EP3109127A1 - Procédé de communication d'une dilatation d'une autorité de mouvement d'un centre de contrôle sur une unité de commande - Google Patents

Procédé de communication d'une dilatation d'une autorité de mouvement d'un centre de contrôle sur une unité de commande Download PDF

Info

Publication number
EP3109127A1
EP3109127A1 EP15173368.0A EP15173368A EP3109127A1 EP 3109127 A1 EP3109127 A1 EP 3109127A1 EP 15173368 A EP15173368 A EP 15173368A EP 3109127 A1 EP3109127 A1 EP 3109127A1
Authority
EP
European Patent Office
Prior art keywords
signal
train
line center
reported
interlocking
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP15173368.0A
Other languages
German (de)
English (en)
Inventor
Bernhard Diethelm
Roland Gutknecht
Michael Hofer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility AG
Original Assignee
Siemens Schweiz AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Schweiz AG filed Critical Siemens Schweiz AG
Priority to EP15173368.0A priority Critical patent/EP3109127A1/fr
Publication of EP3109127A1 publication Critical patent/EP3109127A1/fr
Pending legal-status Critical Current

Links

Images

Classifications

    • 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 signaling an extension of a movement authority from a line center to an interlocking system for resolution of lanes comprising at least one signal section in response to the reported extent of the movement authority.
  • ETCS Europe-wide uniform train control system
  • This train protection system has three different levels of execution, which differ in the way in which communication is done Rail vehicle and control center and the location of trains differ.
  • ETCS Level 1 the necessary information from transparent data and fixed data balises and / or line conductors and / or loop cables is wirelessly transmitted to the driver's cab of the rail vehicle and includes, among other things, instructions for speed monitoring and allowed driving distance.
  • Level 2 the necessary information is transmitted via a proprietary mobile network from so-called Radio Block Centers (line centers) on the cab and in Level 3 then comes the integrity check and localization of the train using navigation system, such as GPS or Galilei (currently under construction) to Commitment.
  • navigation system such as GPS or Galilei (currently under construction)
  • the MA transmitted by the line center on a train gives a train permission to drive from a start signal section to a destination signal section and can generally comprise a plurality of signal sections therebetween.
  • the route from the start signal section to the destination signal section is also called the route.
  • This route is accordingly set by a signal box, reserved for the train and monitored.
  • this setting of the route signals and points are set accordingly, eg according to the track plan principle, and also blocked against other use by other trains. Only after the correct driving of the set road, this road is zugbewirkt dissolved again, in which case usually a respective resolution of the previously correctly traveled signal section is necessary.
  • the state of the Movement Authority can be reported periodically to the interlocking by means of the line center. But there is also the possibility to update the states of the MA (with the exception of the train stop) only event-oriented. In this case, the state of the MA is actively changed by the interlocking and reported by this to the RBC. The RBC then checks the MA states known to it and, if necessary, sends an update to the train. The state of the updated MA is returned to the interlocking as soon as the train has confirmed receipt of the updated MA (end-to-end monitoring).
  • the present invention has the object, a method for reporting an extension of a movement authority of a line center to a signal box and the resolution of routes that at least parts of a signal section include in response to the reported extension of the Movement Authority.
  • This method is to allow a faster resolution of a set route, so that the waiting time of the previously preset time period is unnecessary, thus affecting the capacity of routes positively and the security can be increased without lengthening the time for manual resolution.
  • this assignment is in Event case reset and the train must go through the complete safety-technically mature process of the route request and the subsequent issuance of a MA on the Switzerlandspitze or the next start signal at a resumption of the journey first.
  • a particularly fast manual resolution can be achieved if the resolution of a route that includes several signal sections, by way of a simultaneous resolution of all belonging to the route signal sections is made.
  • all the train protection components reserved according to the track plan principle can be simultaneously resolved for each signal section, without requiring propagation of the triggering of the signal section to signal sections.
  • whole routes can thus be resolved in a relatively short period of time, which in the prior art was required to dissolve a single signal segment.
