WO2001062572A1 - Rail communications system - Google Patents
Rail communications system Download PDFInfo
- Publication number
- WO2001062572A1 WO2001062572A1 PCT/US2001/005934 US0105934W WO0162572A1 WO 2001062572 A1 WO2001062572 A1 WO 2001062572A1 US 0105934 W US0105934 W US 0105934W WO 0162572 A1 WO0162572 A1 WO 0162572A1
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- WO
- WIPO (PCT)
- Prior art keywords
- radio frequency
- frequency signal
- signal
- railroad track
- information
- Prior art date
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- 238000000034 method Methods 0.000 claims abstract description 40
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
- B61L23/042—Track changes detection
- B61L23/044—Broken rails
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- 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
- B61L2205/00—Communication or navigation systems for railway traffic
- B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]
Definitions
- the present invention relates to information transmission along railroad tracks .
- U.S. Patent No. 1,517,549 uses an electrical high frequency signal because it eliminated information concerning trains that were much further ahead and not considered a danger. This high frequency limited the signal because of high attenuation characteristics.
- U.S. Patent No. 3,715,669 to LaForest used a receiver for a frequency modulated overlay track circuit wherein components such as relay capacitors and resistors were connected to the rail and its operation depended upon the wheels of the train interrupting an electrically generated signal through the track by use of a shunt which blocks signals to the transmitter.
- the U.S. Patent No. 3,949,959 to Rhoton and U.S. Patent No. 3,984,073 to Wood et al . concern antenna apparatus for coupling audio frequency signals related to one or the other of vehicle track rails. Voltage is injected into the vehicle track rails. This system is related to the detection of sound waves .
- U.S. Patent No. 4,369,942 to Wilson is a signal communication system which uses an electrically generated current including insulated tracks to engage a rail crossing signal wave system. Low voltage current initiates or induces the signal .
- the U.S. Patent No. 442,998 to Laurent et al . passes information through rails by using transmission zones with a resonant circuit tuned to a carrier frequency of signals emitted by a conductive loop placed between two rails of the track at the end of each block or zone.
- This system uses a continuous wave transmission in order to detect information rather than communicate information from one position to another .
- the present invention overcomes prior art problems by providing an improved method and apparatus for transmitting and receiving information or general communication, including but not limited to location, speed and direction of rail traffic, to operators, and other personnel.
- the present invention accomplishes its objective by using conventional railroad steel tracks which are mounted on railroad ties. These rails are electrically coupled to each successive length of track by conductive cable or a solid weld. Rail equipment traverses the rails using a flanged steel wheel which rolls on top of the steel rail.
- the present invention provides for transmission and reception of signals directly into the rail through a suitable tuned inductor or through the wheel into the rail. The transmitted signals are received from the rail back through the wheel, or tuned inductor, or other suitable conductive media to the equipment.
- a variety of electromagnetic induction or conduction devices may be utilized in the vicinity of the track. Current federal regulations prohibit any part of the equipment mounted on a train, other than the wheel, from being any closer to the rail then 2.5 in. (6.35 cm) .
- FCC Federal Communications Commission
- An additional beneficial aspect of the present invention is its ability to detect anomalies, defects, or discontinuities in the track itself. This is accomplished by virtue of the transmission and reception of signals through the rail. Such signals or reflected signals would necessarily be altered by anomalies, defects, or discontinuities in way such that they could be compared to a database of recorded anomalies derived from tests or samples taken from sections of track with known existing defects, or compared with a range of conditions considered to be normal in existing rail systems, or compared to both.
- the objects of the present invention are accomplished by a method of transmitting information through a railroad track or other electrically conductive rail equipment, (e.g. trainline or cantenary) which involves an introduction of a signal containing information at a first location on the track or conductor and the detection of the signal which contains the information transmitted through the rail or other conductor to a second distant location. Subsequently, the information is extracted from the detected signal .
- a railroad track or other electrically conductive rail equipment e.g. trainline or cantenary
- an apparatus which transmits information through the railroad track using a signal source which outputs an information encoded signal into either one or both of the rails of a track.
- a remotely positioned receiver detects the encoded signal transmitted through the track and then extracts the information from the signal.
- specific information transmitted as a specific, universally known form of signal along a railroad track, is received by detecting a plurality of audible signals at a position which is remote from the source of the specific audible signal. Subsequently, the detected plurality of signals are analyzed and the specific audible signal is isolated. The specific audible signal is then processed to provide the specific information.
