GB2554378A - Method for operating a railway vehicle - Google Patents
Method for operating a railway vehicle Download PDFInfo
- Publication number
- GB2554378A GB2554378A GB1616179.6A GB201616179A GB2554378A GB 2554378 A GB2554378 A GB 2554378A GB 201616179 A GB201616179 A GB 201616179A GB 2554378 A GB2554378 A GB 2554378A
- Authority
- GB
- United Kingdom
- Prior art keywords
- control device
- communication device
- message
- railway vehicle
- radio
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0018—Communication with or on the vehicle or vehicle 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
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0072—On-board train data handling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L2205/00—Communication or navigation systems for railway traffic
- B61L2205/02—Global system for mobile communication - railways (GSM-R)
Abstract
A system for operating a railway vehicle 2 comprising several rail wagons 4,6,8 which are coupled to one another. One of the rail cars 4 which may be an engine comprises a first control device 14 connected to a first communication device 16, which exhibits a radio interface 30, another rail car 6, possibly another engine, comprises a second control device 20 connected to a second communication device 22, with a radio interface 30, and a message is transmitted from the first communication device 16 to the second communication device 22 via said radio interfaces 30, the message comprising information from which it is derivable that the second control device 20 is to be set as slave control device. The message may be transmitted directly or travel via a repeater 28 and may use encryption. The master device may be set by a driver 10 activating the control console, this may be sent to the second control device and automatically set it as a slave device. The control devices 14,20 may be ETCS or European Vital Computers (EVC) and radio standards such as GSM-R may also be used.
Description
(54) Title of the Invention: Method for operating a railway vehicle
Abstract Title: Initializing master-slave communications between multiple control devices in a railway vehicle using radio interfaces (57) A system for operating a railway vehicle 2 comprising several rail wagons 4,6,8 which are coupled to one another. One of the rail cars 4 which may be an engine comprises a first control device 14 connected to a first communication device 16, which exhibits a radio interface 30, another rail car 6, possibly another engine, comprises a second control device 20 connected to a second communication device 22, with a radio interface 30, and a message is transmitted from the first communication device 16 to the second communication device 22 via said radio interfaces 30, the message comprising information from which it is derivable that the second control device 20 is to be set as slave control device. The message may be transmitted directly or travel via a repeater 28 and may use encryption. The master device may be set by a driver 10 activating the control console, this may be sent to the second control device and automatically set it as a slave device. The control devices 14,20 may be ETCS or European Vital Computers (EVC) and radio standards such as GSM-R may also be used.
1/1
Description
Method for operating a railway vehicle
The invention relates to a method for operating a railway vehicle, the railway vehicle comprising several rail wagons which are coupled to one another.
A modern railway vehicle with several rail wagons usually comprises several control devices, such as vehicle computers. The control devices are often arranged in different wagons of the railway vehicle. For instance, there may be one control device may in each of the railway vehicle's motor coaches.
If the control devices utilise a mutual communication channel, e.g. a bus, for transmitting data, it is known to operate only one of the control devices as master control device whereas the other control device(s) is/are operated as slave control device(s) in order to enable a well-defined data transfer via the communication channel. For this purpose, it has to be assigned which of the control devices is to be operated as master control device and which of the control devices is/are to be operated as slave control device(s), respectively .
If, for instance, the railway vehicle's configuration, i.e. its number of wagons and/or order of wagons, changes or if it is intended to drive the railway vehicle in a direction opposite to its previous driving direction, it may be necessary to change the assignment which of the control devices is to be operated as master control device and which of the control devices is/are to be operated as slave control device(s).
An objective of the invention is to enable safe operation of a railway vehicle.
This objective is accomplished, according to the invention, by means of a method for operating a railway vehicle, said method comprising the features of claim 1.
The method according to the invention provides that the railway vehicle comprises several rail wagons which are coupled to one another. Further, the method provides that one of the rail wagons comprises a first control device and a first communication device, which exhibits a radio interface and is connected to the first control device, and another of the rail wagons comprises a second control device and a second communication device, which exhibits a radio interface and is connected to the second control device. Moreover, the method provides that a message is transmitted from the first communication device to the second communication device via said radio interfaces, the message comprising information from which it is derivable that the second control device is to be set as slave control device.
The invention is based on the consideration that, in order to avoid that a control device of the railway vehicle which is to be operated as slave control device will erroneously have the status of a master control device, said control device may be supplied with a message comprising information from which it is derivable that this control device is to be set as slave control device. Based on such message said control device may be set as slave control device (if this has not occurred already).
