EP3529122A1 - Procédé d'étalonnage d'un capteur de roue et capteur de roue correspondant et installation ferroviaire équipée d'un tel capteur de roue - Google Patents

Procédé d'étalonnage d'un capteur de roue et capteur de roue correspondant et installation ferroviaire équipée d'un tel capteur de roue

Info

Publication number
EP3529122A1
EP3529122A1 EP17807762.4A EP17807762A EP3529122A1 EP 3529122 A1 EP3529122 A1 EP 3529122A1 EP 17807762 A EP17807762 A EP 17807762A EP 3529122 A1 EP3529122 A1 EP 3529122A1
Authority
EP
European Patent Office
Prior art keywords
wheel sensor
calibration
sensor
wheel
time
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
EP17807762.4A
Other languages
German (de)
English (en)
Inventor
Klaus Heinrich
Carsten HEISE
Eric Nannen
Lutz-Helge Radwan
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 Mobility GmbH
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 Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP3529122A1 publication Critical patent/EP3529122A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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 train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • 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 train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/167—Circuit details
    • 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 train
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • 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 train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/162—Devices for counting axles; Devices for counting vehicles characterised by the error correction
    • 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 train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/169—Diagnosis

Definitions

  • wheel sensors are used for example for wheel detection and axle counting in train detection systems.
  • wheel sensors are also used for other switching and reporting tasks, such as a karbewirkte switching on and off of level crossing security systems or train announcement.
  • Corresponding wheel sensors which can be based on different principles of action, detect wheels of rail vehicles usually due to their iron mass. Depending on the particular type of sensor, it is necessary in this case, the loading ⁇ influencing that already experienced by the wheel sensor in the absence of an animal to be detected by the rail wheel, to be determined by Ka ⁇ librieren the wheel sensor as a ground state.
  • this process must be repeated at regular time intervals, for example, to compensate for the occurring Ab ⁇ use of the rail or to be considered by the calibration of the wheel sensor.
  • other changes and influencing factors can lead to a renewed calibration of a wheel sensor is required ⁇ it.
  • the present invention is based on the object to a particularly flexibly applicable method for automatically calibrating or calibration of a wheel sensor ⁇ give.
  • This object is achieved by a method for calibrating a wheel sensor, which is determined by the wheel sensor that a calibration is performed, is determined by the wheel sensor suitable for performing the calibration and the calibration of the wheel sensor itself to the determined Time is carried out.
  • a time suitable for carrying out the calibration is determined by the wheel sensor. This means that the wheel sensor not only independently decides whether a calibration is to be performed, but also automatically determines the time suitable for carrying out the calibration. In this case, the determination of the time suitable for the calibration by the wheel sensor takes place without involving further components. This means in particular that the wheel sensor in this context receives no messages or signals from other components, such as in the form of a higher-level control computer.
  • the wheel sensor performs the calibration of itself at the time determined.
  • the actual calibra ⁇ tion is here as well as the preceding process ⁇ steps are carried out automatically, ie without the need for an intervention of maintenance personnel is required.
  • the inventive method thus enables an automatic calibration ⁇ diagram of the wheel sensor, all process ⁇ steps are performed by the wheel sensor itself, so that this fully automatically calibrated. This offers the particular advantage that further, higher-level components or a communication with such
  • the inventive method is independent of the respective function and integration of the respective wheel sensor in the respective railway technical system used flexibly.
  • data messages or signals of another component of the wheel sensor are received.
  • the terms “calibration” and “calibration” are used to denote any activities and processes in which the wheel sensor is calibrated or adjusted with respect to an uninfluenced state.
  • a new basic setting of the wheel sensor which goes beyond a one ⁇ times Driftnach Unit done.
  • the calibration of the wheel sensor may include, for example, setting or readjustment of thresholds or other operating parameters of the wheel sensor with respect to one or more determined in un ⁇ influenced state of the wheel sensor measuring size be ⁇ relationship as measured variables.
  • Step of the method according to the invention also temporally reversed or can run completely or partially in parallel.
  • the wheel sensor first of all determines a time which is suitable for carrying out the calibration, and it is only then possible to check whether a calibration is actually to be carried out.
  • the corresponding test may for example include several ⁇ re partial steps, of which at least one before and at least one can be carried out after the determination of appropriate for performing the calibration timing.
  • the determination of the time suitable for carrying out the calibration to have a plurality of sub-steps, of which at least one is performed before and at least one after the check as to whether a calibration is to be carried out.