- Figure 1 is a schematic illustration of a method of radio frequency transmission according to the present invention
- Figure 2 as in illustration of the effectiveness of the method illustrated in figure 1 when taking into account the shunting effect of the axles of trains and other moving equipment ;
- Figure 2a is an illustration of the effectiveness of the use of a single track transmission method where the chassis of the train is used as a relative ground communicating with the opposite grounded track;
- Figure 3 is a schematic illustration of the method using a length of railroad tracks have train cars.
- FIG. 4 is in illustration of the audible frequency transmission method according to the present invention. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
- Figure 1 illustrates the use of a one mile length of main line welded 140-pound steel rail 10, as a transmission medium.
- the in situ track 10 was evaluated using an auto- ranging digital multimeter which established that the resistance between the two opposite rails 12, 14 was approximately 3.5 ohms.
- the differential alternating voltage measure between opposing rails indicated only normal background voltage transients, that is to say, that whether or not the volt meter was connected to the rail, there was no difference in the measured voltage.
- the D.C. differential voltage was measured as essentially zero.
- a copper grounding rod was inserted approximately 15 inches into the soil to evaluate the voltage differential of each track relative to ground. There was approximately a 1 volt DC voltage measured with respect to ground for each of the rails.
- the opposite ends of the copper wire were attached to the positive and negative dipole terminals of a 194.5 kHz AM (L. F.), 500 mW transmitter 30, that utilizes a 30 kHz FM sub-carrier to transmit audio (stereo) identified as a CYBERNET, model TM-301 (FCC ID # AWQ9SBTM-301) , having an effective power output of approximately 200 mW at 100 percent modulation at 1 kHz.
- the steel automotive rims connected to the wire coming from the transmitter were prepared by removing all paint and corrosion from the inner surfaces and from one of the lug holes to permit maximum electrical conductivity between the connection wires, rims, and train tracks.
- the rims 23, 24 were placed opposite each other on the tracks in a vertical orientation in order to simulate two train wheels on a track.
- a musical program material source 40 was used to modulate the Cybernet transmitter 30 in order to determine the effective transmission range with the matching receiver headset 50.
- the receiver headset was a Cybernet model HT- WL38 portable headset receiver equipped with auto-squelch.
- the receiver 50 was moved away from the transmission source (where the wheels were placed on the track) . Beginning at about 500 yards, there was detectable attenuation of the RF signal as evidenced by muting at a full standing position resulting from the auto squelch feature of the receiver. However, the signal was clearly discernible at approximately a one mile distance from the transmission source, monitored no closer than 1.5 feet above the tracks . Because the power output of the test transmitter was substantially less than one-half watt (200 mW) , it is apparent that longer transmission distances could be readily achieved by using a transmitter with higher output power under similar conditions.
- the trainline is an electrically conductive line, running continuously along the entire length of the train, connected at each car by means of a conductive "gladhand" . This is accomplished by insuring continuity between the hose's reinforcing wire mesh component and its couplings.
- a catenary, or a third rail could also be utilized to transmit the signal utilizing a suitable coupling device (to prevent high voltage damage to transmission equipment) .
- the shunting of the two tracks by the first axle (the point of detection) of an approaching or departing train is an beneficial aspect of the application because it provides a closed loop "antenna" which actually improves signal strength and also provides valuable signal phasing information, which is important when several trains are located in the same vicinity.
- a single conductor "antenna" (or transmission line) track can work equally well for transmission, as shown in Figure 2a.
- the negative side 61 of the antenna dipole is connected to a grounding rod 63, and the positive side 65 to 1000 feet of eight gauge insulated stranded copper wire 68 that is run in a straight line from the transmitter 60 and is grounded at the far end.
- the musical program source was readily detectable at the far end by receiver 70.
- This condition can be simulated on a train by connecting the ground side of the transmitter to the chassis of the train, which is electrically continuous with its metal wheel, and grounding one of the rails at regular intervals. This would require the use of an inductor or wheel, insulated from the chassis of the train to introduce or receive the signal on the opposite rail .
- Figure 3 illustrates an additional test previously referred to and a variation of the testing of rail communications involving a section of tracks occupied by a locomotive, cars and a caboose.
