ES2301933T3 - MANAGEMENT SYSTEM FOR CIRCULATION OF RAILWAY VEHICLES WITH CHANGE OF TRAIN CONTROL TYPE. - Google Patents
MANAGEMENT SYSTEM FOR CIRCULATION OF RAILWAY VEHICLES WITH CHANGE OF TRAIN CONTROL TYPE. Download PDFInfo
- Publication number
- ES2301933T3 ES2301933T3 ES04090482T ES04090482T ES2301933T3 ES 2301933 T3 ES2301933 T3 ES 2301933T3 ES 04090482 T ES04090482 T ES 04090482T ES 04090482 T ES04090482 T ES 04090482T ES 2301933 T3 ES2301933 T3 ES 2301933T3
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- Prior art keywords
- section
- management
- radio
- circulation
- train control
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
- B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
- B61L3/12—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
- B61L3/121—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
- B61L27/33—Backup systems, e.g. switching when failures occur
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/30—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
- B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
- B61L3/16—Continuous control along the route
- B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
- B61L3/227—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using electromagnetic radiation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
- B61L2027/202—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using European Train Control System [ETCS]
Abstract
Description
Sistema de gestión para la circulación de vehículos ferroviarios con cambio del tipo de control del tren.Management system for the circulation of railway vehicles with change of the type of train control.
La invención se refiere a un sistema de gestión de la circulación de vehículos ferroviarios de acuerdo con el preámbulo de la reivindicación 1. En el marco del ETCS (Sistema Europea de Control del Tren) están previstas diversas variantes para el control del tren. Especificaciones más precisas están contenidas en UNISIG SRD 2.0. La invención se refiere al control del tren con balizas y al control del tren por radio, en el que las secciones de trayectos correspondientes deben estar adyacentes entre sí y deben ser recorridas de forma consecutiva. Habitualmente, las secciones de trayectos están divididas en secciones de supervisión que están sujetas a la concesión del permiso de circulación. Las secciones de supervisión son liberadas por una central de mando por medio de la activación de balizas o mediante transmisión por radio para el avance del tren, cuando está asegurado que ningún otro vehículo se encuentra en esta sección de supervisión. En este caso, la última sección de supervisión de balizas comienza al principio de la segunda sección de trayecto, que está diseñada para la gestión por medio del control del tren por radio. Dentro de esta última sección de supervisión de balizas, el tren debe obtener una información sobre el estado libre u ocupado de una nueva sección de supervisión por medio de control del tren por radio. Este permiso de marcha basado en la radio anula el permiso de marcha basado en balizas todavía vigente. También se suprimen todas las demás informaciones generadas por las balizas, de manera que la segunda sección del trayecto es accionada exclusivamente por medio de control del tren por radio. Por lo tanto, en el caso de funcionamiento sin interferencias, se lleva a cabo, por decirlo, así, una transición flexible desde el control del tren por balizas al control del tren por radio. De acuerdo con la terminología ETCS, se designa la variante de las balizas como Nivel 1 o de forma abreviada L1 y se designa la variante de radio como Nivel 2 o de forma abreviada L2. Cualquier tipo de interferencias de la transmisión por radio en el cambio de nivel de L1 a L2 conduce a que no exista un permiso de marcha por radio válido, con lo que el tren debe pararse al final del último permiso de circulación de balizas válido. El conductor del vehículo motor debe tomar entonces determinadas medidas, para solucionar la interferencia. Cuando se ha iniciado el modo L2, es decir, el control del tren por radio, pero no se han recibido informaciones de permiso de circulación sobre la primera sección de supervisión por radio, se suprimen las informaciones de balizas eventualmente introducidas sobre la siguiente sección de supervisión. Para que se puedan utilizar estas informaciones de balizas para el avance del tren, el conductor del vehículo motor debe con mutar de nivel, por decirlo así, manualmente desde L2 a L1.The invention relates to a management system of the circulation of railway vehicles in accordance with the preamble of claim 1. Within the framework of the ETCS (System European Train Control) various variants are planned for train control. More precise specifications are contained in UNISIG SRD 2.0. The invention relates to control of the train with beacons and the control of the train by radio, in which the sections of corresponding paths must be adjacent between Yes and they must be run consecutively. Usually the path