EP2662258A2 - Procédé et dispositif d'enregistrement et d'exploitation de données relatives à l'état de la conduite d'air principale d'une formation de véhicule - Google Patents

Procédé et dispositif d'enregistrement et d'exploitation de données relatives à l'état de la conduite d'air principale d'une formation de véhicule Download PDF

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Publication number
EP2662258A2
EP2662258A2 EP13002119.9A EP13002119A EP2662258A2 EP 2662258 A2 EP2662258 A2 EP 2662258A2 EP 13002119 A EP13002119 A EP 13002119A EP 2662258 A2 EP2662258 A2 EP 2662258A2
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EP
European Patent Office
Prior art keywords
pressure
air line
main air
vehicle
central unit
Prior art date
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Granted
Application number
EP13002119.9A
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German (de)
English (en)
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EP2662258B1 (fr
EP2662258A3 (fr
Inventor
Michael Baranek
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Deutsche Bahn AG
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DB Schenker Rail Deutschland AG
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Publication date
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Publication of EP2662258A2 publication Critical patent/EP2662258A2/fr
Publication of EP2662258A3 publication Critical patent/EP2662258A3/fr
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Publication of EP2662258B1 publication Critical patent/EP2662258B1/fr
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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
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
    • 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
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • 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
    • B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
    • 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
    • B61L27/40—Handling position reports or trackside vehicle data
    • 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
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions

Definitions

  • the invention relates to a method for acquiring and evaluating data relating to the condition of the main air line of a vehicle association and to an apparatus for implementing the method.
  • railway vehicles are usually equipped with a compressed air brake.
  • the brakes are controlled via a connecting all cars, continuous, pressurized with compressed air main air line. If the air pressure in the brake system is sufficiently high, the brakes are kept open; If the pressure drops, the brake can no longer be kept open and stops automatically. A functioning main air line is still a prerequisite for properly coupled vehicles. In other words, if the vehicles are not properly coupled to the HL, the condition of the HL may not be consistently good.
  • the brake sample must e.g. be performed after the compilation of a move.
  • the brake system After the brake system has been filled with compressed air, first the tightness of the compressed air system is checked. If the brake system is considered tight, the correct application and release of the brake is checked by lowering or increasing the air pressure in the HL accordingly. In normal operation, this is done by operating the driver's brake valve (FBV), e.g. in the cab of a locomotive or a locomotive (Tfz).
  • BBV driver's brake valve
  • the test driver must run along the train and check the application and release of the brakes.
  • a second employee can operate the brake tester according to the instructions of the brake tester, which in turn increases staffing.
  • Train composition is usually determined as part of the train baptism, when a train is reassembled or the train composition has been changed. For some modes of operation it is still necessary to determine the right-left orientation of the vehicles within the train, e.g. in the selective release of doors on the platform side.
  • the DD 42 492 describes a device for controlling the condition of the brake air line of a railway train.
  • Here are generated by a device in the last car of the train pressure increasing pressure pulses in the brake line, which propagate as compression waves through the brake line and detected and displayed by a sensor device in the cab of the first vehicle.
  • the pressure waves are generated continuously in a specific time sequence, so that it can be detected during the train's journey on the basis of the correct pressure pattern, whether the brake system is in a functional state.
  • Another disadvantage is that the device for generating the pressure increase pulses must always be in the last car, which must be considered in the composition of the train and thus represents an additional expense.
  • From the DE 100 09 324 A1 is a method for locomotive determination of train length known.
  • the driver's brake valve of the locomotive or other actuators generated pressure changes in the HL, which are evaluated by a pressure, temperature and mass flow sensor to determine the volume of the HL.
  • a pressure, temperature and mass flow sensor to determine the volume of the HL.
  • a disadvantage of this method is that in addition to the pressure sensors also temperature and flow sensors must be used.
  • the DE 198 58 922 C1 describes a method for determining the physical order of vehicles of an assembled train and an arrangement for carrying out the method.
  • the HL is used as a medium for transmitting information to the wagons of the train by the pulse train of a compressed air fluctuation in the HL is transmitted as an identification signal to the car.
  • Each vehicle includes at least one pressure sensor coupled to the HL, whose output signals are detected and stored. Vehicle-mounted wireless devices allow each car to communicate bidirectionally with the other cars and with the central unit in the lead vehicle.
  • the central unit on the leading vehicle After the train identification number has been transmitted to the carriages via the HL, the central unit on the leading vehicle initializes the radio-based data communication system. For this purpose, the central unit also transmits the train identification number in addition to the actual data transmission. Only the wagons of the train association with the same train identification code then spark their application data to the leading vehicle via a self-organizing radio network, which prevents confusion with radio signals from neighboring trains.
  • the wagons at the ends of the wagons each have their own pressure sensors, it is also possible to deduce the left-right orientation based on the time sequence of their logging on to the train.
  • the disadvantage is that a bidirectional radio link between the central unit and the car is required.
  • a memory module could be defective in the car and thus resorted to the wrong train identifier.
  • Object of the present invention is to provide a method with which it is possible with a unidirectional radio link between the Cart and a central unit, to ensure reliable train integrity. Furthermore, it is advantageous to determine the train sequence and to perform a complete brake test.
  • the invention makes use of the fact that the HL can be used to transmit information when pressure sensors in the HL register the air pressure or changes in air pressure. On the basis of these measured values, the condition of the HL can be concluded in many respects.
  • the state of the HL can be related to the technical functional condition or the coupling state at the coupling points of the vehicles, the u.a. depending on the arrangement of the car in the train is.
  • the vehicle association consists of a leading vehicle and at least one coupled car. From a central unit in the lead vehicle data is transmitted to the wagons of the vehicle association by means of at least one pressure change in the main air line.
  • These pressure changes can be both pressure increases and pressure drops, which are generated via the driver's brake valve or other acting on the pressure in the HL actuators.
  • pressure sensors in the HL which detect the pressure changes. They are connected to message units which record the measurement results of the detectors.
  • Each car has a reporting unit with a unique identification number.
  • each sensor has a unique identification number for the vehicle / car related communication to the reporting unit.
  • the message units also each contain a clock, the clocks are all synchronized among each other with sufficient accuracy, for example, using the GPS time signal or the DCF signal.
  • the synchronization ensures that signals that match the propagation velocity of the pressure changes in propagate the HL, be temporally resolved so that the temporal order of the detection of the spatial order of the detectors corresponds.
  • the gait difference between the clocks must therefore be smaller than the time it takes for the pressure to change from one detector to the next.
  • the reporting unit now provides each measurement result with the time stamp of the measurement time.
  • the measurement results recorded by the pressure sensors are now transmitted unidirectionally to the central unit together with the time stamps and the unique identification numbers by remote data transmission, evaluated there and displayed on a display unit, preferably in the driver's cab of the first vehicle, to the operator.
  • the central unit therefore only needs a remote data transmission receiver, e.g. Radio, while the reporting units each only need a corresponding transmitter.
  • a transmitter is as little required for the central unit as a receiver for the reporting units, since the transmission of information from the central unit to the reporting unit via the air pressure changes in the HL and not via the remote data transmission.
  • the unidirectional radio link may be connected via different services, e.g. GSM, GSM-R, but also by transmissions in the ISM band (433 MHz, 868 MHz, 2.4 GHz) or similar. will be realized.
  • the reporting unit can communicate, for example, via an ad hoc radio network with the sensor or sensors, for which they may include a corresponding radio module.
  • the sensor modules would also contain an ad hoc network radio module in this case.
