EP3280631A1 - Procédé et dispositif de détermination d'une autorisation de circuler pour un véhicule guidé sur rails - Google Patents

Procédé et dispositif de détermination d'une autorisation de circuler pour un véhicule guidé sur rails

Info

Publication number
EP3280631A1
EP3280631A1 EP16723716.3A EP16723716A EP3280631A1 EP 3280631 A1 EP3280631 A1 EP 3280631A1 EP 16723716 A EP16723716 A EP 16723716A EP 3280631 A1 EP3280631 A1 EP 3280631A1
Authority
EP
European Patent Office
Prior art keywords
track
vehicle
bound vehicle
bound
axle counting
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.)
Withdrawn
Application number
EP16723716.3A
Other languages
German (de)
English (en)
Inventor
Andreas DRIEMEL
Jan Norden
Karsten Rahn
Patrik Zuralski
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 GmbH
Original Assignee
Siemens 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 AG filed Critical Siemens AG
Publication of EP3280631A1 publication Critical patent/EP3280631A1/fr
Withdrawn legal-status Critical Current

Links

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 vehicle train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or vehicle train, e.g. pedals
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/161—Devices for counting axles; Devices for counting vehicles characterised by the counting methods
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/10—Arrangements for trains which are closely following one another
    • 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 vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle 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
    • B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/026—Relative localisation, e.g. using odometer
    • 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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/33—Backup systems, e.g. switching when failures occur
    • 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 vehicle train, e.g. braking curve calculation
    • B61L2027/204—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using Communication-based Train Control [CBTC]

