden länderspezifischen Funktionalität befahren kann.In order to adapt the non-ETCS-compatible national train protection systems to the ETCS vehicle unit, STMs - Specific Transmission Modules - are usually used. These allow the continued use of national train protection systems, such as INDUSI, LZB, ZUB, SIGNUM, TVM, in a transitional phase. The STM modules translate information from these old train protection systems so that a powered vehicle equipped with an ETCS vehicle unit and an STM module can travel these routes with the appropriate country-specific functionality.

Die Entwicklung der verschiedenen STMs muss den Anforderungen der Norm CENELEC 50126 genügen, welche die Anforderungen an Zuverlässigkeit, Verfügbarkeit, Instandhaltbarkeit und Sicherheit sowie deren Wechselwirkungen definiert. Da diese Norm bei Änderungen bzw. Neuentwicklung auch für die z. T. sehr alten nationalen Zugsicherungssysteme berücksichtigt werden muss, ist der Entwicklungsaufwand für die STMs sehr hoch.The development of the various STMs must meet the requirements of the CENELEC 50126 standard, which sets requirements for reliability, availability, maintainability and safety and their interactions defined. Since this standard for changes or new development for the z. For example, if very old national train control systems have to be taken into account, the development effort for the STMs is very high.

Um den Aufwand zur Anbindung des Altsystems an das ETCS zu reduzieren, wurde gemäß der EP 1 681 222 A1 die Zwischenschaltung eines STM-Gateways zur Anpassung der unterschiedlichen Schnittstellen der Altsysteme an eine STM-Schnittstelle des ETCS vorgeschlagen.In order to reduce the effort required to connect the legacy system to the ETCS, the EP 1 681 222 A1 proposed the interposition of an STM gateway to adapt the different interfaces of the legacy systems to an STM interface of the ETCS.

Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren zur Zugdateneingabe bei einer Mehrsysemkonfiguration sowie eine Mehrsystemkonfiguration der gattungsgemäßen Art anzugeben, die eine Hochrüstung des Altsystems bei einfacher und sicherer Zugdateneingabe ermöglichen, wobei nur periphere Anpassungen am Altsystem erforderlich sein sollen.The invention has for its object to provide a method for Zugdateneingabe in a Mehrsysemkonfiguration and a multi-system configuration of the generic type that allow an upgrade of the legacy system with simple and secure Zugdateneingabe, with only peripheral adjustments to the legacy system should be required.

Verfahrensgemäß wird die Aufgabe dadurch gelöst, dass die Zugdaten in ein masterseitiges DMI - Desktop Management Interface - eingegeben werden, dass das DMI die Zugdaten für das Altsystem konfiguriert und in dieses eingibt, dass das Altsystem die Zugdaten auf ein Übertragungssystem spiegelt, dass das Mastersystem die gespiegelten Zugdaten liest und mit den eingegebenen Zugdaten vergleicht und dass das Mastersystem bei Übereinstimmung ein Quittierungssignal, welches das Altsystem beaufschlagt, und bei Nichtübereinstimmung eine Fehlerroutine auslöst.According to the method, the object is achieved by inputting the train data into a master-side DMI-Desktop Management Interface, by the DMI configuring and inputting the train data for the legacy system that the legacy system mirrors the train data onto a transmission system that the master system read mirrored train data and compared with the entered train data and that the master system triggers an acknowledgment signal, which acts on the legacy system, if they match, and an error routine in the event of a mismatch.

Zur Durchführung des Verfahrens ist eine Mehrsystemkonfiguration vorgesehen, bei der das Mastersystem mit dem Altsystem über eine Software-Kopplung und eine Hardware-Kopplung verbunden ist, wobei die Software-Kopplung ein DMI - Desktop Management Interface - aufweist und die Hardware-Kopplung mittels eines Quittierungstasters eine Eingabebaugruppe des Altsystems derart beaufschlagt, dass in das DMI für das Mastersystem eingegebene Zugdaten quittiert werden, wenn die von dem DMI für das Altsystem konfigurierten und in dieses eingegebenen Zugdaten nach Spiegelung auf ein Übertragungssystem und Rücklesung in das Mastersystem mit den eingegebenen Zugdaten übereinstimmen und bei Nichtübereinstimmung eine Fehlerroutine ausgelöst wird.To carry out the method, a multi-system configuration is provided in which the master system is connected to the legacy system via software coupling and hardware coupling, the software coupling being DMI - Desktop Management Interface - and the hardware coupling by means of an acknowledgment button an input module of the legacy system acted such that in the DMI for the master system entered train data is acknowledged when configured by the DMI for the legacy system and entered into this train data after mirroring on a transmission system and Read back into the master system with the entered train data and in case of disagreement an error routine is triggered.