Further, the invention is based on the consideration that it may not be reliable to transmit such message over several rail wagons of the railway vehicle via a wired line. This is because effects such as signal damping and/or signal reflexions may occur in the wired line, particularly at inter-car cable connectors, causing a low signal quality of the message at its destination.
Moreover, the invention is based on the consideration that a modern railway vehicle is typically equipped with communication devices comprising a radio interface in order to enable radio communication with trackside devices and/or with a control centre. Such on-board communication devices may be employed to supply a control device of the railway vehicle with such message.
As mentioned above, the invention provides that the message comprising information from which it is derivable that the second control device is to be set as slave control device is transmitted from the first communication device to the second communication device via the radio interfaces of the communication devices. In other words, the invention suggests to transmit the message from the rail wagon comprising the first control device to the rail wagon comprising the second control device via radio utilising said radio interfaces. In this way, the problem of signal damping and/or signal reflexions at inter-car cable connectors is avoided when transmitting the message. As a result, the second control device may be reliably supplied with the message comprising information from which it is derivable that the second control device is to be set as slave control device. By this means, it can be avoided that the second control device will erroneously have the status as master control device. Thus, safe operation of the railway vehicle can be achieved.
Preferentially, the respective control device is a vehicle computer. The respective control device may, for instance, be employed for controlling a driving status of the railway vehicle, such as the railway vehicle's velocity. Furthermore, the respective control device can be connected to a driving unit and/or to a braking system of the railway vehicle.
Preferably, the first control device and the second control device utilise a mutual communication channel, e.g. a bus or bus system.
The operation of the first communication device is expediently controlled by the first control device. Accordingly, the operation of the second communication device is expediently controlled by the second control device.
The railway vehicle may comprise, apart from the two rail wagons which exhibit the control devices, at least one further rail wagon, such further rail wagon(s) preferentially being arranged between the two first-mentioned rail wagons.
Expediently, the first control device is set as master control device. Advantageously, the first control device generates said message, particularly after being set as master control device. Further, it is expedient if the first control device forwards the message to the first communication device, particularly via cable.
In a preferred embodiment of the invention, the message comprises information that the first control device has been set as master control device. This information can be the aforementioned information from which it is derivable that the second control device is to be set as slave control device. Among others, the information may contain an identifier of the first control device. In this manner it can be unambiguously determined which control device has been set as master control device.
Advantageously, the second control device itself may derive from said information of the message that the second control device is to be set as slave control device.
Expediently, the second communication device forwards said message to the second control device, particularly via cable. In an advantageous embodiment of the invention the second control device, after receiving the message from the second communication device, sets itself automatically as slave control device. Thus, manually setting the second control device as slave control device may be dispensed with.
Advantageously, the second control device reads or analyses the message's content, before setting itself as slave control device. The message, or rather its content, may trigger the second control device to set itself as slave control device.
Each of the aforementioned radio interfaces expediently comprises at least one radio antenna for sending and/or receiving radio signals. Especially for reasons of safety and/or redundancy, each of the aforementioned radio interfaces may comprise at least two radio antennas for sending and/or receiving radio signals. By this means, if one of the antennas of the respective radio interfaces has a failure, still at least one of the others antennas can be used for sending and/or receiving radio signals.
In order to improve reliability of the message transmission, it can be provided that the second control device is only set as slave control device, if the second communication device receives the message via several of its antennas and particularly if the message content is the same in each case.
Preferentially, the rail wagon which comprises the first control device is a motor coach (also referred to as railcar). Further, it is preferred if the rail wagon which comprises the second control device is a motor coach.
Moreover, the respective control device is preferentially an on-board ETCS-device (wherein the acronym ETCS stands for European Train Control System). Particularly, the respective control device may be a European Vital Computer (EVC).
In an advantageous embodiment of the invention the radio interface of the respective communication device is a standard compliant radio interface. Thus, the radio interface of the respective communication device may utilise a radio standard for transmitting and/or receiving signals. The radio standard may, for instance, be GSM (Global System for Mobile Communications). Alternatively, the radio standard may be UMTS (Universal Mobile Telecommunications System), LTE (Long Term Evolution) or another radio standard.
In a particularly advantageous embodiment of the invention the radio interface of the respective communication device utilises a railway-specific radio standard for transmitting and/or receiving signals. The railway-specific radio standard may, for example, be GSM-R (Global System for Mobile Communications - Rail).