  • Claim 2 describes an advantageous embodiment of claim 1 for determining the train order.
  • the air pressure change travels at a certain speed in the HL from the leading vehicle to the train end, it gradually reaches the individual pressure sensors along the HL. Since each pressure sensor is assigned a unique identification number, and each measurement of an air pressure change is provided with a time stamp, it is possible to understand the sequence in which the air pressure change has passed through the individual sensors. This is done by time-sequencing the response signals transmitted by radio from the message units from the central processing unit.
  • the sensor that first detected the air pressure change is the sensor whose timestamp was stored earliest in the response signal. This sensor is closest to the lead vehicle appropriate.
  • the sensor that has detected the air pressure change second is the sensor that is second closest to the leading vehicle, etc.
  • the central unit determines the order of the cars in the vehicle group by identifying the identification numbers associated with the corresponding vehicles in the order of time sequence of the timestamp of the corresponding pressure change response signals sorted and stored.
  • the order of the carriages can then be displayed on the display unit.
  • the identification numbers of the pressure sensors can advantageously be chosen so that they already contain the car number, e.g. the UIC number of the respective car is contained in the sensor identification number.
  • the inventive method assesses whether the vehicle body is fully coupled. For this, the central unit must have been previously informed by another source, how many vehicles with how many reporting units are in the train. If the number of response signals transmitted by the reporting units coincides with the number of reporting devices input by the external source and the pressure values measured by the associated sensors exceed a predetermined threshold, it can be assumed that the train is fully engaged. If the coupling has not been properly performed on at least one coupling site, the pressurization of air passing over the HL could not propagate beyond the improper coupling site. Thus, at least one sensor in the improperly coupled carriage would not be able to measure the pressure threshold to be achieved. The associated reporting unit would accordingly also not transmit a response signal or a response signal with a measured pressure value below the threshold value to the central unit.
  • the central unit compares whether the pressure values detected by the sensors are above the predetermined threshold value and whether the number of reported response signals coincides with the number of reporting units. If at least one of these requirements is not met, the central unit sends a message to the display unit that the train has not been coupled properly.
  • the number of still received Response signals that signal that the threshold has been reached indicate that after how many pressure sensors the clutch has not been properly made, which can also be displayed on the display unit.
  • the method can be advantageously used to perform a brake test, without having to resort to further staff.
  • the driver's brake valve is actuated by the driver or another driver in the traction vehicle, so that the "brake release" command is executed.
  • the central unit uses the measured values from the pressure sensors, which are transmitted via the message units to the central unit, to determine whether, at all measuring points, the pressure in the main air line rises above a predefined threshold within a predetermined time. If so, the brake test is continued by executing the brake apply command by operating the driver's brake valve.
  • the central unit uses the measured values from the pressure sensors, which are transmitted via the message units to the central unit, to determine whether, at all measuring points, the pressure in the main air line subsequently reaches at least the specified threshold value within a predetermined time. If so, the brake test has been successfully completed, which is displayed on the display unit.
  • the central unit judges the brake sample as unsuccessful and displays this on the display unit.
  • an apparatus for implementing the method of the previous claims consists in the leading vehicle of a display unit, preferably in the driver's cab, a central data processing unit in the first vehicle, an actuator that can modulate the air pressure in the HL using commands from the central unit and a receiver for receiving data via a data transmission device such eg radio. Furthermore, it may be advantageous for an additional sensor to monitor the activity of the brake cylinder. The central processing unit can then check whether the pressure change commands are being performed correctly and compare the pressure values measured in the car with the actual activity of the brake cylinder.
  • At least one sensor in the HL is in each of the carriages to measure the air pressure or the air flow, and at least one reporting unit which can transmit the pressure values measured by the associated sensor to the central unit via a remote data transmission.
  • Each message unit has its own unique identification number, which is stored in a memory element not further described here. Furthermore, each reporting unit has its own clock, with the clocks within the train association are synchronized with each other.
  • the device according to the invention as claimed in claim 5 acquires data relating to the condition of the main air line of a vehicle group and evaluates these.
  • the vehicle association consists of a leading vehicle and at least one coupled car.
  • the central unit in the leading vehicle transmits data to the wagons of the vehicle association by means of at least one pressure change in the main air line. These pressure changes can be both pressure increases and pressure drops.
  • pressure sensors in the HL which detect the pressure changes. They are connected to message units which record the measurement results of the detectors.
  • the reporting unit provides each measurement event with the time stamp of the measurement time.
  • the reporting unit unidirectionally transmits the measurement results recorded by the pressure sensors together with the time stamps and the identification number which is unique for each carriage or reporting unit by remote data transmission to the central unit.
  • the central unit evaluates the data and forwards the data to a display unit, where they are displayed to the operator, preferably in the driver's cab of the first vehicle.
  • the central unit only needs to have a radio receiver, while the message units only need a corresponding transmitter.
  • a radio transmitter is as little required for the central unit as a radio receiver for the reporting units, since the transmission of information from the central unit to the reporting unit via the air pressure changes in the HL is done.
  • Claim 6 describes an advantageous embodiment of claim 5 for determining the train sequence.
  • the air pressure change travels at a certain speed in the HL from the leading vehicle to the train end, it gradually reaches the individual pressure sensors along the HL.
  • Each pressure sensor is assigned a unique identification number, and each measurement of an air pressure change is provided with a time stamp, it can be understood in what order the change in air pressure has passed through the individual sensors. This is done by the central unit time-ordering the response signals transmitted by radio from the message units.
  • the sensor that first detected the air pressure change is the sensor whose timestamp has the oldest value in the response signal. Accordingly, this sensor is mounted closest to the leader vehicle.
  • the sensor that has detected the air pressure change second is the sensor located second closest to the leader vehicle, etc.
  • the central unit thus determines the order of the wagons in the vehicle association by identifying the identification numbers associated with the respective vehicles in the order of time Sequence of the timestamps of the response signals corresponding to the pressure change sorted.
  • the order of the carriages can then be displayed on the display unit.
  • the central unit must have been previously informed by another source, how many vehicles with how many reporting units are in the train. If the number of response signals transmitted by the reporting units coincides with the number of reporting devices input by the external source and the pressure values measured by the associated sensors exceed a predetermined threshold, it can be assumed that the train is fully engaged. If the coupling has not been properly performed on at least one coupling site, the pressurization of air passing over the HL could not propagate beyond the improper coupling site. Thus, at least one sensor in the improperly coupled carriage would not be able to measure the pressure threshold to be achieved. The associated reporting unit would accordingly also not transmit a response signal or a response signal with a measured pressure value below the threshold value to the central unit.
  • the central unit compares whether the pressure values detected by the sensors are above the predetermined threshold value and whether the number of reported Response signals with the number of message units matches. If at least one of these requirements is not fulfilled, the central unit sends a message to the display unit that the train has not been coupled properly. The number of response signals still received, which signal that the threshold has been reached, indicates that after how many pressure sensors the clutch has not been properly made, which can also be displayed on the display unit.
  • an advantageous embodiment of the device is used to perform a brake test, without having to resort to further staff.
  • the driver's brake valve is actuated by the driver or another driver in the traction vehicle, so that the "brake release" command is executed.
  • An additional sensor monitors the activity of the brake cylinder and transmits it to the central unit.
  • the central unit now uses the measured values from the pressure sensors, which are transmitted to the central unit via the message units, to determine whether the pressure in the main air line at all measuring points rises above a predefined threshold within a specified time. If so, the brake test is continued by executing the brake apply command by operating the driver's brake valve, which is detected by the brake cylinder sensor and transmitted to the central processing unit.
  • the central unit uses the measured values from the pressure sensors, which are transmitted to the central unit via the message units, to determine whether the pressure in the main air line at all measuring points falls below the specified threshold value within a specified time. If so, the brake test has been successfully completed, which is displayed on the display unit.
  • the central unit judges the brake sample unsuccessful and displays it on the display unit.
  • Each message unit has stored in its memory a unique identification number. Also, each sensor has a unique identification number for the vehicle / car related communication to the reporting unit. In this example, this identification number is chosen to include the UIC car number: xx 80 xxxx xxx x - 00y.
  • each reporting unit has its own clock, with the clocks using the GPS time signal within the train association are synchronized with each other to the second.
  • the brake system is now filled with compressed air. If the compressed air system is in proper condition, the nominal pressure of 5 bar must be reached within a suitable selected time even on the last carriage. Conversely, a rapid pressure drop must be passed on to all brakes within a given time. Therefore, within this time, a pressure drop of 5 bar to 3.5 bar must be achieved for each car.
  • the central processing unit converts the train identification number unique to each train, stored in the central processing unit, to a binary number. This information is transmitted during filling via pressure changes of at least 0.5 bar in the HL to the pressure sensors of the car. For this purpose, the central unit modifies / modulates the pressure using the FBV on the locomotive.
  • the pressure sensors measure the air pressure in the HL. They record the air pressure values and transmit their measured values via cable to the associated alarm unit. The measured values are decoded there, timestamped by means of the clocks and transmitted together with the time stamp and the identification number by radio transmitter to the central unit.
  • the central unit receives the data from the message units via the radio receiver, stores them and evaluates them. The central unit only considers data that is received together with the correct train identification number. This excludes randomly received data from other trains.
  • the measurement data measured by the pressure sensors therefore includes a rise in air pressure in the HL modulated with the train identification number.
  • the identification units of the signaling devices or pressure sensors are recorded by the central unit and stored which sensors or signaling devices belong to the train.
  • the central unit compares the reported identification numbers with the stored ones and considers only response signals of the reporting units identified as belonging to the train in this method.
  • a warning message is displayed, together with the information in which Message units the threshold was reached in time. If e.g. the measured data from the first and the second car show that the threshold value was reached in time, but the threshold value was not reached in the third car or was not reached in time, this is indicated on the display unit. This indicates a possible "fault" in the train coupling out. Then the coupling point between the second and third car must be checked.
  • the position of each individual freight car is determined by a specified pressure curve.
  • the pressure sensors again record the air pressure values and transmit their measured values via cable to the associated alarm unit.
  • the measured values are decoded there, timestamped by means of the clocks and transmitted together with the time stamp and the identification number by radio transmitter to the central unit.
  • the central unit receives the data from the message units via the radio receiver, stores them and evaluates them. The central unit again only considers data that is received together with the correct train identification number.
  • the central unit sorts the data with the appropriate train identification number in time according to the received timestamp data. In ascending order, this results in the sequence of the reporting units and thus the attached Cart, what is displayed on the display unit. In addition, other data entered into the central unit can be used to determine the train length, etc.
  • the FBV uses the FBV to set the brake sample commands "Release brake” and "Apply brake” in a prescribed manner.
  • the HL is vented via the FBV, when releasing the brakes, the HL is supplied with the prescribed compressed air.
  • the central unit uses the measured values from the pressure sensors to determine whether, after the command "Release brake", the pressure in the main air line rises above a predefined threshold value at all measuring points within a defined time, and whether at the "Apply brake” command at all measuring points the pressure in the main air line falls below a predetermined threshold within a predetermined time. If the thresholds are reached at all measuring points within the predetermined times, the brake sample is evaluated as successful by the central unit and this is displayed accordingly on the display unit in the driver's cab.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP13002119.9A 2012-05-09 2013-04-23 Procédé et dispositif d'enregistrement et d'exploitation de données relatives à l'état de la conduite d'air principale d'une formation de véhicule Active EP2662258B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102012009348A DE102012009348A1 (de) 2012-05-09 2012-05-09 Verfahren und Vorrichtung zum Erfassen und Auswerten von Daten bezüglich des Zustands der Hauptluftleitung eines Fahrzeugverbandes

