EP4331939A1 - Réseau de trafic et procédé de fonctionnement de véhicules ferroviaires dans un réseau de trafic - Google Patents

Réseau de trafic et procédé de fonctionnement de véhicules ferroviaires dans un réseau de trafic Download PDF

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Publication number
EP4331939A1
EP4331939A1 EP22192950.8A EP22192950A EP4331939A1 EP 4331939 A1 EP4331939 A1 EP 4331939A1 EP 22192950 A EP22192950 A EP 22192950A EP 4331939 A1 EP4331939 A1 EP 4331939A1
Authority
EP
European Patent Office
Prior art keywords
route
operating area
rail vehicles
elements
track
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
EP22192950.8A
Other languages
German (de)
English (en)
Inventor
Carlsson Scholl
Leo Strub
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
Priority to EP22192950.8A priority Critical patent/EP4331939A1/fr
Priority to CN202311092241.9A priority patent/CN117622266A/zh
Priority to US18/458,344 priority patent/US20240067244A1/en
Publication of EP4331939A1 publication Critical patent/EP4331939A1/fr
Pending legal-status Critical Current

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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
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • 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
    • B61L27/37—Migration, e.g. parallel installations running simultaneously
    • 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
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • 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
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]

Definitions

  • the invention relates to a method for operating rail vehicles in a transport network.
  • the invention also relates to a method for modernizing an operating area for rail vehicles.
  • the invention further relates to a transport network for operating rail vehicles with an operating area shared with road users other than the rail vehicles.
  • the invention further relates to a rail vehicle for operation in a transport network with an operating area shared with road users other than the rail vehicles and a processing unit for operation in a transport network with an operating area shared with road users other than the rail vehicles.
  • the invention relates to a computer program and a provision device for this computer program, the computer program being equipped with program instructions for carrying out this method.
  • CBTC Communication-Based Train Control
  • train control operations in an operating area reserved for rail vehicles
  • a computer-aided process based on bidirectional communication for central train monitoring and operational management with the partial functions of automated train protection, automated operation and automated monitoring is carried out there.
  • point-like unidirectional communication e.g. with IMU coupling coils, IMU stands for inductive message transmission
  • IMU stands for inductive message transmission
  • the areas are treated separately during implementation. It is therefore not possible for the operator to accurately track train movements in operating areas with visual driving that are shared with other road users.
  • On the control technology side only for Operating areas reserved for rail vehicles are shown. In the cockpit of the train there is an HMI for the reserved operating area with automated train protection (train protection operation).
  • a travel lock in the shared operating area is usually implemented by track devices in the track (inductive, magnetic or mechanical transmission principles such as coupling coil, Eurobalise or similar), which send the information of a travel release (corresponds to an inactive travel lock) or stop (corresponds to an activated travel lock) to a corresponding antenna when passing by crossing the route facility.
  • the vehicle device then triggers braking when “Stop” is received.
  • continuous monitoring is often used to prevent driving over danger points, such as ETCS (European Train Control System), PTC (Positive Train Control) and CBTC (Communication-Based Train Control).
  • ETCS European Train Control System
  • PTC Positive Train Control
  • CBTC Common-Based Train Control
  • Continuous monitoring enables automatic train control using continuous train running operation and eliminates the need to set up a large number of trackside devices, although the system of continuous monitoring is significantly more complex elsewhere.
  • CBTC Common-Based Train Control
  • trackside devices such as coupling coils, which are installed in the road on the track, and corresponding components for communication in the vehicle are used.
  • the components of visual driving operation mentioned require a certain amount of installation space. This occurs particularly in so-called low-floor vehicles (e.g. trams), where the space between the vehicle floor and the track is limited There are space problems when installing the components mentioned.
  • the components require a certain amount of maintenance to avoid malfunctions.
  • components installed in the track of trams are not only run over by the tram, but also by other vehicles that use the road. This causes increased mechanical stress on the components, which also increases their susceptibility to failure.
  • the object of the invention is to provide a method, a transport network (containing routes consisting of railway tracks) for operating rail vehicles and a rail vehicle, which, with the least possible effort in terms of components installed in particular on or in the track, offers the greatest possible range of functions in one with others A shared traffic area is guaranteed for road users.
  • the object of the invention is to provide a computer program and a provision device for this computer program with which the aforementioned method can be carried out.
  • V2X is also based on radio-based transmission. Therefore, no hardware is required in the track. All components are easily accessible and the operator's infrastructure can be adapted without any construction work. In particular, infrastructure elements that are already in the catchment area of the route can also be used for communication Road users who are not rail vehicles, such as motor vehicles or buses, have been installed.
  • V2X as a public standard is used in the automotive industry and is therefore future-proof and not proprietary.
  • V2X offers a direct connection (WLAN technology 802.11p) between track elements and the rail vehicle. The customer is therefore not dependent on the availability of public networks.
  • V2X offers a mobile data connection as Cellular V2X, which allows convenience functions (value-added services) to be implemented that are not directly critical to operations. The value-added services can then be easily implemented through network-based communication.
  • a particular advantage is the ability to migrate with almost identical functionality to conventional message transmission technology (IMU, infrared, analogue radio).