Definitions

  • a method for determining a driving license for a track-bound vehicle which may be, for example, a rail vehicle, a track-guided vehicle with Kunststoffberei ⁇ tion or a maglev, is for example from the company publication "Trainguard MT - Optimal
  • Moving Block operation is enabled. This assumes that the track-bound vehicles in operation report their position cyclically to a trackside facility of the train control system. Based on the reported positio ⁇ nen be determined for the individual track-bound vehicles driver laubnisse and to the respective vehicle übermit ⁇ telt. In this case, comprises a corresponding license, the üb ⁇ SHORT- is also referred to as "movement authority" at least an indication to the effect to what point may continue to move the respective track-bound vehicle.
  • the present invention has for its object to provide a method and a device for determining a driving license for a track-bound vehicle, which he ⁇ possible to reduce in the case of operational special situations or disturbances resulting impairments of driving or minimize.
  • This object is achieved according to the invention by a method for determining a driving license for a track-bound vehicle which travels on a section divided into axle counting sections by means of an axle counting system, wherein the position of the track-bound vehicle is determined, the determined position is used to check whether the track-bound vehicle completely takes place in one of Achsloseabitese be ⁇ , the number of axles of the track-bound vehicle with the number which is compared in accordance with the axle counting system in the person concerned to Achstageabterrorism disposed axes and provided that the track-bound vehicle is located entirely within the be ⁇ taken Achsoutheasternabterrorism and the number the Ah ⁇ sen of the track-bound vehicle with the number of Ach sen located in accordance with the axle counting system in this Achsterrorismab
  • Vehicle is determined, which is assumed to be free from other track-bound vehicles in the determination of the driver ⁇ license of lying in the direction of travel in front of the track-bound vehicle part of the respective axle counting.
  • the inventive method for determining a driving license for a track-guided vehicle can thus be used in such cases in which the track-bound vehicle Bezie ⁇ hung, several track-bound vehicles divided on a means of an axle counting system in Achsonneabête
  • the method according to the invention advantageously makes use of the fact that train control systems, for example in the form of CBTC systems, frequently have as a fallback level a train detection system not used in normal operation.
  • train detection system In a complete or partial failure of Switzerlandbeein.ungssys ⁇ tems this train detection system is used for an emergency or disturbance operation, in which case the ability ⁇ ability of the system is severely limited because, for example, no
  • the position of the track-bound vehicle is determined.
  • the next step is to check, based on the determined position, whether the lane-bound vehicle is completely in one of the axle counting sections.
  • the number of axes of the tracked vehicle is determined by the number of axles located in the respective axle counting section according to the axle counting system compared.
  • the inventive method is advantageous because it is thereby reduced in the Fal ⁇ le of operational malfunctions or special situations for the running of the track-bound vehicle or the track-bound vehicles resulting limitations.
  • This concerns in particular those operating ⁇ union situations where a statement as to whether possibly staying any other rail-borne vehicle in the relevant Achs suddenlyabites next to the spurge--bound vehicle, first is not possible.
  • Achsloseabites by the track-bound vehicle itself be ⁇ lays and issued by the track detection system in the form of Achsterrorismsystems occupancy information thus taken no statement as to whether the track-bound vehicle possibly another, no position messages donating vehicle wholly or partly ⁇ way stops in the relevant Achsonneabêt.
  • the method according to the invention advantageously combines information about the number of axles of the tracked vehicle with the number of axles located according to the axle counting system in the respective axle counting section. If the corresponding numbers of axles do not match, this is a clear indication that another lane-bound vehicle is in the relevant axle counting section. However, provided that the number of axles of the track-bound vehicle with the number of the axes situated under the axle counting system in this Achsterrorismabites matches and at the same time, the track-bound vehicle is located completely in the relevant Achstappedabterrorism, so is rejected by ⁇ , that there is no other track-guided in the relevant Achsonneabterrorism Vehicle stops.
  • the inventive method eliminates the need for a corresponding limited operation of the track-bound vehicle in many situations, ie a moving block operation can be maintained or earliest ⁇ possible (re) recorded. As a result, the robustness and reliability of the driving operation are increased thereby.
  • Achsqueab ⁇ cut in the sense of the present application also may be a composite of several adjacent Achschargeabitesen “logical” Achspaidabrough. In this case, which requires a corresponding synchronization of the axis ⁇ meter of axle counting system, are thus combined two or more adjacent Achschargeabitese to a logical Achschargeabrough in the be ⁇ trachtung.
  • a driving license for the track-bound vehicle be determined, wherein in the determination of the driving turn of the located in the direction of travel in front of the track-bound vehicle part of the respective logical axle counting is assumed to be free of other track-bound vehicles.
  • At least one other track-bound vehicle is taken into account in the determination of the driving, the at least partly in the ⁇ concern is the track section. It is at the considered at least one other track-bound vehicle to such a track-guided vehicle whose posi ⁇ tion is known, that is just not releasing a the system "un- kanntes" no position report other driving ⁇ convincing.
