EP2769897B1 - Automatic train protection system - Google Patents

Automatic train protection system Download PDF

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Publication number
EP2769897B1
EP2769897B1 EP14155225.7A EP14155225A EP2769897B1 EP 2769897 B1 EP2769897 B1 EP 2769897B1 EP 14155225 A EP14155225 A EP 14155225A EP 2769897 B1 EP2769897 B1 EP 2769897B1
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EP
European Patent Office
Prior art keywords
train
information
onboard system
recording medium
position information
Prior art date
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EP14155225.7A
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German (de)
English (en)
French (fr)
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EP2769897A3 (en
EP2769897A2 (en
Inventor
Masayuki Miyaji
Tsuyoshi Yorishige
Jun Koike
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Hitachi Ltd
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Hitachi Ltd
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Publication of EP2769897A3 publication Critical patent/EP2769897A3/en
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    • 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
    • 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
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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
    • B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/02—Global system for mobile communication - railways [GSM-R]

Definitions

  • the present invention relates to an automatic train protection system that improves safety of running of trains.
  • Train detection using track circuits have been performed in order to control trains by using "block systems" which permit only one train to run in one track section.
  • block systems which permit only one train to run in one track section.
  • the CBTC Communication Based Train Control
  • ERTMS European Rail Traffic Management System
  • ETCS European Train Control System
  • GSM-R GSM-Railway
  • GSM Global System for Mobile Communication
  • Railway protection systems as in the CBTC and the ERTMS/ETCS include onboard system inside trains and trackside system external to the trains.
  • the onboard system and the trackside system wirelessly communicate with each other.
  • the train detects a trackside antenna beacon installed on the track to enable the onboard system to obtain train position information on the current point.
  • the onboard system Based on the train position information, train speed information, moving authority received from the trackside system, and other information, the onboard system performs speed supervision and, if the speed of the train exceeds a speed limit, outputs a braking command to reduce the speed of the train to the speed limit or lower. In this way, the onboard system controls the whole train.
  • the onboard system transmits information such as train position information of the train to the trackside system and the trackside system uses information such as information received from track circuits in a block and the train position information received from the onboard system to calculate information such as moving authority for each train and transmits these control informations to the onboard system.
  • onboard system in a wireless-based train control system reads train position information recorded at the power shutdown on an internal recording medium and provides the train position information to trackside system to allow the trackside system to detect the position of the train while the train is at the position at which the train is powered on, without the need for the train to run until the onboard system detects a trackside antenna beacon in order to determine the position.
  • the onboard system needs to record and hold internal information such as train position information on the recording medium before power shutdown.
  • a mechanism is provided in the train in which onboard system is installed that outputs a signal that gives an advance notice of power shutdown from the train a predetermined amount of time in advance of power shutdown of the train, and the onboard system receives the previous power shutdown signal and records on an internal recording medium various kinds of internal information to be used for train control upon the next power-on of the train.
  • Techniques of the related art for detecting the position of a train and storing detected train position information include the techniques described in Japanese Patent Laid-Open Publications No. Hei 9-301176 and No. 2008-238888 .
  • the onboard system when a train stops operation and power to onboard system is shut off, the onboard system receives a previous power shutdown signal from the train a predetermined amount of time in advance of power shutdown of the train so that the onboard system records internal information on a recording medium.
  • the onboard system When the onboard system is powered on, the onboard system reads the internal information about the train recorded in the previous operation from the recording medium and reports train position information to trackside system.
  • the onboard system receives a previous power shutdown signal from the train but accidentally the train is not powered off and moves, a difference arises between the train position information (on-track position information) recorded on the recording medium and the position at which the train is actually located. Moreover, the different data is internally recorded in the onboard system and, if the different data is read and determined to be valid at the next power-on, the onboard system provides a wrong position report to the trackside system.
  • the onboard system records internal information, which is to be recorded at power shutdown, at that unintended timing. If that is the case, since the train is running and the position of the train is changing, train position information recorded in response to the accidental input of the previous power shutdown signal during running is unusable as a position report at the next power-on.
