EP2927089B1 - Verfahren zur berechnung eines positionsintervalls eines schienenfahrzeugs auf einem bahngleis, und entsprechende vorrichtung - Google Patents

Verfahren zur berechnung eines positionsintervalls eines schienenfahrzeugs auf einem bahngleis, und entsprechende vorrichtung Download PDF

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Publication number
EP2927089B1
EP2927089B1 EP15161677.8A EP15161677A EP2927089B1 EP 2927089 B1 EP2927089 B1 EP 2927089B1 EP 15161677 A EP15161677 A EP 15161677A EP 2927089 B1 EP2927089 B1 EP 2927089B1
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Prior art keywords
railway vehicle
positions
range
computer
railway
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English (en)
French (fr)
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EP2927089A1 (de
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Mathieu Bresson
Felipe Paiva
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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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
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • 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
    • 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

Definitions

  • the present invention relates to a method for calculating a position interval of a railway vehicle on a railway track, said position interval corresponding to a segment of the track between a front end and a rear end.
  • the invention applies to the field of railway safety, in particular to automatic control systems for rail traffic.
  • Such systems are, for example, so-called “train-based communication management systems", or CBTC (Communication Based Train Control).
  • the interval of positions of the vehicle on the railway is determined by an on-board computer on board the vehicle.
  • the position interval of the vehicle is then sent, for example by radio waves, to a central computer on the ground.
  • the ground computer is adapted to receive the range of positions of a plurality of railway vehicles and to control the running or stopping of each vehicle according to the range of positions of other vehicles and other points of contact. constraints present on the way. For example, a poorly positioned switch will lead the computer to the ground to command the stopping of the trains approaching this switch.
  • position range is understood to mean a segment of a railway line in which the railway vehicle is likely to be with an uncertainty lower than a predetermined threshold.
  • the on-board computer is adapted to determine the position of the vehicle from for example beacons arranged on the railway, and whose locations on the railway are previously known. More precisely, the on-board computer determines the range of positions of the railway vehicle from the location of the last beacon encountered and the movement of the vehicle from the latter beacon, said displacement being for example measured by an odometer.
  • the on-board computer is no longer able to calculate the position interval of the rail vehicle with sufficient accuracy. This is called loss of location. A loss of location occurs for example if no new beacon is detected after the rail vehicle has traveled a distance greater than or equal to a predetermined threshold, since the last beacon detected. For safety reasons, a control system of the railway vehicle then controls the stopping of the vehicle.
  • the document EP 1 388 480 A1 discloses a system for determining the position of a railway vehicle.
  • An object of the invention is therefore to provide a method of locating a railway vehicle that allows safe and automated operation, and rapid recovery of rail traffic in case of loss of location.
  • the calculation of the position interval of the rail vehicle by a computer on the ground from information provided by sensors to the track allows a safe and automated location of the railway vehicle, even if the onboard computer is no longer able to calculate this location.
  • the subject of the invention is a device for calculating a range of positions of a railway vehicle on a railway, for the implementation of the calculation method as defined above.
  • a railway vehicle 2 traveling on a railway line 4 is represented on the figure 1 .
  • the location of the railway vehicle 2 is achieved by a locating device 3 comprising a ground component and an onboard component.
  • “Location” means the calculation of a range of positions of the railway vehicle 2 on the railway line 4.
  • the railway line 4 is subdivided into a plurality of successive blocks 6.
  • Each canton is identified by an identifier, which is associated with the geographical position of the canton.
  • Each secondary detection device 8 is associated with a block 6.
  • the railway line 4 comprises a first block 6A, a second block 6B and a third block 6C, each block 6A, 6B, 6C being associated with a corresponding secondary detection device 8.
  • Each secondary detection device 8 is able to determine whether the corresponding block 6 is vacant or occupied.
  • bus is meant a block 6 on which the railway vehicle 2 is engaged at least partially.
  • the secondary detection devices 8 are, for example, track circuits or axle counters.
  • Each secondary detection device 8 is further connected to a computer on the ground 12 for transmitting to the computer on the ground 12 information relating to the occupied or vacant state of the corresponding block 6. In addition, each secondary detection device 8 is able to transmit to the computer on the ground 12 the identifier of the corresponding block 6.