  • the at least one further track-bound vehicle is taken into account such that the driving license for the track-bound vehicle is only determined if the at least one further track-bound vehicle is also completely located in the relevant axle counting section.
  • the axis counting section may again be a logical axis counting section formed from a plurality of adjacent axis counting sections.
  • the inventive method may also be such further developed in that the at least one further spurge ⁇
  • Thematic vehicle is taken into account such that the sum the number of axles of the track-bound vehicle and of the at least one further track-bound vehicle is compared with the number of axes located according to the axle counting system in this axle counting section and the driving license for the track-bound vehicle is determined, provided that the at least one further track-bound vehicle is in running direction of the tracked vehicle seen behind this.
  • Vehicles can stop simultaneously, based on a Ver ⁇ equal to the number of axes of the known located in the Achsterrorismabterrorism track bound vehicles with the number of axes located according to the Achsterrorismsystem in this Achsterrorismabterrorism a statement to be made as to whether the range of the track between the track-bound vehicle and the frontier limit of the axle is free of other track-bound vehicles or not.
  • the license also refers all or part of such on these following Achsonneab ⁇ cut that the license until this axis ⁇ counting section into or to whose end is enough.
  • the situation can be treated that the following in the direction of travel axis counting section is occupied by another track-bound vehicle, but in ⁇ example, based on a comparison of the number of axles of wide ⁇ ren tracked vehicle with the number of according to the axle counting in the following Achsterrorismabterrorism befindli ⁇ chen axes ensures that only the other track-bound vehicle is staying in this Achsterrorismabterrorism.
  • a driving license for the track-bound vehicle can be determined, which reaches as far as the known position of the other track-bound vehicle in the following axle counting section.
  • the method according to the invention is configured such that the driving permission for the track-bound vehicle is determined by a stationary control device of a train control system.
  • the stationary control device of a train control system may be about an axis arranged at the track component in this case on the one hand.
  • the license for the track-bound vehicle and a stationary control device in the form of a central controller of a train control system is ermit ⁇ telt, wherein the communication with the wayside optionally tracked vehicles may be carried out with the interposition of components arranged on the track.
  • the position of the track-bound vehicle can basically be determined in any manner known per se.
  • the position of the spurge ⁇ -bound vehicle is on the vehicle side is determined and transmitted to the sta- tionary control means and is determined by the stationä ⁇ ren control device based on the transmitted position whether the track-bound vehicle entirely in one of Achsoutheasternabête located.
  • a ⁇ be known method for the automatic influencing of trackbound vehicles typically a vehicle-side Posi ⁇ tion determining the respective track-bound vehicle. This can be done for example by using a hodometer, et ⁇ wa in the form of a position encoder and / or a Radarmess coupled, optionally with the additional use of stretch side balises as reference points.
  • CBTC systems To report CBTC systems usually their duly determined posi ⁇ tion to a stationary control device of the CBTC system. At the same time, its integrity is to be guaranteed or monitored by the respective track-bound vehicle. A transmission of information to the stationary control device to the effect that the integrity of the respective track-bound vehicle is ensured, for example, ⁇ such that only a valid position is transmitted to the stationary control device by a track-bound vehicle, if the integrity of the track-bound vehicle guaranteed by that even those who can ⁇ . Based on the transmitted (current) position of the track-bound vehicle, it is possible the stationary controller, to determine whether the track-bound vehicle entirely in one of Achsoutheasternabête befin ⁇ det.
  • surcharges are preferably taken into account that can take into account, for example, inaccuracies of the position determination and / or buffer overhangs.
  • the method according to the invention is transmitted from the track-bound vehicle, the number of its axles to the stationary control device and the number of axles of the spurge ⁇ -bound vehicle from the stationary control means with the number of in accordance with the axle counter in the respective Achsoutheasternabites compared axes. This is advantageous since the track-bound vehicle will usually know the number of its axles. This applies insbesonde ⁇ re in the case of rail vehicles in the form of underground trains or subways, usually operating in fixed configurations.
  • the number of axles of the track-bound vehicle for example, this be known as a configuration parameter that can be fixed or determined, for example, during the commissioning of the track-bound vehicle or entered by an operator.
  • the stationary control device Based on the number of axles of the lane-bound vehicle transmitted by the lane-bound vehicle to the stationary control device, it is possible for the stationary control device to compare the number of axles of the lane-bound vehicle with the number of axles located in the relevant axle counting section according to the axle counting system. This means that an information on the number of axes located in the respective axle counting section is transmitted to the stationary control device on the part of the axle counting system or the stationary control device in turn has access to the corresponding information of the axle counting system.