  • a 10 2011 077760 proposes a method for detection of a change of position of a rail car, which involves determining a measure of a state of change, and detecting a position change of a vehicle if the measure exceeds a threshold such that safety-related action is induced in a rail system.
  • An object of the present invention is to provide an automatic train protection system that prevents wrong train position information from being transmitted from onboard system in a train to trackside system to impair the safety of train operation.
  • the present invention provides an automatic train protection system according to claim 1.
  • an automatic train protection system of the present invention deletes internal information recorded on a recording medium when the automatic train protection system detects running or movement of a train while internal information about the train is recorded on a recording medium in the train. Moreover, the automatic train protection system may not record internal information about the train on the recording medium while the train is running.
  • train control information such as train position information can be accurately recorded on a recording device provided inside the train and therefore can prevent a difference between stored train position information and train position information indicating the position at which the train is actually located, thereby improving safety of train operation.
  • FIG. 1 is a diagram illustrating a configuration of an automatic train protection system of the present invention.
  • a train 1 includes a speed signal generator 2 outputting a wheel rotation speed from a wheel of the train 1, onboard system 4 having functions such as the function of speed supervision from a signal from a trackside system 3 and a train speed output from the speed signal generator 2, a battery 5 supplying power to devices installed in the train 1, a previous power shutdown signal 6 for giving advance notice of power shutdown from the train 1 to the onboard system 4 a predetermined amount of time in advance of shut-off of power output from the battery 5, a recording medium 7 storing internal information such as train position information indicating the position of the train 1 and information indicating an internal state of the train 1, and a communication channel 9 for performing communication between the trackside system 3 and the onboard system 4.
  • Trackside antenna beacons 8 for the onboard system 4 to detect the position of the train 1 are provided on a track on which the train 1 runs.
  • the onboard system 4 stores, in addition to position information of the train 1, control information such as a control level before power shutdown and channel information, a phone number and an ID of the trackside system 3 with which it communicates, which are used for establishing a wireless link or a wired link at the position indicated by the train position information on the recording medium 7 before the train is powered off.
  • the onboard system 4 reads the train position information and the control information stored on the recording medium 7 at power-on of the train 1 to enable train-trackside communication to be automatically established.
  • the onboard system 4 takes power input 15 from the battery 5 and an input of speed signal 16 from the speed signal generator 2.
  • the onboard system 4 further includes a timer 10 measuring time interval information and input/output devices 19 for inputting settings of various kinds of information, displaying internal information 17 such as train position information, and providing an audible alarm when an anomaly occurs.
  • a data bus 13 for transmitting and receiving data to be recorded on the recording medium 7 and data read from the recording medium 7, and a write signal 11 and a read signal 12 for controlling the data transmission and reception.
  • the delete signal 14 which is a feature of the present invention.
  • the onboard system 4 detects the trackside antenna beacon 8 and receives train position information of the point from the trackside antenna beacon 8.
  • the onboard system 4 performs speed supervision on the basis of control information such as the train position information from the trackside antenna beacon 8, speed information from the speed signal generator 2, and a moving authority obtained from the trackside system 3 and, if the train speed exceeds a speed limit, issues a braking output command.
  • the onboard system 4 transmits internal information 17 such as the train position information of the train 1 to the trackside system 3 through the communication channel 9.
  • the trackside system 3 calculates information such as a moving authority for a train 1 in a track section by using train position information received from a track circuit in the track section and the onboard system 4 and transmits these control informations to the onboard system 4 through the communication channel 9.
  • the communication channel 9 is not limited to a wireless link; a wired transmission line can also be used as the communication channel.
  • Train position information in the onboard system 4 is unknown immediately after power-on of the onboard system 4 and the trackside system 3 cannot detect the on-track position of the train 1 until the train position is determined by the onboard system 4 detecting a trackside antenna beacon 8.
  • the train 1 is provided with the previous power shutdown signal 6.
  • the train 1 When the train 1 is powered off, the train 1 outputs the previous power shutdown signal 6 to the onboard system 4 and the onboard system 4 receives the previous power shutdown signal 6 and records internal information 17 such as train position information of the train 1 on the recording medium 7.