- a test section using tracking equipment in very poor conditions was used to emphasize the functioning of the method under less than ideal conditions.
- the length of rail illustrated in Figure 3 contained a locative 35 and a caboose 39 with 10 cars 36 of various types and lengths.
- the track was sectionally connected together with bolts and fastening plates (not welded) and attached to wooden ties with typical gravel bedding. Several of the bolts used to fasten the track together were missing and the track was separated at these points and sections of up to six inches were missing. Cars and wheels, as well as the track exhibited significant rust on the exterior surfaces and couplers .
- the same test equipment as used in the Figure 1 configuration was set up.
- the front wheels of the locative were connected at a the appropriate connection point to the transmitter through 14 gage multi strand wire.
- a small hole drilled near the journal bearing approximately 3/16" in diameter was selected as the signal injection point.
- the hole was prepared by scrapping its interior with a small flat plated screwdriver. Thereafter, a stripped end of the 14 gage wire was inserted into the hole. A small screw was then chased behind ensuring a positive electrical connection to the wheel.
- Several areas of the wheel, axle and track were scrapped and tested for resistence. The resistence was effectively 0 ohms.
- Both right and left front wheels of the locomotive were identically prepared.
- the antenna lead from the transmitter was connected to the body of the train, away from the wheel in areas where the chassis could be scrapped back to bare steel.
- the audio signal was discernable along, in between and directly above the track and in the couplers traveling away from the locomotive.
- the signal was slightly attenuated but discernible to the end of the track at the car body level, at both rails and in between both rails .
- the RF signal was introduced into the body of the locomotive above the wheels, the signal was attenuated at approximately the seventh car at the higher coupler level but was still discernible at the rail moving toward the caboose.
- a high power linear amplifier such as the AR (Amplifier Research) model 100L can be used which operates over a frequency range of 10 KHz to 220 MHz and has a minimum output of 100 watts CW at maximum gain.
- the measurement of the amplifier output power is accomplished by a directional coupler, HP power meters and a coaxial load.
- the coupler can be a Werlatone model C1460 which operates over the 10 KHz to 250 MHz frequency range.
- the coaxial load could be a Bird model 8201 which operates from DC to 1000 MHz.
- the measurement of the forward and reflected powers at the coupler ports determine the transmitted power into the load.
- the AR amplifier can be driven by HP model 8656A generator which operates from 100 KHz to 990 MHz and can operate down to lOKHz in an under range mode.
- This 8656A generator can be modulated at 400 Hz or 1000 Hz and has an external modulation input that can be modulated between 25 Hz to 25 KHz.
- This internal modulations of 4,000 Hz can be operated simultaneously or as mixed modulations involving AM-AM, FM-FM, or AM-FM.
- Matching apparatus at the receiving location can include a Fairchild model ALR-25 loop antenna which has an 18 inch diameter and a switchable matching network for direct bands.
- the loop operates over the 10 KHz to 30 MHz frequency range and is oriented at the test location to maximize the received signal.
- the output can be fed to an Eaton EMI field intensity meter such as model NM-7A which operates over the 0-50 KHz range with band widths of 10 AZ, 100 HZ, 1 KHZ, 20 KHZ and 50 KHZ.
- This meter has a BNC coaxial input which can be operated from AC power or from internal rechargeable batteries.
- the AR amplifiers have unbalanced coaxially outputs.
- a balance tuner is connected to the output of the amplifier so that the signal can be matched into the rails.
- the balance tuner would have a coaxial input and a balanced output .
- a balun can be used without a matching network because the AR amplifier is designed to operate in high VSWR's without damage. With this environment, a balun which can operate in the 30-300 KHz range and can handle the 200-500 watts is required.
- a single rail can be loaded with a coaxially output having the shielded conductor connected to ground.
- a loop antenna having one lead grounded would be used for the reception.
- Such a single rail configuration would have a lower impedance in order to provide matching without a balun.
- the transmission and reception of waves, through the wheel, or other transducers mounted on a locomotive or other track equipment, into the rail, can be picked up directly through the rail by other locomotives and track equipment, or by a fixed or portable receiver or dispatch center.
- the signal may also been coded with information directly input by the railroad personnel or other parties.
- This encoded information is transmitted and picked up by other equipment, either on board the train or remotely located. Therefore, any moving or stationary train may transmit information, to other locomotives or receivers, relative to speed, direction, location, and distance, as well as other information that may be encoded into the signal.
