EP1897781A2 - Zugbeeinflussungssystem - Google Patents
Zugbeeinflussungssystem Download PDFInfo
- Publication number
- EP1897781A2 EP1897781A2 EP07114493A EP07114493A EP1897781A2 EP 1897781 A2 EP1897781 A2 EP 1897781A2 EP 07114493 A EP07114493 A EP 07114493A EP 07114493 A EP07114493 A EP 07114493A EP 1897781 A2 EP1897781 A2 EP 1897781A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- rbc
- server
- vehicles
- etcs
- train control
- 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.)
- Granted
Links
- 238000013507 mapping Methods 0.000 claims description 4
- 238000010295 mobile communication Methods 0.000 claims description 2
- 230000003137 locomotive effect Effects 0.000 abstract 5
- 238000013475 authorization Methods 0.000 description 3
- 210000003743 erythrocyte Anatomy 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000003032 molecular docking Methods 0.000 description 1
- 230000011664 signaling Effects 0.000 description 1
- 238000012876 topography Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/70—Details of trackside communication
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
-
- 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
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
- B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]
-
- 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 invention relates to a train control system on the basis of ERTMS (European Rail Traffic Management System) and ETCS (European Train Control System) Level 2 with a RBC (Radio Block Center), which is connected to a signal box, to guide vehicles on a specific Section through permanent GSM-R (Global System for Mobile Communication railways) radio links between the RBC and the vehicles.
- ERTMS European Rail Traffic Management System
- ETCS European Train Control System
- RBC Radio Block Center
- ERTMS is the future system for the management and control of rail transport on the lines of the trans-European networks.
- ERTMS consists of the subcomponents ETCS and GSM-R.
- the ETCS realizes within the ERTMS the safe functions of train control.
- GSM-R allows data transfer between the vehicles and the RBC. Among other things, position reports of the vehicle are sent to the RBC and driving permissions are sent to the vehicle.
- the ETCS levels 0 through 3 are backwards compatible; H.
- vehicles with Level 2 equipment can also drive on Level 1 equipped trains.
- ETCS Level 1 builds on existing track infrastructure, with the information about the secured track, including the driving authorization with Eurobalises transmitted. At ETCS Level 2, the Eurobalises are no longer used to transmit information but only to locate the vehicle - electronic milestones -.
- the ETCS calculator in the vehicle the determined location is forwarded via GSM-R to the RBC, which together with the signal box based on the route topography and projected bwz. temporarily entered speed limits determines the profiles of the secured track and transmits them to the vehicle via GSM-R.
- GSM-R the ETCS vehicle computers and the RBC line center can communicate securely via GSM-R, ie protected against data corruption and data incompleteness.
- the problem is that the constant exchange of information, especially regarding position report and driving permissions, between the ETCS vehicles and the RBC on permanent GSM-R connections the RBC computer so burdened that for performance reasons, only a very limited number of vehicles, for example 30, can be performed simultaneously. For more complex stations, heavily branched sections or for longer, highly frequented routes, the number of vehicles per RBC is often no longer sufficient. This is completely inadequate for the ETCS Level 2 equipment of track nodes. So far it is necessary to divide the vehicles on several RBCs. The disadvantage of this approach, in addition to the considerable hardware and software overhead especially the need for frequent handover, d. H. frequent change of competent RBC.
- the invention is based on the object to provide a train control system of the generic type, which allows the leadership of a larger number of vehicles.
- the object is achieved in that the RBC has a route information mapping server and a plurality of vehicle information mapping clients, wherein the Server is connected to the interlocking and the clients are connected to the server and have GSM-R modules for wireless connections to vehicle devices associated vehicles.
- the RBC conceptually does not have to consider relationships between the different vehicles it drives.
- the vehicles can thus independently, d. H. without information exchange between the vehicles, on the basis of the route information displayed in the server - route image - out. Due to the known positions of the vehicles and the interlocking information about secured routes, the route map enables safe guidance of the vehicles, which ultimately prevents collisions.
- Each client which maps the vehicle information - vehicle image - has access to the server information and can thus control the vehicles assigned to the client accordingly.
- the software architecture is based on a strict separation between track image and vehicle image.
- the route image is organized as a server for 1 to n vehicle images.
