EP4126633A1 - Verfahren zur positionsüberwachung eines abgestellten schienenfahrzeugs und computerprogramm, insbesondere für zugsicherungssystem - Google Patents
Verfahren zur positionsüberwachung eines abgestellten schienenfahrzeugs und computerprogramm, insbesondere für zugsicherungssystemInfo
- Publication number
- EP4126633A1 EP4126633A1 EP21711760.5A EP21711760A EP4126633A1 EP 4126633 A1 EP4126633 A1 EP 4126633A1 EP 21711760 A EP21711760 A EP 21711760A EP 4126633 A1 EP4126633 A1 EP 4126633A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vehicle
- ipos
- side device
- train
- protection system
- 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.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 48
- 238000004590 computer program Methods 0.000 title claims abstract description 24
- 238000012544 monitoring process Methods 0.000 title claims abstract description 16
- 230000004807 localization Effects 0.000 claims abstract description 30
- 238000012790 confirmation Methods 0.000 claims description 3
- 238000011156 evaluation Methods 0.000 claims description 2
- 238000001514 detection method Methods 0.000 abstract description 3
- 238000005259 measurement Methods 0.000 description 5
- 230000008901 benefit Effects 0.000 description 4
- 238000007689 inspection Methods 0.000 description 4
- 230000008569 process Effects 0.000 description 4
- 238000012545 processing Methods 0.000 description 4
- 238000013459 approach Methods 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 230000003993 interaction Effects 0.000 description 2
- 230000003213 activating effect Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000008676 import Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000003137 locomotive effect Effects 0.000 description 1
- 238000013507 mapping Methods 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
- 238000001228 spectrum Methods 0.000 description 1
- 230000009897 systematic effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/021—Measuring and recording of train speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
-
- 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
- B61L27/70—Details of trackside communication
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L2201/00—Control methods
Definitions
- the invention relates to a method for monitoring the position of a vehicle parked on a track, wherein
- the vehicle is equipped with an on-board device for an automatic train protection system
- the invention also relates to a computer program product and a provision device for the same
- Computer program product the computer program product being equipped with program instructions for carrying out this method.
- the invention also relates to an automatic train track system with an installed computer program.
- Automatic train protection systems enable partially or fully automated operation of rail vehicles.
- the train protection systems are equipped in such a way that the vehicles can be located at any time with the required accuracy Depot.
- Onboard ATP Automatic Train Protection
- Modern, radio-based systems also include a trackside device of the train control system, which reports the train movements via position received from the vehicles sure tracked.
- CBTC Common-Based Train Control
- the vehicles (trains) and the train protection device should be switched off on the one hand in order to save energy.
- the vehicles should return to the most comfortable operating mode (e.g. CTC, Continuous Train Control, without fixed) as quickly as possible
- CMD Cold Movement Detection
- the method proposed according to DE 102011 077 760 DE for the safety-relevant determination of a change in position of a switched-off rail vehicle, in particular a locomotive, is used in rail vehicles which have at least one axle encoder for generating an electrical signal depending on the angular position of a wheel axle of the rail vehicle and with a system for Determination of the absolute position, ie equipped to locate the rail vehicle, the insufficient accuracy of which is made risk-free by the proposed method.
- This can in particular be a satellite navigation system.
- a CMD is implemented in that the axis encoder is connected to a State memory interacts, which stores the movements of the axis until the train is switched on.
- EP 3240718 B1 relates to a device for detecting a cold movement of a rail vehicle with a display device and with an actuation device for activating the display device. Any movement of the vehicle is determined mechanically so that the vehicle can do without a power supply when it is stationary.
- a detector device in the form of a radar is installed on the track side, with a vehicle located in the effective area of the radar being able to be monitored for movement.
- the vehicle can also be equipped with a suitable reflection device for radar location.
- the vehicle must then be parked in the effective area of the detector device.
