EP2835303A1 - Steuerungsverfahren des Verkehrs von Fahrzeugen auf einem Schienennetz, entsprechende Steuerzentrale und entsprechendes System - Google Patents

Steuerungsverfahren des Verkehrs von Fahrzeugen auf einem Schienennetz, entsprechende Steuerzentrale und entsprechendes System Download PDF

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Publication number
EP2835303A1
EP2835303A1 EP14180427.8A EP14180427A EP2835303A1 EP 2835303 A1 EP2835303 A1 EP 2835303A1 EP 14180427 A EP14180427 A EP 14180427A EP 2835303 A1 EP2835303 A1 EP 2835303A1
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EP
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Prior art keywords
resources
resource
equipped vehicle
group
network
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Withdrawn
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EP14180427.8A
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English (en)
French (fr)
Inventor
Denis Fournier
Antoine Lafay
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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Application filed by Alstom Transport Technologies SAS filed Critical Alstom Transport Technologies SAS
Priority to EP16165269.8A priority Critical patent/EP3078564B1/de
Publication of EP2835303A1 publication Critical patent/EP2835303A1/de
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L11/00—Operation of points from the vehicle or by the passage of the vehicle
    • B61L11/08—Operation of points from the vehicle or by the passage of the vehicle using electrical or magnetic interaction between vehicle and track
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/22—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails

Definitions

  • the invention relates to systems and methods for managing the movement of a vehicle on a railway network.
  • vehicle means any guided vehicle capable of traveling on a railway network, such as for example a train, a tram or a metro.
  • a railway network is composed of different elementary resources, such as a section of track with two end points, a section of track with three end points (or switching), a signaling element, etc.
  • each resource is in a state of engagement taking a value among a set of possible values.
  • An interlock function is used to manage the safe movement of a vehicle on a route along the network.
  • a route is constituted by a plurality of resources, the state of engagement of each resource taking a predefined value.
  • the interlocking function was centralized. It was implemented at a central switching, or engagement, able to control and control the state of engagement of all the constituent resources of the network.
  • the engagement uses a route table. The latter presents, for each possible route, the values of the interlocking states of the resources constituting this route. These values must be simultaneously checked to allow the safe movement of the vehicle on the corresponding route. It is the engagement which, at any moment, selects a route for a given vehicle, modifies the state of engagement of the resources constituting this route, then, after checking the respect of the engagement values of the various resources, authorizes the movement of the vehicle.
  • the engagement thus manages the movement of all the vehicles circulating on the rail network at a given moment.
  • the documents EP 2 371 662 and EP 2 589 524 describe a decentralized system for managing vehicle traffic on a network.
  • the engagement function is decentralized at each of the vehicles in circulation.
  • Each vehicle traveling on the network is equipped with an onboard controller that receives a mission from a planning center. Depending on this mission and the instantaneous position of the vehicle, the onboard controller determines a route to follow.
  • the Onboard controller reserves and snaps the required resource.
  • the on-board controller After checking the state of engagement of each resource of the road, the on-board controller authorizes the movement of the vehicle on the road. Once the road is crossed, the controller releases the various resources, in order to make them available for the circulation of other vehicles.
  • the object of the present invention is to overcome the aforementioned problem by proposing an improvement to the method and to the decentralized system presented in the document EP 2 371 662 or the document EP 2 589 524 .
  • the subject of the invention is a method intended to be implemented in a decentralized system for managing vehicle traffic on a railway network, the railway network being subdivided into a plurality of resources, each resource being characterized by a state of the art. allocation and a state of engagement, and controlled by a ground controller connected to a communication infrastructure, the system being based on the presence of controllers on board vehicles, said equipped, to manage the allocation and interlocking resources required for the movement of the corresponding equipped vehicle, directly from the ground controllers driving said resources by the exchange of messages adapted to said infrastructure, characterized in that, in order to allow the circulation of a non-equipped vehicle on said railway network, the process consists, at the level of a central controller, on the ground, connected to the communication infrastructure, to emulate a controller, said emulated, which would be on board the non-equipped vehicle, the central controller estimating a current position of the non-equipped vehicle from signals transmitted by a plurality of reading devices placed along railways and connected to the communication infrastructure.