  • wheel sensor any device for detecting wheels or axles of a rail vehicle is referred to as a wheel sensor.
  • the wheel sensor can have, for example, at least one transmitting device and at least one receiving device.
  • wheel sensors in the sense of the present invention are also known under the terms "point of delivery", “axle counting point” or “rail contact.” Depending on the mode of operation and design of the respective wheel sensor, different times can be used to carry out the be suitable calibration.
  • the inventive method is such wei ⁇ ned, and that for the implementation of the calibra ⁇ tion appropriate time by the wheel sensor, using a he ⁇ knew end of a Befahrung of the wheel sensor is determined by a railway vehicle.
  • This is advantageous since After the end of a survey of the wheel sensor, that is, for example, after completed passage of a train, usually for the calibration sufficiently long time window is available to expect in the taking into account the minimum train sequence no further driving is.
  • the calibration is also conceivable, for example, for the calibration to be carried out between the detection of successive wheels. This assumes that the calibration takes only a very short time, about in the microsecond range. In this case, the time suitable for carrying out the calibration is thus determined on the basis of a recognized end of a Passing the wheel sensor determined by a wheel of the rail vehicle.
  • the end of the wheel sensor's travel by the rail vehicle is detected by the wheel sensor taking into account a chronological sequence of the detection of wheels of the rail vehicle.
  • the wheel sensor taking into account a chronological sequence of the detection of wheels of the rail vehicle.
  • a crossing of a rail vehicle for example in the form of a train
  • several wheels are detected by the respective wheel sensor within a certain period of time.
  • ⁇ taking into account the timing of detecting the wheels of the rail vehicle may in this case the part of the wheel sensor to the closed end to passing over and are thus be that a present to carry out the calibration appropriate time.
  • the method according to the invention can be further developed here in such a way that the end of the wheel sensor's travel through the rail vehicle is detected by the wheel sensor, provided that no further wheel is detected by the wheel sensor within a predetermined time span or time determinable by the wheel sensor.
  • the predetermined or determinable by the wheel sensor time is in this case chosen such that it is substantially longer than the pauses between the detection of individual wheels of the rail vehicle, so that it can be concluded with high reliability ⁇ speed that the rail vehicle actually completely passes the wheel sensor Has.
  • the speed of the rail vehicle and / or a speed change of the rail vehicle is determined by the wheel sensor and taken into account when Erken ⁇ nen the end of the driving of the wheel sensor. This is to be avoided in particular that falsely assumed due to a deceleration or to Standstill the rail vehicle ⁇ part on the part of the wheel sensor is that the rail vehicle has already passed fully ⁇ the wheel sensor ⁇ .
  • the speed or Ge ⁇ in speed will of the rail vehicle can be determined by the wheel sensors ⁇ for example due to the time lag of detecting wheels of the rail vehicle who ⁇ .
  • Wheel sensor after detection of the corresponding situation advantageously a due calibration 29ie ⁇ ⁇ to the effect that the respective time is recognized as unsuitable for performing the calibration.
  • the inventive method can also be configured such that is determined by the wheel sensor, taking into account a comparison of at least one measured value with at least one setpoint that a calibration is to be performed. This is advantageous because a demand calibra tion ⁇ can be ensured by an appropriate comparison. This means in particular that a calibration of the wheel sensor is only carried out if this said at least one measured value, which preferably refers to the un- influenced state of the wheel sensor, in fact, it is due to a deviation ⁇ conducive.
  • a temporal mean value of the at least one measured value is thereby formed and the time ⁇ Liche mean value of the at least one measured value is compared with the minimum ⁇ to a desired value.
  • the time average of the at least one measured value is formed over a period of one day or several days.
  • the time of day dependent Ef fect ⁇ for example in the form of a temperature dependence, and transmit challenges avoided that corresponding effects calibrations trigger the wheel sensor.
  • averaging of the at least one measured value over one day that is, a Zeitdau he ⁇ of exactly or at least substantially 24 hours or several days, that is essentially a multiple of 24 hours are appropriate time of day dependent effects upstream part way enough, in a simple manner considered.
  • the wheel sensor determines whether a calibration is to be performed, provided that the comparison of the at least one measured value with the at least one desired value results in a deviation lying in a predetermined value range.
  • a calibration of the wheel sensor as a function of the respective circumstances can also be omitted if the deviation between the at least one measured value and the at least one desired value is too great in magnitude. In this case, the deviation thus exceeds the "calibratable range", so that a calibration of the wheel sensor is not expedient, for example a disturbance of the wheel sensor, an influence on the wheel sensor by a wheel or a drop of the wheel sensor from the rail ,
  • this may advantageously also be such that it is determined by the wheel sensor that a calibration souzu ⁇ lead, if since the last calibration a predetermined period of time has passed.
  • a corresponding temporal condition for themselves be used alone or be combined with a comparison of at least one measured value with at ⁇ least a desired value, so that a Kali ⁇ bration of the wheel sensor, for example, only then takes place or is required if ten since the letz ⁇ Calibration is exceeded for a predetermined period of time and at the same time a deviation of a measured value of the wheel sensor is determined by a desired value.
