EP1645483A1 - System zur automatischen Warnung vor Zügen - Google Patents

System zur automatischen Warnung vor Zügen Download PDF

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Publication number
EP1645483A1
EP1645483A1 EP04104935A EP04104935A EP1645483A1 EP 1645483 A1 EP1645483 A1 EP 1645483A1 EP 04104935 A EP04104935 A EP 04104935A EP 04104935 A EP04104935 A EP 04104935A EP 1645483 A1 EP1645483 A1 EP 1645483A1
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EP
European Patent Office
Prior art keywords
alert
information
train
central station
railway vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP04104935A
Other languages
English (en)
French (fr)
Inventor
Valerio Tripicchio
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.)
Recherche Et Developpement Ingenierie Sarl
Original Assignee
Recherche Et Developpement Ingenierie Sarl
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 Recherche Et Developpement Ingenierie Sarl filed Critical Recherche Et Developpement Ingenierie Sarl
Priority to EP04104935A priority Critical patent/EP1645483A1/de
Priority to FR0553051A priority patent/FR2876338A1/fr
Priority to PCT/EP2005/055089 priority patent/WO2006037808A1/fr
Priority to DE112005002483T priority patent/DE112005002483T5/de
Publication of EP1645483A1 publication Critical patent/EP1645483A1/de
Priority to LU91248A priority patent/LU91248B1/fr
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/06—Control, warning or like safety means along the route or between vehicles or trains for warning men working on the route
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/53—Trackside diagnosis or maintenance, e.g. software upgrades for trackside elements or systems, e.g. trackside supervision of trackside control system conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/02—Global system for mobile communication - railways [GSM-R]