  • a plurality of beacons are arranged along the railway line 4.
  • the beacons are arranged successively along the railway line 4, at predetermined geographical locations.
  • Each tag is identified by a unique tag ID.
  • the railway vehicle 2 comprises at least one beacon sensor, that is to say an antenna, able to detect the presence of a beacon when it is close to it and to capture information relating to that beacon. tag detected.
  • the beacon is able to communicate its beacon identifier to the beacon sensor of the railway vehicle 2.
  • the railway vehicle 2 also comprises instruments for measuring the movement, speed or acceleration of the railway vehicle 2.
  • the measuring instruments are, for example, odometers or accelerometers.
  • the railway vehicle 2 comprises an onboard computer 10.
  • the measuring instruments and the beacon sensor are connected to the onboard computer 10.
  • the beacon sensor is capable of transmitting, to the onboard computer 10, data relating to the beacons detected.
  • the beacon sensor is capable of transmitting, to the on-board computer 10, the beacon identifier of each beacon detected during the movement of the railway vehicle 2 along the railway line 4.
  • the on-board computer 10 includes a memory in which are stored the beacon identifier and the geographical location of each of the beacons of the railway line 4.
  • the on-board computer 10 is able to convert the measurements made by the measuring instruments into a measurement of the displacement and / or speed of the railway vehicle 2.
  • the embedded calculator 10 is clean to determine the speed of the railway vehicle 2 by derivation in relation to the time of displacement.
  • the on-board computer 10 is able to calculate the distance traveled by the railway vehicle 2 by integration with respect to the speed of the railway vehicle 2
  • the on-board computer 10 is able to calculate the speed of the railway vehicle 2, then the distance traveled by the railway vehicle 2, by successive integrations by relation to the acceleration time of the railway vehicle 2.
  • the on-board computer 10 is also able to calculate an interval of positions S 0 of the railway vehicle 2. As illustrated by FIG. figure 2 , the interval S 0 corresponds to a front end segment A 0 and a rear end segment Z 0 .
  • the on-board computer 10 is able to calculate an interval S 0 of the railway vehicle 2 from the location of the last beacon detected by the beacon detector.
  • the on-board computer 10 is able to determine an interval S 0 of the railway vehicle 2 from the location of the last detected beacon and the movement of the railway vehicle from said last beacon detected, the displacement being measured by the instruments of measurement of the railway vehicle 2 or calculated by the on-board computer 10 from measurements made by the rail vehicle measuring instruments 2.
  • the on-board computer 10 is able to take into account, when calculating the interval S 0 , a potential margin of error related to the precision of the measuring instruments used, which leads to a safe calculation of the position interval S 0 .
  • the margin of error takes into account the coefficient of adhesion between a wheel of railway vehicle 2 and a rail of track 4, this coefficient not being 100%.
  • the onboard computer 10 is further adapted to generate an alert signal in case of loss of location.
  • Loss of location is meant a situation in which the data received by the on-board computer 10 do not make it possible to determine the position interval S 0 of the railway vehicle 2 with an error lower than a predetermined threshold.
  • the on-board computer 10 is for example configured to generate an alert signal if the location of a detected beacon is outside the position interval S 0 of the rail vehicle calculated at this instant by the on-board computer 10.
  • embedded computer 10 is for example configured to generate an alert signal if no tag has been detected after a displacement of predetermined length since the detection of the last tag.
  • the onboard computer 10 is for example configured to generate an alert signal if, at the same time, the values of the displacement or speed measurements are different from one measuring instrument to another. For example when the means of odometries are redundant in the train it is possible to generate an alert if one of the odometers indicates that the train is stopped while the other odometer indicates that the train is moving.
  • the onboard computer 10 is also configured to generate an alert signal if railway vehicle integrity detectors 2 detect a loss of integrity of the railway vehicle 2, during a time interval of less than a predetermined duration duration.
  • the railway vehicle 2 is said to be honest if it did not lose any cars during its journey.
  • the onboard computer 10 is configured to emit an alert signal after it is put into operation after a standby or an extinction.
  • the ground computer 12 stores the orientation of the railway vehicle 2 with respect to the track 4, that is to say that the computer on the ground 12 stores the direction of travel of the railway vehicle 2.
  • the onboard computer 10 is able to communicate with the computer on the ground 12.
  • the on-board computer 10 and the computer on the ground 12 are for example suitable for communicating with each other by radio waves.
  • the on-board computer 10 is able to transmit, to the computer on the ground 12, the last position interval S 0 of the railway vehicle 2 calculated by the on-board computer 10.