  • the method according to the invention can be used both for single-channel and for dual-channel wheel sensors. In this case, two-channel wheel sensors, which are also referred to as double sensors, usually used for a direction detection of rail vehicles.
  • the method according to the invention can be so pronounced that the method is carried out independently of one another in a wheel sensor with two sensor channels in each of the two sensor channels.
  • This offers the advantage that each of the two sensor channels can autonomously decide on the need and timing of its calibration. In particular, this avoids dependencies between the sensor channels, which could possibly impair the safety of the wheel sensor.
  • the method according to the invention can advantageously also be developed in such a way that the method is carried out in a wheel sensor with two sensor channels across both sensor channels.
  • This offers the advantage that, on the one hand, a coordination between the two sensor channels is possible in that they do not simultaneously perform a calibration.
  • This can be advantageous, for example, in that unforeseen driving can be detected by the respective other sensor channel even during the current calibration, which may be advantageous in terms of the signal-technical safety of the wheel sensor.
  • ⁇ there is in principle the possibility that in the context of the calibration of the wheel sensor information of the two sensor channels are merged, for example, to determine the speed of a passing rail vehicle and this in the decision when a suitable time for a required calibration is present to take into account.
  • the invention also relates to a wheel sensor, in particular for a train detection system.
  • the wheel gauge of the present invention has for its object to provide a wheel sensor, the librieren a particularly flexibly applicable method for automatic calibration of the wheel sensor based Ka or under ⁇ .
  • a Radsen ⁇ sor in particular for a train detection system, wherein the wheel sensor is designed such that it determines that a calibration is to be performed, determines a suitable time for performing the calibration and the calibration of himself to the determined Timing.
  • the wheel sensor according to the invention is designed to carry out the method according to one of the previously described preferred developments of the method according to the invention.
  • the invention further comprises a railway technical system, in particular train detection system, with at least ei ⁇ nem wheel sensor according to the invention or with at least one wheel sensor according to the aforementioned preferred embodiment of the invention Radsensors.
  • FIG. 1 shows a schematic sketch of an exemplary embodiment of the method according to the invention in a schematic sketch of signals detected by a wheel sensor during driving through a rail vehicle and
  • FIG. 1 shows a schematic sketch of an exemplary embodiment of the method according to the invention in a schematic sketch of signals detected by a wheel sensor during driving through a rail vehicle and
  • FIG. 1 shows a schematic sketch of an exemplary embodiment of the method according to the invention in a schematic sketch of signals detected by a wheel sensor during driving through a rail vehicle
  • FIG. 2 for further explanation of the embodiment of the method according to the invention is a flowchart.
  • FIG. 1 shows to explain an embodiment of the method according to the invention in a schematic sketch of a wheel sensor during a drive by a rail vehicle detected signals.
  • signals Si to S32 which are detected by a wheel sensor in the context of a vehicle through a rail vehicle.
  • the Be ⁇ handle "Befahrung” is understood that sors move the wheels of the rail vehicle through a detection area of the Radsen- and consequently detected by this.
  • the corresponding wheel sensor may be used for different switching and control tasks in an automated railway operation 1, the signals Si to S32 are detected by the wheel sensor at times ti to t3 2.
  • the rail vehicle consists of eight vehicles each having four axes, wherein two axes each moving within a bogie may be summarized. in this case could example as ⁇ respectively the signals Si to S 4, S 5 to Sg, S9 to S12, S13 to Si6, S17 to S20, S21 to S24, S25 to S28 and S29 to S32 on wheels of a corresponding vehicle or Fa be ⁇ train part, be attributed in the form of a locomotive or a car, the rail vehicle.
  • the maximum time interval between the consecutive signals Si to S32, the with At max occurs between the detection of the second and the third axis of the first vehicle.
  • the maximum center distance within ei ⁇ nes rail vehicle about 20m, so that it can be deduced from the respective speed of the rail vehicle or ei ⁇ ner expected speed of the same to the maximum distance At max between the successive signals Si to S32.
  • the maximum time interval At max could of course also occur with another of the vehicles of the rail vehicle, depending on a possible change in the speed of the rail vehicle and the respective vehicle types. If it has now been determined by the wheel sensor that a calibration of itself is to be performed, this can determine a time suitable for carrying out the calibration.
  • the wheel sensor can derive the time at which a calibration is to be triggered or be derived essentially from the state sequences "occupied” / "free" of one or, in the case of a dual-channel double sensor of both sensor systems.
  • the decision on the point in time at which a calibration is permissible or suitable for a calibration can be made separately or from the result of both subsystems in each subsystem or channel of the wheel sensor or axle counting point. It is essential here that further components, such as, for example, an axle counting computer in the indoor installation, are not involved in determining the time which is suitable for carrying out the calibration. This is particularly advantageous in cases in which a change in the interface between the respective wheel sensor and the indoor unit is thereby avoided.