  • the system comprises a table associating with each vehicle traveling on the network a type taking the value "equipped vehicle” or "non-equipped vehicle", the central controller being able to instantiate an emulated controller for each vehicle of the table indicated as being of the "non-equipped vehicle” type, each controller on board an equipped vehicle being able to periodically transmit an inhibition signal which, if it is not received for a predetermined period by means of adapted update of the table leads the latter to assign the value "not equipped” to the type of the corresponding equipped vehicle.
  • a first train 21 and a second train 22 travel on a network 10.
  • the network 10 is subdivided into a plurality of resources.
  • the network 10 comprises other resources, for example signaling resources, which are not represented for the sake of clarity of the present description.
  • a resource is associated with one or more members 13.
  • a member 13 has a sensor function of the value of a characteristic parameter of the resource.
  • a member 13 optionally has an actuator function for modifying the value of the corresponding characteristic parameter.
  • the state of engagement of a resource is the combination of the current values of the different characteristic parameters of this resource.
  • a member comprising an induction sensor capable of detecting the presence of a train on the track section, makes it possible to determine a parameter of occupation of the section of track that can take the "busy" value or "unoccupied” value.
  • an organ makes it possible to modify a display parameter of the corresponding signaling equipment.
  • the network 10 is equipped with a decentralized system 100 for managing the movement of trains.
  • the system 100 further comprises a central controller 42, able to manage the interlocking of the resources necessary for the circulation of the non-equipped trains, that is to say not comprising CTC 23.
  • the second train 22 is an example of a non-equipped train.
  • the central controller 42 acts on behalf of the train 22, as would a CTC that would equip this train 22: the central controller 42 emulates the behavior of a CTC that would be on board the train 22. In the remainder of this document, we will talk about an emulated CTC 24 as opposed to an onboard CTC 23.
  • Such a second train 22 is however equipped with a label 26 for example of the RFID type (according to the acronym “Radio Frequency IDentification”). It is a plastic case fixed under the body of the train, preferably in the vicinity of the rear end of the last car of this train. As represented in figure 4 this housing encloses an electric power generation module 27 and a transponder 28.
  • the module 27 is adapted to be influenced by a magnetic field generated by a reading device 15 placed on the channel 4, when the label 26 and the reading device 15 are in proximity to each other. In this way, the module 27 is able to supply an electrical supply current to the transponder 28.
  • the tag 26 has its own battery as a source of electrical power, instead of the module 27.
  • the transponder 28 transmits a radio signal of short range, intended to be picked up by the reading device 15.
  • This signal comprises, as a payload, an identifier of the train 22 carrying the tag 26.
  • Each end of a network channel resource 10 is provided with a reading device 15.
  • Each reading device 15 is identified by a unique identifier. The implantation position of each reading device 15 is known and stored in association with the identifier of the reading device 15 in a database 215 of the central controller 42 ( figure 5 ).
  • Each reading device 15 comprises a module 17 for influencing the module 27 of a label 26, when the labels include such a module; a module 18 for receiving the signal transmitted by the transponder 18 of the tag 26; a module 19 for generating a message; and communication means 16 for establishing a wireless connection with a base station 32 of the communication infrastructure 30.
  • the reading device 15 is able to extract from a received signal, the identifier of the train 22 and then to transmit, on the communication infrastructure 30 and to the central controller 42, a message comprising the identifier of this device of reading 15, the identifier of the train 22 and the reading time.
  • the principle of operation of the system 100 is that the circulation of the trains is, on a first scale, planned by the central planning 41, and, on a second scale, lower than the first, managed safely by the CTC embedded 23 of each of the trains equipped, and by the CTC emulated 24 by the central controller 42 acting for each of the non-equipped trains.
  • the planning by the central planning 41 consists in the development of a mission file for each train running on the network 10, then the transmission of this mission file to the CTC emulated 24 or embedded 23 correspondent.