Durch die Software- und die Hardware-Anbindung des Mastersystems, insbesondere des ETCS, an das Altsystem anstelle einer Gateway-Verbindung kann der Aufwand zum Ersatz bestimmter Funktionalitäten des Altsystems durch höherwertige Funktionalitäten des Mastersystems erheblich reduziert werden. Das Mastersystem generiert über die Hardware-Kopplung Steuersignale zur Aktivierung des Altsystems, wodurch eine erste Betriebsart "Stand-alone Altsystem" angewählt ist oder Steuersignale zur Deaktivierung bestimmter Funktionen des Altsystems, durch die beispielsweise ein Wegimpulsgeber des Altsystems deaktiviert wird, so dass eine zweite Betriebsart "Mischsystem" angewählt ist. Anstelle des herkömmlichen Wegimpulsgebers des Altsystems kann beispielsweise eine Doppler-Radar-Sensorik des ETCS treten. Die Zugbeeinflussung wird bei ETCS als Mastersystem beispielsweise durch Balisenempfang oder komfortableren Funkempfang ersetzt.Due to the software and the hardware connection of the master system, in particular the ETCS, to the legacy system instead of a gateway connection, the effort to replace certain functionalities of the legacy system can be significantly reduced by higher-level functionalities of the master system. The master system generates via the hardware coupling control signals for activation of the legacy system, whereby a first operating mode "stand-alone legacy system" is selected or control signals to deactivate certain functions of the legacy system, for example, by a Wegimpulsgeber the legacy system is deactivated, so that a second mode "Mixing system" is selected. Instead of the conventional Wegimpulsgebers the legacy system, for example, a Doppler radar sensor of the ETCS occur. The train control is replaced in ETCS as a master system, for example by Balisenempfang or more comfortable radio reception.

In der ersten Betriebsart "Stand-alone Altsystem" bleiben Funktion, Anzeige, Bedienung und Fehleroffenbarung des Altsystems komplett erhalten. Die Kopplung wird dabei als rückwirkungsfrei vorausgesetzt.In the first operating mode "Stand-alone legacy system", the function, display, operation and error disclosure of the old system remain completely intact. The coupling is assumed to be non-reactive.

In der zweiten Betriebsart "Mischsystem" werden bestimmte Funktionalitäten des Altsystems deaktiviert, wodurch das Mastersystem diese Funktionalitäten übernehmen kann. Das betrifft auch die Zugdateneingabe, die nur mastersystemspezifisch erfolgt und von dem DMI automatisch für das Altsystem angepasst und in dieses eingegeben wird. Um Übersetzungsfehler zu erkennen, werden die Zugdaten im Altsystem gespiegelt und von dem Mastersystem zurückgelesen und mit den eingegebenen Zugdaten verglichen. Nur bei Übereinstimmung wird über die Hardware-Kopplung ein Quittierungssignal erzeugt, so dass die Zugdaten von dem Altsystem übernommen werden. Andernfalls wird eine Fehlerroutine ausgelöst. Die restlichen Komponenten des Altsystems, die anderen Funktionalitäten zugeordnet sind, bleiben bei der Betriebsart "Mischsystem" unberührt und sind weiterhin aktiv. Auf diese Weise ergibt sich eine kostengünstige Hochrüstung der Altsysteme von "Stand-alone-Betrieb" zu "Mischbetrieb", wobei am Altsystem nur periphere Ein-Aus-Baugruppen zur Aktivierung bzw. Dekativierung erforderlich sind. Im Mischbetrieb muss der Fahrzeugführer die Zugdaten nur einmal über das Mastersystem eingeben, anstatt mehrfach, nämlich separat für jedes Altsystem. Dadurch kann die Zugdateneingabe schneller erfolgen, wobei Eingabefehler weitgehend vermieden werden. Eine periphere Beschaltung des Altsystems durch die Software-Kopplung und die Hardware-Kopplung genügt. Interne Änderungen am Altsystem selbst sind nicht erforderlich, so dass bei der Hochrüstung zu einer Mehrsystemkonfiguration keine neuen und üblicherweise sehr aufwändigen sicherheitstechnischen Nachweise zum Zwecke der Freigabe durch die jeweilige Zulassungsbehörde erforderlich sind.In the second operating mode "mixing system", certain functions of the legacy system are deactivated, whereby the master system can take over these functionalities. This also applies to the train data input, which is only master-specific and is automatically adjusted by the DMI for the legacy system and entered into this. To detect translation errors, the train data is mirrored in the legacy system and read back from the master system and compared with the entered train data. Only if there is a match is an acknowledgment signal generated via the hardware coupling, so that the train data is taken over by the old system. Otherwise, an error routine is triggered. The remaining components of the legacy system, which are assigned to other functionalities, remain unaffected in the "mixed system" operating mode and are still active. In this way, there is a cost-effective upgrade of the legacy systems of "stand-alone operation" to "mixed operation", the old system only peripheral on-off modules for activation or decatization are required. In mixed operation, the driver only has to enter the train data once via the master system instead of multiple times, namely separately for each legacy system. This allows the Zugdateneingabe faster, with input errors are largely avoided. A peripheral wiring of the legacy system through the software coupling and the hardware coupling is sufficient. Internal changes to the old system itself are not required, so that when upgrading to a multi-system configuration no new and usually very complex safety-related evidence for the purpose of approval by the respective approval authority are required.