- the n vehicle images are managed in n clients, each client having its own GSM-R module for EURORADIO communication with the associated vehicles.
- the number of vehicles per vehicle image client can be different and easily adapted to the needs according to the vehicle density.
- the total number of vehicles that can be driven by the scalable RBC can be increased almost arbitrarily by dividing the distance image and vehicle images.
- the hardware and software effort is less than in the conventional increase in the number of RBCs known type. It is also advantageous that the frequency of necessary handovers can be reduced.
- the route image server and the vehicle image clients can be instantiated on a common computer platform. Track image and vehicle image can also be instantiated on different computers, depending on the need for leading vehicles and available computer performance.
- 1 to n vehicle image clients can independently run ETCS vehicles.
- the server is connected according to claim 3 with at least one Bassenankoppelmodul.
- ETCS level 1 Eurobalise groups - analogous to the GSM-R in ETCS level 2 - transmit the current information about the secured route and the driving authorization.
- the balise docking module works as a client on the linkage image server, as does the vehicle image client of ETCS level 2, with the difference that the positions of the Eurobalise groups are fixed.
- the balancing dock module controls 1 to n Eurobalise groups.
- the Baliseankoppelmodul the track map server makes it possible to provide even complex route nodes with ETCS Level 1 information on a variety of actuators effectively. It can thus realize a multi-section signaling without adapting the existing outdoor facility.
- the figure shows a schematic representation of the most important components of a claimed train control system.
- An interlocking 1 is connected to an ERTMS / ETCS RBC 2, which via GSM-R radio links 3 with multiple ERTMS / ETCS vehicle devices 4 communicates.
- the RBC 2 essentially consists of a route image server 5 and n vehicle image clients 6 1 to 6 n .
- Each vehicle image client 6 1 to 6 n transmits travel authorization information to an assigned number of vehicles and receives quasi-permanent position reports from these vehicles.
- the vehicle image client 6 1 communicates with k ERTMS / ETCS vehicle devices 7 1 to 7 k and the vehicle image client 6 n communicates with r ERTMS / ETCS vehicle devices 8 1 to 8 r .
- each vehicle image client 6 1 to 6 n is connected to the route image server 5, which prepares interlocking information, in particular via the secured routes, for all vehicle image clients 6 1 to 6 n .
- the consistent separation of the RBC architecture in the route image and the vehicle image results in a system that is scalable in terms of the number of vehicles to be driven and whose performance capacity can be easily adjusted and increased.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
Abstract
Description
- Die Erfindung betrifft ein Zugbeeinflussungssystem auf der Basis von ERTMS (European Rail Traffic Management System) und ETCS (European Train Control System) Level 2 mit einem RBC (Radio Block Center), das mit einem Stellwerk verbunden ist, zur Führung von Fahrzeugen auf einem bestimmten Streckenabschnitt mittels permanenter GSM-R (Global System for Mobile Communication-Railways)-Funkverbindungen zwischen dem RBC und den Fahrzeugen.
- ERTMS ist das zukünftige System für Management und Steuerung des Eisenbahnverkehrs auf den Strecken der transeuropäischen Netze. ERTMS besteht aus den Teilkomponenten ETCS und GSM-R. Dabei realisiert das ETCS innerhalb des ERTMS die sicheren Funktionen der Zugbeeinflussung. GSM-R ermöglicht die Datenübertragung zwischen den Fahrzeugen und dem RBC. Unter anderem werden Positionsmeldungen des Fahrzeugs an das RBC und Fahrtberechtigungen an das Fahrzeug gesendet.
- Um unterschiedlicher Streckeninfrastruktur gerecht zu werden, wurden unterschiedliche Stufen des ETCS definiert, die ETCS Level 0 bis 3. Die Stufen sind abwärtskompatibel, d. h. beispielsweise, Fahrzeuge mit Level 2-Ausrüstung können auch Strecken befahren, die nach Level 1 ausgerüstet sind.
