EP2944537A1 - Dispositif de surveillance et procédé pour surveiller la fonctionnalité d'au moins un moyen de détection d'un véhicule ferroviaire - Google Patents
Dispositif de surveillance et procédé pour surveiller la fonctionnalité d'au moins un moyen de détection d'un véhicule ferroviaire Download PDFInfo
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- EP2944537A1 EP2944537A1 EP14167869.8A EP14167869A EP2944537A1 EP 2944537 A1 EP2944537 A1 EP 2944537A1 EP 14167869 A EP14167869 A EP 14167869A EP 2944537 A1 EP2944537 A1 EP 2944537A1
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- coordinate system
- motion parameter
- relative
- reference coordinate
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- 238000012806 monitoring device Methods 0.000 title claims abstract description 29
- 238000012544 monitoring process Methods 0.000 title claims abstract description 15
- 238000000034 method Methods 0.000 title claims abstract description 14
- 230000033001 locomotion Effects 0.000 claims abstract description 123
- 238000006243 chemical reaction Methods 0.000 claims abstract description 14
- 230000001133 acceleration Effects 0.000 claims description 52
- 238000005259 measurement Methods 0.000 claims description 12
- 230000003137 locomotive effect Effects 0.000 description 8
- 239000011159 matrix material Substances 0.000 description 4
- 125000001475 halogen functional group Chemical group 0.000 description 3
- 238000011156 evaluation Methods 0.000 description 2
- 230000005484 gravity Effects 0.000 description 2
- 230000003213 activating effect Effects 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 238000013480 data collection Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 231100001261 hazardous Toxicity 0.000 description 1
- 230000000737 periodic effect Effects 0.000 description 1
- 238000000053 physical method Methods 0.000 description 1
- 230000009466 transformation Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Images
Classifications
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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
- B61L25/026—Relative localisation, e.g. using odometer
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0081—On-board diagnosis or maintenance
Definitions
- the invention relates to a monitoring device for monitoring the operability of at least one sensing means for sensing at least one motion parameter of a rail vehicle and a method of monitoring the operability of the at least one sensing means.
- Motion parameters of a rail vehicle are usually sensed using accelerometers and gyroscopes. On-board speed and distance measurements are an important part of train safety. Speed can also be measured using tachometers that measure the rotational speed of the wheels or using Doppler radar. Both methods have weaknesses. Another method is to use Inertial Navigational Systems (INS) that sense motion and rotation of the train using accelerometers and gyroscopes and calculate speed and travelled distance.
- INS Inertial Navigational Systems
- EP 0736441 A1 discloses a measurement system for determination of travel data of a rail vehicle, wherein an INS is provided in addition to a position and/or speed measurement system.
- US 2006/0253233 A1 discloses a locomotive having a navigation system (such as a combined inertial/GPS location system) which moves along an initially known track and enters the "halo" surrounding a track transition to begin data collection/logging to accumulate successive position information data points as the locomotive moves into, progresses through, and exits the "halo.”
- the collected data for movement within the "halo” is then subject to a best fit assessment relative to the data pre-stored in the track database.
- the US 2004/0015276 A1 discloses a method and system for automatically activating a train warning device that uses a positioning system such as a global positioning system (GPS) receiver or an inertial navigation system (INS) to determine the train's position.
- a positioning system such as a global positioning system (GPS) receiver or an inertial navigation system (INS) to determine the train's position.
- GPS global positioning system
- INS inertial navigation system
- the system further includes a database containing locations of grade crossings and other locations at which a train is required to give a warning signal and what regulations govern activation of the warning device at such locations.
- US 2005/0065726 A1 discloses a locomotive location system and method utilizing inertial measurement inputs, including orthogonal acceleration inputs and turn rate information, in combination with wheel-mounted tachometer information and GPS/DGPS position fixes to provide processed outputs indicative of track occupancy, position, direction of travel, velocity, etc.
- Various navigation solutions are combined together to provide the desired information outputs using an optimal estimator designed specifically for rail applications and subjected to motion constraints reflecting the physical motion limitations of a locomotive.