  • the on-board computer 10 is also able to transmit, to the computer on the ground 12, the displacement values and the measured and / or calculated speed values.
  • the onboard computer 10 is further adapted to issue the alert signal to the computer on the ground 12, the alert indicating a loss of location.
  • the computer on the ground 12 includes a memory (not shown) in which the identifier of each block 6 is associated with the geographical position of the block 6.
  • the computer on the ground 12 is able to calculate a front limit position A max and a rear limit position Z max for the railway vehicle 2.
  • the front limit positions A max and rear Z max are respectively the point of the railway line 4 downstream. of the railway vehicle 2 and the point of the railway line 4 upstream of the railway vehicle 2 that the railway vehicle 2 is not allowed to override by the movement commands given by the ground computer 12.
  • the instantaneous position of the railway vehicle 2 is always between the limit positions before A max and rear Z max .
  • the computer on the ground 12 is able to retransmit the limit positions before A max and rear Z max to the onboard computer 10 and / or to a control system (not shown) of the railway vehicle 2.
  • the limit positions A max , Z max correspond to the maximum movement authorizations given to the train.
  • the on-board computer 10 is able to guarantee in safety that these positions are never exceeded by the railway vehicle 2.
  • the limit position before A max depends on the spacing with the railway vehicle downstream of the railway vehicle 2 considered.
  • the front limit position A max is advantageously located, downstream of the railway vehicle 2, and with respect to the front of the railway vehicle 2, at a distance greater than 100 m, preferably greater than 200 m, for example equal to 500 m .
  • the rear limit position Z max advantageously lies, upstream of the railway vehicle 2, and with respect to the rear of the railway vehicle 2, at a distance of less than 100 m, preferably less than 50 m, for example equal to 20 m .
  • the computer on the ground 12 is able to calculate a position interval of the railway vehicle 2 called "auxiliary interval" S x , from the information received from the onboard computer 10, the secondary detection devices 8 and the limit positions A max , Z max provided by the ground computer 12 itself.
  • the auxiliary interval S x has a front end A x and a rear end Z x .
  • the computer on the ground 12 is able to calculate the auxiliary interval S x of the railway vehicle 2 when receiving an alert signal from the onboard computer 10.
  • the computer on the ground 12 is suitable for calculate the auxiliary interval S x of the railway vehicle 2 from the last position of the railway vehicle 2 which has been calculated by the on-board computer 10, from the measured and / or calculated values of displacement and / or speed, from secondary detection devices 8 and from the limit positions A max and Z max provided by the ground computer 12 itself.
  • the computer on the ground 12 is able to transmit, to the onboard computer 10, the auxiliary interval S x of the railway vehicle 2.
  • the locating device 3 is able to determine the interval S 0 and / or the auxiliary interval S x of the railway vehicle from data received by the onboard computer 10 and / or the ground computer 12.
  • the on-board computer 10 determines the position interval S 0 of the railway vehicle 2.
  • the interval S 0 is called the "initial interval" of the railway vehicle 2.
  • the railway vehicle 2 occupies the second block 6B.
  • the second canton 6B is occupied and the first and third cantons 6A, 6C are vacant.
  • the on-board computer 10 then sends an error signal to the computer on the ground 12.
  • the on-board computer 10 also transmits to the computer on the ground 12 the initial interval S 0 of the railway vehicle 2 before the occurrence of the loss. location.
  • the on-board computer 10 transmits to the computer on the ground 12 the value of the displacement and / or the speed of the railway vehicle 2 which is measured respectively by the displacement measuring instruments and by the speed measuring instruments.
  • the ground computer 12 then calculates a first auxiliary interval S p , during a first step of the method, and a second auxiliary interval S d , during a second step of the localization process.
  • the computer on the ground 12 then calculates the intersection of the auxiliary intervals S p and S d to determine the auxiliary interval S x , visible on the figure 1 .
  • the first auxiliary interval S p and the second auxiliary interval S d are respectively visible on the figures 4 and 6 .
  • the first auxiliary interval S p has a front end A p and a rear end Z p .
  • the second auxiliary interval S d has a front end A d and a rear end Z d .
  • the ground computer 12 calculates the first auxiliary interval S p from the initial interval S 0 and the limit positions before A max and back Z max .
  • the front end A p is first taken equal to the front end A 0 of the interval S 0 .
  • the ground computer 12 calculates a new location of the point A p of the first auxiliary interval S p .
  • the point A p is moved on the track 4 according to the direction of travel of the railway vehicle 2, by an amount equal to the speed v of the railway vehicle 2 at the instant of calculated, multiplied by the duration T.
  • the point A p is situated at a distance N * v * T according to the direction of movement of the vehicle rail 2 with respect to the front end A 0 of the interval S 0 .
