EP2660122B1 - Verfahren und System zum Sichern der Bewegung eines Schienenfahrzeugs, Steuereinheit für das Schienenfahrzeug, und ein solches Schienenfahrzeug - Google Patents

Verfahren und System zum Sichern der Bewegung eines Schienenfahrzeugs, Steuereinheit für das Schienenfahrzeug, und ein solches Schienenfahrzeug Download PDF

Info

Publication number
EP2660122B1
EP2660122B1 EP13166528.3A EP13166528A EP2660122B1 EP 2660122 B1 EP2660122 B1 EP 2660122B1 EP 13166528 A EP13166528 A EP 13166528A EP 2660122 B1 EP2660122 B1 EP 2660122B1
Authority
EP
European Patent Office
Prior art keywords
speed
railway vehicle
maximum
wheel
acceleration
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.)
Active
Application number
EP13166528.3A
Other languages
English (en)
French (fr)
Other versions
EP2660122A1 (de
Inventor
Brice Andre
Michel Robert Léon Hubert Rousseau
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.)
Alstom Transport Technologies SAS
Original Assignee
Alstom Transport Technologies SAS
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.)
Filing date
Publication date
Application filed by Alstom Transport Technologies SAS filed Critical Alstom Transport Technologies SAS
Priority to PL13166528T priority Critical patent/PL2660122T3/pl
Publication of EP2660122A1 publication Critical patent/EP2660122A1/de
Application granted granted Critical
Publication of EP2660122B1 publication Critical patent/EP2660122B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • B61L15/0058—On-board optimisation of vehicle or vehicle train operation
    • 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
    • B61L25/021—Measuring and recording of train speed
    • 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
    • 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