  • the wheel sensor is advantageously configured in such a way that it correctly reports wheel crossings during calibration or at least recognizes them and can issue an error message.
  • different embodiments are possible depending on the design of the respective wheel sensor. So even shortest bike crossings, ie with the highest occurring speed, typically take about 3ms. Unless the wheel sensor is calibrated faster or through calibration with respect to its De- not tektionsparty is impaired, which has through ⁇ calibration result no effect on the reliability of the wheel sensor.
  • the time suitable for carrying out the calibration can be determined by the wheel sensor on the basis of a detected end of a wheel sensor tracking by a rail vehicle and then the calibration of the wheel sensor itself at the determined time.
  • the end of a wheel sensor tracking by a rail vehicle can be determined by the wheel sensor on the basis of a detected end of a wheel sensor tracking by a rail vehicle and then the calibration of the wheel sensor itself at the determined time.
  • the end to passing over the Radsen- can sors by the rail vehicle in this case be, for example, then detected by the wheel sensor, when no further wheel detected by the wheel sensor within a front ⁇ identified or identifiable by the wheel sensor period Ate.
  • the time span can be predetermined in such a way that, for example, it is set to a constant value of, for example, 45 s .
  • the time span can also be determined, for example, by the wheel sensor itself.
  • the time span t e ⁇ a Learnfa ches of the detected from the wheel sensor maximum distance between the max At successive signals Si is up S32.
  • the time span t e can be selected as five or ten times the maximum time interval At max or determined by the wheel sensor itself.
  • the braking capacity of the trains running on the respective route can also be taken into account, for example, in order to be able to reliably exclude in the region of the respective wheel sensor even in the event of braking of the respective rail vehicle
  • Rail vehicle in the area of the wheel sensor has braked sharply and possibly has come to a standstill and there ⁇ not completed with the driving of the wheel sensor is.
  • the speed of the rail vehicle and / or a change in speed of the same may be determined by the wheel sensor and taken into account when detecting the end of the driving of the wheel sensor.
  • FIG. 2 shows a flow chart for further explanation of the exemplary embodiment of the method according to the invention.
  • a predetermined period of time may be, for example, one month or even three
  • step 20 If the condition is fulfilled, ie the predetermined time has elapsed since the last calibration, the method continues with step 20; otherwise, it goes back to the starting point in that, for example, it is again checked at regular time intervals whether in the meantime the predetermined time since the last calibration has elapsed.
  • the part of the wheel sensor ge ⁇ checks whether a calibration taking into account of a comparison of at least one measured value with at least one setpoint value is required.
  • a time average of a measured value in the form of a Rieht or rest voltage of Radsensors is formed and this mean value is supplied in a Ver ⁇ driving step 40 as input to the test step 20.
  • a time- ⁇ Liche averaging over a period of one day or several days, in particular daytime dependent effects such as temperature effects,
  • the wheel sensor checks in step 20 based on a comparison equalization of the at least one measured value in the form of MEAN ⁇ tes the rectified voltage at rest with a desired value, such as in the form of the detected within the last calibration value of the rectified voltage, whether located in a predetermined range of values Deviation is present. In this case, therefore is made as that the concerned deviate ⁇ deviation is not too large and not too small and the wheel ⁇ sensor thus is in a "calibratable range" a test. If this is the case, the process proceeds to the Ver ⁇ method step 50 on. Otherwise, the method jumps back to the starting point, as a calibration of the wheel sensor is not erfor ⁇ sary or not appropriate in consideration of the measured value.
  • a time suitable for carrying out the calibration is then determined by the wheel sensor, after it has been determined in the preceding steps that a calibration is to be carried out.
  • the wheel sensor checks whether it is occupied by a wheel of a rail vehicle or if a corresponding occupancy or driving is to be expected. In accordance with the embodiments in connection with FIG 1, this can for example be achieved in that the wheel sensor he knows the end of a Befahrung the wheel sensor by a rail vehicle ⁇ and the time in question is determined as appropriate for the calibration time. If the wheel sensor each time as itself has determined its suitable for the calibration, the wheel sensor takes in the process ⁇ step 60 by the calibration of itself. Otherwise, the wheel sensor checks in particular at its next
  • a time counter is reset or a time stamp is set in method step 70. This information can be used by the wheel sensor in the sequence the next time through the process step 10 to decide whether from a temporal point of view, a calibration of the wheel sensor is required.
  • the method further advantageously also for such situations or wheel ⁇ sensors is applicable, in which only is a one-way interface between the wheel sensor and, for example, an evaluation computer available , so that a corresponding information transfer would not be possible rela- as a change in the interface, for example for the in ⁇ nena location, would require.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)