  • the speed v used is the maximum speed accessible to the railway vehicle 2.
  • the rear end Z p is equal to the rear limit point Z max .
  • the calculation stops when the point A p of the first auxiliary interval reaches the limit point before A max .
  • the front ends A p and the rear ends Z p of the first auxiliary interval S p are respectively equal to the limit points before A max and rear Z max from the first calculation cycle.
  • the ground computer 12 calculates the second auxiliary interval S d from the initial interval S 0 and the information transmitted by the secondary detection devices 8 relating to the occupied or vacant state of the cantons 6.
  • the second block 6B is occupied and the first and third blocks 6A, 6C are vacant.
  • the front end A d is first taken equal to the front end A 0 of the initial interval S 0 .
  • the ground computer 12 calculates a new location of the point A d of the second auxiliary interval S d .
  • point A d is moved on track 4 in the direction of travel of railway vehicle 2 by an amount equal to the speed v of rail vehicle 2 at the calculation time. , multiplied by the duration T.
  • the point A d is situated at a distance N * v * T according to the direction of movement of the vehicle rail 2 with respect to the front end A 0 of the initial interval S 0 .
  • the speed v used is the maximum speed accessible to the railway vehicle 2.
  • the rear end location Z d is then taken equal to the transition between the currently occupied block and the rear vacant block, that is, in the example, at the transition between the second block 6B and the first block. township 6A.
  • the block 6 occupied at the end of the calculation of the second auxiliary interval S d is the same or different from the block 6 occupied at the beginning of the calculating the second auxiliary interval S d .
  • the front end A d is shifted forwards by a first predefined offset D A and the rear end Z d is shifted towards the rear of a second offset predefined D Z.
  • the first offset D A and the second offset D Z make it possible to take into account any delays, for each secondary detection device 8, for detecting the entrance of the railway vehicle 2 on a corresponding block 6 or the exit of the railway vehicle 2 from a corresponding 6 canton.
  • the first offset D A is advantageously between 10 m and 400 m, preferably between 50 m and 300 m, for example between 100 m and 200 m.
  • the second shift D Z is advantageously between 10 m and 200 m, preferably between 20 m and 150 m, for example between 30 m and 100 m.
  • the computer on the ground 12 then calculates the auxiliary interval S x .
  • the auxiliary interval S x is the intersection of the first auxiliary interval S p and the second auxiliary interval S d .
  • AT x min AT p AT d
  • Z x max Z p Z d
  • the computer on the ground 12 then transmits the auxiliary interval S x to the on-board computer 10.
  • the on-board computer 10 On receiving the auxiliary interval S x , the on-board computer 10 takes the auxiliary interval S x as its current position interval S 0 . The onboard computer 10 no longer emits an alert signal. The railway vehicle 2 is then authorized to resume its journey on the railway line 4.
  • the duration between the transmission of the warning signal by the on-board computer 10 to the computer on the ground 12, and the reception of the auxiliary interval Sx by the on-board computer 10 from the computer on the ground 12, is less than 20 s, preferably less than 10 s, for example less than 5 s.
  • the on-board computer 10 in the case of a restarting of the on-board computer 10 after a standby or an extinction, the on-board computer 10 emits an alert signal indicating a loss of location to the computer on the ground 12.
  • computer on the ground 12 has previously memorized the orientation of the railway vehicle 2 relative to the track 4, that is to say the relative position of the head car of the railway vehicle 2, also called “before” with respect to the position of the tail car, also called "back".
  • the computer on the ground 12 calculates the second auxiliary interval S d according to the method described above.
  • the location of the front end A d of the second auxiliary interval S d is taken as equal to the transition between the currently occupied block and the vacant block before, that is to say, in the example, at the transition between the second canton 6B and the third canton 6C.
  • the front end A d is shifted forward of the first predefined offset D A.
  • the computer on the ground 12 determines the location of a point P of the railway line 4.
  • the point P is a point situated downstream, according to the orientation of the railway vehicle 2, of the rear end Z d of the second auxiliary interval S d .
  • the point P is at a distance L from the rear end Z d , the distance L being equal to the length of the railway vehicle 2.
  • the point P is the most upstream point of the railway line 4 where is likely to find the head of the railway vehicle 2.
  • the ground computer 12 calculates the location of the front limit A max from the location of the point P.
  • the computer on the ground 12 then transmits the second auxiliary interval S d to the on-board computer 10, as well as the front limit A max .
  • the on-board computer 10 On receipt of the second auxiliary interval S d , the on-board computer 10 takes the second auxiliary interval S d as its current position interval S 0 . The onboard computer 10 no longer emits an alert signal. The railway vehicle 2 is then authorized to move on the railway line 4.