- the system utilizes geo-reconciliation to minimize errors and solutions that identify track occupancy when traveling through a turnout.
- WO 2005/048000 A2 discloses a location system for locating the position of a locomotive on a trackway comprising: an inertial sensor system for sensing linear and rotary acceleration associated with the movement of a locomotive over a trackway, said inertial sensor system having a first plurality of rate-of-turn rotary acceleration sensors having respective first sensitive axes and a second plurality of rate-of-turn acceleration sensors having respective second sensitive axes, the first and second sensitive axes oppositely aligned; a sensor for determining, either directly or indirectly, distanced traveled over the trackway; a radio-frequency based geo-positional receiver for at least periodically determining a geo-positional value for the locomotive; an optimal estimator for accepting information on a continuous or periodic basis from the inertial sensor system, the distanced traveled sensor, and the geo-positional receiver and establishing a first computational instance for determining locomotive location as a function of information from the inertial sensor system, the distanced traveled sensor, and the geo-positional receiver.
- INS INS
- a sensor tends to indicate "zero acceleration” or “zero rotation” when it is failing, then this is not necessarily detected by the rest of the system, because at any given time it is perfectly possible that a train is experiencing zero acceleration or zero rotation.
- the accelerometers will indicate an acceleration in the direction of travel, but no acceleration in the other directions (because the track is straight and level). If the accelerometer for direction of travel should fail and indicate zero acceleration, then the odometry system will fail. This can result in an incorrect control of the rail vehicle. The failure, however, will also be not detected. This is hazardous. Even if the track should start to turn or come to a gradient, the failing accelerometer is not necessarily detected.
- a monitoring device for monitoring the operability of at least one sensing means for sensing at least one motion parameter of a rail vehicle is proposed.
- the at least one motion parameter can e.g. be a distance, a velocity, an acceleration, an angle, an angular rate or an angular acceleration.
- the at least one sensing means can be a sensor for measuring the said motion parameter.
- the at least one sensing means can correspond to a first sensing means or another sensing means which will be introduced later.
- a reference coordinate system is assigned to the rail vehicle.
- the reference coordinate system denotes a coordinate system which is stationary with respect to the rail vehicle.
- the monitoring device further comprises the first sensing means for sensing at least one motion parameter, wherein the first sensing means is designed and/or arranged such that at least one motion parameter can be sensed by the first sensing means relative to a first axis.
- the term "sensable" can denote that corresponding parameter can be sensed by a sensing means.
- the monitoring device comprises at least one other sensing means for at least one motion parameter, wherein the other sensing means is designed and/or arranged such that at least one motion parameter can be sensed by the other sensing means relative to another axis.
- the term "sensable" can mean that the at least one motion parameter is measurable by the corresponding sensing means.
- the first and the other sensing means can be based on the same physical measurement principle but can be designed as independent units. Relative to means that the motion parameter can be sensed or measured along the corresponding axis, e.g. an acceleration, or about the corresponding axis, e.g. an angular rate.
- an orientation of the first axis relative to the reference coordinate system is different from an orientation of the other axis relative to the reference coordinate system.
- the orientations of the first and second axes relative to the reference coordinate system can be known.
- the orientations can be provided by known (angular) offsets relative to the reference coordinate system.
- the first axis and the other axis can each provide an axis of a common coordinate system, e.g. a Cartesian coordinate system.
- the first and the other axes can each provide an axis of different, e.g. Cartesian, coordinate systems.
- a conversion operation for converting a motion parameter relative to the first axis into a motion parameter relative to the reference coordinate system is known.
- the motion parameter measured along/about the first axis can be converted into a motion parameter along/about at least one axis of the reference coordinate system.
- the motion parameter measured along/about the first axis can be converted into motion parameters along/about multiple, in particular all, axes of the reference coordinate system.
- a conversion operation for converting a motion parameter relative to the other axis into a motion parameter relative to the reference coordinate system is known.
- the conversion operation can e.g. be provided in the form of a transformation matrix, in particular in the form of a rotation matrix.