  • IMU infrared, analogue radio
  • individual transmission points can therefore be migrated independently of one another, i.e. also successively.
  • Communication with components of the road infrastructure is possible.
  • the z In some cases, cities' existing infrastructure (e.g. traffic lights) can easily be included because a uniform communication standard is used.
  • An installed V2X roadside unit access point on the route that is not necessarily used only by the train, but also by other road users other than rail vehicles then receives messages in ITS-G5 (V2X) format.
  • the V2X standard is used to transmit data that relates to the implemented applications.
  • the route can be adapted to the modified scope of functions of visual driving operation
  • Components for the V2X standard
  • an infrastructure already installed in the shared operating area can be used for V2X. This means that installation costs can be saved at least to the extent that the components that have already been installed can be used.
  • a vehicle data communication system such as V2X is used for this purpose, the solution can be implemented comparatively cost-effectively. Since there is no train protection operation, COTS components can be used, for example (COTS are components of the shelf, i.e. commercially available and therefore easily available and cost-effective components).
  • the system based on V2X offers digital, space-saving functions that are easy to implement, especially for tram systems, without track facilities and antennas tailored to these in the rail vehicle.
  • the digital or virtual functions can therefore preferably also be used in low-floor vehicles with limited space (for example trams).
  • “computer-aided” or “computer-implemented” can be understood to mean an implementation of a method in which at least one computer or processor carries out at least one method step of the method.
  • a “computing environment” can be understood to mean an IT infrastructure consisting of components such as computers, storage units, programs and data to be processed with the programs, which are used to execute at least one application that has to fulfill a task.
  • the IT infrastructure can in particular also consist of a network of the components mentioned.
  • a “computing instance” can be understood as a functional unit within a computing environment that can be assigned to an application (given, for example, by a number of program modules) and can execute it. When the application is executed, this functional unit forms a physically (e.g. computer, processor) and/or virtually (e.g. program module) self-contained system.
  • Computers can be, for example, clients, servers, handheld computers, communication devices and other electronic devices for data processing, which can have processors and storage units and can also be connected to a network via interfaces.
  • a “processor” can be understood to mean, for example, a converter, a sensor for generating measurement signals or an electronic circuit.
  • a processor can in particular be a main processor (Central Processing Unit, CPU), a microprocessor, a microcontroller, or a digital signal processor, possibly in combination with a memory unit for storing program instructions and data.
  • CPU Central Processing Unit
  • a processor can also be understood as a virtualized processor or a soft CPU.
  • 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 drive or data carrier).
  • RAM random access memory
  • data memory hard drive or data carrier
  • Program modules are intended to be understood as individual software functional units that enable a program sequence of method steps according to the invention. These software functional units can be implemented in a single computer program or in several computer programs that communicate with one another. Those realized here Interfaces can be implemented in software terms within a single processor or in hardware terms if multiple processors are used.
  • Interfaces can be implemented in terms of hardware, for example wired or as a radio connection, and/or software, for example as an interaction between individual program modules of one or more computer programs.
  • a Cooperative Awareness Message (CAM) of the V2X standard is used for communication.
  • the CAM Cooperative Awareness Message
  • This message advantageously contains information from which a desired action of a route element can be derived. This can be, for example, course, line and target from which the switch position to be set can be determined in the case of individual switch control.
  • an extended range of functions i.e. going beyond the change of specific route facilities
  • V2X standard only contains functions that are classified as not safety-relevant for the operation of the rail vehicle.
  • security integrity level 4 represents the highest level of security integrity
  • security integrity level 1 represents the lowest level of security integrity.
  • the respective security integrity level influences the trust interval of a measured value in such a way that the trust interval is smaller, the higher the safety integrity level that must be met by the respective device. This results in restrictions due to comparatively imprecise measured values and the associated comparatively large confidence interval, especially for systems that meet the higher safety integrity levels SIL-4 or SIL-3.
  • the security dimension of the different security integrity levels can be clearly described with the expected frequency of a failure of the security-relevant system, also called MTBF (Mean Time Between Failures).
  • MTBF Mel Time Between Failures
  • the continuous location of the rail vehicle in a shared operating area can be mentioned.
  • This is not used for safety-relevant functions of rail operations.
  • the vehicle driver will make driving decisions for the vehicle in visual driving mode based on his own judgments, regardless of the position determined.
  • the location can be used for non-safety-relevant applications (so-called comfort functions), such as an adaptive timetable. If, with such a function, the position determined by location does not correspond to the actual position, this does not affect the safety of the rail vehicle as such but would only lead to a possibly insufficiently optimized timetable. However, the resulting delays would not pose a safety risk for users Represent rail vehicle.
  • the expanded range of functions implements at least one of the following functions: determination of arrival information for rail vehicles, timetable management with optimization of the timetable.