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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)

Claims (8)

  1. Verfahren zum Berechnen eines Intervalls von Positionen eines Eisenbahnfahrzeugs (2) auf einem Eisenbahngleis (4), wobei das Intervall von Positionen einem Segment des Gleises (4) zwischen einem vorderen Ende und einem hinteren Ende entspricht, wobei das Verfahren die Schritte aufweist:
    - der Identifikation, mittels Sensoren am Gleis (8), eines Streckenblocks (6) des Eisenbahngleises (4), der von dem Eisenbahnfahrzeug (2) belegt wird;
    - der Übertragung, an einen Computer (12) am Boden, einer Identifikation des belegten Streckenblocks (6), und
    - des Berechnens, durch den Computer (12) am Boden, eines Intervalls von Positionen (Sd) des Eisenbahnfahrzeugs (2) unter Berücksichtigung einer geographischen Position des belegten Streckenblocks (6), die mit der Identifikation des belegten Streckenblocks (6) assoziiert ist,
    dadurch charakterisiert, dass es einen Schritt der Übertragung, von einem verladenen Rechner (10) an Bord des Eisenbahnfahrzeugs (2) zu dem Computer (12) am Boden, eines von dem verladenen Rechner (10) ermittelten Intervalls von Positionen (S0) des Eisenbahnfahrzeugs (2), den Schritt des Berechnens eines Intervalls von Positionen (Sd) des Eisenbahnfahrzeugs (2) aufweist, der auch das von dem verladenen Rechner (10) ermittelte Intervall von Positionen (S0) berücksichtigt.
  2. Verfahren gemäß Anspruch 1, dadurch charakterisiert, dass der Schritt des Berechnens eines Intervalls von Positionen (Sd) eine erste Phase, in der das Intervall von Positionen gleich dem von dem verladenen Rechner (10) ermittelten Intervall von Positionen (S0) des Eisenbahnfahrzeugs (2) genommen wird, und eine zweite Phase aufweist, in der ein vorderes Ende (Ad) des Intervalls von Positionen (Sd) der Bewegungsrichtung des Eisenbahnfahrzeugs (2) folgend bis zum Erreichen eines Endes des belegten Streckenblocks (6), das sich vor dem Eisenbahnfahrzeug befindet, versetzt ist.
  3. Verfahren gemäß Anspruch 2, dadurch charakterisiert, dass das vordere Ende (Ad) des Intervalls von Positionen (Sd) im Laufe von sukzessiven Berechnungszyklen mit vorgegebener Dauer (T) um eine Entfernung gleich dem Produkt der Geschwindigkeit des Eisenbahnfahrzeugs (2) mit der vorgegebenen Dauer (T) versetzt wird.
  4. Verfahren gemäß einem der Ansprüche 1 bis 3, dadurch charakterisiert, dass es außerdem einen Schritt des Berechnens, durch den Computer (12) am Boden, eines zweiten Intervalls von Positionen (Sp) des Eisenbahnfahrzeugs (2) ausgehend von dem durch den verladenen Rechner (12) ermittelten Intervall von Positionen (S0) des Eisenbahnfahrzeugs (2) aufweist, wobei der Schritt des Berechnens eine erste Phase, in der der Rechner (12) eine vordere Positionsbeschränkung (Amax) ermittelt, die das Eisenbahnfahrzeug (2) nicht überschreiten darf, eine zweite Phase, in der der zweite Intervall von Positionen (Sp) gleich dem von dem verladenen Rechner (10) ermittelten Intervall von Positionen (S0) des Eisenbahnfahrzeugs (2) genommen wird, und eine dritte Phase aufweist, in der ein vorderes Ende (Ap) der zweiten Position (Sp) bis zum Erreichen der vorderen Beschränkung (Amax) versetzt wird.
  5. Verfahren gemäß Anspruch 4, dadurch charakterisiert, dass die vordere Beschränkung (Ap) des zweiten Intervalls von Positionen (Sp) im Laufe von sukzessiven Berechnungszyklen mit vorgegebener Dauer (T) um eine Entfernung gleich dem Produkt der Geschwindigkeit des Eisenbahnfahrzeugs (2) mit der vorgegebenen Dauer (T) versetzt wird.
  6. Verfahren gemäß Anspruch 3 oder 5, in dem, wenn die Geschwindigkeit des Fahrzeugs nicht verfügbar ist, die Entfernung gleich dem Produkt der maximalen Geschwindigkeit des Eisenbahnfahrzeugs (2) mit der vorgegebenen Dauer (T) ist.
  7. Verfahren gemäß den Ansprüchen 2 und 4 in Kombination, dadurch charakterisiert, dass es einen Schritt des Berechnens eines Hilfsintervalls (Sx) des Eisenbahnfahrzeugs (2) aufweist, wobei das Hilfsintervall (Sx) gleich einem Schnitt des ersten Intervalls von Positionen (Sd) und des zweiten Intervalls von Positionen (Sp) ist.
  8. Vorrichtung (3) zum Berechnen eines Intervalls von Positionen (S0) eines Eisenbahnfahrzeugs (2) auf einem Eisenbahngleis (4) zum Durchführen eines Verfahrens gemäß einem der Ansprüche 1 bis 7.
EP15161677.8A 2014-04-02 2015-03-30 Verfahren zur berechnung eines positionsintervalls eines schienenfahrzeugs auf einem bahngleis, und entsprechende vorrichtung Revoked EP2927089B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1452933A FR3019676B1 (fr) 2014-04-02 2014-04-02 Procede de calcul d'un intervalle de positions d'un vehicule ferroviaire sur une voie ferree et dispositif associe