  • the driving license is transmitted from the stati ⁇ ondid control device to the track-bound vehicle. This is advantageous because it is enables the track-bound driving ⁇ generating thereby to carry out its further driving operation based on the received license.
  • the inventive method can also be designed such that the track-bound vehicle in a CBTC (Communications-Based Train Control) system is operated. Due to its architecture CBTC systems üb ⁇ SHORT- allow implementation of the method according to the invention with comparatively little effort.
  • CBTC Common-Based Train Control
  • the object underlying the invention is further achieved by a device for determining a driving license for a track-bound vehicle, which runs on a subdivided by Achs destroyedsystems in Achsterrorismabterrorisme route, wherein the device is adapted to determine the position of the track-bound vehicle, based on the determined Position to check whether the track-bound vehicle is completely in one of the Achsunkabête bezin ⁇ det, the number of axles of the track-bound vehicle with the number of according to the axle counting system in the respective
  • Achsloseabites axes to compare and to determine a driving license for the track-bound vehicle, if the track-bound vehicle is completely in the be ⁇ struck axle counting and the number of axes of the track-bound vehicle with the number of located according to the axle counting in this Achsterrorismabites axes in the determination of the driving license, the device assumes the part of the axle counting section in the direction of travel in front of the track-bound vehicle as free from other track-bound vehicles.
  • the means according to the invention comprises at least one disposed on the spurge ⁇ -bound vehicle and to-vehicle device at least one stationary control device of a Switzerlandbeeinflus ⁇ sungssystems.
  • the device according to the invention is designed to carry out one of the abovementioned preferred developments of the method according to the invention.
  • the device according to the invention as part of a CBTC (Communications Based Train Control) system is also.
  • CBTC Communication Based Train Control
  • Embodiment of the device according to the invention in a situation in which a track-bound vehicle is located completely in an axle counting section,
  • Figure 1 shows for explaining an embodiment of the method according to the invention in a first schematic diagram of an arrangement with an embodiment of he ⁇ inventive device in a situation in which a track-bound vehicle 10 is in a fully Achstage ⁇ portion.
  • the track-bound vehicle 10 has a vehicle device 11, which is connected via a communication link to a vehicle-side transmission device 12.
  • vehicle-side transmitting means 12 it is possible for the track-bound vehicle 10 and its vehicle device 11 to transmit a position 15 of the track-bound vehicle 10 to a trackside About ⁇ tragungs worn 30th
  • the track-side transmission device 30 is connected by communication technology to a track-side device 40, which in turn communicates with a stationary control device 50 of a train control system.
  • trackside Studentstra ⁇ restriction device 30, the trackside device 40 and the stationary control device 50 notwithstanding could be performed from ⁇ of the representation position of Figure 1 also partially or entirely as a common component or more common components.
  • angenom- men that the track-bound vehicle 10 moves in a travel ⁇ direction D along a path 20, which may be a railway for a subway or underground, for example.
  • the track bonded vehicle 10 is operated in a train control system in the form of a CBTC (Communications-Based Train Control) system.
  • CBTC Common-Based Train Control
  • the track-bound vehicle 10 reports its position to the trackside transmission device 30 by means of the vehicle-side transmission device 12.
  • the corresponding side determined by the track-bound vehicle 10 the position-transmitting device 30 transmitted position 15, which explicitly or implicitly includes an indication of the position of the front ⁇ end and an indication of the position of the rear end of the track-bound vehicle 10 is indicated in Figure 1 by a corresponding "position band", which before ⁇ preferably the accuracy of the vehicle-side position determination and optionally other aspects, such as example ⁇ , buffers overhangs taken into account.
  • the position of 15 from the vehicle device 11 or a tethered to this component or a plurality of connected to these components is determined.
  • this ka For example, using at least one Wegimpulsgebers, at least one Radar ⁇ measuring device, at least one GNSS (Global Navigation Satellite System) receiver and / or other be ⁇ known components, if necessary, including link-side components, such as in Form of balises, done.
  • GNSS Global Navigation Satellite System
  • a driver's license for the track-bound vehicle 10 is ermit ⁇ telt by the stationary control device 50 and the vehicle side at the about the trackside transmission device 30 Transmission device 12 and transmitted from this to the vehicle device 11.
  • the track-bound vehicle 10 is thus informed where the next danger point lies, ie to what point on the route 20 it can safely continue its journey.
  • a similar situation can play as occur at ⁇ when the track-bound vehicle 10 starts its driving operation and the CBTC system as a whole does not yet have sufficient information to exclude the existence of other "non-reporting" of rail vehicles on the track 20th Furthermore, a situation of the type mentioned can also occur if failures or disruptions occur in the communication between the track-bound vehicles operated in the CBTC system and the track-side device 40 or corresponding track-side devices fallback often a track free ⁇ alarm system, whose information is not commonly used in normal operation.