Definitions

  • the present invention relates to a method for securing a movement of a railway vehicle rolling on a track, the rail vehicle having at least one wheel sensor adapted to provide information representative of the speed of rotation of the wheel.
  • the present invention relates to a system for securing a movement of a railway vehicle, the railway vehicle comprising at least one wheel sensor capable of generating one or more output values representative of the rotation of the wheel, at least one sensor acceleration axis whose sensitivity axis is parallel to the direction of the track, and a controller being connected to at least one of the wheel sensors and at least one of the acceleration sensors, a controller embedded in a rail vehicle for securing it, the controller being adapted to be connected to at least one wheel sensor capable of generating one or more output values representative of the rotation of the wheel and to at least one acceleration sensor whose axis sensitivity is parallel to the direction of the track, and a railway vehicle comprising: at least one wheel sensor capable of generating one or more output values represents sentative of the rotation of the wheel; at least one acceleration sensor
  • WO 2009/074724 A1 relates to a device for measuring the movement of a self-guided vehicle.
  • the device comprises an accelerometer and two tachometers arranged upstream and downstream of the vehicle in its longitudinal direction.
  • a loss of adhesion is detected by an instantaneous angular velocity variation of at least one of the two tachometers and / or a difference between the angular velocities measured by the tachometers.
  • EP 0 693 411 A1 relates to an autopilot system making a development of a speed reference.
  • ETCS European Train Control System
  • PZB 90 Punktförmige Switzerlandbeein kgung
  • speed or braking curves as a function of the position of the train define a maximum authorized speed for the train at each point of the track. If this speed is exceeded, after one or more warnings, the system brakes the train to stop it.
  • a movement authority "Movement authority" is provided to trains in the form of a maximum distance that the train is allowed to travel from a position of a beacon that it has previously crossed and maximum speeds allowed on this section of track depending on the position of the train.
  • a speed curve according to the position of the train is calculated on board a train. This curve is specific to the train and the line profile on which the train travels. It is determined according to braking performance of the train, to guarantee its stop before the end of its movement authority.
  • Such systems require a sophisticated odometer function on board the train to determine as accurately as possible the instantaneous position of the train in order to control its maximum permitted speed at that position.
  • systems for securing the movement of a train calculate a maximum distance traveled to brake the train before a dangerous point or for a maximum authorized speed reduction and a minimum distance traveled to release a section of the track already traveled or for ability to increase the speed of the train.
  • the object of the present invention is to overcome the disadvantages of the state of the art, in particular to improve the use of data of a wheel sensor for a system or method for securing a railway vehicle.
  • the present invention aims to overcome the disadvantages of the prior art by providing a method according to claim 1.
  • the Figure 1 schematically shows a train or railway vehicle 10 running on a track 11.
  • the track 11 and the vehicle are secured by a system according to the invention.
  • the railway vehicle 10 comprises one or more cars, at least one of which comprises a traction system, for example an engine.
  • the purpose of a system for securing a movement of a railway vehicle is to ensure that the railway vehicle 10 stops before a dangerous point and does not exceed a limit point. Another purpose of such a system is to ensure that the railway vehicle respects the speed limits to avoid overspeed at dangerous points of the track 11, for example turns, places where men work on the track, level crossings, etc.
  • the system comprises on the one hand equipment on the ground and on the other hand equipment embedded in the railway vehicle 10.
  • Ground equipment is able to give or send information to the onboard equipment.
  • the railway vehicle 10 comprises a controller 12 for securing the railway vehicle 10 which is connected to at least one wheel sensor 14 to determine an instantaneous speed of the railway vehicle 10. It is further connected to a braking system 16, to a receiver channel information 18, an acceleration sensor 20, for example in the form of an accelerometer, and a display or control device 22 to give the driver the necessary information.
  • a controller 12 for securing the railway vehicle 10 which is connected to at least one wheel sensor 14 to determine an instantaneous speed of the railway vehicle 10. It is further connected to a braking system 16, to a receiver channel information 18, an acceleration sensor 20, for example in the form of an accelerometer, and a display or control device 22 to give the driver the necessary information.
  • the braking system 16 is capable of controlling the brakes of the rail vehicle 10 from instructions received from the controller 12.
  • the channel information receiver 18 is arranged to receive the signals emitted by beacons 32 arranged along the track.
  • the acceleration sensor 20 has a sensitivity axis along the direction of the track 11. In other words, it measures the acceleration parallel to the rails of the track 11.
  • the ground equipment comprises one or more beacons 32 arranged along the track 11, which are adapted to send information to the railway vehicle 10. They further comprise a stop signal 34, such as a fire, up to which the railway vehicle 10 is allowed to drive.
  • the tags 32 are beacons for the ETCS system for example.
  • a movement authority is defined upstream of the signal 34 because of the existence of a dangerous point 36 in the channel 11 downstream of the signal 34, for example a level crossing where the barrier has not yet been closed.
  • This movement authority is characterized by a maximum distance noted d A that the rail vehicle is authorized to travel from a point defined here by the position of a beacon 32.
  • d A the maximum distance noted here by the position of a beacon 32.
  • the tags 32 are suitable for sending to the railway vehicle 10 information on the maximum distance d A that the railway vehicle is authorized to travel from the beacon 32, the gradient of the lane 11 and the maximum speeds authorized according to the position on the track, for example with respect to a predefined distance from the beacon 32 or from another fixed reference point.
  • the gradient of the track designates the slope of the track.
  • the distance to be traveled and the maximum speed values allowed on the channel 11 at a predefined distance are sent together, for example in the form of a maximum speed curve authorized as a function of the distance.
  • the beacon 32 gives the railway vehicle 10 a movement authority in terms of distance and maximum authorized speeds.
  • At least two types of beacon 32 exist, one of which provides the authority for movement to the vehicle and the other type gives only a reference point to allow the railway vehicle to know the distance already traveled since the last movement authority received by the railway vehicle.