sections are divided into supervision sections which are subject to the granting of the circulation permit. The Supervisory sections are released by a command center by means of activating beacons or by radio transmission for the advance of the train, when it is assured that no other vehicle is in this supervision section. In this case, the last beacon supervision section starts at the beginning of the second path section, which is designed for the management by train control by radio. Inside this last beacon supervision section, the train must obtain a information on the free or busy status of a new section of supervision by radio train control. This permission Radio based gear overrides the motion license based on Beacons still in force. All others are also deleted information generated by the beacons, so that the second section of the path is operated exclusively by means of radio train control. Therefore, in the case of operation without interference, is carried out, so to speak, thus, a flexible transition from train control by beacons to train control by radio. According to the ETCS terminology, the variant of the beacons is designated as Level 1 or form abbreviated L1 and the radio variant is designated as Level 2 or abbreviated form L2. Any type of interference from the radio transmission at the level change from L1 to L2 leads to that there is no valid radio march permit, so that the train must stop at the end of the last traffic permit from valid beacons. The driver of the motor vehicle must then take certain measures, to solve the interference. When has L2 mode started, that is, radio train control, but no traffic permit information has been received on the first radio supervision section, the information of beacons eventually introduced on the Next supervision section. So you can use these information of beacons for the advance of the train, the driver of the motor vehicle must have a level change, so to speak, manually from L2 to L1.
La invención tiene el cometido de indicar un sistema de gestión del tipo indicado al principio, en el que en el caso de interferencia se lleva a cabo una conmutación automática de L2 a L1. En particular se pretende que se puedan suprimir la detención del tren y la conmutación de nivel manual a través del conductor del vehículo motor, pudiendo realizarse la gestión de conformidad con el máximo nivel posible.The invention has the task of indicating a management system of the type indicated at the beginning, in which in the interference case an automatic switching of L2 to L1. In particular, it is intended that the train stop and manual level switching through the driver of the motor vehicle, being able to perform the management of compliance with the highest possible level.
El cometido se soluciona con loa rasgos característicos de la reivindicación de patente. De esta manera, en el caso de una transmisión por radio errónea o inexistente del permiso de circulación para la siguiente sección de supervisión, se lleva a cabo una conmutación automática de la gestión por medio del control del tren por radio, es decir, del Nivel 2 a la gestión por medio de control del tren por balizas, es decir, al Nivel 1. El tren puede continuar la marcha sin detenerse en el modo L1. El conductor del vehículo motor no tiene que realizar ya manualmente el cambio de nivel. Adicionalmente, está prevista una segunda baliza o también grupo de balizas, a través de las cuales se anuncia previamente el cambio de nivel de L2 a L1. Un anuncio previo de este tipo se lleva a cabo también antes del cambio de nivel real de L1 a L2. A través de la estructura de niveles del ETCS debe asegurarse que se realiza siempre la gestión que corresponde al nivel más alto, si está presente la infraestructura correspondiente. A tal fin, está previsto que cuando el modo L2 está libre de interferencias, se suprima cualquier información de L1, pudiendo leerse, en general, tales informaciones.The task is solved with the features characteristic of the patent claim. In this way, in the case of an erroneous or non-existent radio transmission of the circulation permit for the next supervision section, carries out an automatic switching of the management by means of the radio train control, that is, from Level 2 to management by means of control of the train by beacons, that is, at Level 1. The Train can continue the march without stopping in L1 mode. He driver of the motor vehicle does not have to perform manually The level change. Additionally, a second beacon is planned or also group of beacons, through which it is announced previously changing the level from L2 to L1. A previous announcement of this type is also carried out before the actual level change of L1 to L2. Through the level structure of the ETCS you must make sure that the management corresponding to the higher level, if infrastructure is present correspondent. To this end, it is foreseen that when L2 mode is free from interference, any L1 information is deleted, being able to read, in general, such information.