  • Comfort functions are characterized by the fact that they are not necessary for the operation of the rail vehicle from a safety perspective. However, the fulfillment of comfort functions can improve the usability of the operation of the rail vehicles in the transport network in question. Improvements can be in the performance of the operation, for example a closer timing of successive trains in the transport network. Or in improving use by passengers, for example by predicting the actual arrival times of a rail vehicle at the station. Overall, the comfort functions offered lead to greater acceptance among passengers and, advantageously, to wider use.
  • the route elements that use the V2X standard are modified in such a way that they use a processing unit that converts a message received according to the V2X standard into control commands for an actuator or generates control commands from the received message and In both cases, the control commands are transmitted to a controller for the actuating element in question, the controller controlling the actuating element with the control commands.
  • This information is now sent to the control of the route element.
  • the same inputs are used that the previous conventional system (e.g. so-called IMU91) used, which advantageously supports a successive migration from the conventional system to the system according to the invention. This is because the transmission path is replaced without changing the active components.
  • Another advantage is being able to connect controllers from other manufacturers.
  • individual IMU loops can be replaced and individual processing units can be installed on the trackside. Since communication can take place decentrally 1:1, the result is particularly easy migration.
  • control commands have a syntax that corresponds to that of specific route elements developed for the control element in question.
  • the specific route elements are those that are to be modified or modernized by the processing unit (or have already been modified or modernized). If, after converting the messages according to the V2X standard, messages can be forwarded in the syntax that the specific route elements previously used, it is advantageously possible for the control and the control element to receive the same messages as before the modernization (exchange of specific route elements by processing units according to the V2X standard). This advantageously means that no software update is required for the control and possibly the actuating element. This also significantly simplifies any new approval of the control or control element that may be associated with a system change.
  • both the modified route elements and the specific route elements are used in the divided operating area.
  • a divided operating area which is set up in such a way that both the modified route elements and the specific route elements can be used, enables, as already explained, the successive modernization of the divided operating area.
  • the specific route elements such as contact loops in the road surface
  • modified route elements such as radio modules according to the V2X standard (also integrated into so-called V2X units or rail vehicles within the scope of this invention).
  • V2X also integrated into so-called V2X units or rail vehicles within the scope of this invention.
  • the operation of rail vehicles in the transport network in question is hardly disrupted, so that there is no need for longer route closures.
  • the system change can be carried out gradually and therefore needs-oriented and cost-effectively.
  • the track body is understood to be the entire system on which a rail-based means of transport can travel, i.e. rails and their attachment, for example with sleepers on a track bed made of gravel or a road for road vehicles as a track bed, as is common with trams.
  • the advantage of a system change to the modified track elements according to the invention becomes particularly clear.
  • the specific route elements can remain at the installation site, which means no construction work is necessary.
  • the modified route elements can be installed in the transport network without major construction work. These do not require an installation location in the track body, but can be installed near the track. Communication then advantageously takes place via the V2X Standard via radio.
  • modified track elements installed outside the track body are used so that the construction work associated with the installation can be reduced to a minimum, as explained.
  • the stated task is alternatively achieved according to the invention with the subject matter of the claim (method) specified at the beginning in that, for modernization, route elements installed in a route of the operating area and specific for the control element in question are successively replaced by modified route elements, the modified route elements are configured as a processing unit, which converts a message received according to the communication standard into control commands for an actuator or generates control commands from the received message and in both cases transmits them to a controller for the actuator in question, the controller controlling the actuator with the control commands, the control commands have a syntax that is that of of the specific route elements installed in a route for the rail vehicle, whereby both route elements designed as processing units and specific route elements are used in the shared operating area.
  • V2X is used as the communication standard.
  • the operating area lies in a transport network that is shared with road users other than the rail vehicles.
  • processing unit is set up to communicate with a route element in a method according to one of claims 1 to 6.
  • the route element is a modified route element.
  • a provision device for storing and/or providing the computer program is claimed.
  • the provision device is, for example, a storage unit that stores and/or provides the computer program.
  • the Provision device for example, a network service, a computer system, a server system, in particular a distributed, for example cloud-based computer system and/or virtual computer system, which stores and/or provides the computer program, preferably in the form of a data stream.
  • the provision takes place in the form of a program data record as a file, in particular as a download file, or as a data stream, in particular as a download data stream, of the computer program.
  • This provision can also be made, for example, as a partial download consisting of several parts.
  • Such a computer program is read into a system using the provision device, for example, so that the method according to the invention is carried out on a computer.
  • the described components of the embodiments each represent individual features of the invention that can be viewed independently of one another, which also develop the invention independently of one another and are therefore to be viewed as part of the invention individually or in a combination other than that shown. Furthermore, the components described can also be combined with the features of the invention described above.