  • the distance information that the railway vehicle 10 is allowed to travel and / or the maximum permissible speeds as a function of the distance on the lane 11 are sent by another system, for example by a radio connection, like GSM-R.
  • the tags 32 are virtual tags which are defined by their position on the track or their coordinates.
  • the railway vehicle comprises a receiver of a geolocation system connected to the controller 12. If the railway vehicle passes over a virtual beacon, this is determined by a comparison of the instantaneous position of the railway vehicle and the position of the virtual beacon, the information on the distance that the railway vehicle 10 is authorized to travel and / or the maximum authorized speeds as a function of the distance on the track 11 are sent by a radio connection.
  • the Figure 2 schematically shows the equipment embedded system to secure the movement of the railway vehicle.
  • the method is implemented by software controlling the controller 12 embedded in the railway vehicle 10.
  • the controller 12 comprises a computing unit 120, for example an on-board computer, capable of calculating a maximum authorized speed versus time curve as described below and comparing the instantaneous speed of the railway vehicle 10 with the maximum speed authorized to the moment considered.
  • the computing unit is capable of calculating a maximum authorized speed curve as a function of specific distance for this railway vehicle, a maximum distance traveled, and / or a minimum distance traveled.
  • the wheel sensor 14 is connected to the computing unit 120 to provide information on the rotation of the wheel associated with the wheel sensor.
  • the wheel sensor 14 is able to permanently provide the calculation unit 120 with pulses at a frequency proportional to the speed of rotation of the wheel and / or a measured instantaneous speed.
  • the sensor 14 is for example an angular position sensor of the wheel.
  • the wheel sensor 14 is used for an odometry and for a tachometer, for example to display the measured instantaneous speed to the driver and / or to compare the instantaneous speed measured with the maximum speed allowed.
  • the acceleration sensor 20 is connected to the calculation unit 120 which is able to determine from the information of the acceleration sensor 20 whether the information from the wheel sensor 14 is relevant and usable for a calculation of the maximum speed allowed as a function of time as will be described below. Thanks to the acceleration sensor 20, according to the invention, the controller 12 or its calculation unit 120 is able to determine if the wheel of the railway vehicle is surely not in a phase of slipping or skidding. Therefore, the controller 12 is able to determine if the wheel rotation information associated with the wheel sensor is usable for odometry.
  • the channel information receiver 18 is connected to the calculation unit 120 and is able to provide each passage in front of a tag 32, a movement authority and / or position.
  • a memory 128 of the controller contains a model of the railway vehicle comprising a dynamic model thereof that allows the controller 12 to calculate a braking and / or speed curve according to the position or time to respect the movement authority received. as explained in detail below.
  • the computing unit 120 controls a braking system 16. For example, if the computing unit of the controller 12 detects that the railway vehicle is traveling at a speed greater than a maximum speed defined by a speed curve based on time or distance, it commands the braking system 16 to perform an emergency braking to ensure that the railway vehicle does not exceed a dangerous point, for example after a warning.
  • a reliable speed value is derived from a wheel sensor and an acceleration sensor. Then, a method is explained in which an application of a reliable speed value is used to calculate a maximum allowed speed versus time curve which uses the minimum distance traveled and the maximum distance traveled by the railway vehicle.
  • the values measured by the wheel sensor 14 are reliable since there is no risk of slipping or braking. In general, these results are reliable when the wheel does not slip or fray.
  • the Figure 3 shows the rail vehicle 10 on the track 11 having a slope of an angle ⁇ .
  • the normal force 54 corresponds to the force exerted by the track on the railway vehicle 10.
  • the three forces 50, 52, 54 accumulated give a force equal to zero because the railway vehicle is at a standstill.
  • the acceleration sensor 20 measures only the braking force 50 which at a value equal to the gravity force component towards the track 11.
  • the on-board acceleration sensor 20 does not measure the gravitational force 52 or its component towards the track 11.
  • the acceleration sensor does not measure, because of its axis of sensitivity, the normal force 54 which is orthogonal to the sensitivity axis of the accelerometer 34.
  • the only force measured by the accelerometer 20 is that exerted by the traction or the brake on the track 11 and the friction forces.
  • the acceleration sensor 20 measures the acceleration only in the direction of the track.
  • the acceleration sensor 20 can be used to know and measure the force of the railway vehicle 10 on the track 11. This then allows the detection of periods during which no slippage is possible: when the railway vehicle does not perform any tensile stress. And, similarly, this method allows the detection of periods during which no reinforcement is possible: when the railway vehicle does not make any braking effort.
  • the Figure 4 shows a flowchart of the basic process for determining a velocity versus time curve. It will be explained in conjunction with the maximum speed curves allowed in the Figures 5 and 6 . The use of reliable information on instantaneous speed is then explained together with the Figures 7 and 8 .
  • a movement authority is provided in the form of a maximum authorized speed curve 200 on the lane 11 as a function of the position on the lane, that is to say according to a distance with respect to a particular reference point consisting of the tag 32, and a maximum distance of a from this tag.
  • the rail vehicle 10 has a speed V0 when passing on the beacon 32.
  • the actual real speed V0 is not known by the controller 12. But, the controller 12 knows a speed interval between V0, min and V0, max including the actual speed of the rail vehicle V0.
  • the maximum speed curve 200 as a function of distance illustrated on the figure 5 provided by the tag 32 comprises three sections 202, 204, 206 with different maximum allowed speeds on different sections of track.
  • the distance 0 corresponds to the positioning of the tag 32.
  • the railway vehicle 10 On the first section 202 of the track 11, the railway vehicle 10 is authorized to circulate at a first maximum authorized speed V1 over a first distance d 202 .
  • the railway vehicle On the second section 204 of track 11, the railway vehicle is authorized to run at a second maximum authorized speed V2 over a second distance 204 , and on the third section 206 of track 11, the railway vehicle 10 is authorized to circulate at a third maximum authorized speed V3 over a third distance d 206 before reaching the end of the movement authority where the railway vehicle should be stopped at point 208.
  • the three sections 202, 204, 206 together correspond to the A maximum distance of the rail vehicle is allowed to go.