- This encoded information can be digital or analog (e.g. audio) and can be converted by a computer or audio radio detector either on board another piece of equipment or at a location positioned off the rails.
- the information can be derived from or shared with other equipment located onboard a train or located on or off the track, such as data recorders, telemetry devices, geographical/global positioning devices.
- radio frequency waves are a preferred aspect of the present invention.
- radio frequencies which can be identified as suitable for transmission through the rail without creating interference with existing radio frequency communications controlled by the Federal Communications Commission (FCC) .
- FCC Federal Communications Commission
- these frequencies can be transmitted and received over relatively long distances along the rail without experiencing significant signal strength loss or without presenting an environmental hazard to either personnel or wildlife.
- LF low frequency, 30 kHz to 300 kHz
- VLF very low frequency, 3 kHz to 30 kHz
- ELF extreme low frequency, 3 Hz to 3 kHz
- ULF Ultra low frequency, ⁇ 3 Hz
- radio frequency electromagnetic waves embedded information in a digital or analog format, can be carried along with the wave, or its sidebands, or by frequency modulated (FM) waves.
- FM frequency modulated
- relatively accurate location information derived from existing conventional global positioning systems (GPS) equipment located on board each train can be transmitted via the RF carrier.
- GPS global positioning systems
- parties such as workers, trains in distress, trains located in "dark” areas etc. can be used to contact other trains, or off track railroad facilities.
- the system can be implemented as either an conventional communication system, emergency system, highway grade crossing signal, positive train control system, freight tracking system, or as a commercial service for a fee.
- the physical characteristics of the rail itself can be detected as a result of changes in the waveform, resulting from interference or resistance within the steel rail, to the transmitted waves of these low frequency systems. Variations in the waveform, phasing, amplitude, or interruptions of a transmitted or reflected signal are used to provide inherent information concerning the condition of the rail or the speed of a moving transmitter located on the rail . Detection of the condition of the rail, or the speed of approaching equipment, can be enhanced by the addition of a calibrated audio signal in combination with the RF component . Furthermore a secondary HF or UHF signal can be used, as a reference, as well as a redundant signaling device along with the main low frequency rail signal.
- phase analysis of any signals received directly from, or reflected back from a transmitting train can be used to detect the condition of the rail. This phase analysis is accomplished by phase analysis computer software.
- the radio frequency may be modulated beforehand with the necessary information to be transmitted from the first position to the second position.
- the aforementioned physical characteristics can be detected as a result of the changes in the wave form or envelope. These variations may be the phase, amplitude or interruption. Therefore, at the second position, there is an ability to not only remove the specific information sent from the first position but there is also the ability to determine the physical characteristics of the rail between the two positions.
- a radio frequency signal modulated with information A is sent out.
- the information received at the second position would have an amplitude or a signal level of a certain value because of the distance between the two locations.
- the signal level may be significantly lower or have a different phasing.
- the original information A sent from the first position can still be determined but the characteristics of the received signal, aside from the information contained in the received signal, will provide the additional information concerning the track condition.
- the RF signal can be transmitted into the right-side rail (relative to each train) in order to determine whether an approaching train is closing on another train from the front or the rear on the same track.
- a convention can be adopted which would dictate that moving trains, headed from zero degrees through 180 degrees, transmit on one frequency, and trains headed from 181 degrees through 360 degrees, relative to true north or magnetic north, transmit on another frequency.
- Specific differential information is only possible because the system uses the rail as its transmission medium.
- GPS global positioning systems
- Automated or manually operated transmitting/receiving units can be installed on various railroad crossings, bridges, and intersections with the railroad to provide additional advanced warning, such as an emergency voice communication or visible light or infrared video detection, or sound proximity devices used to warn of potential obstructions.
- This system can be used to act as a redundant safety system to activate highway-rail warning systems, or be used to replace the existing , high maintenance grade crossing system.
- acoustic signal i.e. sound waves
- Sound traveling over and along the track may be generated either passively or actively by a train or equipment mounted on the train.
- the digitizing of passively generated by sounds detected by a microphone or optical detection system in contact with a rail, or in close proximity to the rail enables a discrimination of sounds inherently generated by a train or other objects in contact with the rails.