- ETCS Level 1 baut auf vorhandener Streckeninfrastruktur auf, wobei die Informationen über den gesicherten Fahrweg, einschließlich der Fahrtberechtigung mit Eurobalisen übertragen werden. Bei ETCS Level 2 dienen die Eurobalisen nicht mehr der Informationsübertragung, sondern nur noch der Ortung des Fahrzeuges - elektronische Kilometersteine -. Der ETCS-Rechner im Fahrzeug gibt den ermittelten Standort über GSM-R an das RBC weiter, welches zusammen mit dem Stellwerk anhand der Streckentopografie und projektierter bwz. temporär eingepflegter Geschwindigkeitsbeschränkungen die Profile des gesicherten Fahrweges ermittelt und an das Fahrzeug via GSM-R überträgt. Mit der standardisierten Datenverschlüsselung nach EURORADIO können die ETCS-Fahrzeugrechner und die Streckenzentrale RBC über GSM-R sicher, das heißt vor Datenverfälschung und Datenunvollständigkeit geschützt, miteinander kommunizieren.
- Problematisch ist, dass der ständige Informationsaustausch, insbesondere bezüglich Positionsreport und Fahrtberechtigungen, zwischen den ETCS-Fahrzeugen und dem RBC auf permanenten GSM-R-Verbindungen den RBC-Rechner dermaßen belastet, dass aus Performance-Gründen nur eine stark begrenzte Anzahl von Fahrzeugen, beispielsweise 30, gleichzeitig geführt werden kann. Bei komplexeren Bahnhöfen, stark verzweigten Streckenabschnitten oder für längere, hochfrequentierte Strecken reicht die Anzahl der Fahrzeuge pro RBC oft nicht mehr aus. Für die ETCS-Level 2-Ausrüstung von Streckenknoten ist dies gänzlich unzureichend. Bisher ist es notwendig, die Fahrzeuge auf mehreren RBCs aufzuteilen. Nachteilig bei dieser Vorgehensweise ist neben dem erheblichen Hardware- und SoftwareAufwand vor allem die Notwendigkeit häufiger Handover, d. h. häufiger Wechsel des zuständigen RBC.
- Der Erfindung liegt die Aufgabe zu Grunde, ein Zugbeeinflussungssystem der gattungsgemäßen Art anzugeben, das die Führung einer größeren Anzahl von Fahrzeugen ermöglicht.
- Erfindungsgemäß wird die Aufgabe dadurch gelöst, dass das RBC einen Streckeninformationen abbildenden Server und mehrere Fahrzeuginformationen abbildende Clients aufweist, wobei der Server mit dem Stellwerk verbunden ist und die Clients mit dem Server verbunden sind und GSM-R-Module für Funkverbindungen zu Fahrzeuggeräten zugeordneter Fahrzeuge aufweisen.
- Dabei wird die Tatsache ausgenutzt, dass das RBC konzeptionell keine Beziehungen zwischen den verschiedenen geführten Fahrzeugen berücksichtigen muss. Die Fahrzeuge können damit unabhängig voneinander, d. h. ohne Informationsaustausch zwischen den Fahrzeugen, auf Grund der in dem Server abgebildeten Streckeninformationen - Streckenabbild - geführt werden. Das Streckenabbild ermöglicht auf Grund der bekannten Positionen der Fahrzeuge und der Stellwerksinformationen über gesicherte Fahrwege eine sichere Führung der Fahrzeuge, wodurch letztlich Kollisionen verhindert werden. Jeder Client, der die Fahrzeuginformationen abbildet - Fahrzeugabbild - hat Zugriff auf die Server-Informationen und kann somit die dem Client zugeordneten Fahrzeuge entsprechend ansteuern.
- Die Software-Architektur beruht auf einer strengen Trennung zwischen Streckenabbild und Fahrzeugabbild. Das Streckenabbild wird als Server für 1 bis n Fahrzeugabbilder organisiert. Die n Fahrzeugabbilder werden in n Clients verwaltet, wobei jeder Client ein eigenes GSM-R-Modul zur EURORADIO-Kommunikation mit den zugeordneten Fahrzeugen aufweist. Die Anzahl der Fahrzeuge pro Fahrzeugabbild-Client kann dabei unterschiedlich sein und leicht an den Bedarf entsprechend der Fahrzeugdichte angepasst werden. Die Gesamtzahl der mittels des skalierbaren RBC führbaren Fahrzeuge lässt sich durch die Aufteilung in Streckenabbild und Fahrzeugabbildern nahezu beliebig erhöhen. Der Hardware- und Softwareaufwand ist dabei geringer als bei der herkömmlichen Erhöhung der Anzahl von RBCs bekannter Bauart. Vorteilhaft ist darüber hinaus, dass die Häufigkeit notwendiger Handover reduziert werden kann.
- Gemäß Anspruch 2 können der Streckenabbild-Server und die Fahrzeugabbild-Clients auf einer gemeinsamen Rechnerplattform instanziiert sein. Streckenabbild und Fahrzeugabbild können aber auch, je nach Bedarf an zu führenden Fahrzeugen und verfügbarer Rechner-Performance auf verschiedenen Rechnern instanziiert werden. Auf einem Streckenabbild-Server können 1 bis n Fahrzeugabbild-Clients unabhängig voneinander ETCS-Fahrzeuge führen.
- Um das RBC zusätzlich oder alternativ auch als ETCS-Level 1-RBC betreiben zu können, ist der Server gemäß Anspruch 3 mit mindestens einem Balisenankoppelmodul verbunden. Bei ETCS-Level 1 übertragen Eurobalisengruppen - analog zum GSM-R im ETCS-Level 2 - die aktuellen Informationen über den gesicherten Fahrweg und die Fahrtberechtigung. Das Balisenankoppelmodul arbeitet als Client auf dem Streckenabbild-Server, ebenso wie der Fahrzeugabbild-Client des ETCS-Level 2, mit dem Unterschied, dass die Positionen der Eurobalisengruppen festliegen. Das Balisenankoppelmodul steuert 1 bis n Eurobalisengruppen an. Das Balisenankoppelmodul des Streckenabbild-Servers ermöglicht es, auch komplexe Streckenknoten mit ETCS-Level 1-Informationen über eine Vielzahl von Stellelementen effektiv zu versorgen. Es kann somit eine Mehrabschnitts-Signalisierung realisieren, ohne die bestehende Außenanlage anzupassen.
- Nachfolgend wird die Erfindung anhand einer figürlichen Darstellung näher erläutert.
- Die Figur zeigt eine schematische Darstellung der wichtigsten Komponenten eines beanspruchten Zugbeeinflussungssystems.
- Ein Stellwerk 1 ist mit einem ERTMS/ETCS-RBC 2 verbunden, welches über GSM-R-Funkverbindungen 3 mit mehreren ERTMS/ETCS-Fahrzeuggeräten 4 kommuniziert. Das RBC 2 besteht im Wesentlichen aus einem Streckenabbild-Server 5 und n Fahrzeugabbild-Clients 61 bis 6n. Jeder Fahrzeugabbild-Client 61 bis 6n überträgt Fahrtberechtigungs-Informationen an eine zugeordnete Anzahl von Fahrzeugen und empfängt von diesen Fahrzeugen quasi permanent Positionsmeldungen. Bei dem dargestellten Ausführungsbeispiel kommuniziert der Fahrzeugabbild-Client 61 mit k ERTMS/ETCS-Fahrzeuggeräten 71 bis 7k und der Fahrzeugabbild-Client 6n mit r ERTMS/ETCS-Fahrzeuggeräten 81 bis 8r. Zur kollisionsfreien Ansteuerung der Fahrzeuge ist jeder Fahrzeugabbild-Client 61 bis 6n mit dem Streckenabbild-Server 5 verbunden, welcher Stellwerksinformationen, insbesondere über die gesicherten Fahrwege, für alle Fahrzeugabbild-Clients 61 bis 6n aufbereitet.
- Durch die konsequente Trennung der RBC-Architektur in Streckenabbild und Fahrzeugabbild ergibt sich ein bezüglich der Anzahl der zu führenden Fahrzeuge skalierbares System, dessen Performance-Belastbarkeit leicht angepasst und erhöht werden kann.
Claims (3)
- Zugbeeinflussungssystem auf der Basis von ERTMS (European Rail Traffic Management System) und ETCS (European Train Control System) Level 2 mit einem RBC (Radio Block Center) (2), das mit einem Stellwerk (1) verbunden ist, zur Führung von Fahrzeugen auf einem bestimmten Streckenabschnitt mittels permanenter GSM-R (Global System for Mobile Communication-Railways)-Funkverbindungen (3) zwischen dem RBC (2) und den Fahrzeugen,
dadurch gekennzeichnet,
dass das RBC (2) einen Streckeninformationen abbildenden Server (5) und mehrere Fahrzeuginformationen abbildende Clients (61 ... 6n) aufweist, wobei der Server (5) mit dem Stellwerk (1) verbunden ist und die Clients s (61 ... 6n) mit dem Server (5) verbunden sind und GSM-R-Module für Funkverbindungen zu ERTMS/ETCS-Fahrzeuggeräten (4, 71 ... 7k, 81 ... 8r) zugeordneter Fahrzeuge aufweisen. - Zugbeeinflussungssystem nach Anspruch 1,
dadurch gekennzeichnet,
dass der Server (5) und die Clients (61 ... 6n) auf einer gemeinsamen Rechnerplattform instanziiert sind. - Zugbeeinflussungssystem nach einem der vorangehenden Ansprüche,
dadurch gekennzeichnet,
dass der Server (5) mit mindestens einem Balisenankoppelmodul verbunden ist.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102006041502A DE102006041502A1 (de) | 2006-08-31 | 2006-08-31 | Zugbeeinflussungssystem |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1897781A2 true EP1897781A2 (de) | 2008-03-12 |
EP1897781A3 EP1897781A3 (de) | 2008-10-29 |
EP1897781B1 EP1897781B1 (de) | 2009-12-30 |
Family
ID=38813477
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP07114493A Not-in-force EP1897781B1 (de) | 2006-08-31 | 2007-08-17 | Zugbeeinflussungssystem |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP1897781B1 (de) |
AT (1) | ATE453555T1 (de) |
DE (2) | DE102006041502A1 (de) |
DK (1) | DK1897781T3 (de) |
ES (1) | ES2337941T3 (de) |
Cited By (22)
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CN101917734A (zh) * | 2010-07-23 | 2010-12-15 | 北京全路通信信号研究设计院 | Gsm-r网络路测与优化分析*** |
CN102176773A (zh) * | 2010-12-30 | 2011-09-07 | 上海华为技术有限公司 | 临时限速处理方法、装置及*** |
WO2012044386A1 (en) * | 2010-09-28 | 2012-04-05 | General Electric Company | Rail vehicle control communication system and method for communicating with a rail vehicle |
WO2012149761A1 (zh) * | 2011-09-22 | 2012-11-08 | 华为技术有限公司 | 列车控制***切换方法及装置 |
US8423208B2 (en) | 2010-09-28 | 2013-04-16 | General Electric Company | Rail communication system and method for communicating with a rail vehicle |
US8457815B2 (en) | 2010-05-19 | 2013-06-04 | General Electric Company | Rail appliance communication system and method for communicating with a rail appliance |
EP2631152A1 (de) | 2012-02-24 | 2013-08-28 | Schweizerische Bundesbahnen SBB | Verfahren und Vorrichtung für die Verwaltung von Ressourcen in einem Schienennetz |
US8532850B2 (en) | 2009-03-17 | 2013-09-10 | General Electric Company | System and method for communicating data in locomotive consist or other vehicle consist |
US8583299B2 (en) | 2009-03-17 | 2013-11-12 | General Electric Company | System and method for communicating data in a train having one or more locomotive consists |
US8655517B2 (en) | 2010-05-19 | 2014-02-18 | General Electric Company | Communication system and method for a rail vehicle consist |
US8798821B2 (en) | 2009-03-17 | 2014-08-05 | General Electric Company | System and method for communicating data in a locomotive consist or other vehicle consist |
CN103988459A (zh) * | 2011-10-12 | 2014-08-13 | 西门子公司 | 在数据报文的面向分组移动无线传输中运行时间优化的方法 |
US8825239B2 (en) | 2010-05-19 | 2014-09-02 | General Electric Company | Communication system and method for a rail vehicle consist |
US8914170B2 (en) | 2011-12-07 | 2014-12-16 | General Electric Company | System and method for communicating data in a vehicle system |
US9379775B2 (en) | 2009-03-17 | 2016-06-28 | General Electric Company | Data communication system and method |
US9513630B2 (en) | 2010-11-17 | 2016-12-06 | General Electric Company | Methods and systems for data communications |
US9637147B2 (en) | 2009-03-17 | 2017-05-02 | General Electronic Company | Data communication system and method |
EP3312073A1 (de) | 2016-10-21 | 2018-04-25 | Schweizerische Bundesbahnen SBB | Verfahren zur prüfung eines eisenbahnsystems und eisenbahnsystem |
WO2018113632A1 (zh) * | 2016-12-19 | 2018-06-28 | 比亚迪股份有限公司 | 列车的移动授权生成方法、装置和*** |
US10144440B2 (en) | 2010-11-17 | 2018-12-04 | General Electric Company | Methods and systems for data communications |
EP3696754A1 (de) | 2019-02-13 | 2020-08-19 | Schweizerische Bundesbahnen SBB | Verfahren und kommunikationssystem für die verwaltung von mobilen ressourcen in einem eisenbahnsystem |
CN114834506A (zh) * | 2022-04-13 | 2022-08-02 | 湖南中车时代通信信号有限公司 | 一种适用于重载铁路的无线闭塞中心设备 |
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US8702043B2 (en) | 2010-09-28 | 2014-04-22 | General Electric Company | Rail vehicle control communication system and method for communicating with a rail vehicle |
US8935022B2 (en) | 2009-03-17 | 2015-01-13 | General Electric Company | Data communication system and method |
DE102014226902A1 (de) * | 2014-12-23 | 2016-01-14 | Siemens Aktiengesellschaft | Einrichtung einer sicheren Datenübertragungsverbindungim Schienenverkehr |
DE102015201059A1 (de) * | 2015-01-22 | 2016-07-28 | Siemens Aktiengesellschaft | Verfahren und Anordnung zum Durchführen eines Zugverkehrs |
DE102016217913A1 (de) | 2016-09-19 | 2018-03-22 | Siemens Aktiengesellschaft | Überwachung eines Schienenfahrzeugs |
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- 2006-08-31 DE DE102006041502A patent/DE102006041502A1/de not_active Ceased
-
2007
- 2007-08-17 ES ES07114493T patent/ES2337941T3/es active Active
- 2007-08-17 DK DK07114493.5T patent/DK1897781T3/da active
- 2007-08-17 AT AT07114493T patent/ATE453555T1/de active
- 2007-08-17 DE DE502007002469T patent/DE502007002469D1/de active Active
- 2007-08-17 EP EP07114493A patent/EP1897781B1/de not_active Not-in-force
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Cited By (24)
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US8532850B2 (en) | 2009-03-17 | 2013-09-10 | General Electric Company | System and method for communicating data in locomotive consist or other vehicle consist |
US9379775B2 (en) | 2009-03-17 | 2016-06-28 | General Electric Company | Data communication system and method |
US9637147B2 (en) | 2009-03-17 | 2017-05-02 | General Electronic Company | Data communication system and method |
US8798821B2 (en) | 2009-03-17 | 2014-08-05 | General Electric Company | System and method for communicating data in a locomotive consist or other vehicle consist |
US8583299B2 (en) | 2009-03-17 | 2013-11-12 | General Electric Company | System and method for communicating data in a train having one or more locomotive consists |
US8825239B2 (en) | 2010-05-19 | 2014-09-02 | General Electric Company | Communication system and method for a rail vehicle consist |
US8655517B2 (en) | 2010-05-19 | 2014-02-18 | General Electric Company | Communication system and method for a rail vehicle consist |
US8457815B2 (en) | 2010-05-19 | 2013-06-04 | General Electric Company | Rail appliance communication system and method for communicating with a rail appliance |
CN101917734B (zh) * | 2010-07-23 | 2012-11-21 | 北京全路通信信号研究设计院有限公司 | Gsm-r网络路测与优化分析*** |
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Also Published As
Publication number | Publication date |
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DK1897781T3 (da) | 2010-05-03 |
ES2337941T3 (es) | 2010-04-30 |
DE502007002469D1 (de) | 2010-02-11 |
DE102006041502A1 (de) | 2008-03-13 |
EP1897781B1 (de) | 2009-12-30 |
EP1897781A3 (de) | 2008-10-29 |
ATE453555T1 (de) | 2010-01-15 |
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