  • a traffic network is shown schematically, which is provided, for example, by a track GL of the route forming the traffic network for a vehicle FZ that moves in a direction of travel FR.
  • the route has a reserved RBB operating area, where only FZ rail vehicles are allowed to operate. This is the case in a tunnel TL.
  • Other road users can enter this divided operating area GBB Figure 1 are not shown in more detail, cross the GL track or drive in its area (pedestrians, cyclists, motor vehicles).
  • the GL track can accommodate trackside facilities such as: B. have a balise BL and another route element IMU, which is formed by an inductive electrical loop.
  • the track element IMU is embedded in the subsoil supporting the GL track and is not shown in more detail.
  • control elements W1, W2 are shown in the form of switches. These determine the route of the FZ rail vehicle in the transport network.
  • the control elements W1, W2 are controlled by controllers CL1, CL2, which implement corresponding control commands.
  • an actuating command is passed on via the route element IMU via a third interface S3 to the first controller CL1, which implements the actuating command via a thirteenth interface S13 in order to set the first actuating element W1.
  • an actuating command is initiated, for example, via a tenth interface S10, the tenth interface S10 being a radio interface between two antennas AT, each in the rail vehicle FZ and in a V2X unit V2X-U, which therefore is designed as a V2X interface.
  • the processing unit CV forms part of a modified route element, which is intended to replace a specific route element.
  • the specific route element is therefore not shown because it was removed from the route or at least put out of operation (see also the following explanations).
  • the processing unit CV converts the signal transmitted by the V2X unit V2X-U via a 14th interface S14 and sends it to the second controller CL2 via a fourth interface S4.
  • the signal converted by the processing unit CV is available in the same format as the signal generated by the specific route element IMU and transmitted to the first controller CL1 via the third interface S3.
  • the second controller CL2 can give an actuating command to the second actuating element W2 via a twelfth interface S12.
  • the route element IMU transmits a signal via the third interface S3 depending on whether the rail vehicle FZ has passed.
  • the track element IMU is designed as a sensor for detecting the passage of rail vehicles FZ.
  • this route element can be replaced by the processing unit CV and the V2X unit V2X-U located on the route with an antenna AT, which means that a signal is sent directly from the V2X unit via the fourteenth Interface S14 enables.
  • This uses an IT infrastructure based on the V3X standard, which is at least partially already present in the transport network and which can be retrofitted cost-effectively with COTS components in the rail vehicle.
  • a network is formed by a large number of antennas AT, which enables communication.
  • a control center LZ is also involved in this, in which, for example, adaptive train plans can be created and which is involved in the processing of a CBTC procedure in the reserved RBB operating area.
  • the control center LZ communicates via a first interface S1 with a signal box STW, which in turn communicates via a second interface S2 with a CBTC unit CBTC-U for carrying out a CBTC procedure in the tunnel TL communicates.
  • a balise in the tunnel is a so-called fixed data balise that is involved in the implementation of the CBTC process.
  • the rail vehicle FZ communicates with the control center LZ via a sixth interface S6. Additional interfaces may be provided, even if this is not specified Figure 1 is shown.
  • the rail vehicle FZ communicates with antennas AT in the tunnel TL via interfaces (not shown) so that a connection can be established via the interface S5 to the CBTC unit CBTC-U.
  • the train control operation in the TL tunnel via CBTC, and the visual driving operation, in which a driver, not shown, drives the rail vehicle FZ is a service with a modified range of functions compared to the automated train control operation, with automated operation and monitoring of the rail vehicle is carried out. This service uses the V2X standard for communication.
  • FIG 2 can be seen as a network as shown in Figure 1 can be designed for the shared operating area (GBB).
  • the control center LZ has a first computer CP1 with a first storage unit SE1, which is connected to the first computer CP1 via a twenty-first interface S21.
  • the computer CP1 of the control center LZ communicates with a computer CP2 in the rail vehicle FZ via the sixth interface S6. Details on the transmission technology are in Figure 2 not shown.
  • the rail vehicle FZ has the second computer CP2, which is connected to a second memory unit SE2 via a twenty-second interface S22.
  • the second computer CP2 communicates via the tenth interface S10 with a fifth computer CP5 in the processing unit CV, which also has a fifth storage unit SE5 which is connected to the fifth computer CP5 via a twenty-fifth interface S25.
  • a V2X unit V2X-U which has an eighth computer CP8, which is connected to an eighth memory unit SE8 via a 28th interface S28.
  • the fifth computer CP5 can also receive signals from the V2X unit via a 14th interface S14, for example via WLAN, whereby the V2X unit in question is one in the shared operating area (GBB) also for other road users (e.g. motor vehicles). intended unit.
  • GBB shared operating area
  • the fifth computer CP5 communicates via the fourth interface S4 with a seventh computer CP7 of the second controller CL2, the seventh computer CP7 being connected to a seventh memory unit SE7 via a twenty-seventh interface S27.
  • the second controller CL2 can control the second control element W2 with the seventh computer CP7 via the twelfth interface S12.
  • the rail vehicle FZ also communicates with a sixth computer CP6 of the first controller CL1 via the eleventh interface S11. This consists of a crossing over the route element IMU, whereby a signal is triggered inductively.
  • the first controller CL1 also has a sixth memory unit SE6, which is connected to the sixth computer CP6 via a twenty-sixth interface S26.
  • the sixth computer CP6 can in turn control the first control element W1 via the thirteenth interface S13.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP22192950.8A 2022-08-30 2022-08-30 Réseau de trafic et procédé de fonctionnement de véhicules ferroviaires dans un réseau de trafic Pending EP4331939A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP22192950.8A EP4331939A1 (fr) 2022-08-30 2022-08-30 Réseau de trafic et procédé de fonctionnement de véhicules ferroviaires dans un réseau de trafic
CN202311092241.9A CN117622266A (zh) 2022-08-30 2023-08-28 交通网络和在交通网络中运行轨道车辆的方法
US18/458,344 US20240067244A1 (en) 2022-08-30 2023-08-30 Traffic network and method for operating rail vehicles in a traffic network