Abstract

L'invention concerne un procédé d'étalonnage automatique d'un capteur de roue qui peut être mis en œuvre de manière particulièrement flexible. Selon l'invention, le capteur de roue détermine qu'un étalonnage doit être effectué (10, 20), le capteur de roue détermine un moment approprié pour effectuer l'étalonnage (50) et le capteur de roue effectue lui-même l'étalonnage au moment déterminé (60). L'invention concerne en outre un capteur de roue pour mettre en œuvre ce procédé.
EP17807762.4A 2016-12-16 2017-11-16 Procédé d'étalonnage d'un capteur de roue et capteur de roue correspondant et installation ferroviaire équipée d'un tel capteur de roue Pending EP3529122A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016225276.3A DE102016225276A1 (de) 2016-12-16 2016-12-16 Verfahren zum Kalibrieren eines Radsensors sowie entsprechender Radsensor
PCT/EP2017/079387 WO2018108428A1 (fr) 2016-12-16 2017-11-16 Procédé d'étalonnage d'un capteur de roue et capteur de roue correspondant et installation ferroviaire équipée d'un tel capteur de roue

Publications (1)

Publication Number Publication Date
EP3529122A1 true EP3529122A1 (fr) 2019-08-28

Family

ID=60515347

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17807762.4A Pending EP3529122A1 (fr) 2016-12-16 2017-11-16 Procédé d'étalonnage d'un capteur de roue et capteur de roue correspondant et installation ferroviaire équipée d'un tel capteur de roue

Country Status (4)