- These digitized sounds are separated from other sounds on the same track by comparing the phrase relationship, frequency, frequency shift and amplitude of all detected sounds processed by a computer algorithm, with or without direct comparison to already stored digital samples. Defects in the rail or discontinuous sections of the rail can also be detected in a similar manner. In other words, it is possible to catalog sounds associated with various events and conditions occurring along a railroad track during normal and abnormal operation in order to provide a differential database that can be used to determine possible dangerous conditions.
- Another approach for the use of sound in railroad communication, involves the active introduction into the rail of continuous or pulsed sound of a standardized frequency and interval, not typically associated with normal railroad sounds, which serves as a SONAR-like signal that can be detected and analyzed at considerable distances . Because this active signal is standardized, its original characteristics are known precisely, and hence any differences in the received signal can be attributed to the movement, or lack of movement, of equipment or objects over the rail, or on the rail, and the characteristics of the rail itself.
- Figure 4 shows the introduction of sound from the active source 82 through existing train rails 83, 84.
- the source 80 may be an oscillator/amplifier fitted on, or attached to the wheels 82, 83 or a resonant inductor placed directly over the track, capable of generating the desired acoustic signal at all rail vehicle speeds. Placement of equipment 2.5 inches, or more over the track is permissible under current regulatory guidelines.
- the reception of the active acoustical signal can occur through a wheel equipped with a microphone device 91 or optical device may use reflective coherent light such as a laser. This detection occurs directly from the rail surface.
- Correction for inherent movement associated with a train in motion is achieved by the use of an extremely sensitive, phase coupled motion detecting device, fitted with an optically transparent loop, placed directly into the path of the transmitted control laser beam. Information from this device is fed into a computer or other signal processor 94, along with information from the reflected laser beam coming from the track which is then used to provide corrective information used to compensate for the spurious movement and/or vibration associated with the moving train and source laser.
- an active sound source into the rail system can be, as discussed above with respect to a radio frequency implementation, introduced only into the right side rail of all trains (relative to the train) to provide immediate identification of trains moving toward each other on the same track as opposed to traveling in the same direction. Further at a convention can be adopted which would dictate that moving train headed from zero degrees through 180 degrees transmitted on one frequency, and trains headed from 181 degrees serves 360 degrees relative to magnetic or true North is transmitted on another frequency.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Near-Field Transmission Systems (AREA)
Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CA002401209A CA2401209A1 (en) | 2000-02-25 | 2001-02-26 | Rail communications system |
US10/204,325 US6830224B2 (en) | 2001-02-26 | 2001-02-26 | Rail communications system |
AU2001241721A AU2001241721A1 (en) | 2000-02-25 | 2001-02-26 | Rail communications system |
MXPA02007953A MXPA02007953A (en) | 2000-02-25 | 2001-02-26 | Rail communications system. |
EP01913002A EP1276654A4 (en) | 2000-02-25 | 2001-02-26 | Rail communications system |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US18506700P | 2000-02-25 | 2000-02-25 | |
US60/185,067 | 2000-02-25 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2001062572A1 true WO2001062572A1 (en) | 2001-08-30 |
Family
ID=22679433
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/US2001/005934 WO2001062572A1 (en) | 2000-02-25 | 2001-02-26 | Rail communications system |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP1276654A4 (en) |
CN (1) | CN1269679C (en) |
AU (1) | AU2001241721A1 (en) |
CA (1) | CA2401209A1 (en) |
MX (1) | MXPA02007953A (en) |
WO (1) | WO2001062572A1 (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN101574977B (en) * | 2008-05-06 | 2011-03-30 | 宝山钢铁股份有限公司 | Dynamic monitoring method for position of molten iron tranportation vehicle and monitoring system thereof |
EP3495230A1 (en) * | 2017-12-08 | 2019-06-12 | Thales Management & Services Deutschland GmbH | Train control network, method for communication and method for controlling train integrity |