  • the calculation unit 120 calculates in a step 1000 illustrated on FIG. figure 4 a specific maximum authorized speed curve 210 as a function of the position of the vehicle on the track specifically for the railway vehicle in question 10, using the information on the dynamic model of the railway vehicle stored in the memory 128, and, where appropriate, where appropriate, the topological information of the track. For example, information on the braking capabilities and / or acceleration from the dynamic model of the rail vehicle stored in the memory 128 are used.
  • This specific maximum permissible speed versus distance curve 210 is different from the maximum speed allowed on lane 11 before or after a section change. It is then represented in dotted lines.
  • the controller 12 calculates in step 1001 a maximum speed curve 300 allowed as a function of time and no longer according to the position, from the specific maximum authorized speed curve as a function of the distance 210 using the model railway vehicle stored in the memory 128.
  • the maximum authorized speed curve 300 as a function of time is schematically illustrated on the Figure 6 .
  • a specific maximum authorized speed curve 301 as a function of the distance that corresponds to the maximum permissible speed versus time curve 300 is shown in the Figure 5 .
  • the railway vehicle uses the curve 300 of the maximum authorized speed as a function of time to compare at any moment during its journey its instantaneous speed with the maximum speed authorized at this precise instant and to make a braking, if this maximum speed is exceeded. allowed, for example after a warning.
  • the system and method ensure that the vehicle never exceeds the maximum permitted speeds on the different sections of the track 11.
  • a maximum time remaining to roll t A begins when the railway vehicle 10 passes through the origin of the maximum section that the railway vehicle is allowed to travel corresponding to the distance d A.
  • the time t A begins for example when the railway vehicle passes on the tag 32 which sent the movement authority.
  • the maximum authorized speed increases from the instantaneous speed V 0, max to the speed V 1 which will be authorized during the time period 304 by using the maximum acceleration capacity a max of the railway vehicle stored in the memory 128.
  • the rail vehicle reaches - theoretically for the calculation of the curve 300 as a function of time - the maximum speed V1 after a time t 0 after having traveled a distance d 0 .
  • the maximum speed V1 will be allowed during the time period 304.
  • This time period 304 corresponds to the time that the rail vehicle needs to travel the distance between d 0 and d 1 , if it is traveling at a speed V 1.
  • the curve calculation unit does not use the increase in the maximum permitted speed on the section 202 track to section 204 for from V1 to V2, if it has no reliable information on the fact that the railway vehicle 10 has already traveled the distance d 202. This information comes for example from a tag placed between sections 202 and 204 or d a calculation of the minimum distance traveled by the output signals of the wheel sensor 14 and the acceleration sensor 20 as will be explained later.
  • the distance d 1 depends on the distance d 2 , which corresponds to the end of section 204, and is known, and the minimum braking capacity guaranteed f to reduce the speed of V1 to V3 at the end of section 204.
  • the time period 308 during which the maximum speed V3 is authorized, the time range 310 and the time t 3 from which the vehicle is obliged to reduce its speed, if it is traveling at the speed V3, are calculated in a similar way. to time ranges 304 and 306.
  • the maximum allowed speed curve 300 as a function of time is calculated up to t A.
  • the maximum authorized speed curve 300 as a function of time calculated by the calculation unit 120 depends on the maximum speed allowed on the track 200 which is, for example, prescribed by the railway authorities and the braking and acceleration capacities of the railway vehicle 10. The speed curve 300 as a function of time then gives for a given moment the maximum speed authorized for the railway vehicle.
  • the calculation is made assuming that the railway vehicle is always traveling at the maximum permitted speed of the speed curve as a function of time, and that it always uses its maximum acceleration and / or minimum deceleration capabilities guaranteed by the dynamic model of the railway vehicle. In this way, the rail vehicle following these speed limits to avoid exceeding the distance A of its authority movement.
  • the vehicle then rolls during the implementation of the method always at the maximum speed given by the maximum permissible speed curve as a function of time 300. If the vehicle was traveling at a speed below the maximum authorized speed curve as a function of time it might not reach the end of the distance d A of its authority movement, for time t A has been reached before.
  • the instantaneous speed is considered zero initially, for example if the railway vehicle starts to roll after a stop at the station.
  • the controller 12 in a speed supervision step 1020, using the measured instantaneous speed and the speed curve 300 as a function of time, ensures that the maximum authorized speed is respected by the railway vehicle 10. If the maximum authorized speed is exceeded, the controller 12, in particular at the supervision step 1020, orders an emergency braking to the braking system 16. It should be noted that the information from the wheel sensor 14 is used for such a function of Tach.
  • system and process performance using velocity versus time curves are improved if the vehicle uses more sensors and / or if in lane 33 more beacons are installed.
  • This basic system using velocity curves as a function of time does not lose any performance compared to a system based on the distance traveled if the distance traveled before the application of the brakes is greater than the distance of a next beacon encountered. , in one embodiment, triggers a recalculation of the maximum allowed speed curve as a function of time.
  • the system allows the driver to anticipate braking and to approach a stopping point at a moderate pace without being braked urgently. For example, when a driver anticipates braking, he approaches a moderate speed V release well before risking an emergency braking.
  • the method and system are enriched to further increase performance when they continuously take into account the minimum distance traveled and the maximum distance traveled to calculate a maximum authorized speed curve as a function of the updated time. This is done by knowing one or more reliable instantaneous speed values determined by the method according to the invention. This method then uses an odometry based on the wheel sensor 14 and the acceleration sensor 20.
  • the calculation unit 120 deduces whether the information on the instantaneous speed measured in the tachometer step 1010 by the wheel sensor 14 is reliable and therefore usable for an odometry to recalculate the maximum authorized speed curve 300 as a function of time.
  • the controller 12 receives at least one output value of at least one of the wheel sensors 14.
  • the output value is a set of pulses whose frequency is representative of the speed rotation of the wheel.
  • the wheel sensor 14 itself delivers an instantaneous speed value, either the instantaneous speed of rotation of the wheel or an estimate of the instantaneous speed of the railway vehicle 10 calculated by simple product of the speed. angular of the wheel by its radius.