  • the line center may ensure that none of the trains in the Station Central monitored signal sections train has a Movement Authority beyond the shortened Movement Authority has. This is done directly by reporting the shortened MA to the affected trains. This ensures that even these trains safely come to a standstill in time, without the already set Road for these trains would have been dissolved already.
  • the manual resolution of the route is actually only made when the train that has received the MA acknowledged the shortening of this MA to the line center, the line center has detected the stop of the train and reported this information to the interlocking.
  • a further particularly advantageous embodiment of the present invention can be achieved if a first predefinable control catalog is used to evaluate the train occupancy, the position and / or the speed of a train and the state of the train control components of the interlocking logic or the logic of the line center.
  • This rule catalog makes it possible to reproduce the real conditions completely and also to be able to modify them, without otherwise requiring a fundamental change of the method according to the invention for the manual dissolution of the road.
  • the line center logic may be ready to determine from the monitored track occupancy and the monitored travel whether a train has come to a standstill, and in the case of a standstill, that standstill to the interlocking Report to.
  • FIG. 1 Figure 3 illustrates the behavior of the RBC regarding the handoff of the assignment and assignment while truncating an MA for a train.
  • an emergency stop on signal X102 is operated by the interlocking. Due to the hold case “not energized” on the signal X102, the RBC sends the train a cut of the MA to the position of the signal X102 because the train is still ahead of the signal X102 in the section 102.
  • the target signal monitoring "technical or emergency monitoring” does not affect, because a subsequent signal X103 no train is assigned.
  • the assignments, assignments, and assignment ends remain in the RBC because the train has not yet acknowledged receipt of the MA cut.
  • the train sends a position report to the RBC, where it has now passed signal X102 with the minimum safe train peak (MinSafeFrontEnd). As a result, the train assignment is forwarded to the signal X103. Signal X102 also clears the assignment. The assignment end at the signal X103 remains.
  • the RBC evaluates the current target signal monitoring and reacts accordingly. In this case, the RBC sends a UES (Unconditional Emergency Stop) to the train.
  • UES Unconditional Emergency Stop
  • the train confirms receipt of the MA or UES shortened to signal X102. As a result, however, the train remains assigned to signal X103.
  • the RBC still switches the assignment to the next signal in the still valid MA, if it the vehicle receives a position report with MinSafeFrontEnd behind the signal position.
  • the safety reaction is performed on the basis of the ZSU (target signal monitoring) (or the previously sent abbreviated MA leads to the trip).
  • the RBC sends the interlocking the commands from the following Table 1 signal-related. Below the table, the meanings and reactions to state changes are explained in more detail.
  • the other commands are updated by the RBC on the one hand as reactions to state changes and on the other hand in response to state changes (see column "Triggering state change” in Table 1).
  • Table 1 command Status importance Presentation in drawings State system start Triggering change of state Bit-X Bit X Bit -X Bit X Standstill (STS) 0 0 Neutral, no action - - 1 1 1 0 [Else] STS N 1 0 - 0 1 At least one train assigned and all trains associated with this signal stand still.
  • KZZ J Target signal monitoring "NAZ, BAZ, GZF or technical or emergency monitoring”""or RBC clears the last assignment on the signal.
  • MA cut on Switzerlandspitze confirmed (MKZ) 0 0 Neutral, no action - - 1 1 1 0 [Else] MKZ N 1 0 Signal indicates target signal monitoring "no monitoring interruption” or RBC clears last assignment on the signal 0 1 At least one train is assigned to the signal and all affected trains have a) confirmed receipt of the abbreviated MA. or b) have confirmed receipt of the UES.
  • MKZ J Signal indicates target signal monitoring (NAZ, BAZ, GZF or 'technical or emergency monitoring'' MA cut to signal confirmed (MKS) 0 0 Neutral, no action - - 1 1 1 0 [Else] MKS N 1 0 Signal indicates hold reason "none” 0 1 No train has an MA beyond the signal and any MA cuts to the signal are confirmed by the train. MKS J Signal indicates hold reason "not energized"
  • the signal box signals a hold reason "not zugbewirkt". If at this time the RBC has not given a move an MA beyond the signal, then KZS (no turn on takeoff affected) is set to J. At this point, if the RBC has given a train an MA beyond the signal, the RBC shortens the MA to the signal position on the train. The command KZS remains unchanged. The confirmation of the move that he has shortened the MA does not affect the KZS command. The interlocking signals halt ground "none". KZS is set to N.