WO2021259575A1 (en) * | 2020-06-24 | 2021-12-30 | Siemens Mobility GmbH | Method for determining a length-dependent parameter of a railbound group of vehicles and vehicle |
CN117471261A (en) * | 2023-12-28 | 2024-01-30 | 四川拓及轨道交通设备股份有限公司 | Detection method of vehicle-mounted flexible contact net positioning device based on no-load voltage |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN101439726B (en) * | 2007-11-22 | 2012-04-18 | 保定市天河电子技术有限公司 | Method for detecting train passage situation and system thereof |
DE102012217627A1 (en) * | 2012-09-27 | 2014-03-27 | Siemens Aktiengesellschaft | Method for operating a rail vehicle in a railway system and railway system |
CN106019003B (en) * | 2016-05-16 | 2018-11-27 | 中车青岛四方机车车辆股份有限公司 | Multimeter embedded system, the processing method based on the system and multimeter equipment |
Citations (8)
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US3694751A (en) * | 1968-09-20 | 1972-09-26 | Japan National Railway | Induction radio transmission system |
US3714419A (en) | 1969-07-01 | 1973-01-30 | Philips Corp | System for the transmission of information to a vehicle on rails |
US3750020A (en) * | 1967-08-17 | 1973-07-31 | T Baba | Radio communication transmission system for vehicles |
US3886548A (en) * | 1973-10-12 | 1975-05-27 | Boeing Co | Responder for use in a passive identification system |
US4498650A (en) | 1982-03-10 | 1985-02-12 | General Signal Corporation | Microprocessor based track circuit for occupancy detection and bidirectional code communication |
US4910793A (en) * | 1986-12-08 | 1990-03-20 | Alsthom | Two-way transmission system for ground/mobile station communications |
US5507456A (en) | 1994-09-26 | 1996-04-16 | Union Switch & Signal Inc. | Reduced harmonic switching mode apparatus and method for railroad vehicle signaling |
EP0861764A1 (en) | 1996-08-20 | 1998-09-02 | The Nippon Signal Co. Ltd. | Information generator using elastic wave |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
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FR1393562A (en) * | 1964-02-14 | 1965-03-26 | Compteurs Et Moteurs Aster | Complete train passage detector |
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2001
- 2001-02-26 WO PCT/US2001/005934 patent/WO2001062572A1/en active Application Filing
- 2001-02-26 CA CA002401209A patent/CA2401209A1/en not_active Abandoned
- 2001-02-26 AU AU2001241721A patent/AU2001241721A1/en not_active Abandoned
- 2001-02-26 MX MXPA02007953A patent/MXPA02007953A/en active IP Right Grant
- 2001-02-26 CN CNB018056121A patent/CN1269679C/en not_active Expired - Fee Related
- 2001-02-26 EP EP01913002A patent/EP1276654A4/en not_active Withdrawn
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Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
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CN101574977B (en) * | 2008-05-06 | 2011-03-30 | 宝山钢铁股份有限公司 | Dynamic monitoring method for position of molten iron tranportation vehicle and monitoring system thereof |
EP3495230A1 (en) * | 2017-12-08 | 2019-06-12 | Thales Management & Services Deutschland GmbH | Train control network, method for communication and method for controlling train integrity |
WO2019110673A1 (en) * | 2017-12-08 | 2019-06-13 | Thales Management & Services Deutschland Gmbh | Train control network, method for communication and method for controlling train integrity |
AU2018379331B2 (en) * | 2017-12-08 | 2022-06-16 | Thales Management & Services Deutschland Gmbh | Train control network, method for communication and method for controlling train integrity |
US11460288B2 (en) | 2017-12-08 | 2022-10-04 | Thales Management & Services Deutschland Gmbh | Train control network, method for communication and method for controlling train integrity |
WO2021259575A1 (en) * | 2020-06-24 | 2021-12-30 | Siemens Mobility GmbH | Method for determining a length-dependent parameter of a railbound group of vehicles and vehicle |
CN117471261A (en) * | 2023-12-28 | 2024-01-30 | 四川拓及轨道交通设备股份有限公司 | Detection method of vehicle-mounted flexible contact net positioning device based on no-load voltage |
CN117471261B (en) * | 2023-12-28 | 2024-03-29 | 四川拓及轨道交通设备股份有限公司 | Detection method of vehicle-mounted flexible contact net positioning device based on no-load voltage |
Also Published As
Publication number | Publication date |
---|---|
CN1269679C (en) | 2006-08-16 |
CA2401209A1 (en) | 2001-08-30 |
AU2001241721A1 (en) | 2001-09-03 |
EP1276654A1 (en) | 2003-01-22 |
CN1423605A (en) | 2003-06-11 |
MXPA02007953A (en) | 2004-09-10 |
EP1276654A4 (en) | 2004-07-07 |
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