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22192950.8A EP4331939A1 (fr) 2022-08-30 2022-08-30 Réseau de trafic et procédé de fonctionnement de véhicules ferroviaires dans un réseau de trafic

Publications (1)

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EP4331939A1 true EP4331939A1 (fr) 2024-03-06

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EP22192950.8A Pending EP4331939A1 (fr) 2022-08-30 2022-08-30 Réseau de trafic et procédé de fonctionnement de véhicules ferroviaires dans un réseau de trafic

Country Status (3)

Country Link
US (1) US20240067244A1 (fr)
EP (1) EP4331939A1 (fr)
CN (1) CN117622266A (fr)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101262036B1 (ko) * 2012-10-09 2013-05-08 주식회사 에스에이치에이치(Shh) 도시교통정보시스템과 연계된 트램 제어 시스템

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101262036B1 (ko) * 2012-10-09 2013-05-08 주식회사 에스에이치에이치(Shh) 도시교통정보시스템과 연계된 트램 제어 시스템

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
"Urban rail ITS and Road ITS applications in the 5,9 GHz band; Investigations for the shared use of spectrum", vol. WG RT JTFIR Joint Task Force ITS RT, no. V0.0.18, 9 May 2019 (2019-05-09), pages 1 - 69, XP014343543, Retrieved from the Internet <URL:docbox.etsi.org/RT/RTJTFIR/70-Draft/JTFIR88/RT-JTFIR-2v0018.docx> [retrieved on 20190509] *

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US20240067244A1 (en) 2024-02-29
CN117622266A (zh) 2024-03-01

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