  • the management by a CTC corresponding to a train is carried out by the implementation of a protocol allowing the allocation, the engagement, then the release of the resources necessary for the train circulation, directly with the ROC 11 associated with these resources.
  • the CTC 23 or emulated 24 that authorizes the safe movement of the train for which it is responsible on a path composed of the resources allocated to this train and allowing it to continue the mission which has been affected.
  • the movement of the train takes place automatically, in a non-equipped train, it is the driver who controls the train on the basis of the signaling information delivered by the resources of the train. signaling placed along the track and managed by the emulated CTC 24.
  • the communication infrastructure 30 is for example of the TCP / IP type. It comprises a local network 33, wired, and a plurality of base stations 32, fixed on the ground, connected to an infrastructure network 43.
  • the local network 33 is extended to the infrastructure network 43 via a gateway 44 connected to the local network 33.
  • the base stations 32 are distributed along the channels of the network 10 to provide continuous coverage of the network 10.
  • the base stations 32 comprise communication means for communicating among other things with the onboard CTCs 23, the ROCs 11 and the reading devices 15 for locating the trains.
  • the communication infrastructure 30 further comprises a router 31 for routing the messages circulating on the local network 33 or, through the gateway 44 and the infrastructure network 43, to an onboard CTS 23 or directly by the network local 33, to an emulated CTS 24.
  • the router 31 maintains a table 310 comprising identifiers of trains running on the network 10 and, for each train, if it is a train of the type "Equipped vehicle” or of the "non-equipped vehicle” type.
  • Each resource of the network 10 is associated with a single OCR 11. In the following, it is considered that an OCR is associated with a resource.
  • Each OCR 11 is characterized by a unique identifier.
  • An OCR 11 has the function of controlling the resource with which it is associated.
  • An OCR is an automaton connected by a wired line to the member 13 or to each member 13 of the associated resource, so as to control this resource.
  • An OCR 11 is physically disposed near the resource it controls.
  • An OCR 11 is a computer comprising storage means, calculation means and input / output interfaces.
  • An onboard CTC 23 is a computer comprising storage means, calculation means and input / output interfaces.
  • Each embedded CTC 23 is characterized by a unique identifier, which corresponds to the identifier of the train 21 that it equips.
  • This identifier is advantageously an IP address on the infrastructure 30.
  • the onboard CTC 23 includes a railway network description database 1215 and a mission file 1216, which has been received from the scheduling central 41.
  • the database 1215 includes information giving a detailed description of all the constituent resources of the network 10.
  • the base 1215 thus comprises, for each resource of the network 10, the identifier of the resource, the latching state of the resource and geographic location data of the resource, such as the geographic locations of the endpoints thereof.
  • the mission file 1216 includes information corresponding to the path to be performed by the train 21 through the network 10.
  • the path of the mission file 1216 includes a point and a departure time of the train, a point and a time of arrival of the train, and points and intermediate hours, corresponding for example to commercial stops in the station.
  • the positioning means 1211 are suitable for determining the position of the head and the tail of the train 21. These are, for example, means using the signals emitted by a constellation of location satellites.
  • the identification means 1212 are able to generate a list of resources 1217, based on the information contained in the database 1215, in the mission file 1216, and the instantaneous position of the train given by the positioning means 1211.
  • a list 1217 corresponds to a group of resources which, if they were allocated to the train 21 and if they were respectively in a state of interlocking required would allow the train 21 to continue its mission.
  • the estimation means 1218 are able to determine at least one speed profile on a path corresponding to a group of potential resources. From this velocity profile, the means 1218 are able to estimate the instants of passage of the train 21 at particular points of this path. According to these times of passage, the identification means 1212 determine the time slot on which each resource must be allocated to the train. The time slot thus required may take into account appropriate safety margins, in particular the time required for the activation of the resource.
  • the verification means 1214 when executed, determine whether the set of resources of a list 1217 have actually been allocated to the train 21, and whether all the resources of a list 1217 are in the state interlocking required.
  • the resource allocation / release means 1213 when executed, perform the allocation, initiation and release phases of a group of identified resources, in accordance with the protocol described below, by reading and writing in a list 1217, by generating the messages to be transmitted to OCRs 11 via the infrastructure 30 and processing the messages coming from OCR 11.