  • the interlocking signals target signal monitoring "emergency extinguisher train (NAZ)", “operating resolution train (BAZ)”, “Gegenzugfahrstrasse (GZF)” or “technical or emergency monitoring.” "At this time, the RBC has no train MA to this signal or In addition, where any MA cutbacks have been acknowledged by the affected trains, and if there is no train directly in front of that signal (no train is assigned), then KZZ is set to J.
  • KZZ is set to J if the train confirms the reduction of the MA and is not directly in front of this signal (the move is not assigned) e Confirmation of the train only arrives, if it is already directly in front of the signal (the train is assigned to the signal), then KZZ is not changed.
  • FIG. 2 An example of an emergency stop if the train is still ahead of the start signal X102 is in FIG. 2 shown.
  • the signal box sends to signal X102 the stop reason "not energized". As a result, the RBC shortens the MA to the position of signal X102. Furthermore, the signal box sends signal X103 the target signal monitoring "technical or emergency monitoring". In this case, the RBC may only set the KZZ command to J on signal X103 if the train confirms the reduction of the MA and is still in front of signal X102.
  • KZZ is set to J. Note: Due to the target signal monitoring "BAZ or GZF", it is unlikely that the KZZ will be set to J. In order for BAZ to be operated or a back-up route to be set, a train must be in the route, ie. the signal is assigned a train. So that after that the KZZ is set to J, no signal may be assigned to the signal. This is e.g. then the case, when the corresponding train performs an "end of mission", thus disarming the driver's cab.
  • the signal box reports target signal monitoring "no monitoring case"; KZZ is set to N.
  • the signal box reports target signal monitoring "target resolved”; KZZ remains unchanged.
  • KZZ is set to J. This only has to be done if the target signal monitoring "NAZ, BAZ, GZF or, technical or emergency monitoring""is applied to the signal.
  • KZZ must be set to N.
  • the train is assigned to signal X103. Since the KZZ now changes to N, the route X102-X103 can not be manually cleared. After the train has stopped, he can switch through the train driver in the fashion "Post Trip". As a result, the assignment to X103 is deleted again and the KZZ is set to J. Now the route X102-X103 can be manually resolved.
  • This behavior is also required in the interlocking so that it can correctly update the states propagated by the start signal MKSamStart and STSamStart on the target signal of a road.
  • the signal box reports target signal monitoring "technical or emergency monitoring" ".
  • the RBC will send a UES to all trains that are directly in front of the signal (assigned moves). If all these moves have confirmed the receipt of the UES and at least one move is in front of the signal (at least one move is assigned), then MKZ is set to J.
  • the signal box reports target signal monitoring "no monitoring case”; MKZ is set to N.
  • the signal box reports target signal monitoring "target resolved”; MKZ remains unchanged.
  • MKZ is set to N.
  • the signal box signals a hold reason "not zugbewirkt". If the RBC has not given a move beyond the signal to any move at this point, MKS remains unchanged. At this point, if the RBC has given a train an MA beyond the signal, the RBC shortens the MA to the signal position on the train. If the move confirms the MA's cut, MKS is set to J. The interlocking signal indicates that there is no cause "None" .MKS is set to N.
  • MKS is set to J. If the train is to be shortened to the signal position by a train, then MKS is set to J if the train confirms the reduction of the MA to a signal position in the back. This can e.g. This is the case if an emergency stop has also been served on a previous signal and the train confirms the MA cut to the previous signal position before confirming the cut to the signal position under consideration.
  • FIG. 3 shows the situation of an emergency stop with two affected signals.
  • the train has a MA up to signal X104. Now an emergency stop is operated on signal X103.
  • the signal box transmits the stop reason "not energized” for the signal X103, whereupon the RBC sends the train the MA truncates to signal position X103.
  • the emergency stop is operated on X102.
  • the signal box sends the halt reason "not energized" for X102, whereupon the RBC truncates the MA to signal position X102.
  • the RBC must also set the MKS at signal X103 to J. This would not have been necessary for the route resolution because this information of the shortened MA is further propagated by the interlocking to the signal X103.
  • the operations BAZ, NAZ and GZF are accepted or rejected by the interlocking primarily due to inter-station conditions.
  • the connection state between interlocking and RBC in particular the connection state between Interlocking & Interface Component (IIC) / Overhead Management Component (OMC) and RBC) is considered only indirectly, since not explicitly known as such.
  • connection status axle counter (ACC) and IIC / OMC is implicitly taken into account for each operation since the operation either does not reach the ACC or the acknowledgment of the approval test fails.