- the operability can be monitored depending on the motion parameter relative to the first axis, the motion parameter relative to the other axis and the known conversion operations. This means that the operability is monitorable depending on the motion parameter relative to the first axis, the motion parameter relative to the other axis and the known conversion operations.
- the proposed device can comprise at least one evaluation unit.
- each of the motion parameters sensed by the at least two sensing devices can be converted into a motion parameter relative to a common coordinate system, e.g. the reference coordinate system.
- These motion parameters relative to the common coordinate system can also be referred to as converted motion parameters.
- a failure of the at least one sensing means is detectable if a value of at least one converted motion parameter is not within a predetermined interval, e.g. higher than a predetermined upper threshold value and/or smaller than a predetermined lower threshold value.
- a correct operation of the at least one sensing means is detectable if the value is within the predetermined interval.
- track characteristics e.g. a curvature or a gradient
- small values for certain motion parameters relative to the reference coordinate system can be expected, e.g. a small left/right acceleration. If one of the sensing devices fails, however, and provides a value of zero, at least one of the converted motion parameter can be out of range, e.g. higher than the threshold value.
- corresponding portions of the converted motion parameters can be compared.
- a failure of the at least one sensing device is detectable if a deviation between corresponding portions of the converted motion parameters is not within a predetermined interval, e.g. higher than a predetermined upper threshold value and/or smaller than a predetermined lower threshold value.
- a correct operation of at least one sensing means is detectable if the deviation between corresponding portions of the converted motion parameters is within the predetermined interval.
- first axis and/or the other axis are oriented such that a non-zero motion parameter along/about a common axis of the common coordinate system corresponds to or results in a non-zero motion parameter sensed by the first sensing means and a non-zero motion parameter sensed by the other sensing means.
- first axis and/or the other axis can be oriented such that a non-zero motion parameter along/about first axis corresponds to a non-zero motion parameter along/about the other axis.
- the non-zero motion parameters can, however, have different values.
- the motion parameter of the first and/or the second sensing means can be used in order to determine a motion parameter of the rail vehicle.
- the motion parameters sensed by the at least two sensing devices can be converted into the reference coordinate system.
- portions of the converted motion parameters e.g. portions along/about the axes of the reference coordinate system, can be determined. These portions can e.g. correspond to a desired motion parameter of the rail vehicle, e.g. an acceleration. This allows a redundant determination of a motion parameter of the vehicle.
- To determine the motion parameter of the vehicle only one or both converted motion parameter(s) can be used.
- the proposed monitoring device advantageously allows a quick and reliable detection of a failure of (the) at least one sensing device.
- the motion parameter is an acceleration or an angular rate.
- the acceleration can be measured along an axis of the corresponding coordinate system.
- the angular rate can be measured about an axis of the corresponding coordinate system.
- a longitudinal axis of the reference coordinate system is oriented parallel to a roll axis of the rail vehicle, wherein a lateral axis of the reference coordinate system is oriented parallel to pitch axis of the rail vehicle, wherein a vertical axis of the reference coordinate system is oriented parallel to a yaw axis of the vehicle.
- either the first axis or the other axis corresponds to an axis of the reference coordinate system. If the reference coordinate system is chosen as the common coordinate system, this advantageously reduces a computational effort since one of the motion parameters is already measured relative to the common coordinate system.
- neither the first axis nor the other axis corresponds to an axis of reference coordinate system. This means that neither the first sensing device nor the other sensing device senses a motion parameter along/about the traditional directions, in particular along/about the axes of the reference coordinate system.
- an acceleration along the first axis can be sensed, in particular by the first sensing means. Further, an acceleration along the other axis can be sensed, in particular by the other sensing means.
- first axis and the other axis are oriented relative to another such that a non-zero acceleration along the first axis corresponds to or results in a non-zero acceleration along the other axis.
- the first axis and the other axis are oriented such that a non-zero acceleration along an axis of the reference coordinate system results in or corresponds to a non-zero acceleration along the first axis.
- the non-zero acceleration along the axis of the reference coordinate system will also result in or correspond to a non-zero acceleration along the other axis.
- an angular rate of a rotation about the first axis can be sensed, e.g. by the first sensing means or yet another sensing means (e.g. a third sensing means). Further, an angular rate of a rotation about the other axis can be sensed, e.g. by the other sensing means (e.g. the second sensing means) or yet another sensing means (e.g. a fourth sensing means).
- the first axis and the other axis are oriented relative to another such that a non-zero angular rate of the rotation about the first axis results in or corresponds to a non-zero angular rate of the rotation about the other axis.
- a non-zero angular rate can be sensed by the first and/or by the third as well as by the second and/or by the fourth sensing means. This advantageously enhances the reliability of the monitoring.
- the first axis and the other axis are oriented such that a non-zero angular rate of the rotation about an axis of the reference coordinate system results in or corresponds to a non-zero angular rate of the rotation about the first axis.
- the non-zero angular rate of the rotation about the axis of the reference coordinate system will also result in or correspond to a non-zero angular rate of the rotation about the other axis.
- the axis of the reference coordinate system can e.g. be the longitudinal axis, the lateral axis or the vertical axis of the rail vehicle.
- the first and the other sensing means are provided by at least one sensor of at least one inertial measurement unit (IMU).
- IMU inertial measurement unit
- the first and the other sensing means can be sensors, e.g. accelerometers and/or gyroscopes and/or magnetometers, of a single IMU or sensors of different IMUs.
- the inertial measurement unit can denote a device, in particular an electronic device, that measures a velocity and/or an orientation and/or a gravitational force and/or an acceleration.
- An inertial measurement unit can comprise one or more accelerometer(s) and/or gyroscope(s) and/or magnetometer(s).
- an IMU allows measuring an acceleration along three axes, which can be axes of a coordinate system, e.g. a Cartesian coordinate system. Further, the IMU allows measuring an angular rate about three axes of the said coordinate system.
- the proposed first and other axis can each be provided by an axis of the coordinate system of the IMU.
- the motion parameters sensed by the at least two sensing devices are convertable into a common coordinate system, e.g. the reference coordinate system.
- a failure is detectable if a value of at least one converted motion parameter is not within a predetermined interval.
- the at least one converted motion parameter can e.g. be a motion parameter relative to a yaw or pitch axis of the rail vehicle.
- corresponding portions of the converted motion parameters e.g. portions along/about a common axis of the common coordinate system, are determinable.
- a failure is detectable if a deviation between the corresponding portions of the converted motion parameters is not within a predetermined interval.
- an acceleration along three independent axes of a coordinate system and an angular rate of a rotation about the three axes of a coordinate system can be sensed, wherein the coordinate system is different from the reference coordinate system.
- This can mean that at least one axis of the coordinate system is not equal or collinear to any axis of the reference coordinate system. This advantageously provides reliable monitoring of the sensing means since a large set of motion parameters can be determined.
- a rail vehicle comprising a monitoring device according to one of the previously described embodiments.
- At least one of the sensing means of the proposed monitoring device can be a part of a motion parameter measurement system of the rail vehicle, e.g. a speed or a position measurement system.
- a method for monitoring the operability of at least one sensing means for sensing at least one motion parameter of a rail vehicle wherein a reference coordinate system is assigned to the rail vehicle, wherein at least one motion parameter relative to a first axis is sensed, wherein at least one motion parameter relative to another axis is sensed, wherein an orientation of the first axis relative to the reference coordinate system is different from an orientation of the other axis relative to the reference coordinate system, wherein a conversion operation for converting a motion parameter relative to the first axis into at least one motion parameter relative to the reference coordinate system and a conversation operation for converting a motion parameter relative to the other axis into at least one motion parameter relative to the reference coordinate system are known, wherein the operability is monitored depending on the motion parameter relative to the first axis, the motion parameter relative to the other axis and the known conversion operations.
- the proposed method can be performed by a monitoring device according to one of the previously described embodiments.
- the previously proposed monitoring device can be designed such that the proposed method is performable.
- the motion parameters sensed by the at least two sensing devices are converted into a common coordinate system, wherein a failure is detected if a value of at least one converted motion parameter is not within a predetermined interval, e.g. is higher than a predetermined upper threshold value or smaller than a predetermined lower threshold value.
- a correct operability can be detected if the value is within the predetermined interval, e.g. is smaller than or equal to the upper threshold value and higher than or equal to the lower threshold value.
- corresponding portions of the converted motion parameters are determined, wherein a failure is detected if a deviation between the corresponding portions of the converted motion parameters is not within the predetermined interval, e.g. is higher than a predetermined threshold value or smaller than a predetermined lower threshold value.
- the deviation can e.g. be a difference or an absolute value of a difference between the converted motion parameters.
- a correct operability can be detected if the deviation is within the predetermined interval, e.g. is smaller than or equal to the upper threshold value and higher than or equal to the lower threshold value.
- the common coordinate system is provided by the reference coordinate system.
- Fig. 1 shows a schematic perspective view of a rail vehicle 1.
- the rail vehicle 1 comprises a first inertial measurement unit (IMU) 2. Further, the rail vehicle 1 comprises an evaluation unit 4 which is connected to the IMU 2.
- IMU inertial measurement unit
- a reference coordinate system Cref is assigned to the rail vehicle 1.
- the reference coordinate system Cref is a Cartesian coordinate system and comprises a first axis x v , a second axis y v , and a third axis z v .
- the first axis x v corresponds to a roll axis
- the second axis y v to a pitch axis
- the third axis z v to a yaw axis of the rail vehicle 1.
- a first coordinate system C1 is assigned to the first IMU 2.
- the first coordinate system C1 is a Cartesian coordinate system and comprises a first axis x1, a second axis y1, and a third axis z1.
- Each of the axes x1, y1, z1 of the first coordinate system C1 comprises a portion along each of the axes x v , y v , z v of the reference coordinate system Cref. This can mean that a direction along one of the axes x1, y1, z1 comprises a non-zero direction portion along each of the axes x v , y v , z v .
- An orientation of the first axis x1 relative to the reference coordinate system Cref is different from the orientation of the second axis y1 and the third axis z1 relative to the reference coordinate system Cref. Also, the orientation of the second axis y1 relative to the reference coordinate system Cref is different from the orientation of the third axis z1 relative to the reference coordinate system Cref.
- the first IMU 2 senses an acceleration along each of the axes x1, y1, z1 of the first coordinate system C1, e.g. by different, in particular three, acceleration sensors (not shown).
- the IMU 2 can e.g. comprise three accelerometers which each measure the acceleration along one of the axes x1, y1, z1.
- the first IMU 2 senses an angular rate of a rotation about each of the axes x1, y1, z1 of the first coordinate system C1, e.g. by different, in particular three, angular rate sensors.
- the IMU 2 can e.g. comprise three gyrometers which each measure the angular rate about one of the axes x1, y1, z1.
- An acceleration along the first axis x v of the reference coordinate system Cref which can be directed into a direction of travel of the rail vehicle 1 can be determined by measuring the accelerations along each axes x1, y1, z1 of the first coordinate system C1 and perform a calculation involving a rotation matrix that is a function of known offset angles, wherein the orientation of the first coordinate system C1 relative to the reference coordinate system Cref is provided or encoded by the offset angles.
- the up/down acceleration (acceleration along the third axis z v of the rail vehicle 1) and right/left acceleration (acceleration along the second axis y v of the rail vehicle 1) which are determined using the rotation matrix will have a value of g and zero, respectively.
- any of the aforementioned sensors e.g. one of the acceleration sensors and/or one of the angular rate sensors
- the calculated values cannot only be incorrect, but more importantly out of range.
- the failure can be detected if the at least one of the calculated values of an acceleration along the first axis, the second axis and/or the third axis x v , y v , z v is not within a predetermined interval.
- a failure can be detected if the at least one of the calculated values of an angular rate about the first axis, the second axis and/or the third axis x v , y v , z v is not within a predetermined interval.
- a detected sensor failure means that an alarm can be given and restrictive action can be taken.
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Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP14167869.8A EP2944537B1 (fr) | 2014-05-12 | 2014-05-12 | Dispositif de surveillance et procédé pour surveiller la fonctionnalité d'au moins un moyen de détection d'un véhicule ferroviaire |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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EP14167869.8A EP2944537B1 (fr) | 2014-05-12 | 2014-05-12 | Dispositif de surveillance et procédé pour surveiller la fonctionnalité d'au moins un moyen de détection d'un véhicule ferroviaire |
Publications (2)
Publication Number | Publication Date |
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EP2944537A1 true EP2944537A1 (fr) | 2015-11-18 |
EP2944537B1 EP2944537B1 (fr) | 2018-04-04 |
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EP14167869.8A Not-in-force EP2944537B1 (fr) | 2014-05-12 | 2014-05-12 | Dispositif de surveillance et procédé pour surveiller la fonctionnalité d'au moins un moyen de détection d'un véhicule ferroviaire |
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Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3686081A1 (fr) * | 2019-01-28 | 2020-07-29 | ALSTOM Transport Technologies | Procédés et dispositifs permettant de surveiller l'intégrité d'un train |
Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0736441A1 (fr) | 1995-04-07 | 1996-10-09 | Honeywell Ag | Plateforme de train à tolérance de fautes |
US6218961B1 (en) * | 1996-10-23 | 2001-04-17 | G.E. Harris Railway Electronics, L.L.C. | Method and system for proximity detection and location determination |
US20040015276A1 (en) | 2002-07-01 | 2004-01-22 | Kane Mark Edward | Method and system for automatically activating a warning device on a train |
US20050065726A1 (en) | 2002-01-10 | 2005-03-24 | Meyer Thomas J. | Locomotive location system and method |
WO2005048000A2 (fr) | 2003-11-04 | 2005-05-26 | Lockheed Martin Corporation | Systeme et procede de localisation d'une locomotive |
US20060253233A1 (en) | 2005-05-04 | 2006-11-09 | Metzger Thomas R | Locomotive/train navigation system and method |
US20100312461A1 (en) * | 2009-06-08 | 2010-12-09 | Haynie Michael B | System and method for vitally determining position and position uncertainty of a railroad vehicle employing diverse sensors including a global positioning system sensor |
US20110029180A1 (en) * | 2007-12-10 | 2011-02-03 | Siemens Transportation Systems Sas | Device for Measuring the Movement of a Self-Guided Vehicle |
-
2014
- 2014-05-12 EP EP14167869.8A patent/EP2944537B1/fr not_active Not-in-force
Patent Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0736441A1 (fr) | 1995-04-07 | 1996-10-09 | Honeywell Ag | Plateforme de train à tolérance de fautes |
US6218961B1 (en) * | 1996-10-23 | 2001-04-17 | G.E. Harris Railway Electronics, L.L.C. | Method and system for proximity detection and location determination |
US20050065726A1 (en) | 2002-01-10 | 2005-03-24 | Meyer Thomas J. | Locomotive location system and method |
US20040015276A1 (en) | 2002-07-01 | 2004-01-22 | Kane Mark Edward | Method and system for automatically activating a warning device on a train |
WO2005048000A2 (fr) | 2003-11-04 | 2005-05-26 | Lockheed Martin Corporation | Systeme et procede de localisation d'une locomotive |
US20060253233A1 (en) | 2005-05-04 | 2006-11-09 | Metzger Thomas R | Locomotive/train navigation system and method |
US20110029180A1 (en) * | 2007-12-10 | 2011-02-03 | Siemens Transportation Systems Sas | Device for Measuring the Movement of a Self-Guided Vehicle |
US20100312461A1 (en) * | 2009-06-08 | 2010-12-09 | Haynie Michael B | System and method for vitally determining position and position uncertainty of a railroad vehicle employing diverse sensors including a global positioning system sensor |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3686081A1 (fr) * | 2019-01-28 | 2020-07-29 | ALSTOM Transport Technologies | Procédés et dispositifs permettant de surveiller l'intégrité d'un train |
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