EP3560792B1 - Procédé de commande d'une installation de sécurité ferroviaire - Google Patents

Procédé de commande d'une installation de sécurité ferroviaire

Info

Publication number
EP3560792B1
EP3560792B1 EP19166128.9A EP19166128A EP3560792B1 EP 3560792 B1 EP3560792 B1 EP 3560792B1 EP 19166128 A EP19166128 A EP 19166128A EP 3560792 B1 EP3560792 B1 EP 3560792B1
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
auxiliary parameter
ids1
train
ids2
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.)
Active
Application number
EP19166128.9A
Other languages
German (de)
English (en)
Other versions
EP3560792A3 (fr
EP3560792C0 (fr
EP3560792A2 (fr
Inventor
Robert Busse
Sven Ehelebe
Jens-Harro Oechsner
Sebastian Saal
Thomas Schmidt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP3560792A2 publication Critical patent/EP3560792A2/fr
Publication of EP3560792A3 publication Critical patent/EP3560792A3/fr
Application granted granted Critical
Publication of EP3560792B1 publication Critical patent/EP3560792B1/fr
Publication of EP3560792C0 publication Critical patent/EP3560792C0/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/04—Indicating or recording train identities
    • B61L25/043—Indicating or recording train identities using inductive tags
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/04—Indicating or recording train identities
    • B61L25/048—Indicating or recording train identities using programmable tags
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
    • B61L29/08—Operation of gates; Combined operation of gates and signals
    • B61L29/18—Operation by approaching rail vehicle or train
    • B61L29/22—Operation by approaching rail vehicle or train electrically
    • B61L29/222—Operation by approaching rail vehicle or train electrically using conductor circuits with separate contacts or conductors
    • B61L29/224—Operation by approaching rail vehicle or train electrically using conductor circuits with separate contacts or conductors using rail contacts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
    • B61L29/08—Operation of gates; Combined operation of gates and signals
    • B61L29/18—Operation by approaching rail vehicle or train
    • B61L29/22—Operation by approaching rail vehicle or train electrically
    • B61L29/226—Operation by approaching rail vehicle or train electrically using track-circuits, closed or short-circuited by train or using isolated rail-sections
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
    • B61L29/24—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning
    • B61L29/28—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning electrically operated
    • B61L29/32—Timing, e.g. advance warning of approaching train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles

Definitions

  • the invention relates to a trackside device and a method for controlling a railway safety system.
  • EP 2 718 168 B1 A method for operating a trackside device for controlling a railway safety system is known, in which the trackside device, when a rail vehicle approaches the railway safety system, uses at least one sensor to record at least one rail vehicle-related measurement result and determines a switching time for the railway safety system based on the measurement result.
  • the document DE 10 2009 019302 A1 This relates to a method and a device for controlling railway safety systems, in particular train control systems and level crossing systems.
  • an RFID (radio frequency identification) signal containing vehicle data is emitted from the vehicle.
  • This signal is read and evaluated by a trackside device to determine the vehicle type.
  • the document DE 102 27 046 C1 This describes a method for speed control in hazardous track sections. It has a central control unit for the track section, so that when a vehicle approaches a danger zone, the vehicle brakes are applied to bring it to a stop before it enters the danger zone.
  • the vehicle's speed is limited to a safe speed for the danger zone.
  • the vehicle's braking point for a given speed is compared to the optimal braking point for that speed.
  • the invention is based on the objective of further improving a method of the type mentioned above with regard to determining an optimal switching time for the railway safety system.
  • the trackside equipment checks, based on at least one measurement result and on one or more identification data sets, whether the approaching rail vehicle can be assigned to the identification data set or sets and is a controlled train described by the identification data set to be assigned, and, in the case of a recognized controlled train, the trackside equipment reads out at least one auxiliary parameter value from a memory in which at least one auxiliary parameter value is stored for the recognized controlled train and determines the switching time using this at least one read-out auxiliary parameter value.
  • a significant advantage of the method according to the invention is that the determination of the switching time for the railway signaling system can be carried out on a train-specific basis, i.e., based on identified regular trains. If it is determined that an approaching rail vehicle is a regular train according to an identification data set, the switching time can be determined optimally by referring to information specific to that particular regular train. If an approaching rail vehicle is not identified as a regular train, the railway signaling system can be activated as is currently common practice and as described, for example, in the aforementioned patent application. In other words, the inventive concept lies in optimizing the determination of the switching time for rail vehicles whose arrival time The railway safety system is particularly easy to assess or predict due to its regular train-compliant behavior.
  • the trackside control system uses at least one of the following measurement results, preferably at least two of the following: the time interval between rail vehicles, the time interval between rail vehicles, the absolute time, the speed of the rail vehicle, the acceleration of the rail vehicle, the total number of axles of the rail vehicle, the axle spacing of the rail vehicle, the train length of the rail vehicle, the axle load of the rail vehicle, the axle loads of powered and/or non-powered cars in the case of a multi-unit rail vehicle, the number of powered cars or traction units of the rail vehicle, the number of traction units of the rail vehicle, the number of pantographs of the rail vehicle in contact with the overhead line and/or the traction energy of the rail vehicle.
  • At least one identification data record in particular a self-created, an externally specified or a previously self-modified identification data record, as well as at least one train-specific auxiliary parameter value for determining the switching time, is stored for each of two or more regular trains, and the trackside equipment checks, based on the at least one measurement result, for each approach event whether the approaching rail vehicle is one of the regular trains and, if necessary, reads the at least one corresponding auxiliary parameter value from the memory for the recognized regular train.
  • one or at least one of the train-specific auxiliary parameter values is a quantitative quantity that must be taken into account quantitatively when calculating the switching time (for example, a fixed lead time, a fixed stopping time at one or more stopping points before the railway safety system, standard acceleration for the regular train, maximum permitted speed, etc.).
  • one or at least one of the train-specific auxiliary parameter values is an identifier that defines the calculation formula for calculating the switching time (for example, identifier "1": calculation of the switching time without taking into account the acceleration of the train currently measured by the sensor; identifier "2": calculation of the switching time taking into account the acceleration currently measured by the sensor, etc.).
  • At least one of the auxiliary parameter values can advantageously be a time period.
  • the railway safety system is preferably a level crossing.
  • the invention further relates to a trackside device for controlling a railway safety system, wherein the trackside device has a control unit which, when a rail vehicle approaches the railway safety system, evaluates at least one rail vehicle-related measurement result and determines a switching time for the railway safety system based on the measurement result.
  • the trackside device is designed in such a way that it checks, based on at least one measurement result and on one or more identification data sets, whether the approaching rail vehicle to be assigned to one of the identification data records and is a control train described by the identification data record to be assigned, and the track system is designed in such a way that, in the event of a recognized control train, it reads out at least one auxiliary parameter value from a memory in which at least one auxiliary parameter value is stored for the recognized control train and determines the switching time using this at least one read-out auxiliary parameter value.
  • the Figure 1 Figure 10 shows a railway track system 10 which is crossed by a road 30 in the area of a crossing point 20 and is equipped there with a railway safety system 40 in the form of a level crossing.
  • the railway signaling system 40 and one or more sensors arranged on the railway track system 10 are connected to a trackside control device 50.
  • the track device 50 is connected to two sensors 60 and 70, of which sensor 60 transmits a measurement result M1 and sensor 70 transmits a measurement result M2 to the track device 50.
  • the two sensors 60 and 70 detect a movement along the direction of travel P - i.e. in the Figure 1 from left to right - rail vehicle approaching the railway safety system 40, for example by axle detection of the passing rail vehicle, and transmit a corresponding measurement result M1 or M2 to the trackside equipment 50.
  • the two sensors 60 and 70 can transmit crossing events as such to the trackside equipment 50, or derived measurement results or other measurement results, in particular, for example, one or two of the following measurement results: the time interval between rail vehicles, the time interval between rail vehicles, the absolute time, the speed of the rail vehicle, the acceleration of the rail vehicle, the total number of axles of the rail vehicle, the axle spacing of the rail vehicle, the train length of the rail vehicle, the axle load of the rail vehicle, the number of traction units of the rail vehicle, the number of pantographs of the rail vehicle in contact with the overhead line and/or the traction energy of the rail vehicle.
  • the trackside equipment 50 is equipped with a computer 51 and a memory 52.
  • An operating program BP is stored in the memory 52.
  • this program enables the trackside equipment 50 to control the railway interlocking system 40 and, for this purpose, determines a switching time for the railway interlocking system 40.
  • the switching time can be transmitted directly to the railway interlocking system 40, which then generates the corresponding closing command for closing the system itself based on the received switching time.
  • the switching time can be transmitted indirectly in the form of a control signal ST, which itself transmits the corresponding closing command to the railway interlocking system 40 at the switching time.
  • identification data records are stored in memory 52, which the operating program BP uses for the operation of the railway signaling system 40.
  • Memory 52 contains two identification data records, labeled with the reference numbers IDS1 and IDS2. Each of the two identification data records, IDS1 and IDS2, defines a control train that is to be recognized by the trackside equipment and handled in a predefined manner with regard to the switching time.
  • auxiliary parameter values are stored in memory 52, which directly specify the switching time of the railway safety system 40 for a detected regular train or at least enable a determination of the switching time on its basis.
  • memory 52 contains two auxiliary parameter sets, HW1 and HW2, each containing one or more auxiliary parameters and each assigned to one of the identification data sets.
  • the auxiliary parameter set HW1 is assigned to the identification data record IDS1; this means that the auxiliary parameter set HW1 contains auxiliary parameter values for rail vehicles that are covered by the identification data record IDS1. Accordingly, the auxiliary parameter set HW2 contains auxiliary parameter values for rail vehicles that fall under the definition of the identification data record IDS2.
  • the memory contains 52 identification data records as well as auxiliary parameters for two control trains.
  • the track facility 50 is preferably operated as follows: When a rail vehicle passes sensors 60 and 70 while traveling in direction P, the corresponding measurement results M1 and M2 are transmitted to the trackside control system 50.
  • the operating program BP evaluates the measurement results M1 and M2 and checks, using the identification data sets IDS1 and IDS2, whether the approaching rail vehicle can be assigned to one of the two identification data sets IDS1 or IDS2. If this is the case, the operating program BP concludes that the approaching rail vehicle is a regular train, which is to be handled according to the auxiliary parameter set HW1 or HW2 associated with the identification data set.
  • the operating program BP will read the associated auxiliary parameter set HW1 from memory 52 for the detected regular train or for the identification data set IDS1 and determine the switching time for the railway safety system 40 based on the auxiliary parameter values of the auxiliary parameter set HW1.
  • the train-specific auxiliary parameter sets HW1 and HW2 can include one or more quantitative parameters that must be taken into account quantitatively when calculating the switching time, for example a fixed lead time, a fixed stopping time at one or more stopping points before the railway safety system, a standard acceleration for the train, a maximum permitted speed, etc.
  • one or more identifiers can be stored in the auxiliary parameter sets HW1 and HW2 as control-train-specific auxiliary parameter values. These identifiers define the calculation formula for determining the switching time. For example, an identifier "1" can indicate that the switching time should be calculated without considering the train's current acceleration measured by the sensor; an identifier "2" can indicate that the switching time should be calculated taking the current acceleration measured by the sensor into account. Similarly, further identifiers can be defined for handling the respective control train.
  • the BP operating program includes a readout module 100 for recording the measurement results M1 and M2 according to Figure 1 .
  • a subsequent test step 110 checks whether identification data records are present in memory 52.
  • a comparison step 120 is carried out in which the measurement results M1 and M2 are compared with the identification data sets IDS1 and IDS2.
  • a standard control step 130 which controls the railway safety system 40 with a standard switching time Tu(STD)) and, for example, sends a corresponding control signal ST(Tu(STD)), which defines the standard switching time Tu(STD)), to the railway safety system 40 according to Figure 1 transmitted.
  • the standard switching time Tu(STD)) can be calculated, for example, by adding the crossing time determined by sensors 60 and 70 to a predefined standard delay value.
  • a readout step 140 is carried out.
  • the computer 51 reads the auxiliary parameter set HW1 from memory 52, which is assigned to the identification data set IDS1.
  • the train-specific switching time for the railway safety system 40 is determined based on the train-specific auxiliary parameter values stored in the auxiliary parameter set HW1.
  • the result is the switching time Tu(HW1) or a corresponding control signal ST(Tu(HW1)), which is then transmitted to the railway safety system 40.
  • the train-specific switching time Tu(HW1) can be calculated, for example, by adding the crossing time determined by sensors 60 and 70 to a train-specific delay value.
  • the Figure 3 shows a second embodiment of an operating program BP, which controls the railway safety system 40 by the trackside equipment 50 according to Figure 1 made possible.
  • the operating program BP has an additional data set formation module 160, which works together with the test step 110 and the read module 100.
  • the BP program module according to Figure 3 It works as follows: If test step 110 reveals that no identification data records are stored in memory 52 and therefore a comparison with existing identification data records cannot take place, the control of the railway safety system 40 is carried out according to the standard control step 130, as described in the context of the Figure 2 has been explained.
  • the data set generation module 160 is activated, which independently generates identification data sets, for example the identification data sets IDS1 and IDS2, based on the input measurement results M1 and M2 from the input module 100.
  • Figure 1 generated.
  • the data set generation module 160 creates the identification data sets IDS1 and IDS2 based on the measurement results M1 and M2, preferably by checking whether proximity events in In the past, if the measured results for a subset of rail vehicles are identical or at least sufficiently similar according to a predefined similarity threshold, identification data for the identification dataset is generated based on the measurement results deemed similar, and the identification dataset is then created using this generated identification data. Sufficient similarity of a subset of measurement results can be inferred, for example, if the measurement results of this subset do not deviate from the mean of the respective subset beyond a predefined threshold.
  • the data set creation module 160 uses at least one of the above-mentioned types of measurement results as measurement results M1 and M2.
  • the Figure 4 shows a third embodiment of an operating program BP, which is run by the computer 51 of the trackside equipment 50 according to Figure 1 can be used to control the railway safety system 40.
  • the program module BP according to Figure 4 encompasses all program steps or program modules related to the Figures 2 and 3 as have already been explained; in this regard, please refer to the above statements.
  • a modification module 170 is provided, which works together with the comparison step 120 and the read module 100 and is designed to modify an identification data set identified within the comparison step 120, for example the identification data set IDS1, depending on the measurement results M1 and M2 currently recorded by the read module 100.
  • Modifying the identification data record IDS1 is also advantageous if past measurement results from approach events show that rail vehicles identified by the specified identification data record and recognized as the same regular train can be assigned to different subgroups of regular trains.
  • sub-records can be created within the identification data record IDS1, or the existing identification data record IDS1 can be replaced by two new identification data records, which are located in the Figure 4 are marked with the reference symbols IDS1' and IDS".

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (6)

  1. Procédé pour faire fonctionner un dispositif (50) de voie pour la commande d'une installation (40) de sécurité ferroviaire, dans lequel le dispositif (50) de voie détecte, lorsqu'un véhicule ferroviaire se rapproche de l'installation (40) de sécurité ferroviaire, par au moins un capteur (60, 70), au moins un résultat (M1, M2) de mesure se rapportant au véhicule ferroviaire et, à l'aide du résultat (M1, M2) de mesure, détermine un instant (Tu) de commutation pour l'installation (40) de sécurité ferroviaire, caractérisé en ce que
    - le dispositif (50) de voie contrôle, à l'aide du au moins un résultat (M1, M2) de mesure et à l'aide d'un ou de plusieurs ensembles (IDS1, IDS2) de données d'identification, si le véhicule ferroviaire, qui se rapproche, est à associer à ou à l'un des ensembles (IDS1, IDS2) de données d'identification et en déduit que le véhicule ferroviaire, qui se rapproche, est un train régulier, décrit par l'ensemble (IDS1, IDS2) de données d'identification à associer, et
    - le dispositif (50) de voie, dans le cas d'un train régulier identifié, lit dans une mémoire (52), dans laquelle au moins une valeur de paramètre auxiliaire est mise en mémoire pour le train régulier identifié, cette au moins une valeur de paramètre auxiliaire et détermine l'instant (Tu) de commutation en tirant parti de cette au moins une valeur de paramètre auxiliaire lue, et
    - dans le cas où un véhicule ferroviaire se rapprochant n'est pas identifié comme train régulier, le dispositif de voie détermine l'instant (Tu) de commutation en tirant parti du résultat (M1, M2) de mesure détecté.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    le dispositif (50) de voie, pour le contrôle du point de savoir si le véhicule ferroviaire se rapprochant est à associer à ou à l'un des ensembles (IDS1, IDS2) de données d'identification et est un train régulier décrit par l'ensemble (IDS1, IDS2) de données d'identification à associer, tire parti d'au moins l'un des résultats (M1, M2) de mesure suivant, de préférence d'au moins deux résultats (M1, M2) de mesure suivants :
    - distance dans le temps entre des véhicules ferroviaires,
    - cadence dans le temps entre des véhicules ferroviaires,
    - heure absolue,
    - vitesse du véhicule ferroviaire,
    - accélération du véhicule ferroviaire,
    - nombre d'ensemble d'essieux du véhicule ferroviaire,
    - distance entre essieux du véhicule ferroviaire,
    - longueur de train du véhicule ferroviaire,
    - charges d'essieu du véhicule ferroviaire,
    - charges d'essieu de voitures entraînées ou non entraînées dans le cas d'un véhicule ferroviaire à éléments multiples,
    - nombre des voitures entraînées ou des matériels moteurs du véhicule ferroviaire,
    - nombre d'appareils de prise de courant du véhicule ferroviaire s'appliquant à la ligne de contact,
    - énergie de traction du véhicule ferroviaire.
  3. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    - il est mis, pour la détermination de l'instant (Tu) de commutation, dans une mémoire (52) du dispositif (50) de voie pour deux ou plusieurs trains réguliers, respectivement au moins un ensemble (IDS1, IDS2) de données d'identification, en particulier un ensemble de données d'identification établi soi-même, donné à l'avance de l'extérieur ou modifié de soi-même auparavant, ainsi que, pour chaque train régulier, respectivement au moins une valeur de paramètre auxiliaire individuels de train régulier, et
    - le dispositif (50) de voie contrôle, à l'aide du au moins un résultat (M1, M2) de mesure à chaque évènement de rapprochement, si le véhicule ferroviaire se rapprochant est l'un des trains réguliers et lit, le cas échéant, pour le train régulier identifié, la au moins une valeur de paramètre auxiliaire correspondant dans la mémoire (52).
  4. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que, pour chacun des trains réguliers
    - la ou au moins l'une des valeurs de paramètre auxiliaire individuel au train régulier est une grandeur quantitative, qui est à prendre en compte quantitativement lors du calcul de l'instant (Tu) de commutation, et/ou
    - la ou au moins l'une des valeurs de paramètre auxiliaire individuel à un train régulier est une identification, qui définit la formule de calcul, lors du calcul de l'instant (Tu) de commutation.
  5. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce qu'
    un laps de temps est mis en mémoire, comme valeur de paramètre auxiliaire ou comme au moins l'une des valeurs de paramètre auxiliaire.
  6. Dispositif (50) de voie pour la commande d'une installation (40) de sécurité ferroviaire, dans lequel le dispositif (50) de voie a un dispositif de commande qui, lorsqu'un véhicule ferroviaire se rapproche de l'installation (40) de sécurité ferroviaire, évalue au moins un résultat (M1, M2) de mesure se rapportant au véhicule ferroviaire et détermine, à l'aide du résultat (M1, M2) de mesure, un instant (Tu) de commutation, pour l'installation (40) de sécurité ferroviaire,
    caractérisé en ce que
    - le dispositif (50) de voie est constitué de manière à contrôler, à l'aide du au moins un résultat (M1, M2) de mesure et à l'aide d'un ou de plusieurs ensembles (IDS1, IDS2) de données d'identification, si le véhicule ferroviaire, qui se rapproche, est à associer à ou à l'un des ensembles (IDS1, IDS2) de données d'identification et en déduit que le véhicule ferroviaire, qui se rapproche, est un train régulier, décrit par l'ensemble (IDS1, IDS2) de données d'identification à associer, et
    - le dispositif (50) de voie est constitué pour lire, dans le cas d'un train régulier identifié, lire dans une mémoire (52), dans laquelle au moins une valeur de paramètre auxiliaire est mise en mémoire pour le train régulier identifié, cette au moins une valeur de paramètre auxiliaire et pour déterminer l'instant (Tu) de commutation en tirant parti de cette au moins une valeur de paramètre auxiliaire lue, et
    - dans le cas où un véhicule ferroviaire se rapprochant n'est pas identifié comme train régulier, le dispositif de voie détermine l'instant (Tu) de commutation en tirant parti du résultat (M1, M2) de mesure détecté.
EP19166128.9A 2018-04-24 2019-03-29 Procédé de commande d'une installation de sécurité ferroviaire Active EP3560792B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102018206304.4A DE102018206304A1 (de) 2018-04-24 2018-04-24 Verfahren zur Ansteuerung einer Eisenbahnsicherungsanlage

Publications (4)

Publication Number Publication Date
EP3560792A2 EP3560792A2 (fr) 2019-10-30
EP3560792A3 EP3560792A3 (fr) 2020-03-04
EP3560792B1 true EP3560792B1 (fr) 2025-10-29
EP3560792C0 EP3560792C0 (fr) 2025-10-29

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EP (1) EP3560792B1 (fr)
DE (1) DE102018206304A1 (fr)
ES (1) ES3061109T3 (fr)

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CN116039735B (zh) * 2022-12-25 2025-02-07 卡斯柯信号有限公司 一种zc边界列车序列一致性判断方法、设备及介质

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EP2718168B1 (fr) * 2011-07-14 2017-06-14 Siemens Aktiengesellschaft Procédé d'exploitation d'un équipement de sécurité ferroviaire et équipement de sécurité ferroviaire

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DE10227046C1 (de) * 2002-06-17 2003-07-03 Bahn Deutsche Geschwindigkeitsabhängige Absicherung von Gefahrenbereichen
DE102009019302A1 (de) * 2009-04-24 2010-10-28 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Steuerung von Eisenbahnsicherungssystemen
DE102015203681A1 (de) * 2015-03-02 2016-09-22 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Zugarterkennung

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Publication number Priority date Publication date Assignee Title
EP2718168B1 (fr) * 2011-07-14 2017-06-14 Siemens Aktiengesellschaft Procédé d'exploitation d'un équipement de sécurité ferroviaire et équipement de sécurité ferroviaire

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EP3560792A3 (fr) 2020-03-04
ES3061109T3 (en) 2026-03-31
DE102018206304A1 (de) 2019-10-24
EP3560792C0 (fr) 2025-10-29
EP3560792A2 (fr) 2019-10-30

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