  • the onboard system 4 Upon the next power-on of the train 1, the onboard system 4 reads the internal information 17 recorded on the recording medium 7 and transmits and reports train position information included in the internal information 17 to the trackside system 3.
  • the trackside system 3 detects the on-track position of the train 1 on the basis of the train position information from the onboard system 4.
  • the onboard system 4 reports the internal information 17 before power shutdown to the trackside system 3.
  • the onboard system 4 can report train position information of the train 1 recorded on the recording medium 7 at a position other than the position where the train position information has been recorded or the onboard system 4 can record on the recording medium 7 train position information obtained at a wrong position.
  • the present invention proposes a system and a method for preventing occurrence of such anomalies.
  • FIG. 2 is a diagram illustrating a conventional method for recording on a recording medium 7.
  • a train 1 runs after the onboard system 4 has recorded internal information 17 such as train position information on the recording medium 7 in response to a previous power shutdown signal 6, and consequently the onboard system 4 reports train position information different from actual train position information to the trackside system 3 in a report of internal information 17 including the train position information.
  • the onboard system 4 receives the previous power shutdown signal 6 from the train 1 a predetermined amount of time in advance of power shutdown and records the internal information 17 on the recording medium 7.
  • the onboard system 4 reads the internal information 17 that has been stored at the end of operation of the train 1 from the recording medium 7 and reports the train position information of the train 1 to the trackside system 3.
  • the train 1 sends a previous power shutdown signal 6 (a pulse signal labeled with reference number 402) to the onboard system 4 a predetermined amount of time in advance of the shut-off of the power input 15.
  • the onboard system 4 which has taken the input of the previous power shutdown signal 6, starts writing internal information 17 on the recording medium 7 at the rising edge of the previous power shutdown signal 6 (reference number 403).
  • the onboard system 4 sends internal information data to be written through a data bus 13 and records the data as the internal information 17 on the recording medium 7 by using a write signal 11.
  • the onboard system 4 When the onboard system 4 is powered on again (reference number 405: power input 15 changes from OFF to ON), the onboard system 4 reads from the recording medium 7 the internal information 17 (reference number 404) stored before the previous power shutdown on the recording medium 7 by using a read signal 12 and the data bus 13 (reference number 406). The onboard system 4 then transmits the read internal information 17 to the trackside system 3 through a communication channel 9, thereby reporting train position information of the train 1 to the trackside system 3 (reference number 407).
  • the train 1 moves without being powered off after the onboard system 4 has received the previous power shutdown signal 6 from the train 1, a difference arises between the train position information recorded on the recording medium 7 and the position at which the train 1 actually is located. If the onboard system 4 reads the different data upon the next power-on, the onboard system 4 will report wrong train position information to the trackside system 3.
  • FIG. 3 is a diagram illustrating the relationship between the timing of recording on the recording medium 7 and the position of the train 1.
  • the onboard system 4 records internal information 17 on the recording medium 7 in response to the previous power shutdown signal 6 from the train 1.
  • the position information of the train 1 recognized by the onboard system 4 is that at point A.
  • the onboard system 4 records the train position information "Point A" at point A on the recording medium 7 as internal information 17 by using a write signal 11 and the data bus 13.
  • FIG. 4 is a diagram illustrating a state of the train where the train has moved after reception of a previous power shutdown signal 6.
  • train movement 103 has occurred and the train position has moved from point A to point B.
  • the onboard system 4 reads the train position information indicating point A from the recording medium 7 by using a read signal 12 and the data bus 13 because the train position information in the internal information 17 stored in the recording medium 7 remains Point A.
  • the onboard system 4 then reports the read train position information indicating point A to the trackside system 3 through the communication channel 9. Accordingly, the trackside system 3 misidentifies the on-track position of the train 1 as point A, instead of point B, which is the correct position.
  • Fig. 5 is a diagram illustrating a conventional recording operation 1 for recording internal information 17 on a recording medium 7.
  • the onboard system 4 receives a previous power shutdown signal 6 from the train 1 (reference number 21)
  • the onboard system 4 performs a write process 11/13 for writing internal information 17 on the recording medium 7 (reference number 22).
  • train position information "Point A" is recorded in the internal information 17 on the recording medium 7.