- this also results in an additional outlay on components that must be provided for each track-side parking position for vehicles.
- the object of the invention is therefore to provide a method for monitoring a vehicle parked on a track, which, with the lowest possible cost of additional components, enables sufficiently reliable monitoring even when the vehicle is switched off.
- the object of the invention is to specify a computer program product and a provision device for such a product with which the method can be carried out.
- a first position value and, independently of this, a second position value is determined with a further localization system
- the device on the track transmits a position value representing the actual position of the vehicle to the device on the vehicle.
- the first position value is created by the automatic train protection system as long as the vehicle is still in operation. This is advantageously a value with an accuracy that can be determined, for example, while the vehicle is driving over a balise.
- a further localization system is used, which can be, for example, a so-called depot management system and which is anyway is installed in a train system for its reliable operation.
- the second position value is normally less precise with regard to the reliability of the localization of the vehicle. In no case does the second position value meet the requirements that apply to the automatic safety system.
- the second position value Since the first position value and the second position value can differ from one another due to the measurement inaccuracies of the two position values, the second position value must first be assigned to the vehicle.
- the first position value that was determined by the automatic train protection system already has an assignment to the vehicle in question.
- the assignment of the second position value can take place, for example, by means of a plausibility check. Regardless of a possible discrepancy between the two position values, an assignment of the second position value is possible, for example, if there are no other vehicles in the vicinity of the relevant vehicle that could be considered for an assignment.
- a confidence interval for the deviations of the second position value from the first position value can be defined for the assignment.
- the second position value assigned to the vehicle is used, which is defined as the actual position during the CMD regardless of any deviation from the first (and more precise) position value.
- the accuracy of the determination of further position values is sufficient, with a sufficiently large deviation from the actual position being interpreted as meaning that the vehicle has moved.
- the trackside device of the train protection system can immediately transmit a position value representing the actual position of the vehicle to the vehicle. This is done according to the standard applicable to the train protection system, so that all of the required releases are advantageously connected to the said position value that are required for operation of the vehicle.
- the train protection system uses the first position value, since this has a higher accuracy.
- the first position value is unusable. Instead, the most recent of the other position values is transmitted. If the train protection system has not received position values from the further localization system but the deviations of the further position values from the second position value, a position value is determined taking into account the first position value and the transmitted deviations and transferred as the position value representing the position. Only in these cases is a subsequent control run necessary in order to again determine a more precise position value required for the operation of the train protection system.
- the advantage of the invention lies in the utilization of normally external, unused because unsafe location information for the train protection system.
- the vehicle can therefore be completely switched off (no energy consumption in the parking position) and is immediately available again to the train control system with precise location information (the first position value) after being switched on again, which means that operations can normally be started without prior manual location travel.
- a tracking trip is therefore only required if a movement of the vehicle has been determined by monitoring the second position value (comparison with the other position values).
- a sequence of the method according to the invention can, for example, run as follows through a depot management system in a depot for vehicles.
- the location server of the depot management system i.e. the local location system (e.g. Simatic RTLS) regularly determines the current parking position of each vehicle (in this example without restricting the generality of one) using installed reference points (anchor points), radio and triangulation methods by determining additional position values every move) in the depot.
- this parking position of each train is made available to the track-side device of the train protection system. Before switching off, it compares the measured second position value with the train position tracked by the automatic train protection system, the first position value (in the CBTC system, Trainguard MT with the OPR onboard position reports of the trains) in order to rule out systematic errors.
- the trackside device of the train protection system permanently monitors the position obtained from the further localization system.
- the position determined by the further localization system is determined again and again at a fixed interval by means of radio and triangulation methods and is also communicated to the trackside device of the train protection system in this fixed interval.
- a data volume of location information is therefore available in the trackside device of the train protection system.
- a relative movement of the train can be determined from this amount of data, a measurement error resulting from a deviation of the second position value from the first position value having already been neutralized by comparing these two position values.