A continuación se explica en detalle la invención con la ayuda de las representaciones de las figuras. En este caso:The following explains in detail the invention with the help of the representations of the figures. In this case:
La figura 1 muestra un ciclo de funcionamiento libre de interferencias con cambio de nivel, yFigure 1 shows an operating cycle interference free with level change, and
La figura 2 muestra un ciclo de funcionamiento con cambio de nivel e interferencias de radio.Figure 2 shows an operating cycle with level change and radio interference.
Ambas figuras muestran un tren 1, que circula sobre un trayecto de vía, que presenta una sección de trayecto L1 2 y una sección de trayecto L2 3. La sección de trayecto L1 está proyectada para gestión por medio de control del tren por balizas, mientras que la sección de trayecto L2 posibilita también el nivel siguiente más alto, a saber, el control del tren por radio. Antes de que se lleve a cabo realmente el cambio del tipo de funcionamiento de L1 a L2, éste es anunciado por medio de una baliza 4. Todo el trayecto está dividido en secciones de supervisión sometidas a concesión de permiso de circulación. El permiso de circulación -Autoridad de Movimiento MA- 5, necesario para la entrada en la sección de trayecto L2, es transmitido todavía desde la gestión L1. A tal fin sirve un grupo de balizas 6 en el límite del nivel L1/L2. Cuando el tren 1 pasa por el límite del nivel y entra desde la sección de trayecto L1 2 en la sección de trayecto L2 3, se aplica en primer lugar el permiso de circulación L1 MA 5. Pero se ignoran las informaciones L1 nuevas. Después de pasar por una sección parcial 5' de la sección de supervisión para el permiso de circulación L1 5, el tren recibe, de acuerdo con la figura 1, un nuevo permiso de circulación L2 desde una central de trayectos para el control del tren por radio. Este permiso de circulación L2 anula el permiso de circulación L1 5 todavía válido. La limitación en el lado de salida de las secciones de supervisión para el permiso de circulación L1 5 y el permiso de circulación L2 7 pueden coincidir -como en el ejemplo representado-. El tren 1 abandona el primer permiso de circulación L2 7 transmitido y recibe, en el modo libre de interferencias, para cada sección de supervisión siguiente otro permiso de circulación L2. Se ignoran las informaciones del Nivel 1. Las informaciones necesarias sobre el lugar de estancia actual del tren 1 son recibidas por la central de trayectos a través del sistema de detección de la posición 8 en el lado del trayecto.Both figures show a train 1, which runs on a track path, which has a section of path L1 2 and a section of path L2 3. Section of path L1 is designed for management by means of control of the train by beacons, while the path section L2 also enables the level next higher, namely the radio train control. Prior to that the change in the type of operation really takes place from L1 to L2, this is announced by means of a beacon 4. All the path is divided into supervision sections subject to granting of a traffic permit. Driving license -Authority Movement MA- 5, necessary for entry into the path section L2, is still transmitted from management L1. For this purpose a group of beacons 6 serves in the limit of the L1 / L2 level. When train 1 passes through the level limit and enters from the path section L1 2 in path section L2 3, applies first of all the L1 MA 5 traffic permit. But they are ignored the new L1 information. After going through a section partial 5 'of the supervision section for the permit of circulation L1 5, the train receives, according to figure 1, a new L2 circulation permit from a route center for Radio train control. This L2 circulation permit cancels the L1 5 traffic permit is still valid. The limitation on the output side of the supervision sections for the permit of circulation L1 5 and the circulation permit L2 7 can match -as in the example shown-. Train 1 leaves the first L2 7 traffic permit transmitted and received, in free mode of interference, for each following supervision section another L2 circulation permit. Level information is ignored 1. The necessary information about the current place of stay of train 1 are received by the route center through the position detection system 8 on the side of the path.
Como otra fuente de información para el conductor del vehículo motor pueden estar previstas señales luminosas 9.As another source of information for the motor vehicle driver signals may be provided bright 9.