  • FIG. 6 is a diagram illustrating a state of the train 1 where the train 1 has moved after reception of a previous power shutdown signal 6 in a first embodiment of the present invention.
  • FIG. 7 is a diagram illustrating a recording operation 1 for writing internal information 17 on the recording medium 7 in the first embodiment of the present invention.
  • the solution in the first embodiment is to delete train position information recorded as internal information 17 on the recording medium 7 when the onboard system 4 receives a speed signal 16 from the speed signal generator 2 to detect that the train 1 is running while the internal information 17 is held on the recording medium 7.
  • the onboard system 4 records train position information at point A as internal information 17 on the recording medium 7.
  • the onboard system 4 detects the movement of the train 1 from a speed signal 16 from the speed signal generator 2 and uses a delete signal 14 to delete the internal information 17 "Point A" recorded on the recording medium 7.
  • the delete process alters the internal information 17 on the recording medium 7 to "indeterminate", thereby preventing the wrong information from being held on the recording medium 7.
  • This process can prevent the onboard system 4 from reporting wrong train position information to the trackside system 3 when a difference arises between train position information recorded by the onboard system 4 and the on-track position at which the train 1 is actually located.
  • the onboard system 4 when the onboard system 4 reads information from the recording medium 7 from which the internal information 17 has been deleted at the next power-up of the onboard system 4, the information "indeterminate” is read from the recording medium 7. Accordingly, the onboard system 4 determines that train position information and internal information relating to the train position information are “indeterminate” and reports that the train position information is "indeterminate” to the trackside system 3 through the communication channel 9.
  • the onboard system 4 can detect that the train 1 is running (reference number 504) to delete the internal information 17 recorded on the recording medium 7.
  • the onboard system 4 Even if the onboard system 4 is powered off without taking an input of the previous power shutdown signal 6 again (reference number 506), the onboard system 4 performs a process 12/13 (read signal 12/data bus 13) for reading (reference number 509) the internal information 17 (reference number 508) on the recording medium 7 at the next power on (reference number 507).
  • the onboard system 4 determines that the internal information 17 is "indeterminate” (reference number 508) because the onboard system 4 has deleted the internal information 17 from the recording medium 7 previously. Accordingly, the onboard system 4 reports the train position information of the train 1 as "indeterminate” to the trackside system 3 (reference number 510).
  • Problem 2 with the conventional method for recording train internal information will be described next with reference to FIGS. 8 and 9 .
  • Problem 2 is that when power to a train 1 is shut off, a previous power shutdown signal 6 is not input into onboard system 4 due to some failure, therefore the current train position information cannot be correctly recorded on a recording medium 7, and train position information recorded at the previous power shutdown remains held on the recording medium 7 and is reported to the trackside system 3 at the next power shutdown. This phenomenon will be described with reference to FIGS. 8 and 9 .
  • FIG. 8 is a diagram illustrating a state of the train 1 where the train 1 has run while internal information 17 is held on the recording medium 7. As illustrated in FIG. 8 , when a previous power shutdown signal 6 is input from the train 1 into the onboard system 4 at point C, the onboard system 4 performs a write process 11/13 (write signal 11/data bus 13) for recording train position information "Point C" on the recording medium 7 as internal information 17.
  • a write process 11/13 write signal 11/data bus 13
  • the onboard system 4 When the onboard system 4 is powered on again after the train position information has been recorded, the onboard system 4 performs a read process 12/13 (read signal 12/data bus 13) for reading the train position information "Point C" from the recording medium 7. The onboard system 4 then reports the train position information "Point C" read from the recording medium 7 to the trackside system 3 through the communication channel 9.
  • a read process 12/13 read signal 12/data bus 13
  • the train 1 runs to point D (reference number 110) while holding the train position information at point C on the recording medium 7 as internal information 17. If the onboard system 4 cannot obtain a previous power shutdown signal 6 from the train 1 when the train 1 is powered off at point D, the onboard system 4 cannot record train position information "Point D" on the recording medium 7 as internal information 17. Accordingly, the train position information "Point C" remains held in the internal information 17 on the recording medium 7.