Country Link
US (1) US11427233B2 (fr)
EP (1) EP3529122A1 (fr)
DE (1) DE102016225276A1 (fr)
WO (1) WO2018108428A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2925664T3 (es) * 2019-07-19 2022-10-19 Frauscher Sensortechnik GmbH Método para medir el desgaste de un riel y sistema de evaluación
CN114715218B (zh) * 2022-05-17 2022-09-09 北京全路通信信号研究设计院集团有限公司 一种光纤光栅传感器计轴方法、系统和设备

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5395078A (en) * 1991-12-09 1995-03-07 Servo Corporation Of America Low speed wheel presence transducer for railroads with self calibration
CA2302760A1 (fr) 1997-09-04 1999-03-11 Brian Neil Southon Compteur de roues de chemin de fer et systemes de commande de blocs
DE102009037369A1 (de) 2009-08-11 2011-02-17 Siemens Aktiengesellschaft Verfahren zum Kalibrieren eines Radsensors einer Gleisfreimeldeanlage, Radsensor sowie Gleisfreimeldeanlage
CA2685575A1 (fr) * 2009-12-08 2011-06-08 Brian N. Southon Systeme de detection de train en voie

Also Published As

Publication number Publication date
DE102016225276A1 (de) 2018-06-21
US20190329801A1 (en) 2019-10-31
WO2018108428A1 (fr) 2018-06-21
US11427233B2 (en) 2022-08-30

Similar Documents

Publication Publication Date Title
EP3445635B1 (fr) Procédé permettant de faire fonctionner un dispositif de localisation et dispositif de localisation
WO2000060322A1 (fr) Procede et dispositif permettant de controler le chassis de vehicules a plusieurs axes
EP2212180A1 (fr) Détermination de la durée de vie résiduelle d'un élément de véhicule
DE102013101927A1 (de) Vorrichtung, Zugendekontrollgerät, Schienenstrecke und Verfahren zur Datenübertragung
WO2018108428A1 (fr) Procédé d'étalonnage d'un capteur de roue et capteur de roue correspondant et installation ferroviaire équipée d'un tel capteur de roue
EP3787950B1 (fr) Procédé et dispositif de détection de véhicules suivant un véhicule
DE10233845B4 (de) Diagnose- und Überwachungsvorrichtung einer Bremszuspanneinrichtung eines Fahrzeugs
EP3158344B1 (fr) Procédé et dispositif de reconnaissance d'un déraillement
AT519824B1 (de) Anlage zur überwachung der integrität eines zuges
DE102008023347A1 (de) Verfahren zum Erkennen und Zuordnen von Haltfällen und Haltfallerkennungseinrichtung für ein Zugsicherungssystem
DE10020520B4 (de) Verfahren und Vorrichtung zum Überwachen von Fahreigenschaften eines Schienenfahrzeuges
EP2289757B1 (fr) Procédé pour le calibrage d'un capteur de roue d'une installation de voie ferrée par la détection de l'occupation de voie, capteur de roue et installation
EP1591335B1 (fr) Processus pour déterminer la distance entre une balise et un signal de préannonce
EP3795451A1 (fr) Procédé de localisation d'un véhicule dans une station destinée à un arrêt du véhicule
DE102009015011A1 (de) Verfahren zur Überwachung der Laufstabilität bei Schienenfahrzeugen
DE102017222324A1 (de) Verfahren und Vorrichtung zum Ermitteln eines Verschleißzustandes von Rädern eines Schienenfahrzeugs
WO2018104040A1 (fr) Procédé et dispositif destinés au diagnostic d'un aiguillage sous charge
AT502459A1 (de) Verfahren zum ermitteln des verkehrszustandes
EP2718167B1 (fr) Procédé et dispositif de commande pour déterminer la longueur d'au moins une section de voie
EP3494024A1 (fr) Commande de frein de voie à poutre
DE102022131912A1 (de) Verfahren zum betreiben eines schienenfahrzeugs auf einer gleisanlage
EP3963291A1 (fr) Ensemble capteur conçu pour surveiller un système technique et procédé pour faire fonctionner un ensemble capteur
DE102010012926B4 (de) Verfahren zum zeitgerechten, akustischen Warnen von Fahrgästen eines schienengebundenen Fahrzeuges, insbesondere eines Zuges, und eine Vorrichtung zu dessen Durchführung

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

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

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

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: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20190520

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

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
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

17Q First examination report despatched

Effective date: 20211025