  • the estimate comprises, in one embodiment, a maximum instantaneous speed value and a minimum instantaneous speed value when the computing unit 120 applies a safety margin around the measured instantaneous speed value.
  • step 1065 the controller 12 receives an output value produced by the acceleration sensor 20.
  • the output value is representative of the measured acceleration towards the sensitivity axis of the acceleration sensor 20.
  • the The acceleration value is positive if the rail vehicle 10 accelerates on a horizontal and negative track 11 if the railway vehicle 10 brakes on a horizontal track 11.
  • the acceleration sensor itself delivers an acceleration value.
  • Steps 1060 and 1065 can also be performed in parallel or in reverse order.
  • the measurement time of the acceleration sensor and / or the wheel sensor is recorded to synchronize the output values of the acceleration sensor 20 and the wheel sensors 14.
  • the computing unit 120 detects when the wheel sensor 14 gives reliable and usable results for estimating a distance traveled or the instantaneous speed of the railway vehicle 10. In one embodiment, the calculation unit 120 determines periods during which the output values coming from the wheel sensor 14 to determine the instantaneous speed are usable for the estimation of the maximum distance traveled (when the braking force exerted is not likely to cause a retraction ). In the same way, the calculation unit 120 determines periods during which the output values coming from the wheel sensor 14 for determine the instantaneous speed are usable for the estimation of the minimum distance traveled (when the traction force exerted does not risk causing a slip).
  • step 1070 wherein the values of the acceleration towards the channel are compared with predetermined acceleration values.
  • the instantaneous speed values are usable if the force measured by the accelerometer is greater than a first value. predetermined (for example -0.4 m / s 2 ). Indeed, in this case, we are sure that the rail vehicle does not brake enough for the wheel to stop. As a result, the method ensures that the instantaneous speed value determined by the wheel sensor will not lead to an underestimation of the distance traveled.
  • the instantaneous speed values are usable if the force measured by the accelerometer is less than a second value. predetermined (for example 0.4 m / s 2 ). Indeed, in this case, we are sure that the rail vehicle does not pull enough that the wheel skates. As a result, the method ensures that the instantaneous speed value determined by the wheel sensor will not lead to overestimation of the distance traveled.
  • Step 1070 then ensures that the output values of the wheel sensor 14 are only used during reliable periods and therefore outside periods of risk of slippage or slip of the wheel to which the wheel sensor is mounted, and in other words, when the rail vehicle 10 rolls without producing a stress on the rails.
  • the predetermined acceleration values depend on the axle on which the wheel sensor is located.
  • a motorized or braked wheel has another predetermined acceleration value than a non-motorized and / or unbraked wheel.
  • the frictional forces existing in the vehicle and measured by the accelerometer are included in the margins taken around the measurement.
  • step 1080 a new maximum authorized speed curve as a function of time, taking into account the minimum distance traveled and / or the maximum distance traveled by the rail vehicle 10. Otherwise, no recalculation is made and step 1080 is skipped.
  • the controller 12 derives, in step 1070, a reliable instantaneous speed value 401 for calculating the maximum distance traveled.
  • This instantaneous speed 401 is below the maximum allowed speed represented by the speed curve 300 as a function of time.
  • the calculation unit takes into account the instantaneous speeds, or, where appropriate, the instantaneous maximum speed values, coming from the wheel sensor 14.
  • the controller 12 After the maximum distance traveled is calculated, the controller 12 assumes, for safety reasons , for the calculation of the maximum speed curve 400 as a function of time that the railway vehicle 10 then accelerates with its maximum acceleration capacity a max after the reliable value of the instantaneous speed 401 to reach the maximum authorized speed V1 at the moment t 6 .
  • the calculation is done as in the example shown next to the Figure 6 using the maximum distance traveled as a starting point.
  • the controller assumes for the calculation of the maximum authorized speed curve 400 as a function of the time that the vehicle has braked between t 4 and t 5 with these maximum braking capacities from the maximum speed allowed at time t 4 to reach speed 401 at time t 5 .
  • the hatched region represents a distance corresponding to the difference between d A and a point upstream of d A where the rail vehicle would stop if it did not recalculate the speed curve as a function of time.
  • the maximum permissible speed curves 300, 400 as a function of time are used to automatically control the railway vehicle, in particular to control its braking if the rail vehicle exceeds the maximum authorized speed.
  • the wheel sensor is used permanently for tachometry, which is less sensitive to sliding or jamming. Indeed, no accumulation of the error is made in the case of a tachometer application.
  • the controller calculates a position of the minimum rail vehicle, i.e. a minimum distance traveled. This minimum distance traveled is used to know if the rail vehicle has released a section or a dangerous point in order, for example, to allow speed recovery after a limitation. From the instantaneous speed values, or, where appropriate, the minimum instantaneous speed values of the railway vehicle, and the maximum braking capacity, a minimum distance traveled can be deduced. From there, in a case like that of section 204 of the figure 5 the entry is guaranteed in this section and allows the railway vehicle to accelerate to the speed V2. If this calculation is not carried out, the proposed system will impose the V1 speed all the way until it passes on a beacon guaranteeing that it has left the section 202. If the system has deduced that the vehicle railway is in section 204, it makes a recalculation of the maximum speed curve allowed as a function of time by allowing an acceleration up to the speed V2.
  • the railway vehicle is allowed to approach an end of movement authority (EOA) if it is traveling at or below a release speed (Vrelease).
  • EOA end of movement authority
  • Vrelease a release speed
  • the release speed depends on the distance between a dangerous point 36 and the position of the end of the movement authority EOA.
  • the distance between the position of EOA and the dangerous point is chosen so that it can reach the position of EOA at the speed Vrelease while guaranteeing the stop at the dangerous point if the railway vehicle is tripped in EOA.
  • the distance between the EOA position and the danger point is fixed by the infrastructure and therefore, the signaling system typically has no hold over that distance.
  • the invention proposes a system and method for securing the movement of a railway vehicle having moderate costs and good performance. For example, it is possible to maintain compatibility with a ground infrastructure equipped for ETCS and to equip the rolling stock in an evolutionary manner and at the same time to make ETCS equipped trains compatible with the system according to the invention. .