La figura 2 ilustra el ciclo de funcionamiento en el caso de ausencia de recepción del permiso de circulación L2 7. En este caso, a través de la proyección del trayecto se consigue que el tren 1 conmute de nuevo al modo L1 sin detener el tren 1 y sin la colaboración del conductor, es decir, a la gestión por medio del control del tren por balizas. A tal fin, están previstas balizas 10 para el anuncio del cambio L2/L1 para el inicio de este cambio. Mientras el permiso de circulación L1 5 está todavía vigente, las balizas 10 y 11 son conectadas para el cambio de nivel de nuevo después de L1 con la última sección de supervisión de balizas. Sin embargo, si se recibe en la sección del trayecto con permiso de circulación L1 5 un permiso de circulación L2 7, como en el modo de funcionamiento libre de interferencias, que se representa en la figura 1, se modifica el enlace y se ignoran de esta manera otras informaciones L1. El tren 1 permanecería de esta manera en el nivel 2. Cualquier permiso de circulación nuevo, cuyo formato corresponde al modo de funcionamiento L1 o L2 actual, anula el último permiso de circulación válido.Figure 2 illustrates the operating cycle in the case of absence of receipt of the L2 circulation permit 7. In this case, the projection of the path is achieved that train 1 switches back to L1 mode without stopping train 1 and without the collaboration of the driver, that is, management through of the control of the train by beacons. To this end, beacons are planned 10 for the announcement of the change L2 / L1 for the start of this change. While the L1 5 traffic permit is still in force, the beacons 10 and 11 are connected for level change again after L1 with the last beacon supervision section. Without However, if received in the section of the route with permission from circulation L1 5 a circulation permit L2 7, as in the mode of interference-free operation, which is represented in the Figure 1, the link is modified and others are ignored in this way information L1. Train 1 would remain in this way at the level 2. Any new circulation permit, whose format corresponds to the current L1 or L2 operating mode, it cancels the last permit of valid circulation.
El sistema ETCS requiere de un vehículo que, en el caso de que se conecten las balizas, se lean exclusivamente estas balizas. Se ignoran las otras balizas. De esta manera se pueden "suprimir" determinadas informaciones por medio de enlace. A través de la modificación del enlace a través de radio, no se lee o bien no se ejecuta ya la conmutación proyectada en el trayecto después de L1 -balizas 10 y 11-.The ETCS system requires a vehicle that, in if the beacons are connected, they are read exclusively these beacons. The other beacons are ignored. This way it may "delete" certain information by means of link. Through the modification of the link via radio, no it is read or the projected switching on the route after L1 - beacons 10 and 11-.
La invención no se limita al ejemplo de realización indicado anteriormente. Más bien, en principio, es concebible una pluralidad de variantes, que utilizan características de la invención con una forma de realización, en principio, modificada.The invention is not limited to the example of embodiment indicated above. Rather, in principle, it is conceivably a plurality of variants, which use features of the invention with an embodiment, in principle, modified
Claims (1)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004001818 | 2004-01-07 | ||
DE102004001818A DE102004001818B3 (en) | 2004-01-07 | 2004-01-07 | Operating system for rail transport |
Publications (1)
Publication Number | Publication Date |
---|---|
ES2301933T3 true ES2301933T3 (en) | 2008-07-01 |
Family
ID=34585406
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