- the trackside device of the train protection system can, according to the invention, inform the train of its position.
- the terms “create”, “calculate”, “calculate”, “determine”, “generate”, “configure”, “modify” and the like preferably refer to actions and / or Processes and / or processing steps that change and / or generate data and / or convert the data into other data.
- the data are in particular in the form of physical quantities, for example as electrical impulses or also as measured values.
- the required instructions / program commands are in one Furthermore, the terms “receive” “send”, “import”, “read”, “transmit” and the like refer to the interaction of individual hardware components and / or software components via interfaces as a radio link, and / or in terms of software, for example as an interaction between egg Individual program modules or program parts of one or more computer programs can be implemented.
- “computer-aided” or “computer-implemented” can be understood to mean, for example, an implementation of the method in which one or more computers executes or executes at least one method step of the method.
- the term "computer” is to be interpreted broadly; it covers all electronic devices with data processing properties. Computers can thus, for example, be personal computers, servers,
- a “memory unit” can be understood to mean, for example, a computer-readable memory in the form of a random access memory (RAM) or data memory (hard disk or a data carrier).
- RAM random access memory
- data memory hard disk or a data carrier
- a “processor” can mean, for example, a machine, for example a sensor for Generation of measured values or an electronic circuit.
- a processor can in particular be a central processing unit (CPU), a microprocessor or a microcontroller, for example an application-specific integrated circuit or a digital signal processor, possibly in combination with a memory unit for storing program commands, etc. .
- a processor can also be, for example, an IC (integrated circuit), in particular an FPGA (field programmable gate array) or an ASIC (application-specific integrated circuit), or act as a DSP (digital signal processor).
- a processor can also be understood to be a virtualized processor or a soft CPU. For example, it can also be a programmable processor that is equipped with a configuration for executing a computer-aided method.
- a tolerance range is defined for the deviation of the actual position from the target position, the train protection system excluding movement of the vehicle as an evaluation result as long as the actual position is within the tolerance range.
- the target position is a parking position for the vehicle
- This type of monitoring is particularly advantageous when vehicles are parked in a depot for a longer period of time.
- the depot has different parking positions for the vehicles, which can be approached in order to put the vehicles out of operation (switch off).
- a tolerance for the further position values is established in such a way that vehicles standing one behind the other on a track cannot collide.
- a safety distance must be maintained for this, whereby the tolerance range must be smaller than this safety distance.
- the tolerance range can preferably be selected to be less than 50%, preferably less than 30% and even more preferably less than 25% of the safety distance between parking positions of neighboring vehicles.
- the tolerance range allows a deviation from the target position of less than 100 cm, preferably less than 50 cm and most preferably less than 20 cm.
- the tolerance range With such a definition of the tolerance range, it is taken into account that it must be sufficiently precise so that the vehicle can be put into operation again taking into account the first position value. If this is the case, the confidence interval within which the vehicle could have moved must not be too large, since the automatic train control system does not know any positional deviation associated with a movement within the tolerance range. It should be noted that the first position value is corrected by the automatic train protection system as soon as it determines a more current position value, for example when crossing a balise.
- the train control system refuses to control the departure of the vehicle when a comparison of the actual position with the The desired position shows that the vehicle has moved in the switched-off state of the vehicle-side device.
- the refusal of a control for the departure of the vehicle advantageously represents a safety gain. This ensures that the vehicle is not accidentally started with the train control system, although it has left its target position during the standstill.
- the train protection system can only be activated again after a control drive, the control drive serving to reliably determine the position of the vehicle.
- the train protection system enables a manual control drive, the train protection system taking over control of the vehicle as soon as the train protection system has located it.
- a manual inspection drive is carried out by trained operating personnel.
- the control drive is used to reliably determine your position.