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Regulating Braking Force (AREA)

Claims (12)

  1. Verfahren zum Absichern der Fortbewegung eines auf einem Gleis (11) fahrenden Schienenfahrzeugs (10), wobei das Schienenfahrzeug mindestens einen Radsensor (14) aufweist, der dazu geeignet ist, eine Information bereitzustellen, die die Rotationsgeschwindigkeit des Rades wiedergibt, und das mindestens einen Beschleunigungssensor (20) aufweist, dessen Sensorachse parallel zu dem Gleis (11) ist, das Verfahren die folgenden Schritte aufweisend:
    - das Empfangen (1060) mindestens eines Ausgabewertes des einen oder mehrerer der Radsensoren (14);
    - das Empfangen (1065) mindestens eines Ausgabewertes von einem der Beschleunigungssensoren (20),
    - das Ermitteln mindestens eines Beschleunigungswertes, der ausgehend von dem oder den Ausgabewerten des einem der Beschleunigungssensoren gemessen wird,
    und wobei das Verfahren dadurch gekennzeichnet ist, dass es den folgenden Schritt aufweist:
    - das Verwenden (1070, 1080, 1090) eines Ausgabewertes oder mehrerer Ausgabewerte des oder der Radsensoren für eine Überwachung des Schienenfahrzeugs in Abhängigkeit von einem Vergleich des einen oder der mehreren gemessenen Beschleunigungswerte mit mindestens einem Bezugs-Beschleunigungswert.
  2. Verfahren gemäß Anspruch 1, dadurch gekennzeichnet, dass das Verwenden das Bestimmen einer Strecke, insbesondere einer zurückgelegten Strecke, ausgehend von einem oder mehreren empfangenen Ausgabewerten aufweist.
  3. Verfahren gemäß einem der vorangehenden Ansprüche, des Weiteren den folgenden Schritt aufweisend: das Bestimmen (1070) mindestens eines vertrauenswürdigen Wertes der Momentangeschwindigkeit (401), ausgehend von einem oder mehreren empfangenen Ausgabewerten.
  4. Verfahren gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die Verwendung des Weiteren den folgenden Schritt aufweist:
    - das Berechnen (1080) der Werte der erlaubten Maximalgeschwindigkeit, insbesondere einer Kurve der erlaubten Maximalgeschwindigkeit (210, 300, 400), basierend auf einem oder mehreren empfangenen Ausgabewerten, insbesondere unter Verwendung der Strecke, beispielsweise der zurückgelegten Strecke, und/oder einem oder mehreren vertrauenswürdigen Wert(en) der Momentangeschwindigkeit (401).
  5. Verfahren gemäß Anspruch 4, dadurch gekennzeichnet, dass die Kurve der erlaubten Maximalgeschwindigkeit eine Funktion der Zeit (300) oder der Strecke (200) ist.
  6. Verfahren gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass das Verwenden eines oder mehrerer empfangener Ausgabewerte zum Überwachen des Schienenfahrzeugs das Berechnen einer minimal zurückgelegten Strecke und/oder einer maximal zurückgelegten Strecke des Schienenfahrzeugs (10) aufweist.
  7. Verfahren gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass das Überwachen des Schienenfahrzeugs das Vergleichen (1090) der Momentangeschwindigkeit des Schienenfahrzeugs mit der erlaubten Maximalgeschwindigkeit und das Bremsen des Schienenfahrzeugs (10) in Abhängigkeit von dem Vergleichsergebnis der erlaubten Maximalgeschwindigkeit mit der Momentangeschwindigkeit aufweist.
  8. System zum Absichern einer Fortbewegung eines Schienenfahrzeugs (10), wobei das Schienenfahrzeug mindestens einen Radsensor (14), der dazu geeignet ist, einen oder mehrere Ausgabewerte, die die Rotation des Rades wiedergeben, zu erzeugen, mindestens einen Beschleunigungssensor (20), dessen Sensorachse parallel zu der Richtung des Gleises (111) ist, und eine Steuerung (12), die mit dem mindestens einen der Radsensoren und dem mindestens einen der Beschleunigungssensoren verbunden ist, aufweist, dadurch gekennzeichnet, dass
    die Steuerung dazu geeignet ist, den einen oder mehrere der empfangenen Ausgabewerte des oder der Radsensoren (14) für eine Überwachung (1070, 1080, 1090) des Schienenfahrzeugs, in Abhängigkeit von einem Vergleich eines oder mehrerer gemessener Beschleunigungswerte, die ausgehend von einem oder den Ausgabewerten des oder der Beschleunigungssensoren (20) ermittelt wurden, mit mindestens einem Bezugs-Beschleunigungswert, zu verwenden.
  9. System gemäß Anspruch 8, dadurch gekennzeichnet, dass
    die Steuerung (12) dazu geeignet ist, den einen oder mehrere der Schritte des Verfahrens gemäß einem der Ansprüche 1 bis 7 auszuführen.
  10. Steuerung (12), die in einem Schienenfahrzeug zu seiner Absicherung eingebettet ist, wobei die Steuerung dazu geeignet ist, mit mindestens einem Radsensor, der dazu geeignet ist, einen oder mehrere Ausgabewerte, die die Rotation des Rads wiedergeben, zu erzeugen und mit mindestens einem Beschleunigungssensor (20), dessen Sensorachse parallel zu der Richtung des Gleises (11) ist, verbunden zu sein, dadurch gekennzeichnet, dass
    die Steuerung (12) dazu geeignet ist, den einen oder mehrere der empfangenen Ausgabewerte von dem oder den Radsensoren (14) für eine Überwachung (1070, 1080, 1090) des Schienenfahrzeugs in Abhängigkeit von einem Vergleich von einem oder von mehreren gemessenen Beschleunigungswerten, die ausgehend von einem oder den Ausgabewerten des oder der Beschleunigungssensoren (20) ermittelt wurden, mit mindestens einem Bezugs-Beschleunigungswert, zu verwenden.
  11. Steuerung gemäß Anspruch 10, dadurch gekennzeichnet, dass die Steuerung dazu geeignet ist, den einen oder mehrere der Schritte des Verfahrens gemäß einem der Ansprüche 1 bis 7 auszuführen.
  12. Schienenfahrzeug (10), aufweisend:
    mindestens einen Radsensor (14), der dazu geeignet ist, einen oder mehrere Ausgabewerte, die die Rotation des Rads wiedergeben, zu erzeugen;
    mindestens einen Beschleunigungssensor (20), dessen Sensorachse parallel zu der Richtung des Gleises (11) ist; und
    eine Steuerung gemäß einem der Ansprüche 10 bis 11, wobei die Steuerung mit mindestens dem einen der Radsensoren und mit mindestens dem einen der Beschleunigungssensoren verbunden ist.
EP13166528.3A 2012-05-03 2013-05-03 Verfahren und System zum Sichern der Bewegung eines Schienenfahrzeugs, Steuereinheit für das Schienenfahrzeug, und ein solches Schienenfahrzeug Active EP2660122B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL13166528T PL2660122T3 (pl) 2012-05-03 2013-05-03 Sposób i system do zabezpieczania przemieszczania się pojazdu szynowego, kontroler do wbudowania w pojeździe szynowym i taki pojazd szynowy