Publications (3)

Publication Number Publication Date
EP2662258A2 true EP2662258A2 (fr) 2013-11-13
EP2662258A3 EP2662258A3 (fr) 2017-02-15
EP2662258B1 EP2662258B1 (fr) 2018-06-06

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EP (1) EP2662258B1 (fr)
DE (1) DE102012009348A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3269616A1 (fr) * 2016-07-15 2018-01-17 Bombardier Transportation GmbH Procédé de détermination d'une orientation d'un véhicule ferroviaire dans un ensemble de train
WO2018201171A1 (fr) 2017-05-05 2018-11-08 Pj Messtechnik Gmbh Procédé de mise en œuvre d'une vérification automatique de freins sur un train et wagon conçu à cet effet
CN115402383A (zh) * 2022-09-26 2022-11-29 株洲中车时代电气股份有限公司 一种轨道交通车辆无线重联方法、介质及系统

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111252113B (zh) * 2020-01-19 2021-10-26 合肥工大高科信息科技股份有限公司 一种基于信息共识的分布式机车定位方法及装置

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DE19858922C1 (de) 1998-12-19 2000-07-06 Deutsche Bahn Ag Verfahren zum Bestimmen der physischen Reihenfolge von Fahrzeugen eines zusammengestellten Zuges und Anordnung zur Durchführung des Verfahrens
DE10009324A1 (de) 2000-02-22 2001-09-06 Daimler Chrysler Ag Verfahren zur lokbasierten Bestimmung der Zuglänge

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DE19902777A1 (de) * 1999-01-25 2000-07-27 Ge Harris Railway Electronics Zugvollständigkeits-Überwachungsvorrichtung
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Patent Citations (2)

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Publication number Priority date Publication date Assignee Title
DE19858922C1 (de) 1998-12-19 2000-07-06 Deutsche Bahn Ag Verfahren zum Bestimmen der physischen Reihenfolge von Fahrzeugen eines zusammengestellten Zuges und Anordnung zur Durchführung des Verfahrens
DE10009324A1 (de) 2000-02-22 2001-09-06 Daimler Chrysler Ag Verfahren zur lokbasierten Bestimmung der Zuglänge

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3269616A1 (fr) * 2016-07-15 2018-01-17 Bombardier Transportation GmbH Procédé de détermination d'une orientation d'un véhicule ferroviaire dans un ensemble de train
RU2739634C2 (ru) * 2016-07-15 2020-12-28 Бомбардир Транспортацион Гмбх Способ определения направленности рельсового транспортного средства в поездном составе
WO2018201171A1 (fr) 2017-05-05 2018-11-08 Pj Messtechnik Gmbh Procédé de mise en œuvre d'une vérification automatique de freins sur un train et wagon conçu à cet effet
AT519966B1 (de) * 2017-05-05 2018-12-15 Pj Messtechnik Gmbh Verfahren zur Durchführung einer automatischen Bremsprobe an einem Zug und dazu ausgebildeter Wagen
AT519966A4 (de) * 2017-05-05 2018-12-15 Pj Messtechnik Gmbh Verfahren zur Durchführung einer automatischen Bremsprobe an einem Zug und dazu ausgebildeter Wagen
CN115402383A (zh) * 2022-09-26 2022-11-29 株洲中车时代电气股份有限公司 一种轨道交通车辆无线重联方法、介质及系统

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DE102012009348A1 (de) 2013-11-14
EP2662258B1 (fr) 2018-06-06
EP2662258A3 (fr) 2017-02-15

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