ES04090482T Active ES2301933T3 (en) | 2004-01-07 | 2004-12-09 | MANAGEMENT SYSTEM FOR CIRCULATION OF RAILWAY VEHICLES WITH CHANGE OF TRAIN CONTROL TYPE. |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP1552997B1 (en) |
AT (1) | ATE391654T1 (en) |
DE (2) | DE102004001818B3 (en) |
DK (1) | DK1552997T3 (en) |
ES (1) | ES2301933T3 (en) |
PT (1) | PT1552997E (en) |
Families Citing this family (19)
Publication number | Priority date | Publication date | Assignee | Title |
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EP1783274B1 (en) * | 2005-08-30 | 2011-01-05 | Siemens Schweiz AG | Shielding layer for train influencing device for railways |
ATE377541T1 (en) * | 2005-08-31 | 2007-11-15 | Siemens Schweiz Ag | BALISEN CONNECTION FOR SELECTING AN ETCS TELEGRAM TO A RELAY INTERLOCKING |
PL2114746T3 (en) * | 2007-02-07 | 2010-11-30 | Siemens Sas | Anticollision control system for a vehicle |
CN101293527B (en) * | 2007-10-29 | 2010-09-08 | 北京佳讯飞鸿电气股份有限公司 | Method and apparatus for preventing answering machine monitoring system from interfering the answering machine |
CN101174921B (en) * | 2007-10-29 | 2011-04-20 | 北京佳讯飞鸿电气股份有限公司 | Dynamic message encoding method of train control system |
CN101934807B (en) * | 2010-08-24 | 2011-09-28 | 北京交大资产经营有限公司 | Train control system-based mobile authorization calculating method |
US8843419B2 (en) * | 2010-10-12 | 2014-09-23 | General Electric Company | Method and system for rail vehicle reconfiguration |
DE102012217817A1 (en) * | 2012-09-28 | 2014-04-03 | Siemens Aktiengesellschaft | Control of a rail vehicle |
DE102013226728A1 (en) * | 2013-12-19 | 2015-06-25 | Siemens Aktiengesellschaft | Control of a rail vehicle |
CN103746972A (en) * | 2013-12-26 | 2014-04-23 | 北京交控科技有限公司 | Data transmission method and answering equipment |
US9731732B2 (en) | 2014-03-09 | 2017-08-15 | General Electric Company | Systems and methods for vehicle control |
NO2777285T3 (en) * | 2014-04-04 | 2018-01-13 | ||
CN105354217A (en) * | 2015-09-28 | 2016-02-24 | 国电南瑞科技股份有限公司 | Method for realizing event reasoning module of track traffic control system |
CN106184289B (en) * | 2016-07-01 | 2018-03-23 | 北京全路通信信号研究设计院集团有限公司 | A kind of train MA hand-over methods and device realized based on multiple RBC |
EP3645368B1 (en) | 2017-08-08 | 2021-04-07 | Siemens Mobility GmbH | System and method for the supraregional operation of a vehicle |
CN111976790B (en) * | 2019-05-24 | 2022-04-15 | 比亚迪股份有限公司 | Method and system for simulating responder |
EP3925851A1 (en) * | 2020-06-19 | 2021-12-22 | Siemens Mobility AG | System and method for entry control of a rail vehicle |
CN112960018A (en) * | 2021-04-06 | 2021-06-15 | 卡斯柯信号有限公司 | Urban rail transit fusion signal system and use method |
DE102021117366A1 (en) | 2021-07-06 | 2023-01-12 | Thales Management & Services Deutschland Gmbh | Method of operating a train control system |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2704143C2 (en) * | 1977-02-02 | 1984-05-17 | Standard Elektrik Lorenz Ag, 7000 Stuttgart | Device for controlling and securing route-bound vehicles |
-
2004
- 2004-01-07 DE DE102004001818A patent/DE102004001818B3/en not_active Expired - Fee Related
- 2004-12-09 DE DE502004006765T patent/DE502004006765D1/en active Active
- 2004-12-09 PT PT04090482T patent/PT1552997E/en unknown
- 2004-12-09 AT AT04090482T patent/ATE391654T1/en not_active IP Right Cessation
- 2004-12-09 DK DK04090482T patent/DK1552997T3/en active
- 2004-12-09 EP EP04090482A patent/EP1552997B1/en not_active Not-in-force
- 2004-12-09 ES ES04090482T patent/ES2301933T3/en active Active
Also Published As
Publication number | Publication date |
---|---|
DK1552997T3 (en) | 2008-08-11 |
PT1552997E (en) | 2008-05-15 |
EP1552997B1 (en) | 2008-04-09 |
DE502004006765D1 (en) | 2008-05-21 |
EP1552997A2 (en) | 2005-07-13 |
EP1552997A3 (en) | 2006-08-23 |
ATE391654T1 (en) | 2008-04-15 |
DE102004001818B3 (en) | 2005-08-25 |
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