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1254087A FR2990179B1 (fr) 2012-05-03 2012-05-03 Procede et systeme pour securiser un deplacement d'un vehicule ferroviaire, controleur a embarquer dans un vehicule ferroviaire et un vehicule ferroviaire

Publications (2)

Publication Number Publication Date
EP2660122A1 EP2660122A1 (de) 2013-11-06
EP2660122B1 true EP2660122B1 (de) 2019-07-03

Family

ID=46785559

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13166528.3A Active EP2660122B1 (de) 2012-05-03 2013-05-03 Verfahren und System zum Sichern der Bewegung eines Schienenfahrzeugs, Steuereinheit für das Schienenfahrzeug, und ein solches Schienenfahrzeug

Country Status (6)

Country Link
EP (1) EP2660122B1 (de)
AU (1) AU2013205670B2 (de)
ES (1) ES2746673T3 (de)
FR (1) FR2990179B1 (de)
PL (1) PL2660122T3 (de)
RU (1) RU2638356C2 (de)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110871827A (zh) * 2019-11-25 2020-03-10 通号城市轨道交通技术有限公司 一种轨道列车的测速测距方法
CN113682350A (zh) * 2021-08-11 2021-11-23 交控科技股份有限公司 保证测速可用性的双端atp测速系统和测速方法

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2722894B1 (fr) * 1994-07-21 1996-08-23 Gec Alsthom Transport Sa Systeme de pilotage automatique et procede d'elaboration d'une consigne de vitesse dans un tel systeme
US20050137761A1 (en) * 2003-12-22 2005-06-23 Alcatel Two-axis accelerometer used for train speed measurement and system using the same
DE102005001403B4 (de) * 2005-01-12 2009-05-20 Kes Keschwari Electronic Systems Gmbh & Co. Kg Verfahren und Einrichtung zum Bestimmen der tatsächlichen Fahrgeschwindigkeit eines Schienenfahrzeugs
EP1705095B1 (de) * 2005-03-21 2007-11-28 Sener, Ingenieria Y Sistemas, S.A. Blocksystem und -Verfahren zum sicheren Fahrbetrieb von Bahnstrecken mit niedrigerer Verkehrsdichte
US8423234B2 (en) * 2007-12-10 2013-04-16 Siemens Sas Device for measuring the movement of a self-guided vehicle