Furthermore, the radio interface of the respective communication device may, for instance, be a GSM module, particularly a GSM-R module. Alternatively, the radio interface of the respective communication device may, e.g., be a UMTS module or LTE module.
Preferentially, the message is transmitted from the first communication device to the second communication device by using only on-board devices of the railway vehicle. In other words, the first and the second communication device may communicate with each other without utilising trackside radio network infrastructure.
For instance, the message may be transmitted directly from the first communication device to the second communication device .
According to one variant of the invention, the railway vehicle may comprise a repeater. Expediently, the repeater is arranged between both communication devices. Preferentially, the repeater is arranged in or on a rail wagon of the railway vehicle which is positioned between the rail wagon comprising the first control device and the rail wagon comprising the second control device.
The first communication device may send the message to the repeater and the repeater may retransmit the message to the second communication device at a higher signal level than received by the repeater. Further, it is expedient if the repeater comprises a radio interface, particularly a standard compliant radio interface which utilises the same radio standard as the aforementioned radio interfaces.
The message sent from the first communication device to the second communication device can be secured via one or several security procedures, such as ciphering and/or integrity protection .
In a preferred embodiment of the invention, the message is transmitted from the first communication device to the second communication device utilising end-to-end-encryption. In this way it may be prevented that a third party may uncover the message's content.
Further, it can be provided that the second control device, expediently after setting itself as slave control device, generates a confirmation message, the confirmation message comprising information that the second control device has set itself as slave control device.
Preferably, the second control device forwards the confirmation message to the second communication device. Advantageously, the confirmation message is transmitted from the second communication device to the first communication device via said radio interfaces. Further, it is expedient if the first communication device forwards the confirmation message to the first control device.
The confirmation message can be secured via one or several security procedures, such as ciphering and/or integrity protection. Preferentially, the confirmation message is transmitted from the second communication device to the first communication device utilising end-to-end-encryption.
Expediently, the first control device is set as master control device by a railway vehicle driver. Particularly, the first control device may be set as master control device by the railway vehicle driver in that the railway vehicle driver activates a driver's control console of the rail wagon comprising the first control device. Activating the driver's control console may, for instance, comprise turning a driver's key and/or performing any other authentication procedure, such as entering a code on a human machine interface.
Moreover, the invention relates to a railway vehicle comprising several rail wagons which are coupled to one another.
According to the invention, one of the rail wagons comprises a first control device and a first communication device, which exhibits a radio interface and is connected to the first control device, and another of the rail wagons comprises a second control device and a second communication device, which exhibits a radio interface and is connected to the second control device. Furthermore, the communication devices are configured to transmit a message from the first communication device to the second communication device via said radio interfaces, the message comprising information from which it is derivable that the second control device is to be set as slave control device.
The last-mentioned railway vehicle may be the same railway vehicle as mentioned above in conjunction with the method. Further, above-mentioned advantageous embodiments/implementations referring to the method, or rather to the devices used therein, may also refer to this railway vehicle or its components .
Preferentially, both control devices of the railway vehicle are operable, at the railway vehicle driver's choice, either as master control device or as slave control device.
Expediently, each of both control devices comprises a programmable processor and a data storage device. Further, it is expedient if a computer program, which can be executed on the respective processor, is stored in the respective data storage device. Advantageously, said computer program, when being executed, enables the railway vehicle to perform the method according to the invention, particularly to perform at least one of the above-mentioned preferred embodiments of the method.
The foregoing description of advantageous embodiments of the invention contains numerous features which are partly combined with one another in the dependent claims. Expediently, these features can also be considered individually and be combined with one another into further suitable combinations. More particularly, these features can be combined with the method and the railway vehicle according to the respective independent claim individually as well as in any suitable combination. Furthermore, features of the method can be considered as features of the corresponding device and vice versa. Even if terms are used in the singular or in a specific numeral form, the scope of the invention should not be restricted to the singular or the specific numeral form.
The above-described characteristics, features and advantages of the invention and the manner in which they are achieved can be understood more clearly in connection with the following description of an exemplary embodiment of the invention which will be explained with reference to the drawing. The exemplary embodiment is intended to illustrate the invention, but is not supposed to restrict the scope of the invention to combinations of features given therein, neither with regard to functional features. Furthermore, suitable features of the exemplary embodiment can also be explicitly considered in isolation and/or be combined with any of the appended claims.