Definitions

  • the present invention generally relates to an automatic train announcement system.
  • Such a system is generally intended to ensure the safety of persons working along a railway line, to prevent them from the arrival of a train or other railway vehicle on this track or on a neighboring track so that they get safe.
  • a "construction zone” is defined, for example having a length of several hundred meters in the center of an “announcement zone” whose ends are distant from said "construction zone” by a distance of several kilometers , usually 2 to 3 km.
  • Detectors are installed on one of the tracks of the track to be monitored, at the ends of the "announcement zone” and connected to an alarm center located in the "construction site area” by means of electric cables.
  • the central alarm receives a signal from a detector indicating the passage of a train, it then triggers audible and visual alarms. To do this, the central alarm is connected to a plurality of beacons and horns (sirens) distributed over the construction site area.
  • the exit of the train from the monitored area is preferably also detected by a detector connected to the central warning system, which allows the latter to automatically cut off the audible and visual alarms once the train has left the area.
  • the object of the present invention is to provide an automatic train announcement system or other rail vehicle does not have the disadvantages mentioned above, and offering great flexibility of use. According to the invention, this object is achieved by a system according to claim 1.
  • Another object of the present invention is to provide an improved method of automatically advertising a train or other railway vehicle. According to the invention, this object is achieved by a method according to claim 8.
  • the central station communicates with each passage detector and the warning means via a mobile radio network.
  • the telephony network can be GSM, GPRS, UMTS etc., GPRS and UMTS systems, however, being preferred for their high rates.
  • a central station which does not need to be on the site.
  • the central station is advantageously designed to store information concerning a plurality of sites.
  • Each site is associated with a number of detectors and warning means.
  • each detector and warning means is advantageously referenced by a unique identification number, which guarantees unambiguous identification. This identification can be based on the data of the telephone link (eg call number).
  • the central station comprises a computer server with the interfaces for its programming and its use as well as the appropriate equipment to enable communication with the passage detectors and warning means via radiotelephone networks.
  • the system according to the invention proves to be extremely flexible for the users, for whom it is sufficient to indicate to the central station the detector / alarm device associations by building site, then to position the latter on the site area in question (or Conversely). At any time, you can replace a detector, resp. alerting means, by another. At the central station, for example, the substitution of the detector will be indicated by replacing the identification number of the old detector with that of the new one on the site concerned.
  • this preferably includes a user interface (typically with screen, keyboard and mouse).
  • the user interface is constituted by a portable computer, which is able to exchange data with the central station by the mobile radio network. This makes it possible to program or modify site compositions in the remote central station, for example when on a construction site area.
  • the positioning of the passage detectors and the warning means is normally done in a conventional manner.
  • a zone of announcement encompassing this zone of construction site, whose extremities are generally distant from the construction site by several kilometers.
  • Passage detectors are then installed on both sides of the announcement area. If more than one lane passes through the construction zone then passing detectors will be placed on each lane at the end of the announcement area. In the central station, we will also indicate those detectors that are placed on the same track.
  • the passage detector comprises a sensor connected to a control and communication unit comprising a detection module and a radiotelephone module.
  • the sensor may be of the mechanical, electronic or optical type. Depending on the technology used, the sensor will be placed on a rail, between the rails, or near the track. It will therefore be possible to use a mechanical sensor, commonly called a "pedal”, comprising a lever and positioned so as to be crossed during the passage of a train or other railway vehicle. Alternatively, the sensor could be based on laser technology.
  • the senor is of the magnetic type.
  • the sensor is then constituted by a winding and the detection module determines the passage of a train based on a magnetic field variation caused by the presence of the metal mass of the train near the sensor.
  • a magnetic detection is advantageous in that it allows, with appropriate sensitivity, to detect the passage of all types of railway vehicles, whether it is a train, a single motor or specific maintenance vehicles.
  • the detection module advantageously comprises a plurality of detection circuits coupled to the detector and which therefore serve simultaneously to detect the passage of a railway vehicle.
  • the control and communication unit is then designed to determine the number or the rate of active detection circuits and transmit this information to the central station.
  • the control and communication unit is able to determine a faulty operation of the detection module and / or the sensor (in particular in the event of breakage of the connection with the sensor) and to transmit information relating to such events at the central station.
  • the pass detector may also be designed to detect eg. the direction of circulation of the railway vehicle, its speed, or other parameters, and transmit them to the central station.
  • the warning means on the construction site area can take various forms, to the extent that they are able to be in communication with the central station via a mobile radiotelephone network.
  • the warning means comprise at least one warning unit on the construction site area.
  • Each warning unit comprises a control and communication unit comprising a mobile radio module, as well as at least one audible and / or visual warning device, typically beacon and / or siren, controlled by the control unit. and communication.
  • the control unit and communication is of course in connection with the central station to receive the alert information and, in response, trigger the audible and / or visual warning devices.
  • the alerting means can take the form of mobile telephone terminals with ringing and / or vibrating functions to warn people who wear them the approach of a train.
  • the warning means are advantageously designed to automatically trigger an alert in case of breakage of the link with the central station.
  • the alert means check their own operating status and transmit this information to the central station.
  • the passage detectors and / or the warning means are provided with a positioning data receiver, whose positioning data are transmitted to the central station.
  • a positioning data receiver is preferably a satellite positioning data receiver, for example a GPS receiver.
  • the knowledge of these positioning data naturally allows an exact cartographic representation of the position of the detectors and / or warning means on a map. It will be appreciated that the monitoring of the position of each detector passing through the central station (or the detector itself) makes it possible to determine any movement of one of these, whether of accidental origin or due to malevolence, and to trigger in response an alert on the construction site area.