  • a corresponding track ⁇ free alarm system in the form of an axle counting system is shown in Figure 1 by means of wheel sensors or Achsoutheastern sensors 61, 62, 63 and Achscharge-Ausnceein directions 71 and 72 indicated.
  • the axle counting evaluation devices 71 and 72 are connected on the one hand with the wheel sensors 61, 62, 63 and on the other hand with a signal box 80 communication technology.
  • the wheel sensors 61, 62 and 63 two Achsloseabterrorisme be formed with the track-bound vehicle 10 is in the off ⁇ exemplary implementation of Figure 1 in the left, seen in the direction of travel D rear Achsloseabterrorism formed by the wheel sensors 61 and 62 ,
  • the free-field information of the axle counting system now also makes no statement as to whether it is in front of the track-bound vehicle 10 in the direction of travel D possibly another track-bound vehicle in the limited by the wheel sensors 61 and 62 Achschargeabites stops.
  • the device illustrated in Figure 1 may be be ⁇ driven according to an embodiment of the method according to the invention is advantageously as follows: On the part of the stationary controller 50 is based on the track-bound from the vehicle 10 and its in-vehicle device 11 determines specific position of the track-bound device transmitted to the stationary control device 50 by means of the vehicle-side transmission device 12 and the track-side device 30 and the track device 40
  • Vehicle 10 is checked whether the track-bound vehicle 10 is completely in one of the Achsonneabête. Ent ⁇ speaking the illustration of FIG 1, this is according to the reported position 15 in the shown embodiment, the case that the track-bound vehicle 10 is fully ⁇ constantly in the formed respectively by the wheel sensors 61 and 62 Achschargeabrough limited.
  • the stationary control device 50 allows the recom- to compare the number of axles of the tracked vehicle 10 with the number of axles according to the axle counting system in the respective axle counting section.
  • the stationary control device 50 is also connected to the interlocking 80 communication technology, so that the stationary control device 50 is the number of located according to the Achsfreshsystem in the axle counting axis or the stationary control device 50 can access this information.
  • the track-bound vehicle 10 has four axes. It should be taken ⁇ that reside also in accordance with the axle counter in the space formed by the two wheel sensors 61 and 62 Achschargeabterrorism four axes. After the track-bound vehicle 10 takes place entirely in the relevant Achstappedabêt be ⁇ and also the number of axles of the track-bound vehicle 10 with the number of the axes situated under the axle counting system in this Achsterrorismabites matches, determines the stationary controller 50 is now a license for the track-bound vehicle 10, wherein in the determination of the driving permission in the direction of travel D located in front of the tracked vehicle 10 part of the respective Achsoutheasternabitess, ie the area between the front end of the tracked vehicle 10 and the wheel sensor 61 is assumed to be free of other track-bound vehicles.
  • the driving permission determined under the aforementioned assumption confirmed by the comparison of the axles is subsequently transmitted from the stationary control device 50 via the trackside device 40 and the trackside transmission device 30 to the vehicle-side transmission device 12, which passes on the license to the vehicle device 11.
  • the driving determined by the sta ⁇ tionary Control 50 may additionally take into account that in accordance with the axle counting system, that is provided by the Achsoutheastern evaluator 72 free reporting information, formed by the wheel sensors 62 and 63 in the direction of travel D the following Achsliableab ⁇ cut is free of any track-bound vehicles.
  • the license for the track-bound vehicle 10 can thus up to the wheel sensor 62, to the Radsen ⁇ sor 63, up to a point lying between these two point or even further lying in the direction of travel point.
  • Figure 2 shows to further explain the embodiment of the method according to the invention in a second schematic sketch of the arrangement with thewhosbei ⁇ game of the device according to the invention in a situation in which the track-bound vehicle and another track-bound vehicle are completely in the Achsonneabêt.
  • FIG. 2 shows a situation in which behind the track-bound vehicle 10, as seen in the direction of travel D, another track-bound vehicle 10a is located analogous to the track bound vehicle 10 has a vehicle device IIa and a vehicle-side transmission device 12a. Determined by the other track-bound vehicle 10a and transmitted by means of the vehicle-side transmission device 12a on the trackside transmission device 30 and the trackside device 40 to the stationary Steuerein ⁇ direction 50 position 15a is analogous to the position 15 of the track-bound vehicle 10 by a corresponding position band in Figure 2 indicated.
  • the position 15a of the further track-bound vehicle 10a lies completely in the axle counting section delimited by the wheel sensors 61 and 62.
  • both the track-bound vehicle 10 and the further track-bound vehicle 10a each have four axles.
  • Figure 3 shows the further explanation of the embodiment of the method according to the invention in a third schematic sketch of the arrangement with thewhosbei ⁇ game of the device according to the invention in a situation in which the track-bound vehicle is completely in the Achsonneabites, the other track-bound Fahr ⁇ stuff only incomplete.
  • Achsterrorismsystem located in the axle axis concerned axes are not reliably excluded that seen in the direction of travel D in front of the track-bound vehicle 10 may also be another track-bound vehicle wholly or partially in the relevant Achsterrorismab ⁇ section stops. Therefore, the other track-bound driving ⁇ generating 10a is considered in the situation illustrated in Figure 3 such that the track-bound vehicle 10 no Driving license is determined. The reason for this is thus that the further track-bound vehicle 10a is not completely located in the respective axle counting section.