The only figure shows a schematic illustration of a railway vehicle 2 which comprises a first rail wagon 4, a second rail wagon 6 and a third rail wagon 8, the rail wagons 4, 6, 8 being coupled to another.
Further, the first rail wagon 4 and the second rail wagon 6 are motor coaches, i.e. each of these two rail wagons 4, 6 comprises a motor (not depicted in the figure), wherein the third rail wagon 8 is non-motorised. Moreover, the third rail wagon 8 is arranged between the other two rail wagons 4, 6.
The aforementioned configuration of the railway vehicle 2 is meant to be illustrative only. For instance, the railway vehicle 2 may comprise more than one rail wagon arranged between the first and the second rail wagon 4, 6.
Furthermore, a railway vehicle driver 10 is present in the first rail wagon 4, and the railway vehicle's 2 driving direction 12 is directed from the right to the left.
The first rail wagon 4 comprises a first control device 14, a first communication device 16 and a first driver's control console 18, the first control device 14 being connected to the first communication device 16 and to the first driver's control console 18 via cable. Accordingly, the second rail wagon 6 comprises a second control device 20, a second communication device 22 and a second driver's control console 24, the second control device 20 being connected to the second communication device 22 and to the second driver's control console 24 via cable.
Each of both driver's control consoles 18, 24 comprises a human machine interface 26, which is embodied as a touch display in the present example. Besides, each of both control devices 14, 20 is an on-board ETCS-device, namely a European Vital Computer in the present example.
Additionally, the third rail wagon 8 exhibits a repeater 28. The repeater 28 as well as both communication devices 16, 22 are arranged on the roof of the respective rail wagon 4, 6, 8 of the railway vehicle 2.
Both communication devices 16, 22 as well as the repeater 28 comprise a standard compliant radio interface 30 each. In the present example, the respective radio interface 30 is embodied as a GMS-R module and utilises the railway specific radio standard GSM-R standard for sending and receiving radio signals .
The first control device 14 is set as master control device by the railway vehicle driver 10 in that the railway vehicle driver 10 activates the first driver's control console 18.
Further, the first control device 14, after being set as master control device, generates a message comprising information that the first control device 14 has been set as master control device and forwards the message to the first transmission 16 device via cable. From this information it is derivable that the second control device 20 is to be set as slave control device.
Then, the first communication device 16 sends via its radio interface 30 the message to the repeater 28 utilising end-toend-encryption. The repeater 28, after receiving the message via its radio interface 30 retransmits the message to the second communication device 22 at a higher signal level than received by the repeater 28, also utilising end-to-endencryption. Thus, the message is transmitted from the first communication device 16 to the second communication device 22 by using only on-board devices of the railway vehicle 2.
Alternately, it could be provided that the message is transmitted directly from the first communication device 16 to the second communication device 22, preferentially using end-toend-encryption. In this case, the repeater 28 could, in principle, be dispensed with.
The second communication device 22 forwards said message to the second control device 20. Further, the second control device 20 reads the message's content. Triggered by the message's content, the second control device 20 sets itself automatically as slave control device.
While a specific embodiment of the invention has been described in detail, those with ordinary skill in the art will appreciate that various modifications and alternatives to those details could be developed in light of the overall teachings of the disclosure. Accordingly, the particular implementations disclosed are meant to be illustrative only and should not be construed as limiting the scope of the claims or disclosure, which are to be given the full breadth of the appended claims, and any equivalents thereof.
Claims (15)
1. Method for operating a railway vehicle (2), the railway vehicle (2) comprising several rail wagons (4, 6, 8) which are coupled to one another, wherein
- one of the rail wagons (4, 6, 8) comprises a first control device (14) and a first communication device (16), which exhibits a radio interface (30) and is connected to the first control device (14),
- another of the rail wagons (4, 6, 8) comprises a second control device (20) and a second communication device (22), which exhibits a radio interface (30) and is connected to the second control device (20), and
- a message is transmitted from the first communication device (16) to the second communication device (22) via said radio interfaces (30), the message comprising information from which it is derivable that the second control device (20) is to be set as slave control device.
2. Method according to claim 1, characterised in that the first control device (14) is set as master control device, wherein the first control device (14), after being set as master control device, generates said message and forwards the message to the first transmission (16) device .
3. Method according to claim 1 or 2, characterised in that the message comprises information that the first control device (14) has been set as master control device .