  • the planning center 41 comprises planning means, allowing, at the network level 10, to develop the missions of the various trains 21 and 22 running on the network 10.
  • the scheduling central 41 has an interface enabling an operator to indicate the entry of a train on the network 10 or the output of a train of the network 10.
  • the scheduling central 41 then updates the table 310 of the router 31 by adding a line corresponding to the identifier of the incoming train and to the type of this train, namely "equipped vehicle” or "non-equipped vehicle".
  • the mission of a train is developed taking into account any constraints imposed on the movement of this train, by the missions of other trains running on the network 10.
  • the mission of a train is regularly updated, for example, to take into account an event affecting the achievement of the mission of another train.
  • the scheduling central 41 is connected to the local network 33 and, by the gateway 44, to the infrastructure network 43 to finally reach the base stations 32.
  • the exchange of data messages is then possible between the scheduling central 41 and the onboard CTC 23 of a first train 21 or the emulated CTC 24 of a second train 22: in downlink communication, the scheduling central communicates the file mission, which he has just developed or updated; in uplink communication, the on-board CTC or emulated train communicates a current position of this train to the planning center 41, so that it updates the missions of the various trains 21 and 22 traveling on the network 10.
  • the central controller 42 is a computer comprising storage means, calculation means and input / output interfaces.
  • the central controller 42 is connected to the local area network 33 via an interface 210.
  • the central controller 42 includes a database 215.
  • the central controller 42 For each non-equipped train mentioned in table 310, the central controller 42 includes an instantiation of a generic emulated CTC.
  • An emulated CTC 24 is instantiated with the identifier of the equipped train 22 that it supports.
  • the emulated CTC 24 is able to access the rail network description database 215 and a storage area of the mission file 216 received from the scheduling central 41 for the second train 22.
  • the database 215 is identical to the database 1215 of an embedded CTC 23. It includes information giving a detailed description of all the constituent resources of the network 10.
  • the base 215 thus comprises, for each network resource 10, the identifier of the resource, the state of engagement of the resource and geographical positioning data of the resource, such as the geographical positions of the end points thereof. It also includes the identifiers and the positions of implementation of the different reading devices 15.
  • the mission file 216 just like a mission file 1216 of an onboard CTC 23, includes information corresponding to the path that the train 22 has to carry through the network 10.
  • the positioning means 211 are able to determine the last known position of the tail end of the train 22 from the last message sent by a reading device 15 and the position of this device as indicated in the base 215.
  • the identification means 212 generate a list of resources 217, based on the information contained in the database 215, in the mission file 216, and the last known position of the train 22 given by the positioning means 211. .
  • a list 217 corresponds to a group of resources which, if they were allocated to the train 22 and if they were respectively in a state of interlocking required would allow the train 22 to continue its mission.
  • the estimation means 218 are able to determine at least one speed profile on a path corresponding to a group of potential resources. From this velocity profile, the means 218 are able to estimate the instants of passage of the train 22 at particular points of this path. According to these times of passage, the identification means 212 determine the time slot on which each resource must be allocated to the train. The time slot thus required may take into account appropriate safety margins, in particular to take account of the inaccuracy on the actual instantaneous position of the train 22.
  • the verification means 214 when executed, determine whether the set of resources of a list 217 have actually been allocated to the train 22, and whether all the resources of a list 217 are in the state interlocking required.
  • an operator When entering the network 10 of the non-equipped train 22, an operator updates the list 310 by adding a line associating with the identifier of the train 22 the fact that it is of the "non-equipped" type.
  • the central controller 42 instantiates an emulated CTC 24 able to act for the train 22.
  • the emulated CTC 24 requests a mission to be performed from the central planning 41. It develops a mission for the train 22 and transmits it back to the central controller 42 which stores it in memory as mission 216 to achieve.
  • the train 22 travels on a path of the railway network 10 described by a list 217a stored by the emulated CTC 24.
  • This current path comprises for example the track section 4.