- the operating staff can use certain position marks or be supported by technical devices of the train control system. In any case, it is possible for the operating staff to check the plausibility of a position determination before they approve the handover of the vehicle to the train protection system. In addition, it is possible for the operating personnel to determine the cause of why a vehicle has moved from its parking position during the standstill.
- the train protection system can only take over control if a manual release has previously taken place, the train protection system waiting for a relevant release signal.
- a so-called ATO start button can be provided.
- the train control system takes over the control for the departure of the vehicle in a safe mode when a comparison of the The actual position with the setpoint position shows that the vehicle has moved in the switched-off state of the vehicle-side device, the actual position being used as the basis for the control as the position value.
- the safe mode contains safety measures that are intended to avoid an accident, for example a low permissible maximum speed of, for example, 25 km / h.
- Automatic operation in a safe mode can advantageously be selected if the risk of an accident is very low. This is the case, for example, if the vehicle was parked in a depot when leaving the depot after overcoming a comparatively short distance (e.g. less than 100 m, preferably less than 50 m, even more preferably less than 25 m), a trackside location device such as a balise provides a reliable position value for the automatic train protection system.
- the train protection system takes over a current position value as soon as this has been determined by passing a trackside locating device of the train protection system, and the train protection system then ends the safe mode.
- the automatic train protection system can then take full control again.
- the device on the vehicle is switched on, the actual position of the vehicle or a deviation of the actual position from the target position of the vehicle is displayed in a display device in the vehicle.
- the display in the vehicle advantageously facilitates a manual inspection drive in particular.
- the amount of the deviation can be assessed as a measure of the hazard potential.
- the device on the vehicle is switched on, the actual position of the vehicle or a suggestion of a calculated one Position of the vehicle is displayed, with an input device being able to enter a confirmation which confirms the correspondence of the actual position or the suggested position of the calculated position with the true position of the vehicle.
- the output of the actual position in the vehicle enables qualified train personnel to compare the displayed location with reality during a manual inspection.
- the train crew can confirm that the vehicle has been reliably located (for example using the ATO start button mentioned above, the automatic train control system can take over control again.
- the further localization system is formed by a satellite-supported navigation system and / or a local positioning system installed at the location where the vehicle is switched off.
- the local positioning system installed at the place where the vehicle is switched off is the equipment that is already provided as an infrastructure for positioning in a depot for vehicles (already mentioned above), for example. There is therefore advantageously no additional expenditure on components to implement the method according to the invention.
- a satellite-based navigation system such as GPS
- a GPS receiver is inexpensive to purchase and easy to assemble, so that the additional effort resulting from GPS localization is kept within narrow limits.
- a computer program product with program instructions for carrying out the mentioned method according to the invention and / or its exemplary embodiments is claimed, the method according to the invention and / or its exemplary embodiments being able to be carried out in each case by means of the computer program product.
- a provision device for storing and / or providing the computer program product.
- the provision device is, for example, a data carrier that stores and / or provides the computer program product.
- the provision device is, for example, a network service, a computer system, a server system, in particular a distributed computer system, a cloud-based computer system and / or virtual computer system, which the computer program product preferably stores and / or provides in the form of a data stream.
- the provision takes place, for example, as a download in the form of a program data block and / or command data block, preferably as a file, in particular as a download file, or as a data stream, in particular as a download data stream, of the complete computer program product.
- This provision can, for example, also take place as a partial download, which consists of several parts and is downloaded in particular via a peer-to-peer network or made available as a data stream.
- Such a computer program product is read into a system using the supply device in the form of the data carrier, for example, and executes the program commands so that the method according to the invention is carried out on a computer.
- At least the trackside facility is equipped with the computer program.
- This variant has the advantage that not all vehicles have to be retrofitted with the program if they are already in use. In the case of new vehicles, the vehicles can also be equipped with the computer program. This has the advantage that the method can run automatically to its full extent and is also supported by the vehicle itself.
