WO2005025962A2 - Procede et dispositif de detection de la rupture et de l'occupation des rail de guidage - Google Patents

Procede et dispositif de detection de la rupture et de l'occupation des rail de guidage Download PDF

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Publication number
WO2005025962A2
WO2005025962A2 PCT/US2004/028628 US2004028628W WO2005025962A2 WO 2005025962 A2 WO2005025962 A2 WO 2005025962A2 US 2004028628 W US2004028628 W US 2004028628W WO 2005025962 A2 WO2005025962 A2 WO 2005025962A2
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WIPO (PCT)
Prior art keywords
signal
processor
guideway
track
pulse
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PCT/US2004/028628
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English (en)
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WO2005025962A3 (fr
Inventor
Steven Turner
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Analogic Engineering, Inc.
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Publication date
Application filed by Analogic Engineering, Inc. filed Critical Analogic Engineering, Inc.
Publication of WO2005025962A2 publication Critical patent/WO2005025962A2/fr
Publication of WO2005025962A3 publication Critical patent/WO2005025962A3/fr

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Classifications

    • 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
    • B61L23/047—Track or rail movements
    • 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
    • B61L23/041—Obstacle detection
    • 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

Definitions

  • the present invention relates to track detection systems and, more particularly, to a detection system that detects local and distant rail breaks and track occupation.
  • Trains and other rail or guideway moving vehicles and/or objects travel along common tracks at various speeds.
  • the stopping distance of some trains can be many miles, but driver visibility is often less than this distance because of fixed conditions such as curves, embankments, trees, tunnels through hilly or mountainous terrain; and the like, or variable conditions such as poor weather.
  • train drivers need to know that the track ahead is free of breaks and not occupied by other vehicles.
  • an automated warning system is frequently employed with the primary goal of detecting other trains on the track ahead and signaling the driver to slow or stop as necessary to avoid a collision.
  • track occupation detection involves a signaling system that is substantially external to the trains.
  • the present signaling system regulates traffic flow and ensures train separation by dividing the entire length of track into a multitude of relatively short fixed blocks of various lengths, typically each no longer than some one to two miles.
  • a visual indicator instructs the train crew to proceed according to the status of the track ahead, typically by providing a general speed range (go, may-have-to-stop, stop- immediately) that is based on whether or not other trains exist in the next few blocks of track.
  • the indicator device provides a "go" or "proceed at normal speed” indication (meaning no train exists in the next few blocks), a “may have to stop” or “proceed with caution” indication (meaning a train is not in the next block of track but ahead in a subsequent block), or a “stop immediately” indication (meaning a train exists in the next block).
  • An electrical signal generator applies a continuous signal (generally a DC, audio frequency AC, or pulse coded voltage) between the two rails at one end of the block, and a relay or similar detection device measures the signal voltage between the two rails at the other end of the block.
  • the rails of each block are electrically isolated from the rails of the adjoining blocks using special rail joints known as Insulated Joints (IJs). If no trains exist in the block, the rails act as an electric circuit with the signal generator at one end of the block energizing the relay at the other end of the block through the two conducting rails. A train at some location in a block is determined in a manner similar to a short circuit detection. Any locomotive or railcar axles, or any other conductive member, within the block act as a circuit shunt between the two rails to greatly diminish the signal voltage so that the relay becomes de-energized, thus closing a set of contacts connected to the signal indicators. The signal indicators will then warn any approaching vehicle to stop before entering the block because the track is already occupied.
  • IJs Insulated Joints
  • the present system also has the added benefit that a fault or break in either rail within the track block can be determined in a manner similar to open circuit detection.
  • a mechanical failure of a rail often leads to a small separation gap at the break because the rail is typically in tension at low to average temperatures. This interrupts the signal current path and also de-energizes the signaling relay.
  • Based on the detection of an open circuit in a block an approaching vehicle will be apprized to stop before entering the block because the track has a fault indication in it.
  • the electronic equipment and visual indicators exist as wayside equipment.
  • the actual indicator may be, for example, a set of lights (a.k.a. "signals") on the side of the track.
  • the "go” indication is typically a green light that means no known breaks and no other trains in the next two or more blocks of track.
  • the "may-have-to-stop” indication is typically a yellow light that means no known break or other train in the next block of track, but a break or train may exist in a subsequent track block.
  • the "stop-immediately” indication is typically a red light that means the next block of track has a break or is occupied. Thus the train operator should proceed at normal speed upon seeing a green light, stop upon seeing a red light, or slow on seeing a yellow light in anticipation of a possible red light at the next set of signals.
  • the existing external detection system requires significant wayside infrastructure for every relatively short block of track.
  • the signal generation circuitry, detection circuitry and the indicator lights require electrical power and are often located in remote and sometimes difficult to reach locations.
  • the cost per mile of new track installation is burdened by the capital outlay for signaling equipment and interconnecting cabling, additional construction and installation expense, and costs associated with providing electrical power at regular intervals along the track.
  • the wayside infrastructure has high maintenance and upkeep costs per mile of track.
  • Signaling equipment is subjected to extreme temperatures and poor weather conditions, and is susceptible to equipment failures that sometimes lead to expensive traffic delays.
  • Many railroad companies are investigating Communication Based Train Control (“CBTC") as an alternative means of regulating the speed and separation of track vehicles.
  • CBTC Communication Based Train Control
  • CBTC would allow for more flexible train spacing and more graduated speed control to optimize traffic flow, improve safety, and maximize rail utilization efficiency.
  • CBTC would also provide improved fuel efficiency by avoiding cycles of breaking and acceleration that the present system sometimes produces.
  • the implementation of CBTC is intended to replace the primary signaling system function of traffic regulation and could potentially provide additional significant cost savings by allowing the removal of the present signaling system and associated wayside infrastructure, except that this system serves an important secondary function.
  • the signaling system current passing through the rails provides for the detection of any rail break that interrupts the current flow.
  • This feature has averted many potential train derailments, and therefore an alternative method to detect rail breaks is required.
  • a viable alternative must be more cost effective than maintaining the present signaling system for the sole remaining purpose of detecting broken rails; should provide at least equivalent protection in terms of range (monitored distance ahead of the train) and sensitivity to various break types; and should be as compatible as possible with present track designs, structures, and track maintenance practices.
  • CBTC would only protect against collisions with other vehicles that are being accurately tracked in the database of the central coordinating facility, i.e., only those vehicles equipped with CBTC, GPS, and data communication systems, and where all systems were operating correctly.
  • CBTC would not protect against collisions involving non-CBTC track occupation such as an unexpected detached railcar.
  • FIG. 1 is a functional block diagram illustrative of one example of an embodiment of the present invention
  • FIG. 2 is illustrative of a flowchart showing one method of implementing an embodiment of the present invention
  • FIG. 3 is a side elevation view of a locomotive containing an embodiment of the present invention
  • FIG. 4 is a bottom elevation view of a potential track coupler shown in FIG. 1.
  • the present invention will now be described with particular reference to the f ⁇ gure(s). While the present invention is described with particular reference to railroads, locomotives, and the associated tracks, one of ordinary skill in the art will now recognize that the present invention could be used with any system that has a "guideway" where a signal can be transmitted along the guideway.
  • guideways include, for example, rail tracks, conveyer belt systems, assembly lines, and other systems where the longitudinal members of the guideways are conductive and at least partially isolated from each other.
  • non-conductive guideways can be made conductive by adding conductors, such as wires or conductive rods.
  • the present invention describes an improved rail break detection system operating independently from the existing wayside signaling system.
  • the invention may be used in conjunction with present signaling systems to provide specific advantages such as determining the exact break location, but the invention is particularly suitable to be used in conjunction with CBTC as a replacement for the present signaling system.
  • CBTC CBTC
  • the combination of CBTC and the present invention will supersede all of the functions of the present signaling system by providing advanced traffic management as well as improved broken rail detection.
  • the present invention can also indicate track occupation as a failsafe to avoid vehicle collisions.
  • the present invention could use a transceiver.
  • Types of wave signals that could be sent from a transmitter mounted on a train, propagated along the rails, reflected by a rail break, and detected by a receiver mounted on the train include, for example, acoustic waves and electromagnetic waves.
  • Acoustic waves might have the capability to detect some rail integrity failures (and partial or immanent failures) that electromagnetic waves would not. For example, acoustic waves might detect large internal defects or internal fractures in the rail indicative of a pending break, allowing repair prior to an actual break occurring.
  • a rail it is also possible for a rail to be broken (i.e., mechanically separate) and yet maintain electrical continuity.
  • a rail i.e., mechanically separate
  • One example is an "S" shaped rail break originating as a horizontal web defect in which the non- vertical faces of the two rail parts rest against each other.
  • Other possibilities include a break resting on a conductive metal tie plate, or a break occurring with the rail at an elevated temperature and therefore under compression due to thermal expansion.
  • Acoustic waves might detect these failures because the acoustic wave travel may be impeded by the defect or break. Whereas an electromagnetic wave would not see the failure because a complete electrical connection still exists, allowing transmission of the electromagnetic signal.
  • acoustic waves would be attenuated over relatively long distances by the regular firm mechanical anchoring of the rail to the track structure using wooden, concrete, or steel cross ties. Acoustic waves would also be greatly attenuated by common track components, such as bolted rail joints and track turnouts. Thus, acoustic waves would have a limited range and would be "blinded" beyond existing joints, turnouts and other common track structures unless major changes were made to existing track components, construction methods, and maintenance procedures. Also, many other common track features such as normal bolt holes would probably cause false-positive indications because the acoustic wave would be partially reflected, even though the bolt holes are deliberate and do not represent structural defects.
  • FIG. 1 shows a simple functional block diagram of a sample rail break detection system 100.
  • the rail break detection system includes a waveform generator 102, a wave transmitter 104, a track coupler 106, a wave receiver 108, and a processor 110.
  • Processor 110 is connected to a data link 112.
  • Data link 112 may connect the present invention to the CBTC system.
  • Data link 112 could be a cable connection, a wireless connection, antenna, a bus connection, a network connection (LAN, WAN, Ethernet, or Internet), or the like.
  • the device is mounted in a locomotive (not specifically shown) in this example, but could be installed on other rail vehicles, at fixed locations, or on any device traveling over a guideway as described above.
  • An appropriate processor controls the entire system with software modules configured to instruct the various components and process the results.
  • Waveform generator 102 may be caused to operate with particular unique operating characteristics to allow for easy of identification of generators. For example, one or more generators could be identified according to the entire code or a subset of the code used to modulate the initial transmitted pulses.
  • Data link 112 could be connected to a memory or storage unit 114 or a global positioning system 116.
  • the components of system 100 are shown discretely, the various components may be combined into less components or separated into still other components. Referring to FIG. 2, a flowchart 200 showing the operation of system 100 is provided.
  • processor 110 causes wave generator 102 to generate a wave pulse over a predetermined length of time, step 202.
  • the generated wave pulse is coupled or transmitted into the guideway by track coupler 106, step 204.
  • Next processor 110 causes system 100 to wait for a return signal, step 206.
  • the wait period is provided to allow system 100 to receive a return or echo pulse from the guideway anomaly, if any exist.
  • System 100 receives the return or echo pulse at track coupler 106, step 208, which is sent to receiver 108 for processing, step 208.
  • the processing may include filtering, amplification, verification that the received signal is the return or echo and not noise, or the like.
  • Receiver 108 converts the signal into a format usable by processor 110, step 210, and transmits the signal to processor 110, step 212.
  • Processor 110 processes the signal, step 214.
  • Processor 110 may calculate or process the information to determine features such as whether an anomaly exists, type of anomaly indicated (break or obstruction), distance to anomaly, alternative routes to avoid the anomaly, rate of approach, or the like.
  • Processor 110 may transmit information using data link 112 to a central coordination system to update information.
  • Anomalies may include, for example, actual breaks, guideway occupation, pending breaks, or the like.
  • Waveform generator 102 is shown as a single generator, but waveform generator 102 may actually comprise one or more generators. Also, a single generator may produce a plurality of waveforms. A plurality of waveforms may be generated substantially simultaneously, simultaneously, or discretely to provide different information.
  • a high frequency signal may be provided with a lower frequency signal to provide wave pulses capable of measuring both short distance anomalies and long distance anomalies without significant interference, as the high and lower frequency signals are distinguishable.
  • waveform generator may comprise alternative differentiation characteristics, such as, for example, different phases, different modulations, different type of waveforms, different wait periods, or the like.
  • processor 110 would trigger wave generator 102 to generate an electronic signal that the wave transmitter 104 converts into an electromagnetic, acoustic, electric, magnetic, radio frequency pulse or the like that can travel along the rails.
  • Track coupler 106 which could be, for example, the locomotive wheels or an inductive wire loop 402 (shown in FIG.
  • the present invention uses a pulse-echo method so that the transmit time period is not concurrent with the receive time period.
  • the large difference in signal level between the original transmitted pulse and the reflected, potentially highly attenuated pulse is irrelevant since the received signal can be amplified to a suitable level by receiver 108 at a time when transmitter 104 is inactive.
  • Time Domain Reflectometry is often employed to identify and locate electrical faults in transmission line cables. Every transmission line has an associated characteristic impedance determined by the physical cross section and the electrical properties of the conducting and insulating materials used in construction. An electrical fault in the cable will cause a local deviation from the characteristic impedance, with a complete short circuit or a complete open circuit representing the most extreme cases.
  • a TDR-based cable tester operates by injecting an electrical pulse at a test location to propagate outward along the cable.
  • the electromagnetic signal is coupled into the track with the two rails acting as a two-wire differential transmission line, as disclosed in the '549 Patent.
  • Processor 110 can measure the time between the outgoing wave pulse being generated and the reception of the reflection pulse to calculate the distance to the break. Also, if additional information, such as train speed, is input to processor 110, additional processing can be performed and additional useful data can be calculated. Such additional data could include time to break, rate of approach, or the like. An automated emergency breaking function could also be provided according to a predefined set of rules and safety requirements. Apart from replacing the broken rail detection function of the present signaling system and eliminating the need for wayside equipment, the proposed method has many additional advantages. For example, the exact location of the break or occupying train can be indicated rather than just the signal block, so a driver response can be more appropriate and rail breaks can be more quickly found and repaired.
  • a further advantage is that the maximum detection range will be determined by a broader set of parameters, rather than just the accumulated shunt loss of signal between the rails due to track bed conductance (a.k.a. "ballast leakage current") that sets the usual upper range limit (maximum block length) for present signaling systems.
  • track bed conductance a.k.a. "ballast leakage current”
  • the range of the present invention is also affected negatively by the shunt conductance acting to attenuate the differential pulse signal, methods are available for increasing the transmitted energy (longer pulse, higher power) and recovering weak received signals from noise (coherent signal averaging and signal processing) to compensate for higher attenuation of the signal at greater distances. This provides an opportunity to overcome the usual range (block length) limitation of present systems, typically given as 1, 2 or so miles.
  • the lead locomotive would have a signal coupling mechanism 106 that would allow a radio frequency (RF) pulse to be differentially coupled into the rail pair to travel forward, ahead of the train.
  • the two rails act as a differential pair transmission line to propagate the electrical pulse to the rail break.
  • the interruption of current flow would cause a partial reflection of the RF pulse back toward the train.
  • the same or similar coupling mechanism (used in reverse) would then convert the arriving pulse into an electrical signal to be amplified and then processed by correlating the received signal to the original transmitted signal.
  • the exact time delay between the transmitted and any received signal would be calculated by processor 110, and, based on the known or measured electromagnetic propagation speed, the distance to the reflector would be determined and displayed.
  • the RF pulse would be a high power pulse to provide greater distance of travel.
  • Each train could use a specific modulation code and/or pulse repetition timing sequence so multiple trains in a specific area could each identify their own signals.
  • This coding could optionally be used in conjunction with "matched filtering" of the received signals to provide "pulse compression” and "processing gain”.
  • any rail shunt such as the last axle of the preceding train, would cause a signal reflection, and the phase of the return signal would distinguish the rail shunt from a broken rail.
  • each train will also be able to independently measure the distance to the train ahead (within the achievable detection range) to help maintain a safe stopping distance in case of an emergency situation.
  • a rail failure can be triggered by the passage of the preceding train. If such a broken rail occurs under the preceding train, and the distance to that train is being continuously monitored by the following train using the present invention, the signal phase of the reflected signal will invert as soon as the last axle of the preceding train has passed beyond the break.
  • the present invention relies on the same fundamental electrical properties of tracks, breaks and occupation, so converting to the new method will be straightforward, i.e., no major changes in track construction or maintenance procedures will be required.
  • a temporary bolted track repair that was compatible with the existing signaling system (i.e., with suitable intrinsic or added electrical conduction to allow normal signal operation) would also be suitable for the proposed system and would not introduce a new "false" signal reflector.
  • No changes in the installation, replacement or repair of Continuous Welded Rail (CWR) track would be required; although new installations or major re-railing projects would benefit from not needing to add signaling Us at regular intervals.
  • CWR Continuous Welded Rail
  • Crossing diamonds (used at the intersection of two tracks) would also require Us, with permanent crossing cables providing the proper electrical continuity of each pair of rails.
  • a fixed wayside system may be justified to interlink the two tracks via relays so that a train approaching or across the intersection on either track would register as an occupation of both tracks.
  • processor 110 requires input from some form of sensor indicating the speed and/or location of the train. This information could be provided, for example, by an independent GPS receiver on the locomotive.
  • processor 110 could have a data link to the CBTC system.
  • This link could provide access to the locomotive GPS data utilized by the CBTC system, and also provide new and useful information back to the CBTC system, such as, rail failure location or rail pending failure location, unidentified track occupation, or the like. Further, the location of other track vehicles known to the CBTC system could be compared to track occupations determined by the present invention to verify the correct operation of both systems, and to indicate any unexpected track occupation not identified within the CBTC system (e.g., an uncoupled freight railcar). Also, a centralized database of known partial reflectors could be maintained within the CBTC system so that the location of any detected reflector might first be checked against the known reflector locations before raising an alarm.
  • Such partial reflectors would include, for example, road crossings where the application of salt for winter ice control may lead to a slight, local track impedance variation due to higher conductance between the rails. It may also be useful to combine information from the present invention with information from the CBTC system onto a common display for the locomotive crew, depicting all useful information on the status and conditions of the track ahead. While the present system is described as forward-looking with respect to the locomotive, a similar system could be installed at the rear end of the train to send a backwards-traveling pulse as well. This backwards-traveling pulse could tell a locomotive of an approaching locomotive, which would be especially useful if the front train was slow moving (or reversing) and the approaching train was not equipped with detection equipment.
  • FIGS. 3 and 4 show possible placement of, for example, system 100 in a locomotive 302. Referring specifically to FIG. 3, an elevation/cut-away view of locomotive 302 is shown. As with conventional locomotives, locomotive 302 has a driver or conductor control stand 304.
  • An interface unit 306 located about the stand contains conventional controls as well as an interface 308, such as a display, monitor, light, bell, whistle, buzzer, or other indicator connected to processor 110. Information determined by processor 110 can be provided to interface 308 such that the driver can act.
  • Processor 110, and other components of system 100 may be mounted in various locations, but typically processor 110 would be mounted in electronics cabinet 310.
  • Track coupler 106 could be located in the locomotive axle 400 or somewhere on the locomotive.
  • FIG. 4 shows a particular track coupler 402.
  • Coupler 402 comprises a wire trace or coil that provides inductive signal coupling to tracks 404. However, instead of mounting system 100 on a locomotive, such as shown in FIGS.
  • the present invention would also be useful at a fixed location to detect breaks or determine the exact speed and distance for an approaching track vehicle.
  • One example would be to automatically adjust the timing of road crossing warning signals and gates so that road drivers would have adequate warning to stop even for the fastest trains, but not become impatient (and perhaps attempt to circumvent the barrier) waiting for the slowest trains.
  • a further example would be to indicate train proximity for pedestrians or passengers waiting at a station.
  • Rail workers operating on or near a track could also use a portable system to warn of approaching trains.
  • the present invention has been largely described to detect unexpected rail breaks or occupation. However, it would also be possible to locate reflectors placed deliberately in the railroad system at predetermined locations to provide calibration signals, location markers, track status signals or the like.
  • the deliberate reflectors would be partial reflectors to allow the present invention to distinguish between actual breaks and/or occupation and a calibration signal, or the like. Further, partial reflectors allow some of the pulse energy to travel beyond the partial reflector to provide continuing detection of any subsequent unexpected reflectors. Also, rail workers could place deliberate reflectors (such as a track shunt) to signal their location to approaching locomotives. Instead of using passive reflectors, the track status indicators, calibration devices and/or worker locators could be active transponders. Rather than passively reflecting an arriving signal, a transponder would actively transmit a response that could include additional identification or status information. These signals would typically be received by the receiver on the locomotive as a specially modified signal that would be readily distinguishable from a normal rail break or occupation signal.
  • one leg of the normal pulse-echo path through the track could be substituted with another path such as a direct atmospheric radio link, similar in principle to the operation of aircraft RADAR transponders.
  • the placement of predefined markers for calibration is helpful because changes in environmental conditions can also change the transmission line properties of the rails (whether using acoustic or electromagnetic waves).
  • processor 110 for range, transmit signal level, break location accuracy and the like.
  • Each locomotive could also provide several different pulses at various frequencies. For example, high frequency pulses generally allow shorter pulse lengths which would be useful for avoiding overlapping timing of the transmit pulse and reflected signal from nearby reflectors. Also, higher frequencies have shorter wavelengths and would generally provide better resolution of the reflector location.
  • a locomotive may send two or more pulses at various frequencies to cover the required detection range for the encountered track conditions. These various frequencies could be generated simultaneously, substantially simultaneously, or sequentially as a matter of design choice.
  • Rail authorities and companies are extremely concerned with the safety of employees.
  • the present invention could include a signal monitoring means to ensure sufficiently low levels of radiated RF energy in and around the locomotive to meet RF exposure safety guidelines.
  • monitoring means would be useful to indicate the general proper operation of the system and would detect, for example, excessive signal radiation caused by a failure or incorrect adjustment of the track coupler 106.
  • Using the present invention in conjunction with the CBTC GPS-based system or with an independent GPS receiver would provide access to the standardized, highly precise reference clock incorporated into each GPS satellite.
  • Using the GPS timing reference would allow for a high degree of coordination between multiple units utilizing the present invention on various locomotives and fixed locations. This timing reference could be used to avoid overlapping pulse- echo test cycles between multiple units, or to calculate the distance to various other units by observing the arrival time of the transmitted pulses from those other units.
  • wave transmitter 104 could produce an ultrasonic pulse that would be coupled into the track and directed forward of the locomotive.
  • combinations of pulses could be provided.
  • a RF pulse could be used in combination with an acoustic pulse. The RF pulse would provide detection for actual breaks and occupation that can be characterized by an electrical impedance change, but the acoustic pulse would provide detection of some breaks and pending failures that may only be evident as an acoustic impedance change.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Length Measuring Devices Characterised By Use Of Acoustic Means (AREA)

Abstract

L'invention concerne un procédé et un système de détection d'anomalies sur des rails de guidage. Plus particulièrement, ce procédé consiste à produire et à coupler une impulsion sur un rail de guidage. L'impulsion parcourt le rail de guidage jusqu'à ce qu'elle rencontre une anomalie. L'anomalie produit une impulsion de retour. La différence des temps entre l'impulsion produite et l'impulsion de retour permet de calculer la distance jusqu'à l'anomalie.
PCT/US2004/028628 2003-09-05 2004-09-02 Procede et dispositif de detection de la rupture et de l'occupation des rail de guidage WO2005025962A2 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US50038503P 2003-09-05 2003-09-05
US60/500,385 2003-09-05
US10/925,696 2004-08-24
US10/925,696 US20050076716A1 (en) 2003-09-05 2004-08-24 Method and apparatus for detecting guideway breaks and occupation

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WO2005025962A2 true WO2005025962A2 (fr) 2005-03-24
WO2005025962A3 WO2005025962A3 (fr) 2006-02-16

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