  • the last known position of the train 22 has been given by the reading device 15 located at the end of the section 4, located near the section 5.
  • the method according to the invention provides for a resource group allocation phase and a resource engagement phase of the allocated resource group.
  • the allocation phase represented in figure 6 includes identifying and then reserving a group of resources.
  • the identification means 212 are executed. They use the mission file 216, the database 215 for describing the resources constituting the network 10, the last known position of the train 22 delivered by the positioning means 211, to generate a group of potential resources.
  • the identification means 212 call the estimation means 218 to develop, from this group of potential resources and for a next required time slot, a group of resources identified as allowing the train 22 to continue its mission by taking the path corresponding to these resources, provided that they are allocated to the train 22 and are placed in a required latching state.
  • the identification means 212 then generate a list 217b corresponding to this group of identified resources.
  • the means 212 in order for the train 22 to continue the accomplishment of its mission, the means 212 generate a list 217b indicating that the section 6 must be allocated to the train 22 and must be in the latching state allowing the connection of sections 4 and 2 , and that section 2 must be allocated to train 22.
  • the means 213 are executed in a step b of generating resource allocation request messages.
  • the means 213 develop as many requests that resources in the 217b list. Each request includes the identifier of the train 22 and the identifier of the required resource.
  • step c the central controller 42 sends messages corresponding to the different requests for resource allocation. These messages are sent on the communication infrastructure 30 to the base stations 32 to be transmitted to the different ROC 11 concerned.
  • step d the communication means 110 of an ROC 11 pick up different messages and transmit to the processing means 118 only the messages comprising the identifier of said ROC (identifier identical to that the resource to which the ROC is associated) .
  • step e the processing means 118 read the allocation table 116 to determine if the resource can be allocated to the train 22.
  • step f only when the table 116 indicates that the resource is not being reserved, the processing means 118 allocate the resource to the requesting train, by writing in the cell of the table 116 the identifier of the train 22.
  • step g the processing means 118 of the OCR 11, develop an allocation response message.
  • This response includes the identifier of the train 22, the identifier of the required resource and the current state of the reservations and interlocking.
  • step h the communication means 110 issue a response message corresponding to this allocation response to the infrastructure 30.
  • step j the communication means 210 of the emulated CTC 24 receive the different response messages addressed to the central controller 42, and transmit to the allocation / release means 213 only the response messages which contain the identifier of the train 22.
  • step k when the allocation response indicates that the required resource has indeed been allocated to the train 22, the means 213 update the allocation field corresponding to this resource in the list 217b.
  • the value "allocated" (+1) is written in the allocation field of the resource.
  • the means 213 update the allocation field of this resource by writing the value "unallocated" (0).
  • the verification means 214 are executed by the emulated CTC 24 to check whether or not all the resources of the list 217b have actually been allocated to the train 22. The verification means 214 then test the value of the allocation field of each of the resources of the list 215 (step l ).
  • the group of identified resources is considered a group of allocated resources (step m) and the process proceeds to the interlocking phase which will be described below.
  • the identification means 212 is executed again to generate another list. 217c corresponding to another group of identified resources.
  • the information relating to the resources of the list 217b that could not be allocated to the train 22 are used by the means 212 during this new identification of a resource group (step a ).
  • the interlocking phase represented in figure 7 , is as follows:
  • the emulated CTC 24 executes the means 213 to develop a plurality of resource request request messages (step b ' ).
  • the means 213 develop as many requests as resources in the list 217b.
  • Each resource initiation request includes the identifier of the train 22, the identifier of the resource required and the state of interlocking required for this resource.
  • step c ' the emulated CTC 24 emit messages corresponding to the various queries in resource engagement. These messages are routed on the communication infrastructure 30 to the base stations 32.
  • the communication means 110 of an OCR 11 capture and decode the various messages received and transmit to the processing means 118 only the messages comprising the identifier of the OCR 11.
  • step e ' after having verified that the identifier of the train 22 mentioned in the request corresponds to the identifier indicated in the allocation table 116, the processing means 118 compare the required latching state and the instantaneous state of engagement, indicated in the state table 114. In case of difference, the processing means 118 control the control means 112 of the members 13 of the resource to switch it to the required latching state.