- the described components of the embodiments each represent individual features of the invention that are to be considered independently of one another, which also develop the invention independently of one another and are thus also to be regarded as part of the invention individually or in a combination other than the one shown. Furthermore, the described embodiments can also be supplemented by further features of the invention that have already been described.
- Figure 1 shows an embodiment of the automatic train protection system according to the invention (track-side device) in the execution of a Embodiment of the method according to the invention as a schematic drawing
- FIG. 2 shows an exemplary embodiment of the method according to the invention as a flow chart.
- a track GL is shown on which a vehicle FZ is. This is parked in a target position SPOS in a depot DP.
- the vehicle also has an on-board device FE of an automatic train control system (for example CBTC). This can communicate with a trackside device SE of the automatic train control system when the vehicle FZ is in operation.
- the trackside device SE of the automatic train control system is represented by a control center LZ and a trackside locating device in the form of a balise BL.
- the vehicle FZ is monitored by a further localization system LSI, which is housed locally in the depot DP, and / or by a further localization system LS2, which is formed by a satellite that represents a satellite-supported navigation system.
- a further localization system LSI which is housed locally in the depot DP, and / or by a further localization system LS2, which is formed by a satellite that represents a satellite-supported navigation system.
- All of the functional units mentioned in accordance with FIG. 1 communicate with a cloud CLD (with the exception of the further localization system LS2 in the form of a satellite, which is only used for satellite-supported localization of the vehicle FZ).
- the method according to the invention according to FIG. 1 is thus supported by cloud computing.
- the functional units can also communicate directly with one another in a manner not shown through wired interfaces or radio interfaces.
- a “cloud” is to be understood as an environment for “cloud computing” (German computer cloud or data cloud). What is meant is an IT infrastructure that is made available via a network such as the Internet. It usually includes storage space, computing power or application software as a service, without that these must be installed on the local computer using the cloud. These services are offered and used exclusively through technical interfaces and protocols, such as a web browser. The range of services offered in the context of cloud computing covers the entire spectrum of information technology and includes infrastructure, platforms and software, among other things.
- the method according to the invention can proceed as follows.
- the vehicle FZ enters via the track GL, it drives over the trackside locating device BL, whereby a position value POSO is determined as a reference.
- the vehicle FZ then moves into its target position SPOS in the depot DP.
- the automatic train protection system can determine the first position value POS1 on the basis of the position value POSO. This is done with an accuracy that is given by the technical requirements of the automatic train protection system.
- Locating systems LSI, LS2 determine a second position value POS2, both the first position value POS1 and the second position value POS2 representing the target position SPOS of the vehicle FZ, but being able to differ due to possible measurement errors. Regardless of deviations, the second position value POS2 is assigned to the vehicle FZ.
- the vehicle FZ is then switched off, so that the device FE on the vehicle can no longer be used and thus localization by the trackside device SE of the automatic train protection system is no longer possible.
- the further localization system LSI, LS2 takes over the localization of the vehicle FZ. It is monitored whether this leaves the intended setpoint position SPOS and is thus in reality at an actual position IPOS.
- the vehicle FZ has not moved (deviations from the other Position values POSN are then based on measurement inaccuracies) or that the vehicle has moved so little that this is harmless for commissioning with the automatic train protection system.
- the measured actual position IPOS is outside the tolerance range TB, it is assumed that the vehicle FZ has moved.
- the measured positions POS1, POS2, POSN or their deviations from the second position POS2 are also transmitted to the control center LZ by the further localization system LSI, LS2, so that the automatic train protection system can register at least on the track side that the target position SPOS has been left.
- the control of the vehicle FZ by the trackside device SE of the automatic train protection system depends on the monitoring result of the further localization system LSI, LS2. If no movement of the vehicle FZ could be determined, the automatic control by the automatic train protection system can begin immediately, starting from the first position POS1. However, if a movement of the vehicle FZ has been determined, a further position value POSN, which represents the actual position IPOS, is used as a basis in order to move the vehicle FZ either in a safe mode by the train protection system or manually by the train crew.