Die Erfindung wird nachfolgend anhand figürlicher Darstellung näher erläutert. Die Figur zeigt eine Ausführungsform einer Mehrsystemkonfiguration.The invention will be explained in more detail with reference to figured representation. The figure shows an embodiment of a multi-system configuration.

Veranschaulicht ist ein ETCS - European Train Control System - 1 als Mastersystem im Zusammenwirken mit einem Altsystem 2 zur Zugsicherung. Das Altsystem 2 ist mit den üblichen Baugruppen Eingabe 3, Anzeige 4, Antennenbaugruppe 5 und Interface 6 ausgestattet, die einen Bremseingriff 7 zur sicherheitsrelevanten Zwangsbremsung beaufschlagen.Illustrated is an ETCS - European Train Control System - 1 as a master system in conjunction with a legacy system 2 for train protection. The legacy system 2 is equipped with the usual modules input 3, display 4, antenna module 5 and interface 6, which act on a brake intervention 7 for safety-related emergency braking.

Das ETCS 1 ist über eine Software-Kopplung 8 mit DMI - Desktop Management Interface - 9 und über eine Hardware-Kopplung 10 mit dem Altsystem 2 verbunden. Das ETCS sendet über die Hardware-Kopplung 10, die zur Signalanpassung und Signalauswahl dient, Steuersignale an das Altsystem 2, wodurch das Altsystem 2 entweder aktiviert oder bestimmte Funktionalitäten des Altsystems 2 deaktiviert werden. Bei Aktivierung bleiben die gesamten Funktionen des Altsystems 2 unverändert, so dass das Altsystem 2 im Stand-alone-Modus arbeitet. Deaktivierung führt zum Ersatz der Funktionalität, beispielsweise der Antennenbaugruppe 5, durch ETCS-eigene Funktionen, beispielsweise auf der Basis einer Balisen- oder Funk-Zugbeeinflussung. Das Gesamtsystem arbeitet im Mischbetrieb. Einige Funktionalitäten des Altsystems 2, insbesondere die des Bremseingriffes 7, sind weiterhin aktiv. Zusätzlich kann das ETCS 1 weitere Sicherheitsfunktionen, die das Altsystem 2 nicht bietet, über die Hardware-Kopplung 10 an den Bremseingriff 7 des Altsystems 2 weiterleiten.The ETCS 1 is connected via a software coupling 8 with DMI - Desktop Management Interface - 9 and a hardware coupling 10 with the legacy system 2. The ETCS sends control signals to the legacy system 2 via the hardware link 10, which serves for signal adaptation and signal selection, whereby the legacy system 2 is either activated or certain functions of the legacy system 2 are deactivated. When activated, the entire functions of legacy system 2 remain unchanged, so that legacy system 2 operates in stand-alone mode. Deactivation leads to the replacement of the functionality, for example the antenna module 5, by ETCS-own functions, for example on the basis of a balise or radio train control. The entire system works in mixed mode. Some functionalities of the legacy system 2, in particular those of the braking intervention 7, are still active. In addition, the ETCS 1 further security functions, which does not provide the legacy system 2, pass on the hardware coupling 10 to the brake intervention 7 of the legacy system 2.