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
PL2660122T3 (pl) 2019-12-31
RU2013120512A (ru) 2014-11-20
AU2013205670A1 (en) 2013-11-21
FR2990179B1 (fr) 2014-06-06
RU2638356C2 (ru) 2017-12-13
EP2660122A1 (de) 2013-11-06
AU2013205670B2 (en) 2018-03-08
ES2746673T3 (es) 2020-03-06
FR2990179A1 (fr) 2013-11-08

Similar Documents

Publication Publication Date Title
EP2660121B1 (de) Verfahren zum Absichern der Umsetzung eines Schienenfahrzeugs, und Schienenfahrzeug
EP2219930B1 (de) Vorrichtung zum messen der bewegung eines selbstgesteuerten fahrzeugs
WO2009060093A1 (fr) Système de contrôle d'un véhicule comportant une détermination de sa vitesse instantanée par rapport au sol.
EP2212176A1 (de) System zur erzeugung einer schätzung der bodengeschwindigkeit eines fahrzeugs aus messungen der drehzahl von mindestens einem rad
EP2183139A2 (de) Verfahren und vorrichtung zur steuerung des lösens einer im fahrzeug befindlichen automatischen standbremse
FR2479505A1 (fr) Dispositif de commande automatique de train
EP2927089B1 (de) Verfahren zur berechnung eines positionsintervalls eines schienenfahrzeugs auf einem bahngleis, und entsprechende vorrichtung
EP2749471B1 (de) Verfahren zur geschwindigkeitsbestimmung eines schienenfahrzeugs
FR3045197A1 (fr) Procede et systeme ameliores d'aide au pilotage d'un aeronef en phase d'atterrissage
EP2660122B1 (de) Verfahren und System zum Sichern der Bewegung eines Schienenfahrzeugs, Steuereinheit für das Schienenfahrzeug, und ein solches Schienenfahrzeug
BE897323A (fr) Procede et dispositif de reconnaissance et de controle de position pour vehicules de transport
FR3026710A1 (fr) Vehicule ferroviaire, vehicules ferroviaires amont et aval, procede de regulation de distance entre un vehicule ferroviaire aval et un vehicule ferroviaire amont
EP3028922B1 (de) Verfahren zur erkennung der präsenz eines schienenfahrzeugs auf einem blockabschnitt, berechnungsverfahren eines sicherheitsintervalls und entsprechende vorrichtung
WO2011064486A1 (fr) Procede de determination de l'inclinaison d'une route
CA2468974C (fr) Systeme de determination automatique de caracteristiques de freinage d'urgence d'un vehicule de transport en commun, notamment ferroviaire
FR3072634A1 (fr) Procede d'assistance a la conduite d'un vehicule automobile
US10046766B2 (en) Traction loss warning system and method
WO2007045787A1 (fr) Procede de validation de la mesure fournie par un accelerometre dans un vehicule automobile et application a l’estimation de la pente
EP2307253A1 (de) Vorrichtung zur bestimmung der querbeschleunigung eines motorfahrzeugs und entsprechendes verfahren
FR3099735A1 (fr) Système d’acquisition et de contrôle pour véhicule à moteur électrique
CN115782869A (zh) 车辆控制系统和车辆控制方法
FR2932892A1 (fr) Dispositif et procede d'estimation de la vitesse d'un vehicule.
EP1938112A1 (de) Einrichtung zur beschleunigungsmessung in einem kraftfahrzeug

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

17P Request for examination filed

Effective date: 20140506

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: ALSTOM TRANSPORT TECHNOLOGIES

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: ALSTOM TRANSPORT TECHNOLOGIES

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20170329

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20190116

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

Ref country code: AT

Ref legal event code: REF

Ref document number: 1150628

Country of ref document: AT

Kind code of ref document: T

Effective date: 20190715

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: FRENCH

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602013057305

Country of ref document: DE

REG Reference to a national code

Ref country code: NL

Ref legal event code: FP

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 1150628

Country of ref document: AT

Kind code of ref document: T

Effective date: 20190703

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191003

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191104

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191003

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191004

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191103

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2746673

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20200306

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200224

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602013057305

Country of ref document: DE

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG2D Information on lapse in contracting state deleted

Ref country code: IS

26N No opposition filed

Effective date: 20200603

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200531

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200531

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20200531

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200503

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200503

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200531

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190703

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20230526

Year of fee payment: 11

Ref country code: FR

Payment date: 20230526

Year of fee payment: 11

Ref country code: DE

Payment date: 20230519

Year of fee payment: 11

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: PL

Payment date: 20230420

Year of fee payment: 11

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20230524

Year of fee payment: 11

Ref country code: ES

Payment date: 20230724

Year of fee payment: 11

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20231025

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 20240521

Year of fee payment: 12