- POSN which represents the actual position IPOS
- the trackside device SE of the train protection system determines the first position POS1 and the local positioning system LSI, LS2 starts tracking by determining the second position value POS2.
- the vehicle is switched off (OFF in Figure 2).
- the train protection system no longer receives its own onboard position reports, but instead constantly monitors the further position values POSN received from the further localization system LSI, LS2.
- the further position values POSN are then checked to determine whether they are within the tolerance range POS2 (TB) specified by the second position value. If so, an output value MOVE of the vehicle FZ indicating a movement is set to positive.
- the trackside device SE transmits the first position value POS1 as the original vehicle position to the vehicle-side device of the train protection system. If the output value MOVE is positive, the current position POSN is transmitted.
- the driver could, if available, confirm a suggested location shown in the driver's display with an acknowledgment button (not shown). 6)
- the device FE on the vehicle puts the vehicle FZ into the most comfortable operating mode. This is the automatic mode CRL MOD of the train control system if the output value MOVE is negative and only if the output value MOVE is positive, a safe mode SEC MOD is set.
- the vehicle FZ when the vehicle passes the first regular balise (trackside location device), it will compare the location information, i.e. the current position value POSA, from the balise with the previously received and further calculated position.
- the vehicle FZ By pressing (optional) the ATO start button (manual actuation step CONF) or a command from the control center LZ, the vehicle FZ then starts moving and can then be operated in the automatic mode CRL MOD.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102020204195.4A DE102020204195A1 (de) | 2020-03-31 | 2020-03-31 | Verfahren zur Positionsüberwachung eines abgestellten Schienenfahrzeugs und Computerprogramm, insbesondere für Zugsicherungssystem |
PCT/EP2021/054963 WO2021197724A1 (de) | 2020-03-31 | 2021-03-01 | Verfahren zur positionsüberwachung eines abgestellten schienenfahrzeugs und computerprogramm, insbesondere für zugsicherungssystem |
Publications (3)
Publication Number | Publication Date |
---|---|
EP4126633A1 true EP4126633A1 (de) | 2023-02-08 |
EP4126633B1 EP4126633B1 (de) | 2023-10-11 |
EP4126633C0 EP4126633C0 (de) | 2023-10-11 |
Family
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP21711760.5A Active EP4126633B1 (de) | 2020-03-31 | 2021-03-01 | Verfahren zur positionsüberwachung eines abgestellten schienenfahrzeugs und computerprogramm, insbesondere für zugsicherungssystem |
Country Status (6)
Country | Link |
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US (1) | US11866075B2 (de) |
EP (1) | EP4126633B1 (de) |
CN (1) | CN115427286B (de) |
DE (1) | DE102020204195A1 (de) |
ES (1) | ES2968003T3 (de) |
WO (1) | WO2021197724A1 (de) |
Families Citing this family (1)
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EP4339071A1 (de) * | 2022-09-14 | 2024-03-20 | Siemens Mobility GmbH | Verfahren zum bewegen und instandhalten eines spurgeführten fahrzeugs in einem fahrzeugdepot |
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ES2322076T3 (es) * | 2004-03-05 | 2009-06-16 | Alstom Belgium S.A. | Metodo y dispositivo para determinar de modo seguro la posicion de un objeto. |