  • the onboard system 4 reads the train position information "Point C" which has been reported to the trackside system 3 at the previous power-on from the recording medium 7 and reports the wrong train position information "Point C" to the trackside system 3.
  • FIG. 9 is a diagram illustrating a conventional recording operation 2 for recording internal information 17 on a recording medium 7.
  • the onboard system 4 receives a previous power shutdown signal 6 from the train 1 a predetermined amount of time in advance of shut-off (reference number 30) of power input 15 to the train 1 as indicated by reference number 31 and performs a write process (reference number 32) for writing internal information 17 including train position information at point C on the recording medium 7. "Point C" is stored on the recording medium 7 as the internal information 17.
  • the onboard system 4 performs a read process (reference number 35) for reading the internal information 17 (reference number 33) on the recording medium 7 and reports the train position information "Point C" to the trackside system 3 (reference number 36).
  • a previous power shutdown signal 6 would be input into the onboard system 4 as indicated by a dashed line 31-2 (reference number 31-2) and a write process for writing the train position information "Point D" at Point D would be performed.
  • the write process is not performed because the previous power shutdown signal 6 is not input into the onboard system 4. Consequently, upon the next power-on (reference number 39), the onboard system 4 reads (reference number 40) the previous train position information "Point C" (reference number 33) from the recording medium 7 and reports the train position information "Point C" to the trackside system 3 (reference number 41).
  • the trackside system 3 obtains wrong train position information of the train 1 in Problem 2 as in Problem 1, which adversely affects the railway traffic control system that controls the traffic of the train 1 and other trains.
  • FIG. 10 is a diagram illustrating a state of the train 1 where movement occurs after reception of a previous power shutdown signal 6 in a second embodiment of the present invention.
  • FIG. 11 is a diagram illustrating a recording operation 2 for recording internal information 17 on the recording medium 7 in the second embodiment of the present invention.
  • a feature of the solution to Problem 2 is that the onboard system 4 deletes internal information 17 recorded on the recording medium 7 after the onboard system 4 has reported internal information 17 recorded on the recording medium 7 to the trackside system 3, as illustrated in FIG. 10 .
  • the onboard system 4 When the onboard system 4 is powered on in this situation, the onboard system 4 reads the internal information at point C from the recording medium 7 and reports the internal information to the trackside system 3. After the report, the onboard system 4 deletes the internal information 17, which is the train position information at point C, recorded on the recording medium 7. As a result of the delete process 14, the internal information 17 on the recording medium 7 changes from "Point C" to "indeterminate".
  • the train 1 is operated again and the on-track position moves from point C to point D. After the completion of the movement, if the onboard system 4 cannot receive the previous power shutdown signal 6 from the train 1 at power shutdown at point D as in the example in FIG. 9 , the onboard system 4 does not record train position information at point D on the recording medium 7.
  • the onboard system 4 determines that the train position information and the internal information 17 relating to the train position information are “indeterminate” and reports to the trackside system 3 that train position information is "indeterminate”.
  • the recording medium 7 does not continue holding internal information 17 at point C, thereby preventing the onboard system 4 from reporting wrong train position information, "Point C", to the trackside system 3 as the train position information of the train 1 located at point D.
  • the onboard system 4 if the onboard system 4 cannot obtain the previous power shutdown signal 6 after deleting the information recorded on the recording medium 7, the onboard system 4 reports information "indeterminate" to the trackside system 3 as described above. In this case, the trackside system 3 issues a control command indicating whether the safety has been ensured to the onboard system 4, therefore safety operation of the train 1 is not impaired.
  • the onboard system 4 receives a previous power shutdown signal 6 (reference number 602) from the train 1 a predetermined amount of time in advance of power shutdown of the train 1 (reference number 601) and performs a write process (reference number 603) for writing internal information 17 on the recording medium 7.
  • a previous power shutdown signal 6 reference number 602
  • a write process reference number 603
  • the onboard system 4 performs a read process (reference number 606) for reading the internal information 17 (reference number 604) from the recording medium 7 and reports the train position information to the trackside system 3 (reference number 608).
  • the onboard system 4 deletes the internal information 17 recorded on the recording medium 7 with a delete signal 14 (alternatively referred to as a delete process 14) (reference number 607).