Um bei Mischbetrieb Zugdaten mittels des DMI 9 nur in das ETCS 1 und nicht noch zusätzlich in das Altsystem 2 eingeben zu müssen, übersetzt das DMI 9 die eingegebenen Zugdaten automatisch in das altsystemspezifische Datenformat. Das Altsystem 2 spiegelt diese Zugdaten in ein Übertragungssystem. Die gespiegelten Zugdaten werden vom ECTS 1 gelesen und mit den über das DMI 9 manuell oder mittels eines Datenträgers eingegebenen Zugdaten verglichen. Übereinstimmung wird über die Hardware-Kopplung 10 und einen Quittierungstaster 11 an die Eingabebaugruppe 3 des Altsystems 2 signalisiert, während bei Nichtübereinstimmung eine Fehlerroutine ausgelöst wird.In order to be able to enter train data by means of the DMI 9 in mixed operation only in the ETCS 1 and not additionally in the old system 2, the DMI 9 automatically translates the train data entered into the old system-specific data format. The old system 2 mirrors this train data in a transmission system. The mirrored train data is read by the ECTS 1 and compared with the train data entered via the DMI 9 manually or by means of a data carrier. Agreement is via the hardware coupling 10 and an acknowledgment button 11 at the input module 3 of the old system 2 signals, while in case of mismatch an error routine is triggered.

Claims (2)

  1. Method for inputting train data in a multi-system configuration for train protection having a legacy system (2) and a master system, in particular ETCS (European Train Control System) (1),
    characterized in that
    - the train data are input to a master-side DMI (Desktop Management Interface) (9),
    - in that the DMI (9) configures the train data for the legacy system (2) and inputs the data to the latter,
    - in that the legacy system (2) mirrors the train data on a transmission system,
    - in that the master system reads the mirrored train data and compares the latter with the input train data, and
    - in that the master system initiates an acknowledgement signal which is applied to the legacy system (2) if the data match and initiates an error routine if the data do not match.
  2. Multi-system configuration for carrying out the method according to Claim 1,
    characterized in that
    the master system is connected to the legacy system (2) by means of software coupling (8) and hardware coupling (10), the software coupling (8) having a DMI (Desktop Management Interface) (9) and the hardware coupling (10) using an acknowledgement button (11) to act on an input assembly (3) of the legacy system (2) in such a manner that train data input to the DMI (9) for the master system are acknowledged if the train data configured by the DMI (9) for the legacy system (2) and input to the latter match the input train data after being mirrored on a transmission system and read back to the master system, and an error routine is initiated if the data do not match.
EP10721031A 2009-06-15 2010-06-02 Method for train data entry for a multisystem configuration for train safety, and multisystem configuration Not-in-force EP2443016B1 (en)

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DE102009025550A DE102009025550A1 (en) 2009-06-15 2009-06-15 Method for train data entry in a multi-system train-protection configuration and multi-system configuration
PCT/EP2010/057738 WO2010145941A1 (en) 2009-06-15 2010-06-02 Method for train data entry for a multisystem configuration for train safety, and multisystem configuration

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EP2443016A1 EP2443016A1 (en) 2012-04-25
EP2443016B1 true EP2443016B1 (en) 2013-04-03

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Publication number Priority date Publication date Assignee Title
DE102005002742A1 (en) 2005-01-17 2006-07-27 Siemens Ag Train Control System
EP1908661A1 (en) * 2006-10-04 2008-04-09 Siemens Schweiz AG Switchable and safe circuit for receiving and/or sending signals of an automatic train control system
DE102008022343A1 (en) * 2008-04-30 2009-11-05 Siemens Aktiengesellschaft Rail vehicle has railroad control system and train control manager is provided for checking authorization of configuration rail vehicle type railroad control system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023138859A1 (en) * 2022-01-19 2023-07-27 Siemens Mobility GmbH Adapter device, retrofit kit, and rail vehicle

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ES2410806T3 (en) 2013-07-03
DE102009025550A1 (en) 2010-12-16
EP2443016A1 (en) 2012-04-25
WO2010145941A1 (en) 2010-12-23

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