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EP2927089A1 EP2927089A1 (de) 2015-10-07
EP2927089B1 true EP2927089B1 (de) 2017-03-22

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EP15161677.8A Revoked EP2927089B1 (de) 2014-04-02 2015-03-30 Verfahren zur berechnung eines positionsintervalls eines schienenfahrzeugs auf einem bahngleis, und entsprechende vorrichtung

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EP (1) EP2927089B1 (de)
CN (1) CN104973093B (de)
BR (1) BR102015007364B1 (de)
CA (1) CA2887617C (de)
ES (1) ES2626175T3 (de)
FR (1) FR3019676B1 (de)
HK (1) HK1212305A1 (de)
SG (1) SG10201502558PA (de)

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CN113147834B (zh) * 2021-03-09 2023-01-31 上海电气泰雷兹交通自动化系统有限公司 Cbtc系统的辅助列车定位系统及方法
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HK30077371A2 (en) * 2022-09-19 2023-03-03 Signal monitoring system

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CN114312927A (zh) * 2021-12-21 2022-04-12 卡斯柯信号有限公司 一种基于辅助定位的全自动运行列车区间穿梭方法
CN114312927B (zh) * 2021-12-21 2023-12-01 卡斯柯信号有限公司 一种基于辅助定位的全自动运行列车区间穿梭方法

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CN104973093A (zh) 2015-10-14
BR102015007364A2 (pt) 2018-07-17
HK1212305A1 (en) 2016-06-10
BR102015007364A8 (pt) 2018-12-04
FR3019676A1 (fr) 2015-10-09
FR3019676B1 (fr) 2017-09-01
SG10201502558PA (en) 2015-11-27
BR102015007364B1 (pt) 2022-05-31
CA2887617A1 (fr) 2015-10-02
CA2887617C (fr) 2021-10-26
ES2626175T3 (es) 2017-07-24
EP2927089A1 (de) 2015-10-07

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