  • the emergency release time for the delayed resolution is started in the signal box by the NAZ interface (immediately before stop reasons and target signal monitoring are sent to the RBC). If then a rule for the instantaneous resolution is fulfilled, the emergency release time is aborted and the road is dissolved.
  • the signal box checks if a delayed resolution rule is met. If this is the case, the road is dissolved. Otherwise, no resolution takes place. If at least one relevant train is still moving at this time, the manual resolution can be operated again. After all relevant trains have come to a standstill, they will be dissolved, provided all downtimes are credible. Otherwise, the road must be resolved by means of single resolution.
  • the signal box reports the RBC states of No train at start Affected "KZS J" and "KZS N" from the start signal of a train route via the lane to the destination signal, as long as the start is not resolved.
  • FIG. 4 shows by way of example how the states of MKS and STS in the signal box are propagated through the routes. It should be mentioned that now the route 103 and then also the route 104 are resolved immediately with a manual route resolution. The route 104 triggers without delay, since at X104 the states of MKS and STS remain stored by the signal X102 even after the resolution of the route 103.
  • the interlocking signal reports the RBC states of MA cut-off signal acknowledged "MKS J" and "MKS N" of the roll target from the start signal of a train lane via the lane to the target signal, as long as the start is not resolved. If the target signal is sustained and committed without interruption (target and start stress / determination (on)), the information is also forwarded to the next signal. In the case of a route extension (the next train route is set and determined), the condition "MKS at the start" after the route has been defined must also be propagated to the destination signal of this extension. This also applies to other route extensions. Exception: An RBC state "MKS J" propagated into an FZF or BES may only be propagated to the next destination (ie destination FZF / BES). The confirmed MA cut to the signal can be max. be valid until the destination of a FZF / BES.
  • the signal box reports the RBC states of the standstill "STS J" and "STS N" of the role Target from the start signal of a train path via the track to the target signal, as long as the start is not resolved. If the target signal is uninterrupted and fixed (target and Start load / set (on)), the information is also forwarded to the next signal.
  • the state "STS at start” must also be propagated to the destination signal of this extension after the route has been defined. This also applies to other route extensions. Exception: An RBC state "STS J" propagated into an FZF or BES may only be propagated to the next destination (ie destination FZF / BES). The stoppage of the train can max. be valid until the destination of a FZF / BES.
  • the route must propagate the states of MKS and STS currently present at the start signal to the destination signal. This will be any, from past signals propagated MKS and STS, obsolete, since the evaluation of these states must be made for a newly assigned train.
  • the central feature here is that the RBC monitors the signal sections associated with this RBC with regard to track occupancy and locomotion of a train that may be present in one of the signal sections and train control components assigned to the signal sections such as axle counter, track circuit with regard to a correct function.
  • the position and / or the speed of a train is reported by the vehicle unit to the RBC.
  • Track occupancy, position and / or speed of a train, as well as the condition of the train control components are transmitted from the RBC to the Signal box or first evaluated in the RBC with the RBC logic and reported as report / telegram to the interlocking.
  • the interlocking logic determines depending on the above-mentioned reported data, whether an already set from at least one signal section existing road is to be resolved. In the case of a road to be dissolved, a shortening of the Movement Authority to the Switzerlandspitze or to a start signal of the next signal section from the signal box to the RBC and from this on to the vehicle unit or reported directly from the RBC to the vehicle unit.
  • the already set route is resolved precisely after the vehicle device acknowledges the shortening of the Movement Authority to the line center and the line center has detected the stoppage of the vehicle and reported this information to the interlocking.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP15173368.0A 2015-06-23 2015-06-23 Procédé de communication d'une dilatation d'une autorité de mouvement d'un centre de contrôle sur une unité de commande Pending EP3109127A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP15173368.0A EP3109127A1 (fr) 2015-06-23 2015-06-23 Procédé de communication d'une dilatation d'une autorité de mouvement d'un centre de contrôle sur une unité de commande