Abstract

La présente invention concerne un procédé ainsi qu'un dispositif de détermination d'une autorisation de circuler pour un véhicule guidé sur rails (10), lesquels permettent de limiter autant que possible des perturbations de la circulation se produisant en cas de situations exceptionnelles de fonctionnement ou de perturbations. Selon l'invention, le procédé se déroule de telle sorte que la position (15) du véhicule guidé sur rails (10) est déterminée, à l'aide de la position déterminée (15), on vérifie si le véhicule guidé sur rails (10) se trouve entièrement dans une section de comptage d'essieux d'un système de comptage d'essieux (61, 62, 63, 71, 72), le nombre d'essieux du véhicule guidé sur rails (10) est comparé au nombre d'essieux se trouvant dans la section de comptage d'essieux concernée selon le système de comptage d'essieux (61, 62, 63, 71, 72) et pour autant que le véhicule guidé sur rails (10) se trouve entièrement dans la section de comptage d'essieux concernée et que le nombre d'essieux du véhicule guidé sur rails (10) coïncide avec le nombre d'essieux se trouvant dans cette section de comptage d'essieux selon le système de comptage d'essieux (61, 62, 63, 71, 72), une autorisation de circuler pour le véhicule guidé sur rails (10) est déterminée. Lors de la détermination de l'autorisation de circuler, la partie de la section de comptage d'essieux concernée située devant le véhicule guidé sur rails (10) dans la direction de conduite est supposée être exempte d'autres véhicules guidés sur rails.
EP16723716.3A 2015-06-08 2016-05-12 Procédé et dispositif de détermination d'une autorisation de circuler pour un véhicule guidé sur rails Withdrawn EP3280631A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015210427.3A DE102015210427A1 (de) 2015-06-08 2015-06-08 Verfahren sowie Einrichtung zum Ermitteln einer Fahrerlaubnis für ein spurgebundenes Fahrzeug
PCT/EP2016/060647 WO2016198231A1 (fr) 2015-06-08 2016-05-12 Procédé et dispositif de détermination d'une autorisation de circuler pour un véhicule guidé sur rails

Publications (1)

Publication Number Publication Date
EP3280631A1 true EP3280631A1 (fr) 2018-02-14

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP16723716.3A Withdrawn EP3280631A1 (fr) 2015-06-08 2016-05-12 Procédé et dispositif de détermination d'une autorisation de circuler pour un véhicule guidé sur rails

Country Status (7)

Country Link
US (1) US10752270B2 (fr)
EP (1) EP3280631A1 (fr)
CN (1) CN107709136B (fr)
BR (1) BR112017023823A2 (fr)
DE (1) DE102015210427A1 (fr)
HK (1) HK1246744A1 (fr)
WO (1) WO2016198231A1 (fr)

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DE102017209926A1 (de) * 2017-06-13 2018-12-13 Siemens Aktiengesellschaft Verfahren zum Betreiben eines spurgebundenen Verkehrssystems
DE102017209928A1 (de) 2017-06-13 2018-12-13 Siemens Aktiengesellschaft Verfahren zum Betreiben eines spurgebundenen Verkehrssystems
EP3508395A1 (fr) * 2018-01-08 2019-07-10 Siemens S.A.S. Système et méthode de localisation de véhicules guidés par comparaison de comptage d'essieux
DE102018210326A1 (de) * 2018-06-25 2020-01-02 Siemens Aktiengesellschaft Verfahren und Einrichtung zum Erkennen hinterherfahrender Fahrzeuge
CN109518548B (zh) * 2018-12-05 2023-09-05 中国铁建重工集团股份有限公司 轨道保护装置
CN111806514B (zh) * 2020-07-23 2021-06-29 四川瑞云信通科技有限公司 一种进路式计轴集成系统和方法
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HK1246744A1 (zh) 2018-09-14
US10752270B2 (en) 2020-08-25
DE102015210427A1 (de) 2016-12-08
WO2016198231A1 (fr) 2016-12-15
CN107709136A (zh) 2018-02-16
CN107709136B (zh) 2020-07-03

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