4. Method according to any of the preceding claims, characterised in that the second communication device (22) forwards said message to the second control device (20), wherein the second control device (20), after receiving the message from the second communication device (22), sets itself automatically as slave control device.
5. Method according to any of the preceding claims, characterised in that the rail wagon (4) which comprises the first control device (14) and the rail wagon (6) which comprises the second control device (20) are motor coaches.
6. Method according to any of the preceding claims, characterised in that the respective control device (14, 20) is an on-board ETCS-device, particularly a European Vital Computer .
7. Method according to any of the preceding claims, characterised in that the radio interface (30) of the respective communication device (16, 22) is a standard compliant radio interface which utilises a radio standard for transmitting and/or receiving signals.
8. Method according to any of the preceding claims, characterised in that the radio interface (30) of the respective communication device (16, 22) utilises a railwayspecific radio standard for transmitting and/or receiving signals
9. Method according to claim 8, characterised in that the railway-specific radio standard is GSM-R.
10. Method according to any of the preceding claims, characterised in that the radio interface (30) of the respective communication device (16, 22) is a GSM module, particularly a GSM-R module.
11. Method according to any of the preceding claims, characterised in that the message is transmitted from the first communication device (16) to the second communication device (22) by using only on-board devices of the railway vehicle (2 ) .
12. Method according to any of the preceding claims, characterised in that
- the message is transmitted directly from the first communication device (16) to the second communication device (22), or
- the railway vehicle (2) comprises a repeater (28) which is arranged between both communication devices (16, 22), wherein the first communication device (16) sends the message to the repeater (28) and the repeater (28) retransmits the message to the second communication device (22) at a higher signal level than received by the repeater (28).
13. Method according to any of the preceding claims, characterised in that the message is transmitted from the first communication device (16) to the second communication device (22) utilising end-to-end-encryption.
14. Method according to any of the preceding claims, characterised in that the first control device (14) is set as master control device by a railway vehicle driver (10), particularly in that the railway vehicle driver (10) activates a driver's control console (18) of the rail wagon (4) comprising the first control device (14).
15. Railway vehicle (2) comprising several rail wagons (4, 6, 8) which are coupled to one another, wherein
- one of the rail wagons (4, 6, 8) comprises a first control device (14) and a first communication device (16), which exhibits a radio interface (30) and is connected to the first control device (14),
- another of the rail wagons (4, 6, 8) comprises a second control device (20) and a second communication device (22), which exhibits a radio interface (30) and is connected to the second control device (20),
- the communication devices (16, 22) are configured to transmit a message from the first communication device (16) to the second communication device (22) via said radio interfaces (30), the message comprising information from which it is derivable that the second control device (20) is to be set as slave control device.
Intellectual
Property
Office
Application No: Claims searched:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1616179.6A GB2554378A (en) | 2016-09-23 | 2016-09-23 | Method for operating a railway vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1616179.6A GB2554378A (en) | 2016-09-23 | 2016-09-23 | Method for operating a railway vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB201616179D0 GB201616179D0 (en) | 2016-11-09 |
| GB2554378A true GB2554378A (en) | 2018-04-04 |
Family
ID=57539949
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1616179.6A Withdrawn GB2554378A (en) | 2016-09-23 | 2016-09-23 | Method for operating a railway vehicle |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2554378A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2020259966A1 (en) * | 2019-06-27 | 2020-12-30 | Siemens Mobility GmbH | Train and method for operating a train |
| CN114084175A (en) * | 2020-08-24 | 2022-02-25 | 比亚迪股份有限公司 | Portable manipulator for a rail vehicle, rail vehicle and control method thereof |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111615051B (en) * | 2020-05-20 | 2022-05-20 | 上海创远仪器技术股份有限公司 | System and method for realizing trunk line signal measurement based on Android platform |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5681015A (en) * | 1996-12-20 | 1997-10-28 | Westinghouse Air Brake Company | Radio-based electro-pneumatic control communications system |