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP15173368.0A EP3109127A1 (fr) 2015-06-23 2015-06-23 Procédé de communication d'une dilatation d'une autorité de mouvement d'un centre de contrôle sur une unité de commande

Publications (1)

Publication Number Publication Date
EP3109127A1 true EP3109127A1 (fr) 2016-12-28

Family

ID=53502450

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15173368.0A Pending EP3109127A1 (fr) 2015-06-23 2015-06-23 Procédé de communication d'une dilatation d'une autorité de mouvement d'un centre de contrôle sur une unité de commande

Country Status (1)

Country Link
EP (1) EP3109127A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114179867A (zh) * 2021-11-18 2022-03-15 通号万全信号设备有限公司 一种轨道交通列车定位的调整方法及装置
EP4098508A1 (fr) * 2021-06-03 2022-12-07 Siemens Mobility AG Procédé d'accès optimisé à une section de destination par détermination dynamique de la vitesse de libération

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2216230A1 (fr) * 2009-02-04 2010-08-11 Thales Deutschland Holding GmbH Procédé de libération de route après l'annulation de la route par un poste d'aiguillage
GB2512901A (en) * 2013-04-10 2014-10-15 Siemens Rail Automation Holdings Ltd Method for releasing overlaps

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2216230A1 (fr) * 2009-02-04 2010-08-11 Thales Deutschland Holding GmbH Procédé de libération de route après l'annulation de la route par un poste d'aiguillage
GB2512901A (en) * 2013-04-10 2014-10-15 Siemens Rail Automation Holdings Ltd Method for releasing overlaps

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4098508A1 (fr) * 2021-06-03 2022-12-07 Siemens Mobility AG Procédé d'accès optimisé à une section de destination par détermination dynamique de la vitesse de libération
EP4098509A1 (fr) * 2021-06-03 2022-12-07 Siemens Mobility AG Procédé d'accès optimisé à une section cible par détermination dynamique de la vitesse de libération
CN114179867A (zh) * 2021-11-18 2022-03-15 通号万全信号设备有限公司 一种轨道交通列车定位的调整方法及装置
CN114179867B (zh) * 2021-11-18 2024-01-19 通号万全信号设备有限公司 一种轨道交通列车定位的调整方法及装置

Similar Documents

Publication Publication Date Title
EP2879934B1 (fr) Commande d'un véhicule ferroviaire
EP3448736B1 (fr) Procédé et dispositif de commande d'un passage à niveau
DE102015210427A1 (de) Verfahren sowie Einrichtung zum Ermitteln einer Fahrerlaubnis für ein spurgebundenes Fahrzeug
WO2016146365A1 (fr) Procédé et dispositif servant à influencer de manière automatique des véhicules guidés sur rails
DE102013101927A1 (de) Vorrichtung, Zugendekontrollgerät, Schienenstrecke und Verfahren zur Datenübertragung
DE4406720C2 (de) Zugsicherungssystem
EP3782870B1 (fr) Procédé et poste de commande centrale destinés au fonctionnement d'une voie ferrée
WO2018050479A1 (fr) Surveillance d'un véhicule sur rails dans un système de sécurité etcs
DE102012202046A1 (de) System zur Steuerung, Sicherung und/oder Überwachung von Fahrwegen spurgebundener Fahrzeuge sowie Verfahren zum Betreiben eines solchen Systems
DE102019204135A1 (de) Verfahren zum gemischten Betrieb eines gleisgebundenen Streckenabschnitts mit Weiche sowie Streckenabschnitt und Weiche
DE19828878A1 (de) Verfahren zur Datenreduktion im Bahnbetrieb
EP4079600A1 (fr) Procédé d'évaluation optimisée d'affectation pour la délivrance d'un permis de conduire pour un véhicule ferroviaire / train pour un train circulant devant
EP2088051B1 (fr) Procédé et dispositif destinés au réglage sécurisé d'une voie de circulation pour un véhicule sur rail
EP3109127A1 (fr) Procédé de communication d'une dilatation d'une autorité de mouvement d'un centre de contrôle sur une unité de commande
DE102015004161A1 (de) Verfahren und System zur dynamischen Fahrwegsicherung in einer mehrgleisigen Gleisanlage
EP3013666B1 (fr) Procédé d'exploitation d'un système de commande automatique de la marche d'un train et système de commande automatique de la marche d'un train
DE102019211966A1 (de) Gleisgebundener Streckenabschnitt, ausgestattet mit einem automatischen Zugsicherungssystem, und Verfahren zu dessen Betrieb
CH698679B1 (de) Verfahren zur Steuerung eines Fahrzeuges, insbesondere eines Schienenfahrzeuges.
DE102004057907A1 (de) Verfahren bei der Einbindung von Rangiervorgängen bei der Zugsteuerung und Zugsicherung mittels bidirektionaler Funk-Informationsübertragung
EP2945831B1 (fr) Procédé et dispositif de commande automatique de trains par etcs de niveaux l1 et/ou l2
EP3925851A1 (fr) Système et procédé pour effectuer un controle d'entrée pour un véhicule ferroviaire
DE102004042979A1 (de) System zum sicheren Betrieb von auf Fahrstrecken verkehrenden gleisgebundenen Zügen
EP3943363B1 (fr) Système de commande ferroviaire à blocage de commande
EP1118522B1 (fr) Procédé de sécurité de distance pour trains
DE102016217905A1 (de) Überwachung eines Schienenfahrzeugs

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20170519

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: SIEMENS MOBILITY AG

17Q First examination report despatched

Effective date: 20190423

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS