EP0424664B1 - Dispositif pour la transmission d'information de commande à un véhicule ferroviaire - Google Patents

Dispositif pour la transmission d'information de commande à un véhicule ferroviaire Download PDF

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Publication number
EP0424664B1
EP0424664B1 EP90117986A EP90117986A EP0424664B1 EP 0424664 B1 EP0424664 B1 EP 0424664B1 EP 90117986 A EP90117986 A EP 90117986A EP 90117986 A EP90117986 A EP 90117986A EP 0424664 B1 EP0424664 B1 EP 0424664B1
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EP
European Patent Office
Prior art keywords
control
memories
data records
data
read
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.)
Expired - Lifetime
Application number
EP90117986A
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German (de)
English (en)
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EP0424664A3 (en
EP0424664A2 (fr
Inventor
Helmut Uebel
Alan C. Knight
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Alcatel Lucent Deutschland AG
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Alcatel SEL AG
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Publication of EP0424664A2 publication Critical patent/EP0424664A2/fr
Publication of EP0424664A3 publication Critical patent/EP0424664A3/de
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Publication of EP0424664B1 publication Critical patent/EP0424664B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
    • B61L2003/226—German inductive continuous train control, called 'Linienzugbeeinflussung' [LZB]

Definitions

  • the invention relates to a device according to the preamble of patent claim 1.
  • Such a device is e.g. known from DE-A-31 26 383. It is intended to enable very secure data formation and data transmission, the receiving on-board control device being to be able to automatically recognize whether the control data transmitted to it meet the required safety conditions.
  • the known device is part of a complex, independent modular train control system in which messages from the route, e.g. Track occupancy messages and speed announcements of the track elements in front of the track device in the direction of travel are initially in two e.g. identical switchgear are converted into data telegrams and then safely transmitted to the vehicles. The received data for safety-related control actions are only evaluated if additional data that clearly identifies the respective switching mechanism are received on the vehicle from both switching mechanisms.
  • a line conductor loop is used to transmit data to the vehicle, as described in Section 8 of the above-mentioned article, the transmitted data are secured against transmission errors by redundancy bits added at the end of a data telegram and the vehicle acknowledges that the data telegram has been received correctly.
  • This type of data transmission requires a retransmission channel and a complex intelligent device.
  • Claim 2 relates to the use of two microcomputers in the route device, to which half of the read-only memories are assigned and each of which transmits one of two control data records that match their control data to the vehicle.
  • the microcomputers work independently of one another, except for an agreement on the order in which they want to work.
  • the subject matter of claim 3 provides a total of four read-only memories, the control data records of which are transmitted to the vehicle in a predetermined order.
  • the on-board control unit Since the on-board control unit is able to recognize from four control data sets that are the same in pairs and contain only the more restrictive same information, and only to reuse this, there is the possibility, as described in claim 4, of setting up two of the four read-only memories for setting up temporary slow speed points by two others, which are preprogrammed according to the conditions of the slow travel point, and thus avoid complicated programming work on the route to set up the slow travel point.
  • Two of the read-only memories can e.g. be arranged on a separately pluggable assembly.
  • Claim 6 relates to the signal-technically safe tapping of the signal term at a signal insert by the link device, in particular in the event that the number of connecting wires between the signal insert and link device is not sufficient for the individual transmission of all occurring signal terms.
  • a data connection is provided between the route device and a route center, which controls a number of route devices along a route, via which each route device is transmitted in terms of signal technology, which signal term is to be transmitted at the respective route location to a vehicle passing there.
  • stationary signals can be dispensed with, even at route points where changing signal terms have to be transmitted to vehicles.
  • driver's cab signaling can occur or it can be driven fully automatically.
  • Claim 8 provides a possibility to change or to create control data records stored in the route device from the route center. This enables e.g. the establishment of slow travel points from the route center. Even after breakdowns, e.g. Power failures on the route, a route device can be upgraded from the central office.
  • Claim 9 relates to an embodiment of the device according to the invention for use on tracks traversed in both directions.
  • Claim 10 provides a possibility for the vehicle to determine its direction of travel and the location of the beginning of the line conductor loop. This enables the vehicle to check whether the activated line conductor loop and the received control data are assigned to its direction of travel, even if the data transmission is partially disturbed.
  • a track GL with a vehicle FZ located thereon is shown schematically.
  • the vehicle has an on-board control unit BS designed for signaling technology, which is connected via a data bus to the driver's cab FS of the vehicle FZ and also influences units (not shown) of an automatic driving and braking control (AFB).
  • the on-board control device of the vehicle is inductively coupled via antennas A1 and A2 and a receiver E to a line conductor loop LL which is laid in the track and is fed by a line device SG via a remote supply device FSG.
  • the route device is preferably arranged in the vicinity of a signal S and has the task of reliably transmitting route information and set signal terms to the vehicle in terms of signal technology.
  • the signal insert SE of the signal is assigned a signal term encoder SC, which detects signal terms entered via an interlocking line ST or signal states actually effective on the signal S and converts them into characteristic code words. These code words are duplicated, in parallel, e.g. output to the route device as 6 bit data words.
  • the route device has two read-only memories SP1, SP2, each of which contains all possible control data records that can be output to the vehicle.
  • Each code word created by the signal term encoder i.e. a record in each memory is assigned to each signal term.
  • the link device reads from each memory the corresponding code word already in the form to be transmitted, i.e. with a telegram header, a redundancy section that allows data backup with Hamming distance 4 and a memory identifier, and transmits it serially to the remote power supply unit on the track, which modulates the frequency of a current flowing through the line conductor loop in rhythm with the incoming bits.
  • the route device works continuously and outputs the telegrams created from the control data records from the various memories in a predetermined order.
  • the device shown in Fig. 1 is able to hold a large amount of different information in telegram form, so that it is not difficult to provide all the values required for calculating braking specifications by the on-board control unit, such as the target distance, maximum speed, permissible speed in a preceding slow speed point, Distance to this slow speed point, length of the slow speed point, speed after the slow speed point to be transferred to the vehicle.
  • the on-board control unit such as the target distance, maximum speed, permissible speed in a preceding slow speed point, Distance to this slow speed point, length of the slow speed point, speed after the slow speed point to be transferred to the vehicle.
  • a slip path DW up to the actual danger point is set up in front of a predetermined stopping point HP at which the vehicle is to come to a standstill, the length of this slip path can also be transferred to the vehicle. This enables them to calculate a less restrictive emergency braking curve that begins at the end of the slip. Accidental triggering of the emergency brake is therefore less likely and the vehicle can approach the stopping
  • FIG. 4 shows four different curves in the path / speed diagram.
  • a vehicle coming from the right along a travel curve FK at a speed V1 reaches a brake announcement curve BAN at waypoint S1.
  • a driver's cab signal is set, for example, which alerts the driver to impending braking.
  • a following brake application curve BE triggers the use of the service brake at waypoint S2 or indicates the need for this in the driver's cab.
  • the service brake flow curve BA is reached, along which the actual service braking takes place up to the stop HP. If the service brake has not been applied, the vehicle reaches finally the forced braking curve Z, along which it is braked to a standstill in any case and with the greatest possible braking deceleration until the end of the slip path DW.
  • two line conductor loops can be provided, of which the one which is assigned to the direction of the upcoming train journey is activated.
  • the route device must be supplied with the signal terms applicable to both directions and the memories of the route device must contain data records for both directions of travel.
  • two independent route devices can also be used, of which only the one responsible for the set direction of travel is always activated.
  • a multiply crossed line conductor loop LL is arranged in the track GL.
  • the intersections K1, ..., K4 allow an exact location of the line conductor loop and, due to their asymmetrical arrangement, a detection of the direction of travel on the vehicle. Due to the longer loop length, more information can be transmitted to the vehicle during the time in which the inductive coupling between the loop and the vehicle exists than with the generally shorter loop in FIG. 1. Because of the possibility of detecting the direction on the vehicle, the need is eliminated a second loop during two-way operation of the line leading over the GL track.
  • the intended direction can also be transmitted within the data telegrams and the vehicle can check whether the direction specified in this way corresponds to its own driving direction and data telegrams which are assigned to the other direction are eliminated.
  • the line device SG in FIG. 2 contains two sets of read-only memories SP1 and SP2 as well as SP3 and SP4, which are arranged on separate plug-in modules BG1 and BG2.
  • the corresponding data records contained in the memories SP1 and SP2 are identical to one another except for the memory identification and the redundancy part. The same applies to the data records in the memories SP3 and SP4. However, there may be differences between the data records in the memories SP1 and SP2 and the data records in the memories SP3 and SP4.
  • the memories SP3 and SP4 can e.g. contain more restrictive information than the memories SP1 and SP2.
  • the on-board control unit receives a total of two different but valid data record pairs, one of which contains more restrictive information than the other.
  • a module preprogrammed with the data of the slow speed point can be inserted in the track unit instead of the BG2 module. This causes the passing vehicle to process the more restrictive information of the new assembly. This avoids reprogramming the memories along the route with the associated risk of errors. If all four memories contain identical data records, a possible failure of a memory, which leads to the invalidation of the data records originating from one of the modules, is not yet noticeable.
  • each control data record consists of a telegram header that signals the start of the telegram, an information section that contains the memory identification SK1, SK4 and the control data ISK1, ISK4, and a redundancy section RT that is used to secure the data against transmission interference and e.g. is generated by means of a feedback shift register.
  • the individual memories are read out for transmission in a predetermined order.
  • an independent additional device e.g. a punctiform train control device can be arranged at the location of the line conductor loop, or the distance to the next line conductor loop can be transmitted with the transmitted control data and measured with the aid of a vehicle-side displacement measuring device. If no control data records are received at the end of the measured route or - in the former case - when the punctiform train control device is recognized, the vehicle assumes a total failure of the transmission and signals this to the driver. What remains is its reaction, e.g. pressing an attention button, the brakes are applied.
  • FIG. 5 shows a block diagram of the device according to the invention, which corresponds to the block diagram shown in FIG. 1 except for the construction of the route device and its connection to a visual signal.
  • the line device SG here contains two microcomputers R1, R2 and is connected to a line center Z via a serial data bus SB.
  • a connection to a visual signal is omitted here, since it is connected to a vehicle Transmitting control data sets determining, changing signal terms are communicated to the route device via the serial bus.
  • a serial bus which can be routed with little effort, for example over existing line cables, over an optical transmission line or over a radio channel
  • a parallel bus can also be used. This enables fast transmission, but is susceptible to electromagnetic interference, which makes its implementation as an optical transmission link appear expedient.
  • FIG. 6 shows the construction of a route device which is set up for operation with a serial bus leading to a route center.
  • Two microcomputers R1, R2 with integrated clock generator and built-in UART Universal Asyncronous Receiver Transmitter
  • SP1 and SP2 are equipped with external memories SP1 and SP2, each with a program memory area and a data memory area.
  • the data storage area is designed as an EEPROM and contains up to 64 individually retrievable control data records as finished data telegrams including the telegram header, memory recognition and redundancy section.
  • each of the computers alternately reads a control data record corresponding to the set signal term from the data storage area of its external memory and feeds it to the remote power supply unit on the track via a serially operated transmission bus SER.
  • the work cycles of both computers are synchronized via a clock synchronization line SY.
  • the output is also interrupt-controlled with an output clock divided down in a divider T connected to the clock output CLK of the first computer R1, computer 1, for example, starting with the rising clock and computer 2 with the falling edge of the output clock starting with the output of its control data record.
  • the transmitter of the remote power supply can be switched on and off via a control line ST.
  • Both microcomputers handle data traffic with the route center Z completely independently of each other.
  • Each computer is addressed by the control center via a telegram address and supplied with control information and control data records.
  • the serial telegrams are switched via a modem M to a transmission line ÜL leading to the route center or a corresponding radio channel.
  • the control information usually contains the address of the control data record that the addressed microcomputer has to output on the line conductor loop.
  • the control information can also contain storage instructions for control data records transmitted, changed or newly created from the route center. Switch-off commands can also be transmitted as control information in the event of a fault.
  • Monitoring information is transmitted in the opposite direction, from the route device to the route center.
  • the computers To monitor the contents of the external memory, the computers form checksums for the stored data and send them to the control center at regular intervals or when requested.
  • the secure computer system of the control center compares the checksums of the two microcomputers with each other and with a current target value formed in the control center. If two checksums do not match, the output of the line device is switched off from the line center.
  • the output of the line device is also switched off by a microcomputer itself if the central unit no longer addresses it for a predetermined period of time, or by a switch-off command from the line center if a microcomputer does not respond to an instruction from the line center as prescribed.
  • the device according to the invention is secure in terms of signaling, since all control information is developed and transmitted in two channels and is subjected to a comparison both in the vehicle and in the route control center by a secure computer system. Due to the transmission of the checksums via the stored control data records, a failure in one of the external memories is recognized very quickly, so that the occurrence of a dangerous double error is extremely unlikely.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Toys (AREA)
  • Selective Calling Equipment (AREA)
  • Cash Registers Or Receiving Machines (AREA)
  • Small-Scale Networks (AREA)

Claims (10)

  1. Dispositif pour la transmission d'information de commande à un véhicule ferroviaire (FZ), dans le cas duquel le dispositif possède un appareil de commande de bord (BS), placé sur le véhicule, et un appareil de voie (SG), qui se trouve dans la zone d'un endroit prescrit de la voie, qui est fixe et qui est relié à un dispositif d'émission (FSG) au moyen duquel sont transmis au véhicule (FZ) les articles de données de commande qui servent au calcul des courbes de marche et de freinage par l'appareil de commande de bord (BS) placé sur le véhicule, dans le cas duquel sont fournis au dispositif d'émission (FSG), à partir de deux sources distinctes, chacun alternativement, des articles de données de commande qui contiennent chacun des données qui caractérisent sans ambiguité la source dont ils émanent, et dans le cas duquel la poursuite du traitement des données de commande ne s'effectue sur le véhicule que si des articles de données provenant des deux sources sont reçus,
       dispositif caractérisé
       par le fait que l'appareil de voie (SG) est relié à une boucle de ligne de pilotage (LL) alimentée par le dispositif d'émission (FSG), couplée, par induction, avec l'appareil de commande de bord (BS) du véhicule (FZ) et placée sur la voie au voisinage de l'endroit de la voie, par le fait qu'aux articles de données de commande correspondent différentes significations possibles du signal, par le fait que l'appareil de voie (SG) présente, comme sources de données, deux premières mémoires mortes (SP1, SP2) qui contiennent, mémorisés, pour chaque signification possible du signal, au moins chaque fois un article de données de commande (ISK1 ... ISK4), par le fait que les articles de données de commande correspondant à une signification du signal et se trouvant dans les deux mémoires mortes sont identiques l'une à l'autre à l'exception d'une identification de la mémoire (SK1 ... SK4) et par le fait que l'appareil de commande de bord (BS) compare l'un à l'autre les articles de données de commande, correspondant à chaque signification valable du signal, reçus et ne poursuit le traitement des données de commande contenues que si les articles de données de commande reçus sont identiques l'un à l'autre en ce qui concerne leurs données de commande.
  2. Dispositif selon la revendication 1, caractérisé par le fait que l'appareil de voie (SG) contient deux micro-calculateurs (R1, R2) qui sont indépendants l'un de l'autre et auxquels les mémoires mortes (SP1, SP2) correspondent de façon telle que chaque micro-calculateur dispose des articles de données de commande identiques mémorisés et que chaque micro-calculateur transmet au véhicule l'article de données de commande qui est mémorisé dans la mémoire morte correspondante et qui correspond à la signification décidée du signal.
  3. Dispositif selon la revendication 1 ou 2, caractérisé par le fait que sont prévues deux autres mémoires mortes (SP3, SP4) avec les articles de données de commande correspondant aux différentes significations possibles du signal, par le fait que les articles de données de commande mémorisés dans les autres mémoires mortes et correspondant aux différentes significations possibles du signal sont également chacun identiques l'un a l'autre à l'exception d'une identification de la mémoire (SK3, SK4), par le fait que, pour chaque signification du signal à transmettre, l'appareil de voie (SG) transmet au véhicule (FZ), selon la succession prescrite, les articles de données de commande contenus dans les premières mémoires mortes (SP1, SP2) et ceux, correspondants, contenus dans les autres mémoires mortes (SP3, SP4), par le fait que l'appareil de commande de bord vérifie aussi bien la succession de l'arrivée des articles de données de commande à l'aide des identifications de la mémoire transmises en même temps que, également, l'identité, par paire, des données de commande émanant des premières mémoires mortes et de celles émanant des autres mémoires mortes et n'en poursuit le traitement que si la succession prescrite est respectée et que si les données de commande contenues dans les articles de données de commande sont identiques l'une à l'autre par paire, et par le fait que, dans le cas où les données de commande émanant des premières mémoires mortes se différencient de celles émanant des autres mémoires mortes, l'appareil de commande de bord considère comme valables les données de commande qui correspondent à la signification la plus restrictive du signal.
  4. Dispositif selon la revendication 3, caractérisé par le fait que les autres mémoires mortes (SP3, SP4) sont disposées sur un module enfichable (BG2) et, pour l'organisation d'une marche au ralenti, doivent être remplacées par des mémoires mortes qui contiennent, préprogrammés, des articles de données de commande correspondant à la marche au ralenti et sont disposées sur un autre module identique.
  5. Dispositif selon la revendication 3, caractérisé par le fait que des parties des premières mémoires mortes servent d'autres mémoires mortes, par le fait que l'accès aux autres mémoires mortes se fait par l'intermédiaire d'un module enfichable sans mémoire (BG2) disposé dans l'appareil de voie (SG) et par le fait que le module enfichable peut, pour l'organisation d'une marche au ralenti, être remplacé par un autre module enfichable qui contient des mémoires mortes qui contiennent, préprogrammées, des articles de données de commande correspondant à la marche au ralenti.
  6. Dispositif selon l'une des revendications précédentes, caractérisé par le fait que le dispositif comporte des signaux (S) se trouvant sur la voie, étant précisé qu'à ces signaux (S) se trouvant sur la voie correspond chaque fois un codeur de signification du signal (SC) qui prélève les significations décidées du signal sur la partie active (SE) de chaque signal (5), les code et les transmet de façon sûre à l'appareil de voie, sur deux canaux, par la technique du signal.
  7. Dispositif selon l'une des revendications 1 à 5, caractérisé par le fait qu'entre l'appareil de voie et une centrale de voie (Z), équipée d'un système calculateur sûr en technique du signal et commandant plusieurs appareils de voie, une liaison pour les données (SB) qui transmet de façon sûre à l'appareil de voie, par la technique du signal et par l'intermédiaire de la liaison pour les données, les significations décidées du signal.
  8. Dispositif selon la revendication 2, caractérisé par le fait qu'entre les micro-calculateurs (R1, R2) de l'appareil de voie (SG) et une centrale de voie (Z) équipée d'un système calculateur sûr en technique du signal et commandant plusieurs appareils de voie, il existe une liaison pour les données (SB) par l'intermédiaire de laquelle la centrale de voie transmet de façon sûre, en technique du signal, aux micro-calculateurs de l'appareil de voie aussi bien les significations décidées du signal que les articles de données de commande modifiés ou nouvellement établis et par le fait que les micro-calculateurs de l'appareil de voie sont capables, sur ordre de la centrale de voie, de périmer les mémoires mortes (SP1, SP2) qui leur correspondent et de les recouvrir avec les articles de données de commandes modifiés ou nouvellement établis.
  9. Dispositif selon l'une des revendications 1 à 8, caractérisé par le fait qu'est en outre posée une autre boucle de ligne de pilotage identique, par le fait que chacune des boucles de ligne de pilotage correspond à un sens de marche et n'est activée par l'appareil de voie que lorsqu'un parcours de train doit se faire dans le sens de marche correspondant et qu'une information de commande doit être transmise pour ce sens de marche.
  10. Dispositif selon l'une des revendications 1 à 8, caractérisé par le fait que la boucle de ligne de pilotage (LL) est plusieurs fois croisée selon une trame d'écartement dissymétrique, par le fait que le véhicule est équipé d'un dispositif de mesure du chemin parcouru et d'un dispositif de reconnaissance des croisements et qu'à partir des écartements des croisements (K1, ... K4) l'un de l'autre, l'appareil de commande de bord (BS) détermine le sens de marche et l'endroit du début de la boucle.
EP90117986A 1989-10-27 1990-09-19 Dispositif pour la transmission d'information de commande à un véhicule ferroviaire Expired - Lifetime EP0424664B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3935809 1989-10-27
DE3935809A DE3935809A1 (de) 1989-10-27 1989-10-27 Einrichtung zur uebertragung von steuerungsinformation auf ein schienenfahrzeug