  • the onboard system 4 reads the internal information 17 on the recording medium 7 (reference number 612). However, since the internal information 17 has been deleted and is "indeterminate” (reference number 614), the onboard system 4 reports to the trackside system 3 that train position information is "indeterminate” (reference number 613) .
  • the delete process 14 for deleting the internal information 17 prevents previously reported train position information from being left on the recording medium 7 when the previous power shutdown signal 6 is not input into the onboard system 4 between the completion of running of the train 1 and shut-off of power input to the onboard system 4 as illustrated in FIG. 9 and can prevent wrong train position information from being reported to the trackside system 3.
  • Fig. 12 is a diagram illustrating a conventional operation 3 for recording internal information 17 on a recording medium 7.
  • FIG. 12 illustrates a situation where train position information is recorded when the previous power shutdown signal is input at an unintended timing such as while the train is running.
  • internal information 17 needs to be recorded in a situation where the power to the train 1 is shut off.
  • the onboard system 4 records the internal information 17 on the recording medium 7 (reference number 703) when the onboard system 4 receives (reference number 702) a false previous power shutdown signal 6 from the train 1 while the train 1 is running (reference number 701). Then the recording medium 7 continues holding the recorded train position information at point E (reference number 704) while the position of the train 1 is changing.
  • FIG. 13 is a diagram illustrating an operation 3 for recording internal information 17 on a recording medium 7 in a third embodiment of the present invention.
  • the onboard system 4 receives a previous power shutdown signal 6 (reference number 702) while the train 1 is running (reference number 701), the onboard system 4 can be prevented from recording internal information 17 on the recording medium 7 (reference number 703) and the recording medium 7 can be prevented from consistently holding incorrect train position information (Point E).
  • the onboard system 4 since the onboard system 4 does not write train position information on the recording medium 7 every time the previous power shutdown signal 6 is input, the amount of processing by the onboard system 4 and load on the onboard system 4 can be reduced. Furthermore, since the number of writes on the recording medium 7 can be reduced, the life of the recording medium 7 implemented by a nonvolatile memory such as a flash memory, which has a limited number of write cycles, can be increased.
  • the timer 10 may start measuring time when the train stops and the speed signal 16 indicates 0. After the expiration of a predetermined amount of time, a previous power shutdown signal (reference number 802-2) may be generated inside the onboard system 4. If a previous power shutdown signal 6 is not input from an external source, the internally generated previous power shutdown signal may trigger execution of the process for writing train position information on the recording medium 7 as the internal information 17 (reference number 803-2).
  • the present invention is not limited to the embodiments describe above.
  • the present invention is defined by the features of claim 1.
  • any or all of the elements such as the components, functions, processing units, and processing means described above may be implemented by hardware, for example by designing them as integrated circuits. Furthermore, any of all of the elements such as the component and functions described above may be implemented by software, where a processor interprets and executes a program that implements each of the functions.
  • the programs and information such as tables and files that implement the functions and the processes may be recorded on a recording device such as a memory, a hard disk, or an SSD (Solid State Drive) or a recording medium such as an IC card, an SD card, or a DVD.
  • a recording device such as a memory, a hard disk, or an SSD (Solid State Drive) or a recording medium such as an IC card, an SD card, or a DVD.

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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)
EP14155225.7A 2013-02-20 2014-02-14 Automatic train protection system Active EP2769897B1 (en)

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JP2013030863A JP5849057B2 (ja) 2013-02-20 2013-02-20 列車保安システム

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EP2769897A2 EP2769897A2 (en) 2014-08-27
EP2769897A3 EP2769897A3 (en) 2017-11-29
EP2769897B1 true EP2769897B1 (en) 2020-04-29

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CN115092188B (zh) * 2022-05-09 2024-03-29 卡斯柯信号有限公司 用于双制式信号系统的站台门安全防护方法、设备及介质

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CN103991464A (zh) 2014-08-20
EP2769897A3 (en) 2017-11-29
JP5849057B2 (ja) 2016-01-27
JP2014161168A (ja) 2014-09-04
EP2769897A2 (en) 2014-08-27
CN103991464B (zh) 2016-06-08

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