DE102004057545A1 (de) * | 2004-11-30 | 2006-06-08 | Alcatel | Verfahren zum automatischen Erkennen einer Zugtrennung |
US20090187294A1 (en) * | 2008-01-17 | 2009-07-23 | Lockheed Martin Corporation | System and Method for Train Awakening |
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JP5275962B2 (ja) * | 2009-12-02 | 2013-08-28 | 株式会社日立製作所 | 無線列車制御システム |
WO2011116837A1 (fr) * | 2010-03-26 | 2011-09-29 | Siemens Sas | Méthode et système de gestion d'évènements particuliers liés au déplacement d'un véhicule guidé |
DE102010061878A1 (de) | 2010-11-24 | 2012-05-24 | Siemens Aktiengesellschaft | Vorrichtung zur Stillstandsüberwachung bei Schienenfahrzeugen |
DE102011077760A1 (de) | 2011-06-17 | 2012-12-20 | Deuta-Werke Gmbh | Verfahren und Vorrichtung zur sicherheitsrelevanten Feststellung einer Positionsänderung eines ausgeschalteten Schienenfahrzeugs |
JP5373861B2 (ja) * | 2011-07-20 | 2013-12-18 | 株式会社日立製作所 | 列車制御システム |
DE102012214724A1 (de) * | 2012-08-20 | 2014-02-20 | Siemens Aktiengesellschaft | Verfahren zur Erhöhung der Positionsgenauigkeit eines bewegten Objekts |
DE102013210018A1 (de) * | 2013-05-29 | 2014-12-04 | Siemens Aktiengesellschaft | Verfahren zum Ein- und Ausschalten eines Zuges sowie Strecken- und Zugkonfiguration zur Durchführung des Verfahrens |
DE102013218040A1 (de) * | 2013-09-10 | 2015-03-12 | Siemens Aktiengesellschaft | Verfahren sowie Vorrichtung zum Erkennen einer Positionsänderung eines zumindest teilweisen abgeschalteten Fahrzeugs |
DE102013219812A1 (de) * | 2013-09-30 | 2015-04-02 | Siemens Aktiengesellschaft | Vorrichtung und Verfahren zum schienenseitigen Überwachen einer Position eines abgestellten schienengeführten Fahrzeugs |
DE102013219721A1 (de) * | 2013-09-30 | 2015-04-02 | Siemens Aktiengesellschaft | Verfahren zum Aus- und Einschalten eines Zuges sowie Strecken- und Zugkonfiguration zur Durchführung des Verfahrens |
DE102014226045A1 (de) * | 2014-12-16 | 2016-06-16 | Siemens Aktiengesellschaft | Verfahren und Vorrichtung zur relativenZuglagenbestimmung zweier Züge |
DE102015203664A1 (de) | 2015-03-02 | 2016-09-08 | Siemens Aktiengesellschaft | Vorrichtung und Verfahren zur Erkennung einer Kaltbewegung eines Schienenfahrzeugs sowie Schienenfahrzeug mit einer derartigen Vorrichtung |
US9610948B2 (en) * | 2015-03-04 | 2017-04-04 | General Electric Company | Movement detection system and method |
US10173702B2 (en) | 2015-09-09 | 2019-01-08 | Westinghouse Air Brake Technologies Corporation | Train parking or movement verification and monitoring system and method |
FR3065699B1 (fr) | 2017-04-27 | 2020-08-28 | Alstom Transp Tech | Systeme ameliore de controle automatique des trains et procede associe |
CN110015322B (zh) | 2018-01-08 | 2020-12-25 | 比亚迪股份有限公司 | 列车唤醒方法及装置、列车休眠方法及装置 |
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2020
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2021
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- 2021-03-01 US US17/916,192 patent/US11866075B2/en active Active
- 2021-03-01 ES ES21711760T patent/ES2968003T3/es active Active
- 2021-03-01 CN CN202180024859.4A patent/CN115427286B/zh active Active
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US11866075B2 (en) | 2024-01-09 |
ES2968003T3 (es) | 2024-05-06 |
CN115427286A (zh) | 2022-12-02 |
US20230127674A1 (en) | 2023-04-27 |
EP4126633B1 (de) | 2023-10-11 |
WO2021197724A1 (de) | 2021-10-07 |
DE102020204195A1 (de) | 2021-09-30 |
CN115427286B (zh) | 2024-03-08 |
EP4126633C0 (de) | 2023-10-11 |
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