  • step f1 ' the or each member 13 modifies the value of the corresponding characteristic parameter according to the required switching state.
  • step f2 ' the members 13 transmit the current values of the characteristic parameters to the control means 112 which update the state table 114.
  • step g ' the processing means 112 develop a response message in resource engagement.
  • This response comprises the identifier of the train 22, the identifier of the resource required and the instantaneous state of engagement of the resource read in the state table 114.
  • step h ' the communication means 110 of the ROC 11 emit a response message corresponding to the response in engagement
  • step j ' the communication means 210 of the central controller 42 pick up and decode the different response messages that reach them, and transfer to the means 213 of the emulated CTC 24 only the response messages which include the train identifier. 22.
  • the means 213 write in the latching field corresponding to this resource the value "1" (value k ' ).
  • the verification means 214 are executed to check whether all the resources of the list 217b have actually been engaged according to the required latching states. The means 214 then test the value of the interlocking field of each of the resources of the list 217b (step I ' ).
  • the verification means 214 authorize the train 22 to advance and to enter the path of the network 10 corresponding to the resource group of the list 217b (step m ' ).
  • This movement authorization is indicated to the driver of the train 22 by the appropriate interlocking, among the resources of the list 217b, of a plurality of signaling resources.
  • the means 214 do not issue the movement authorization and the steps b 'and c' are eventually iterated, at least for the resources incorrectly engaged.
  • the identification means 212 is executed. again to identify the next path of the network to be used (return to step a ) and the allocation / release means 213 of the emulated CTC 24 are executed to release this resource from the list 217b.
  • This release phase can also take place on a list of identified resources, but which could not be allocated to the train. This release phase is represented at figure 8 .
  • step b " from the list 217b, the means 213 develop resource release request messages Each request includes the identifier of the train 22, and the identifier of the resource to be released.
  • step c " the communication means 210 transmit on the communication infrastructure 30 radio signals corresponding to these requests for the release of resources to the different OCRs 11.
  • step d " the communication means 110 of an OCR 11 receive the different messages received and transmit to the processing means 118 only the messages comprising the identifier of said OCR.
  • step e " the means 118 process the request for release by reading, in the allocation table 116, the identifier of the train to which the resource was allocated If the identifier read corresponds to the identifier of the train 22 indicated in the request, the means 118 modify the state (step f " ) of allocation of the resource by writing the value" unallocated "in the cell of the allocation table 116.
  • step g " the processing means 112 generates a response message on release which comprises the identifier of the train 22 and the identifier of the released resource.
  • step h " the communication means 110 of the ROC 11 emit a response message corresponding to the response in release.
  • step j " the communication means 210 of the central controller 42 pick up and decode the different response messages received, and transfer to the allocation / release means 213 of the emulated CTC 24 only the response messages which include the train identifier 22.
  • the means 213 write in the allocation field of this resource the value "2" (step k " ).
  • the verification means 214 are executed to check whether or not all the resources of the list 217b have actually been released.
  • the verification means 216 then test the value of the allocation field of each of the resources of the list 217b (step 1 " ).
  • the identification means 212 simultaneously identify several groups of resources respectively corresponding to alternative paths on the network 10 that the train 22 could follow to carry out its mission. Once the verification means 214 detect that one of the resource groups has been fully allocated to the train 22, the other groups are released by executing the release means 213 on each of the other resource lists.
  • the identification means 212 implement an initial interrogation step ROC 11 present in the environment of the train 22 to know the allocation status of the associated resources.
  • This implementation can advantageously be performed by a protocol for exchanging request and response messages similar to the protocols described above. Prior knowledge of the state of allocation of potential resources facilitates the proper identification of a group of identified resources.
  • a train of the "non-equipped vehicle” type is in fact a train whose onboard CTC is faulty.
  • a CTC is emulated by the central controller and acts on behalf of that train.
  • the onboard CTC 23 of the train 21 periodically transmits an inhibition signal to the router 31 of the communication infrastructure 30.
  • the router 31 As long as the router 31 receives an inhibition message of the train 21, it keeps the table 310 up to date by associating with the identifier of the train 21 the "equipped vehicle" type.
  • the router 31 updates the list 310 by associating the identifier of the train 21 with the "non-equipped vehicle" type.
  • the central controller 42 monitoring any modification of the list 310 as soon as the train 21 is indicated as the "non-equipped vehicle” type, it instantiates a new emulated CTC for taking over the train 21.

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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)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)
EP14180427.8A 2013-08-09 2014-08-08 Steuerungsverfahren des Verkehrs von Fahrzeugen auf einem Schienennetz, entsprechende Steuerzentrale und entsprechendes System Withdrawn EP2835303A1 (de)

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EP16165269.8A EP3078564B1 (de) 2013-08-09 2014-08-08 Steuerungsverfahren des verkehrs von fahrzeugen auf einem schienennetz, entsprechende steuerzentrale und entsprechendes system

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FR1357919A FR3009533B1 (fr) 2013-08-09 2013-08-09 Procede de gestion de la circulation de vehicules sur un reseau ferroviaire ; controleur central et systeme associes.

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EP14180427.8A Withdrawn EP2835303A1 (de) 2013-08-09 2014-08-08 Steuerungsverfahren des Verkehrs von Fahrzeugen auf einem Schienennetz, entsprechende Steuerzentrale und entsprechendes System

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FR (1) FR3009533B1 (de)
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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3176049A1 (de) * 2015-12-04 2017-06-07 Siemens Schweiz AG Einrichtung und verfahren zum steuern und/oder überwachen von in einem schienenverkehrsnetzwerk angeordneten dezentralen intelligenten funktionseinheiten
CN106888508A (zh) * 2017-01-13 2017-06-23 北京交通大学 应用于城市轨道交通车地综合承载系统的频谱分配方法
EP3225501A1 (de) * 2016-04-01 2017-10-04 ALSTOM Transport Technologies Verfahren zur steuerung des verkehrs eines schienenfahrzeugs mit seitlichem kollisionsschutz
CN107464469A (zh) * 2016-06-03 2017-12-12 卡斯柯信号有限公司 基于plc技术的信号仿真模拟驾驶系统及其应用
EP3666620B1 (de) * 2018-12-12 2023-09-13 SpeedInnov Zugverband und entsprechendes schienenfahrzeug

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Publication number Priority date Publication date Assignee Title
EP3176049A1 (de) * 2015-12-04 2017-06-07 Siemens Schweiz AG Einrichtung und verfahren zum steuern und/oder überwachen von in einem schienenverkehrsnetzwerk angeordneten dezentralen intelligenten funktionseinheiten
WO2017092911A1 (de) * 2015-12-04 2017-06-08 Siemens Schweiz Ag Einrichtung und verfahren zum steuern und/oder überwachen von in einem schienenverkehrsnetzwerk angeordneten dezentralen intelligenten funktionseinheiten
EP3225501A1 (de) * 2016-04-01 2017-10-04 ALSTOM Transport Technologies Verfahren zur steuerung des verkehrs eines schienenfahrzeugs mit seitlichem kollisionsschutz
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CN107464469A (zh) * 2016-06-03 2017-12-12 卡斯柯信号有限公司 基于plc技术的信号仿真模拟驾驶系统及其应用
CN107464469B (zh) * 2016-06-03 2024-03-29 卡斯柯信号有限公司 基于plc技术的信号仿真模拟驾驶系统及其应用
CN106888508A (zh) * 2017-01-13 2017-06-23 北京交通大学 应用于城市轨道交通车地综合承载系统的频谱分配方法
EP3666620B1 (de) * 2018-12-12 2023-09-13 SpeedInnov Zugverband und entsprechendes schienenfahrzeug

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HK1224258A1 (zh) 2017-08-18
EP3078564A1 (de) 2016-10-12
FR3009533B1 (fr) 2015-09-04
IN2014DE02275A (de) 2015-06-19
FR3009533A1 (fr) 2015-02-13

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