  • the position information also makes it possible, when the system is put back into service (in the morning, for example), to check that each element is in its place.
  • Such a position control is yet another aspect of the high level of security of the system according to the invention.
  • Stopping audible and / or visual warning devices of warning units will be made to order from the central station, after it has been determined that the train has left the surveillance zone. This can be done in many ways.
  • the stop of the alert on the building site could be triggered manually.
  • it can be provided on the alert means an alarm stop button, the actuation of which would be transmitted to the central station, which would return information to stop the alerts on the warning means.
  • An automatic solution using a pass detector is however preferred.
  • additional passage detectors for example placed inside the advertisement area but outside the construction zone.
  • the central station therefore receives a plurality of information which are preferably used to determine the entrances and exits of trains of the construction zone, resp. of the announcement zone, as well as alert situations due to malfunctioning detectors or warning means, or to breaks in connection.
  • the triggering of the alerts and the stopping of the alerts will thus preferably depend on all these parameters and not only on the entry / exit of a train.
  • the central station determines that a train has left the surveillance zone, and thus no longer represents a danger to the people on the construction site area, it will stop alerts on the warning means only if no other situation alert does not exist.
  • a method of automatically announcing a train or other railway vehicle to warn people on a construction site area along a railway line in which the passage of a vehicle is detected. at a given point in the railway line by means of a passing detector, and the approach of a railway vehicle is signaled on the worksite area by means of warning means.
  • a railway vehicle detection information is transmitted to a central station, which after receiving this railway vehicle detection information compares it with information stored on sites, and when the comparison indicates the approach of a rail vehicle of a construction site area, generates alert information for the warning means on this site area to trigger an alert.
  • the passage detector and the warning means each communicate with the central station via a mobile radio network.
  • the central station may include stored information concerning several sites. The central station will therefore be programmed to determine which shipyard is affected by the train detection information and thus identify the warning means to which the warning information must be sent.
  • the passage detector and the warning means are in permanent connection with the central station.
  • the links telephone calls are not interrupted between the exchanges of information between the different elements. There is therefore no need to initiate a new communication when information must be transmitted to one of the elements.
  • This procedure is extremely advantageous because it avoids the possible successive failures that may occur when attempting to establish a connection with a radiotelephone network.
  • an alert is preferably triggered on the warning means as soon as a link interruption is detected between the central station and a passing detector or between the central station and warning means.
  • the passage detectors and the warning means transmit status information to the central station.
  • This status information is sent at predetermined time intervals. In order to carry out real-time monitoring, this time interval is preferably of the order of 1 s to 5 s.
  • the central station transmits alert state information at predetermined intervals to the alert means. Good reception of status information in the central station and alert information in the warning means is therefore an indication that the radiotelephone links are not interrupted.
  • the status information and alert information may include a variety of data, which may be exploited to determine alert situations requiring the triggering of the alert means.
  • the status information transmitted by the latter will preferably include a presence information of a train, which will indicate either the detection of a railway vehicle (train or other) by the detector, or the non-detection of a vehicle.
  • a presence information of a train which will indicate either the detection of a railway vehicle (train or other) by the detector, or the non-detection of a vehicle.
  • the status information periodically transmitted by the detector may include at least one of the following information: state of the battery; state of the detection circuit; signal strength; positioning data; meaning of the railway vehicle.
  • the knowledge of the positioning data makes it possible to avoid an accidental or malicious movement of the detector (s) of passage, which could endanger the people on the construction site area.
  • the analysis of the positioning data provided by a detector indicates a movement thereof, which is not confirmed at the central station, then the latter triggers alerts on the means of alert of the yard concerned.
  • the status information sent by the alerting means may comprise: at least one of the following information: identification number; state of the battery; state of alert devices; signal strength; positioning data.
  • the central station will advantageously be programmed so that if it identifies a problem in the system on the basis of this status information, it triggers, optionally after validation by an operator, an alert on the warning means.
  • alert status information sent by the central station to the alert means will preferably comprise either an alert indication or a standby indication, depending on whether the warning means must be triggered or not. .
  • FIG. 1 shows a diagram illustrating a site configuration equipped with the present automatic train announcement system.
  • Fig.1 shows a diagram of a site configuration equipped with the present system of automatic announcement of train or other railway vehicle, according to a preferred variant.
  • the reference signs 10 and 12 respectively indicate a first and a second railway track which cross a construction zone 14 which can extend over several hundred meters.
  • an announcement area, indicated by the arrow 16 which encompasses the construction area 14 and the ends of which are remote from the construction zone 14, typically several kilometers.
  • the system allows a substantial time saving during the assembly and disassembly of the building site compared to systems communicating by cables.
  • the system does not suffer from range problems or site configuration encountered with conventional radio systems. This allows large distances between different elements, for example by taking advantage of the existing infrastructure of the radiotelephone network. In particular, this makes it possible to install the central station away from the construction site area, for example in premises that may be located several hundred kilometers away.
  • the radiotelephone network is for example a cellular radio network GSM, UMTS or GPRS.
  • passage detectors 18 1 ... 18 4 are installed at the ends of the announcement zone 16, at given points known as "entry points", and this on each lanes 10 and 12.
  • each detector 18i comprises a sensor connected to a control and communication unit provided with a detection module and a radiotelephone module (at least transmitter).
  • the sensor is advantageously of the magnetic type and designed so as to be placed on the track between the rails.
  • the use of a magnetic sensor makes it possible to base the detection of the passage of a train on the variation of magnetic field caused by the passage of a railway vehicle to the vertical of the sensor.
  • the sensor may for example comprise a winding embedded in a plate of a rigid plastic material and having good weather resistance, for example ABS or PVC. The number of turns of the winding is to be determined according to the desired sensitivity and the dimensions chosen for the sensor.
  • the control and communication unit, connected by cable to the sensor is preferably located next to the track so as not to be covered during the passage of the train, which could disrupt the link with the central station.
  • the sensing module is redundantly designed, i.e. it includes a plurality of sensing circuits coupled to the coil and simultaneously performing the same measurement.
  • the use of such a detection module with redundant detection circuits guarantees the operation of the detector, even if part of the detection circuitry becomes out of order.
  • the control and communication unit is preferably designed to determine the percentage of detection circuits in operation as well as any operating problem of the detector 18i, and to transmit this information to the central station.
  • each passage detector 18i is advantageously equipped with a satellite positioning data receiver GPS, whose positioning data are preferably transmitted to the central station.
  • the positioning data makes it possible, at the central station, to verify that the detectors 18i are in place, in particular that they have not been moved accidentally or maliciously.
  • Each alert unit 20 comprises a control and communication unit, equipped with a mobile radio module (transmission reception), and at least one audible and / or visual warning device, for example two beacons and two sirens.
  • the control and communication unit is designed to receive information from the central station via the radiotelephone module, and, depending on the nature of the information, trigger the warning devices to warn people on the work area.
  • the control and communication unit is able to check its operating status, including the state of the alert devices, and to send this information to the central station.
  • the internal verification of the operation of the beacons or sirens can be based for example on the current intensity delivered by these devices when they are active, a decrease in the current output being an indication of malfunction.
  • the central station plays a role of management / coordination of the train announcement system. It is designed to receive train detection information transmitted by the detectors 18 1 ... 18 4 , process this information to determine, by comparison with stored data on sites, if a train is approaching a train. and, if so, generate warning information for the warning units on the worksite concerned to warn people of approaching a train.
  • the central station makes it possible to monitor a plurality of building sites.
  • site data is stored including in particular sets of passage detectors and warning units.
  • each of the passage detectors and warning units has a unique identification number, e.g. the telephone number of his radiotelephone module.
  • the system is designed so that a major fault in the system, such as a radiotelephone link breakage with a detector or warning unit, or a malfunction of a detector, causes the system to fail. on alert and triggers alerts on all alert units. Control of the state of the links is preferably done by ensuring that there is good exchange of state information between the various elements of the system at predetermined time intervals.
  • the central station will generally be located in premises, and can therefore be powered by an electrical network (sector), however preferably through an inverter, the passage detectors and warning units will typically be provided with a battery power supply.
  • a mixed network / battery power supply may be provided, in order to switch to battery in the event of a network failure (national or railway-specific) and / or the use a charging system employing eg. solar panels.
  • Such a dialogue between the elements of the system gives the device a high level of security. If the warning unit no longer receives status information from one of the detectors, it triggers an alert on the warning units of the concerned yard. If an alert unit no longer receives information from the central station, this alert unit goes on alert. If the central station no longer receives status information from a warning unit on a given site, it triggers alerts on the other alert stations of this site with which the link is not interrupted.
  • the exchanges between the different elements take place at sufficiently close intervals (eg at least one times per second) for real-time management.
  • the central station After receiving this information, the central station identifies the site concerned by this alert.
  • the next status information issued by the central station will therefore include alert information, to alert alert units and thus trigger sirens and beacons. People working on or near the tracks are thus warned of the approach of a train and can get in safety, leaving the way free for the passage of the train.
  • the central station As soon as the central station has identified the approach of a train near a given site, it constantly transmits alert state information indicative of a state of alert, and this until it determined that the state of alert could be stopped.
  • the alert state will be stopped when the station has determined that the train has cleared the surveillance zone.
  • a zone release information by the train will for example be obtained when the train, continuing its route, will pass over the detector 18 2 , which will generate a train detection information transmitted to the central station. Knowing the site was on alert and the train was traveling on the first track, the central station can therefore deduce that it is the train initially detected by the detector 18 1 and leaving the area.
  • the alert state information to the warning units 20 of the construction zone 14 will therefore include information indicative of a standby state, causing the sirens and beacons to stop.
  • the first level of alert would relate to situations that require immediate evacuation of the worksite area, and therefore the triggering of warning units on the site. These include cases where: the approach of a train has been determined by the central station, a link is interrupted, a detector or an alarm unit is out of service, a detector has been moved without authorization.
  • the second alert level would be for situations that do not require immediate evacuation from the work area. This may especially be the case where: the proportion of active detection circuits in the detectors passes becomes less than a predetermined threshold value; the state of the batteries reaches a predetermined threshold value; a detector is moved (the non-confirmation of the movement, however, triggers an alert); a status information indicates a malfunction of a detector or a warning unit which remains operational.
  • These second-level alerts could, for example, be simply reported to the central station via the graphical interface, thus warning the operator of a potential future problem, which can be prevented by replacing the device. defective at the end of the working day.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Alarm Systems (AREA)
  • Mobile Radio Communication Systems (AREA)
EP04104935A 2004-10-08 2004-10-08 System zur automatischen Warnung vor Zügen Withdrawn EP1645483A1 (de)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP04104935A EP1645483A1 (de) 2004-10-08 2004-10-08 System zur automatischen Warnung vor Zügen
FR0553051A FR2876338A1 (fr) 2004-10-08 2005-10-07 Systeme d'annonce automatique de trains
PCT/EP2005/055089 WO2006037808A1 (fr) 2004-10-08 2005-10-07 Systeme d'annonce automatique de trains
DE112005002483T DE112005002483T5 (de) 2004-10-08 2005-10-07 System zur automatischen Ansage von Zügen
LU91248A LU91248B1 (fr) 2004-10-08 2006-05-31 Système d'annonce automatique de trains

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP04104935A EP1645483A1 (de) 2004-10-08 2004-10-08 System zur automatischen Warnung vor Zügen

Publications (1)

Publication Number Publication Date
EP1645483A1 true EP1645483A1 (de) 2006-04-12

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP04104935A Withdrawn EP1645483A1 (de) 2004-10-08 2004-10-08 System zur automatischen Warnung vor Zügen

Country Status (5)

Country Link
EP (1) EP1645483A1 (de)
DE (1) DE112005002483T5 (de)
FR (1) FR2876338A1 (de)
LU (1) LU91248B1 (de)
WO (1) WO2006037808A1 (de)

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ITTO20090172A1 (it) * 2009-03-09 2010-09-10 Ansaldo Sts Spa Sistema di supporto alla protezione del personale di manutenzione su linee, in particolare su linee ferroviare, e relativo metodo
NL1036793C2 (nl) * 2009-03-31 2010-10-04 Dual Inventive B V Systeem voor het detecteren van een naderende trein in een sectie van een spoorbaan.
CN101279608B (zh) * 2007-11-01 2010-11-10 中铁八局集团电务工程有限公司 铁路施工安全预警装置及方法
WO2012101152A1 (de) * 2011-01-27 2012-08-02 Siemens Aktiengesellschaft Radsensor für eisenbahnüberwachungsanlagen, eisenbahnüberwachungsanlage mit mehreren radsensoren und verfahren zum überprüfen eines radsensors
EP2868547A1 (de) * 2013-10-24 2015-05-06 Siemens Schweiz AG Stellwerk- und Steuerungs-Architektur für Eisenbahnen
ES2553804A1 (es) * 2014-06-10 2015-12-11 Ingeniería Y Control Ferroviario Investigación Y Desarrollo, S.L. Sistema de alarma por aproximación de trenes SPO-900
FR3023236A1 (fr) * 2014-07-04 2016-01-08 Axionys Detecteur avertisseur de collision
NL2014693A (nl) * 2015-04-22 2016-10-26 Dual Inventive Holding B V Een treinbewakingssysteem voor het bewaken van ten minste een gedeelte van een railbaan voor railbaanwerkers, alsmede een treindetectie eenheid, signaleringseenheid, netwerk router en veiligheidshelm voor een dergelijk treinbewakingssysteem.
US10840695B2 (en) 2017-01-13 2020-11-17 Dual Inventive Holding B.V. Device for remote deactivation control of an overhead line
FR3111610A1 (fr) * 2020-06-17 2021-12-24 Alstom Transport Technologies Dispositif de commande d’un système de signalisation d’un véhicule, installation de signalisation, procédé de commande et programme d’ordinateur associés

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DE102012216620A1 (de) * 2012-09-18 2014-03-20 Siemens Aktiengesellschaft Verfahren und Vorrichtung zum Einrichten, Aktualisieren und Überwachen besonderer Gleisabschnitte
DE102014205862A1 (de) * 2014-03-28 2015-10-15 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Signalisierung betrieblicher Abläufe und technischer Sicherungseinrichtungen an in dem betreffenden Gleisabschnitt arbeitsbedingt befindliche Personen
DE102017110417A1 (de) * 2017-05-12 2018-11-15 Zöllner Signal GmbH Warnsystem für eine Gleisbaustelle und Verfahren zum Betreiben einer Gleisbaustelle
CN112298222B (zh) * 2019-07-30 2022-12-09 株洲中车时代电气股份有限公司 一种轨道车辆及其通信网络

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EP1308366A1 (de) * 2001-10-26 2003-05-07 Alcatel Vorrichtung zur Rottenwarnung

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EP0694463A1 (de) * 1994-07-22 1996-01-31 Stein GmbH Verfahren und Einrichtung zur Warnung von Personen im Gleisbereich
US5924651A (en) * 1997-03-26 1999-07-20 Penza; George Gregory Tactile and audible warning system for railroad workers
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CN101279608B (zh) * 2007-11-01 2010-11-10 中铁八局集团电务工程有限公司 铁路施工安全预警装置及方法
ITTO20090172A1 (it) * 2009-03-09 2010-09-10 Ansaldo Sts Spa Sistema di supporto alla protezione del personale di manutenzione su linee, in particolare su linee ferroviare, e relativo metodo
NL1036793C2 (nl) * 2009-03-31 2010-10-04 Dual Inventive B V Systeem voor het detecteren van een naderende trein in een sectie van een spoorbaan.
EP2236386A1 (de) * 2009-03-31 2010-10-06 Dual Inventive B.V. Vorrichtung zur Erkennung eines sich annähernden Zuges in einem Gleissabschnitt
WO2012101152A1 (de) * 2011-01-27 2012-08-02 Siemens Aktiengesellschaft Radsensor für eisenbahnüberwachungsanlagen, eisenbahnüberwachungsanlage mit mehreren radsensoren und verfahren zum überprüfen eines radsensors
EP2868547A1 (de) * 2013-10-24 2015-05-06 Siemens Schweiz AG Stellwerk- und Steuerungs-Architektur für Eisenbahnen
ES2553804A1 (es) * 2014-06-10 2015-12-11 Ingeniería Y Control Ferroviario Investigación Y Desarrollo, S.L. Sistema de alarma por aproximación de trenes SPO-900
FR3023236A1 (fr) * 2014-07-04 2016-01-08 Axionys Detecteur avertisseur de collision
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FR3111610A1 (fr) * 2020-06-17 2021-12-24 Alstom Transport Technologies Dispositif de commande d’un système de signalisation d’un véhicule, installation de signalisation, procédé de commande et programme d’ordinateur associés

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LU91248B1 (fr) 2006-06-07
DE112005002483T5 (de) 2007-09-13
WO2006037808A1 (fr) 2006-04-13
FR2876338A1 (fr) 2006-04-14

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