Publications (3)

Publication Number Publication Date
EP0424664A2 EP0424664A2 (fr) 1991-05-02
EP0424664A3 EP0424664A3 (en) 1991-11-27
EP0424664B1 true EP0424664B1 (fr) 1994-08-17

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EP90117986A Expired - Lifetime EP0424664B1 (fr) 1989-10-27 1990-09-19 Dispositif pour la transmission d'information de commande à un véhicule ferroviaire

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EP (1) EP0424664B1 (fr)
AT (1) ATE110037T1 (fr)
AU (1) AU643709B2 (fr)
DE (2) DE3935809A1 (fr)
ES (1) ES2063221T3 (fr)

Cited By (2)

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DE102004059717A1 (de) * 2004-12-08 2006-06-22 Siemens Ag Verfahren und Vorrichtung zur Vorgabe einer Betriebsartennummer
DE102004059719A1 (de) * 2004-12-08 2006-06-29 Siemens Ag Verfahren und Vorrichtung zur Zuordnung einer Steckplatznummer und/oder von Konfigurierungsdaten zu einer Baugruppe

Families Citing this family (12)

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Publication number Priority date Publication date Assignee Title
DE4132786A1 (de) * 1991-10-02 1993-04-08 Standard Elektrik Lorenz Ag Einrichtung zur induktiven uebertragung von steuerungsinformation auf schienenfahrzeuge
US5340062A (en) * 1992-08-13 1994-08-23 Harmon Industries, Inc. Train control system integrating dynamic and fixed data
DE4436011B4 (de) * 1994-10-08 2009-05-14 Alcatel Sel Ag System zur Steuerung von spurgebundenen Fahrzeugen mit verbesserter Fahrzeugortung
DE4444519A1 (de) * 1994-11-30 1996-06-05 Siemens Ag Einrichtung zur linienförmigen Informationsübertragung
DE4444520A1 (de) * 1994-11-30 1996-06-05 Siemens Ag Zugbeeinflussungseinrichtung
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DE102004059719A1 (de) * 2004-12-08 2006-06-29 Siemens Ag Verfahren und Vorrichtung zur Zuordnung einer Steckplatznummer und/oder von Konfigurierungsdaten zu einer Baugruppe

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AU6481690A (en) 1991-05-02
EP0424664A3 (en) 1991-11-27
ES2063221T3 (es) 1995-01-01
EP0424664A2 (fr) 1991-05-02
DE59006831D1 (de) 1994-09-22
ATE110037T1 (de) 1994-09-15
DE3935809A1 (de) 1991-05-02
AU643709B2 (en) 1993-11-25

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