| WO2001019023A2 (en) * | 1999-09-07 | 2001-03-15 | New York Air Brake Corporation | Intra-train communication network |
| US20090204278A1 (en) * | 2006-06-06 | 2009-08-13 | Steven Andrew Kellner | System and method for establishing a wireless-based communication link between a pair of locomotives |
| US20140005915A1 (en) * | 2012-06-29 | 2014-01-02 | Eugene A. Smith | System and method for communicating in a vehicle consist |
| WO2014040880A1 (en) * | 2012-09-14 | 2014-03-20 | Siemens Aktiengesellschaft | Communication between cars of a rail vehicle |
| US20150025712A1 (en) * | 2012-06-29 | 2015-01-22 | General Electric Company | System and method for communicating in a vehicle consist |
| US20150372948A1 (en) * | 2014-06-24 | 2015-12-24 | Electro-Motive Diesel, Inc. | Parallel path train communication network |
| US20160229432A1 (en) * | 2015-02-09 | 2016-08-11 | General Electric Company | Communication System And Method Of A Vehicle Consist |
-
2016
- 2016-09-23 GB GB1616179.6A patent/GB2554378A/en not_active Withdrawn
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5681015A (en) * | 1996-12-20 | 1997-10-28 | Westinghouse Air Brake Company | Radio-based electro-pneumatic control communications system |
| WO2001019023A2 (en) * | 1999-09-07 | 2001-03-15 | New York Air Brake Corporation | Intra-train communication network |
| US20090204278A1 (en) * | 2006-06-06 | 2009-08-13 | Steven Andrew Kellner | System and method for establishing a wireless-based communication link between a pair of locomotives |
| US20140005915A1 (en) * | 2012-06-29 | 2014-01-02 | Eugene A. Smith | System and method for communicating in a vehicle consist |
| US20150025712A1 (en) * | 2012-06-29 | 2015-01-22 | General Electric Company | System and method for communicating in a vehicle consist |
| WO2014040880A1 (en) * | 2012-09-14 | 2014-03-20 | Siemens Aktiengesellschaft | Communication between cars of a rail vehicle |
| US20150372948A1 (en) * | 2014-06-24 | 2015-12-24 | Electro-Motive Diesel, Inc. | Parallel path train communication network |
| US20160229432A1 (en) * | 2015-02-09 | 2016-08-11 | General Electric Company | Communication System And Method Of A Vehicle Consist |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2020259966A1 (en) * | 2019-06-27 | 2020-12-30 | Siemens Mobility GmbH | Train and method for operating a train |
| CN114084175A (en) * | 2020-08-24 | 2022-02-25 | 比亚迪股份有限公司 | Portable manipulator for a rail vehicle, rail vehicle and control method thereof |
Also Published As
| Publication number | Publication date |
|---|---|
| GB201616179D0 (en) | 2016-11-09 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| RU2653261C1 (en) | Architecture of broadband communication network, unified train management network and train service network, and method of communication with its application | |
| CN102233886B (en) | CTCS (China Train Control System)-2 train operation control system | |
| JP6051092B2 (en) | Train control system | |
| JP2022519464A (en) | Train network control systems, methods, equipment, and trains | |
| US10457300B2 (en) | Method and device for automatically influencing track-bound vehicles | |
| US9254854B2 (en) | Method and device for determining the train length of a plurality of coupled railway traction vehicles | |
| GB2554378A (en) | Method for operating a railway vehicle | |
| CN110789570B (en) | Train-mounted equipment and control method thereof | |
| US11753053B2 (en) | Method for operating a rail vehicle network | |
| CN103744401B (en) | A kind of wireless heavy data communications method of locomotive and system | |
| ES2739152T3 (en) | Procedure for operating a train safety provision, train and vehicle safety provision on rails with a train safety provision | |
| KR101339348B1 (en) | hybrid operating system for moving block and fixed block using track circuit and method thereof | |
| US9132846B2 (en) | Automatic wireless network synchronization of a physically connected locomotive consist | |
| KR101279424B1 (en) | Hybrid operating system for moving block and fixed block and method thereof | |
| CN105209314A (en) | Train control method, and apparatus and system thereof | |
| KR20110044202A (en) | Communication method and system for route secured control | |
| US20220007186A1 (en) | Secure Vehicle Communication System | |
| CN105848985B (en) | The control of rail vehicle | |
| US9776647B2 (en) | Input of ETCS data into a rail vehicle | |
| KR20160033813A (en) | relay system between cab of ERTMS applied railway vehicle and the signal processing method | |
| CN103746784A (en) | Method and system of data communication of wireless reconnection of locomotive | |
| RU2722780C1 (en) | Method for decentralized interval control of train movement and system for its implementation | |
| US20200164906A1 (en) | Method and apparatus for transmitting data between a first communications network of a first track-guided vehicle unit and a second communications network of a second track-guided vehicle unit | |
| CN102717816A (en) | Situation processing system of locomotive operation information | |
| JP5072521B2 (en) | Railway vehicle power supply system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |