EP2114746B1 - Antikollisionswarnsystem für ein fahrzeug - Google Patents

Antikollisionswarnsystem für ein fahrzeug Download PDF

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Publication number
EP2114746B1
EP2114746B1 EP07730934A EP07730934A EP2114746B1 EP 2114746 B1 EP2114746 B1 EP 2114746B1 EP 07730934 A EP07730934 A EP 07730934A EP 07730934 A EP07730934 A EP 07730934A EP 2114746 B1 EP2114746 B1 EP 2114746B1
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European Patent Office
Prior art keywords
cbtc
aws
vehicle
control unit
section
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Active
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EP07730934A
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English (en)
French (fr)
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EP2114746A1 (de
Inventor
Regis Degouge
Laurent Pinori
Stephane Callet
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 AG Oesterreich
Siemens Transportation Systems SAS
Original Assignee
Siemens Transportation Systems GmbH and Co KG
Siemens Transportation Systems SAS
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Application filed by Siemens Transportation Systems GmbH and Co KG, Siemens Transportation Systems SAS filed Critical Siemens Transportation Systems GmbH and Co KG
Priority to PL07730934T priority Critical patent/PL2114746T3/pl
Publication of EP2114746A1 publication Critical patent/EP2114746A1/de
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Publication of EP2114746B1 publication Critical patent/EP2114746B1/de
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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
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
    • 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
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
    • 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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • 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
    • B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]

Definitions

  • the present invention relates to an anti-collision control system for a vehicle according to the preamble of claim 1.
  • the invention is particularly adapted to a vehicle, for which it is implied that various types of locomotion means are concerned, more particularly in the field of passenger transport and / or goods.
  • rail transport such as a train and its cars or railcars, a tramway, but also a train on tire, with or without rail, a trolleybus or a bus to at least one compartment are examples of the scope of the invention.
  • some of these vehicles may comprise control or control means, commonly known as controllers, which make it possible to generate or execute control applications, for example for assisted guidance of the vehicle, or even the autoguiding of the vehicle. if it does not have a driver or can get rid of it.
  • this first vehicle of an autopilot circulates on portions of lane for which a signaling control unit, hereafter called AWS type controls signals on the ground on a section of lane with one-way traffic, denominated by the AWS TS or AWS TS.
  • AWS type controls signals on the ground on a section of lane with one-way traffic, denominated by the AWS TS or AWS TS.
  • These signals may be signal lights, controlled by electrical or mechanical relays, etc., as a rule used for vehicles driven manually by a driver.
  • AWS TS sections there is a first default command mode in which the AWS signaling control unit imposes a one-way movement on each vehicle moving on the AWS TS one-way traffic channel section (the single direction is commanded by the AWS signaling control unit).
  • the AWS signaling control unit imposes a control priority on the CBTC automated traffic control unit, particularly so as to avoid a collision of the first vehicle with another vehicle without autopilot and yet moving on the same track as the first train.
  • This control priority can also be used to force the first vehicle equipped to respond to an order (braking, blocking, etc.) that moves on a portion of track in autopilot mode.
  • the figure 1 represents a track (railway) on which move two first self-guided vehicles AT1, AT2 and two other vehicles MT1, MT2 guided manually, via at least one AWS-type signaling control unit comprising "manual" type signals S1, S2 , S22, S3, S4, S5 (eg green / red blocking lights).
  • the first two AT1, MT1 vehicles of different types - automatic and manual - are on an AWS TS1 channel section (AWS TS type) which itself may be controllable by an automated CBTC traffic control unit (no shown) on the same portion of CBTC TS1 (CBTC TS type) in one direction or another.
  • AWS TS type AWS TS1 channel section
  • the control priority of the AWS signaling control unit predominates over the automated traffic control unit CBTC, so as to maintain a strictly monodirectional circulation for the two vehicles MT1, AT1 even if the self-driving AT1 vehicle has the ability to drive in opposite directions on the track.
  • the initially autoguidable AT1 vehicle is fully controlled by the AWS signaling control unit.
  • a second AWS TS2 channel section controlled by an AWS-type signaling control unit is juxtaposed with the previous AWS TS1 portion of the same AWS type, however through a TR12 transit zone only under the control of the AWS TS2.
  • the transit zone TR12 comprises according to the figure 1 a self-driving AT2 vehicle traveling to the second AWS TS2 channel section, on which a manually controlled MT2 vehicle is controlled by an AWS-type signaling control unit.
  • AWS TS12 does not have any link to any CBTC automated traffic control unit, so the same autoguidable AT2 vehicle remains under control of the AWS-type signaling control unit it is traveling on.
  • a CBTC channel portion TS2 is also provided for a self-driving train at the second AWS TS2 channel section controlled by an AWS type of signaling control unit.
  • the self-driving vehicle AT2 is approaching the second section of AWS channel TS2 which also comprises a second MT2 vehicles of manual type and flowing in a defined direction. If this direction is the reverse of that of the first AT2 autoguibile vehicle then entering the second AWS TS2 channel section, the priority control of the AWS-type signaling control unit predominates over an autoguiding of the first autotravable vehicle AT2. If this is not the case, the signaling is permissive and allows entry and movement on the AWS AWS second AWS portion.
  • an automated traffic control unit CBTC can in no way change the direction of movement of the AT2 self-steering vehicle, because it is imposed by the defined direction of the MT2 manual vehicle, which ensures that the vehicle autoguidable AT2 can not collide with the MT2 manual vehicle.
  • Figure 2 now represents an example whose channel distribution is similar to that of the figure 1 .
  • four self-propelled vehicles AT1, AT2, AT3, AT4 are present and circulate on each on the first portion CBTC TS1, the transit area TR12 and the second portion CBTC TS2.
  • the first and second portions of CBTC TS1, CBTC TS2 channel are no longer under the priority control of a signaling control unit of AWS type.
  • all self-guided vehicles can be self-guided in opposite directions without risk of collision under the control of the automated traffic control unit CBTC which guarantees all vehicles against a risk of collision.
  • All the signals (for example of the visual type) S1, S2, S22, S3 are then inhibited / extinguished on these sections, so as not to induce a vehicle in error, contrary to the instructions of the automated traffic control unit CBTC.
  • the signals S4, S5 are here out of CBTC type section: they are therefore still activatable by the AWS signaling control unit. If, however, a one-way manual-steering vehicle were to approach or enter a self-steering section, the AWS ground signage should be re-enabled to re-establish a one-way stop or one-way trip in the direction of the vehicle to the self-steering vehicles. manual steering. This anti-collision safety measure therefore imposes a restriction on the flexibility of movements to self-steering vehicles.
  • One of the main aims of the present invention is to provide a highly flexible anti-collision control system for at least a first vehicle equipped with an on-board automatic pilot.
  • the automated ground traffic control unit is generally a network (or / and subnets) having access points (for example of the WLAN type) distributed along the portable channel ( radio frequency) with the vehicle by means of an on-board router which receives the motion instructions which are physically executed by means of an on-board controller.
  • a first advantage of the invention is that a second control mode is activatable, according to which a displacement of the steering vehicle in opposite directions on at least a portion of the initially monodirectional flow-through track section can be initiated by means of a control priority request request from the automated traffic control unit CBTC and addressed to the AWS signaling control unit which returns a permission signal RESP (or refusal) to the request.
  • the default control mode is punctually and temporarily switchable and gives its control priority to the automated traffic control unit CBTC, if no risk of accident with a manually controllable element remains.
  • a self-driving vehicle can be exceptionally self-guided, while on an AWS-type section, resulting in a significant improvement in the flexibility of its bidirectional movements on an initially one-way track while ensuring a reliable collision avoidance system.
  • the AWS signaling control unit After sending an allowed response to the request, the AWS signaling control unit provides a command to prohibit an entry of MT type vehicles (not CBTC-controllable) on the CBTC TS type channel.
  • the request from the CBTC automated traffic control unit and sent to the AWS signaling control unit is transmitted only under a secure guarantee of the absence of any non-controllable vehicle by the CBTC automated traffic control on or near AWS TS unidirectional traffic lane section.
  • vehicle not controllable by the automated traffic control unit CBTC it is a so-called MT type vehicle, incompatible with a control of the automated traffic control unit CBTC or without automatic piloting. because it is completely manually driven, such as one of the MT1, MT2 vehicles of the figure 1 .
  • the mode switching request according to the invention is preceded by an authorization specific to the automated traffic control unit CBTC or an ancillary control station, other than the AWS signaling control unit which is mainly "blind" in front of self-propelled vehicles.
  • the security guarantee mentioned above is carried out (before sending the request) by an operator who controls a presence or a forecast of the "manual" type of traffic under the track section dedicated to the next changeover to the mode.
  • automatic control because the automated traffic is already self-controlled by the CBTC automated traffic control unit.
  • the operator knows from the condition of sensors to the channels or other presence detectors (commonly referred to as "Track or VCT”) indicating the presence of a "manual" MT-type vehicle on the intended track section.
  • a set of subclaims also has advantages of the invention.
  • Figure 3 describes a first architecture of the collision avoidance system according to the invention for two situations respectively represented upstream and downstream of a channel V1.
  • a first self-driving AT1 vehicle can move on an AWS TS1 channel portion initially controlled by an AWS signaling control unit (managing the light signals S1, S2, S3, S4 represented on the ground at track V1).
  • the AT1 vehicle therefore circulates monodirectionally from left to right under the default command mode from the AWS signaling control unit.
  • a second control mode is then activatable, according to which its displacement in opposite directions on at least a part (for example here the CBTC portion TS0 and / or the CBTC portion TS1) of the AWS section TS1 of initially unidirectional traffic channel AWS TS1 is initiated by a CBTC Only command priority request request from an automated traffic control unit CBTC, ATC, and addressed to the AWS signaling control unit that returns a RESP authorization or denial signal to the request.
  • a CBTC Only command priority request request from an automated traffic control unit CBTC, ATC, and addressed to the AWS signaling control unit that returns a RESP authorization or denial signal to the request.
  • the automated traffic control unit CBTC, ATC transmits at least one instruction relating to the authorized movement to the vehicle AT1 via a RAD radio link.
  • the signals S1, S2, S22, S3, S4, S5 controlled by the AWS signaling control unit can then also be turned off / inhibited so as not to mislead a driver of the vehicle AT1.
  • the control mode has then completely switched according to the invention on at least one of CBTC portions TS0, CBTC TS1 bidirectional circulation.
  • a transit zone TRANS which allows a connection between the channel V1 and an additional channel V2, of the same type as the channel V1.
  • two operating signals S3, S4 that is to say, controllable by the AWS signaling control unit ensure the beginning or the end of the two-way flow portion of to avoid a collision between vehicles crossing from one lane to another or exiting each AWS TS1, AWS TS2 section to the TRANS transit section.
  • a self-guided AT2 vehicle and a manually driven MT3 vehicle travel on a portion of AWS TS2 one-way (left to right) and under the default control mode of the AWS signaling control.
  • the invention then makes it possible, under the sending of a request as described above, to request the introduction of CBTC sections TS2, CBTC TS3 of the initial portion AWS TS2, so as to isolate over safety distances against any collision.
  • the first vehicle AT2 is therefore allowed to flow bidirectionally and on the second CBTC section TS3, the second vehicle MT3 will circulate only one-way, if it has no onboard autopilot can be activated under the command mode of the CBTC automated traffic control unit.
  • the AWS signaling control unit centrally controls ground signals distributed along the tracks, and manages the maneuvers of all flying vehicles in "manual" mode. It is actually this control unit that receives, interprets the CBTC Only request and generates the RESP authorization or refusal response to an ATC control / management platform of the CBTC automated traffic control unit that allows the communication interface with potentially bi-directional vehicles.
  • this control unit receives, interprets the CBTC Only request and generates the RESP authorization or refusal response to an ATC control / management platform of the CBTC automated traffic control unit that allows the communication interface with potentially bi-directional vehicles.
  • the references of the portions of lanes allowing a circulation of the mono- or bidirectional vehicles will be implicitly designated by sections of the AWS TS and CBTC TS type. A list of abbreviations at the end of the description may also be consulted to guide the reader.
  • the CBTC Only request and the authorization signal RESP may advantageously be very simple, such as in the form of binary type signals adapted for at least one predefined portion CBTC TS of the unidirectional flow section AWS TS.
  • it is possible to define ground-based electrical relays that predefine AWS TS-type channel sub-portions and switch the AWS TS type from one mode to another ( to the other type CBTC TS) thanks to the changeover. of control mode according to the invention, particularly if it is certain or foreseeable that a "manual" driving vehicle will not circulate or circulate on a sub-portion of type CBTC TS.
  • a logic calculator can be included in the signaling control unit and thus ensure a simple processing of the CBTC Only request as well as deliver a positive or negative response on the activation of a new control mode of a vehicle on a sub-portion of track (via an electrical relay).
  • the CBTC Only request may also include instantaneous and predictable information on the movement (location, destination, etc.) of the autopilot or non-autopilot vehicle (AT, MT type).
  • AT, MT type the autopilot or non-autopilot vehicle
  • the authorization signal RESP can therefore have a validity of predetermined duration by the AWS signaling control unit and remains permanently deactivatable by inhibition.
  • the automated traffic control unit CBTC controls at least one CBTC TS bidirectional traffic section, provided that the control unit of AWS continues to ensure that no other MT-type vehicle with manual steering is, does not enter, does not circulate or is authorized to operate on the authorized two-way CBTC TS section or, at worst, is not in the risk approach phase of the authorized CBTC TS section.
  • Figure 4 discloses a second architecture of the collision avoidance system according to the invention, particularly well adapted for a change of lane (also called temporary service, for example from the front-station) realized by a vehicle of type MT with "manual" steering from here d a first channel V1 to a second channel V2 via a transit section TRANS, such as a switch controlled by electrical signals (here via the signaling control unit of the AWS type, but if the type of vehicle control was automatic, the CBTC automated traffic control unit could switch to priority control mode).
  • a transit section TRANS such as a switch controlled by electrical signals (here via the signaling control unit of the AWS type, but if the type of vehicle control was automatic, the CBTC automated traffic control unit could switch to priority control mode).
  • the two opposite directions of possible circulation are referenced as the even direction PAI or odd direction IMP.
  • a self-propelled vehicle is listed as an AT type and a vehicle that is not autopilot-controlled or whose autopilot is inactive or defective or with which the CBTC automated traffic control unit is temporarily disconnected is listed as type MT.
  • type MT a vehicle that is not autopilot-controlled or whose autopilot is inactive or defective or with which the CBTC automated traffic control unit is temporarily disconnected.
  • the MT type vehicle concerned is only represented on a portion of track T7 in position MT2. However, it should be understood that the same vehicle travels along the path shown by the dashed arrows comprising various main positions MT0, MT1, MT2, MT3 of said vehicle.
  • an MT type vehicle moves on the first evenly initial V1 track from a T2 section to a T4 section, both of the AWS TS type, whose T2 section is connected to the T4 section.
  • Section T4 may include a Q1 pier for passengers in front of which the vehicle MT stops (position MT1) before starting towards the section T2 to enter the transit zone TRANS.
  • a ground signal S21 authorizes or blocks the MT vehicle at the transit transit area, so that the MT type vehicle can engage without risk of collision on a new section T7 of the second track V2 (position MT2).
  • the signal S21 blocks the first vehicle MT in position MT1.
  • the vehicle initially at the wharf passes through the transit zone and rejoins the T7 section of the second V2 lane.
  • blocking signals S8, S32 and S1, S3 are arranged upstream and downstream of the final transit section T5, so as to ensure the stopping of other vehicles.
  • MT type sufficiently far from the MT type vehicle arriving on section T7.
  • the signaling control unit is in control mode.
  • the figure 4 has a first advantage that is to have CBTC section TS at section T3 (Q2 dock). Therefore, and according to the invention, since a switch of the control mode on the automated traffic control unit is provided on the T3 section, no AT type vehicle will be able to cause a collision with the first vehicle at or on the quay.
  • a precaution comes from the provision of a section T1, which may be of AWS TS type, between the CBTC TS type T0 section and the T3 (Q2 platform) also type CBTC TS. This has the effect of allowing a stopping distance of any MT-type vehicle by the signaling at the T1 section as the approach area of the Q2 platform on which a vehicle enters or is parked.
  • the AWS signaling control unit can activate braking, blocking or compulsory one-way traffic of this AT vehicle at the periphery (section T1) of the T3 section authorized for CBTC two-way traffic.
  • the T1 section of AWS TS type thus ensures a control on vehicles exempt from an autopilot or forced to be controlled manually.
  • the present collision avoidance system is not limited to a single CBTC automated traffic control unit.
  • the AWS signaling control unit includes an interoperability adapter to evaluate the priority of several requests (under previous security guarantees) from a plurality of CBTC automated traffic control units, which may have in particular different control protocols.
  • the terminology "AWS signaling control unit” means a signaling network and / or signaling subnetworks (associated with ground signals) controlled by at least one AWS signaling control unit.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Traffic Control Systems (AREA)
  • Regulating Braking Force (AREA)
  • Toys (AREA)
  • Vehicle Body Suspensions (AREA)
  • Emergency Alarm Devices (AREA)
  • Air Bags (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Claims (13)

  1. Antikollisionswarnsystem für mindestens ein erstes Fahrzeug (AT), das mit einer eingebauten automatischen Fahrzeugführung ausgestattet ist, die zweiseitig gerichtete Fahrten auf einem einzigen Gleis unter der Steuerung einer streckenseitigen automatisierten Verkehrssteuerungseinheit (ATC, CBTC) ermöglicht,
    umfassend:
    - eine Signalsteuerungseinheit (AWS), die streckenseitige Signale (S1, S12, ...) in einem Gleisabschnitt mit einseitig gerichtetem Verkehr (AWS TS) steuert,
    - eine erste standardmäßige Steuerungsart, bei der die Signalsteuerungseinheit (AWS) dem sich auf dem Gleisabschnitt mit einseitig gerichtetem Verkehr (AWS TS) bewegenden Fahrzeug eine einseitig gerichtete Fahrt vorgibt,
    dadurch gekennzeichnet, dass
    eine zweite Steuerungsart aktiviert werden kann, bei der eine Bewegung des Fahrzeugs (AT) in entgegengesetzte Richtungen auf mindestens einem Teil (CBTC TS) des Gleisabschnitts mit ursprünglich einseitig gerichtetem Verkehr (AWS TS) durch eine Aufforderung zur Anforderung der Steuerungspriorität (CBTC Only) initiiert wird, die von der automatisierten Verkehrssteuerungseinheit (CBTC) an die Signalsteuerungseinheit (AWS) gerichtet wird, welche die Aufforderung mit einem Berechtigungssignal (RESP) beantwortet.
  2. System nach Anspruch 1, bei dem die Aufforderung (CBTC Only) und das Berechtigungssignal (RESP) binäre Signale sind, die für mindestens einen vorgegebenen Teil des Gleisabschnitts mit einseitig gerichtetem Verkehr (AWS TS) geeignet sind.
  3. System nach Anspruch 1 oder 2, bei dem die Aufforderung (CBTC Only) initiiert wird, wenn sichergestellt ist, dass sich kein Fahrzeug (MT) auf dem Gleisabschnitt mit ursprünglich einseitig gerichtetem Verkehr (AWS TS) oder in seiner Nähe befindet, wenn dieses Fahrzeug (MT) zu einer Steuerung der automatisierten Verkehrssteuerungseinheit (CBTC) inkompatibel ist.
  4. System nach einem der Ansprüche 1 bis 3, bei dem die Antwort (RESP) von einem Relais oder einem logischen Rechner der Signalsteuerungseinheit (AWS) abgegeben wird.
  5. System nach einem der Ansprüche 1 bis 4, bei dem im Fall eines angenommenen Berechtigungssignals (RESP) die automatisierte Verkehrssteuerungseinheit (CBTC) mindestens einen für den zweiseitig gerichteten Verkehr berechtigten Abschnitt (CBTC TS) steuert, sofern die Signalsteuerungseinheit (AWS) garantiert, dass kein anderes Fahrzeug (MT) mit manueller Fahrzeugführung auf dem für den zweiseitig gerichteten Verkehr berechtigten Abschnitt (CBTC TS) verkehrt oder dazu berechtigt ist.
  6. System nach Anspruch 5, bei dem die automatisierte Verkehrssteuerungseinheit (CBTC) dem ersten Fahrzeug (AT) das Verkehren auf einem oder das Einfahren in einen Teil (T3) des für den zweiseitig gerichteten Verkehr berechtigten Abschnitts (CBTC TS) untersagt, wenn sich das erste Fahrzeug (AT) und das zweite Fahrzeug (MT) aufeinander zubewegen, insbesondere, wenn das zweite Fahrzeug (MT) den Teil (T3) vor dem ersten Fahrzeug (AT) erreicht.
  7. System nach einem der Ansprüche 5 oder 6, bei dem das zweite Fahrzeug (MT) mit manueller Fahrzeugführung entweder keine eingebaute automatische Fahrzeugführung besitzt oder eine eingebaute automatische Fahrzeugführung besitzt, die abgeschaltet werden kann oder gar defekt ist oder zu der die automatisierte Verkehrssteuerungseinheit (CBTC) vorübergehend die Verbindung verloren hat.
  8. System nach einem der Ansprüche 4 bis 7, bei dem die Signalsteuerungseinheit (AWS) aktive Elemente oder optische Signale zum Abbremsen oder Blockieren des zweiten Fahrzeugs (MT) auf einem oder in der Nähe eines für den zweiseitig gerichteten Verkehr berechtigten Abschnitts (CBTC TS) (T3) steuert.
  9. System nach einem der Ansprüche 4 bis 8, bei dem die Signalsteuerungseinheit (AWS) Elemente oder Signale zum Abbremsen, Blockieren oder Erzwingen des einseitig gerichteten Verkehrs des ersten Fahrzeugs (AT) in der Nähe (T1) eines für den zweiseitig gerichteten Verkehr berechtigten Abschnitts (CBTC TS) (T3) aktiviert.
  10. System nach einem der Ansprüche 4 bis 9, bei dem die Signalsteuerungseinheit (AWS) einen Interoperabilitätsadapter umfasst, um die Priorität mehrerer Aufforderungen aus einer Vielzahl von automatisierten Verkehrssteuerungseinheiten (CBTC) zu bewerten, wobei diese insbesondere verschiedene Steuerungsprotokolle besitzen können.
  11. System nach einem der vorangehenden Ansprüche, bei dem das Berechtigungssignal (RESP) eine von der Signalsteuerungseinheit (AWS) vorgegebene Gültigkeitsdauer hat und durch Deaktivierung jederzeit abgeschaltet werden kann.
  12. System nach einem der vorangehenden Ansprüche, bei dem die Fahrzeuge Nahverkehrsfahrzeuge wie Schienenbusse, Straßenbahnen, Trolleybusse, Züge oder andere Eisenbahneinheiten sind.
  13. System nach einem der vorangehenden Ansprüche, bei dem nebeneinander liegende Abschnittspaare (AWS TS, CBTC TS)in eine Zone mit Kollisionsgefahr eingeführt werden, die ursprünglich von der Signalsteuerungseinheit (AWS) oder von der automatisierten Verkehrssteuerungseinheit (CBTC) gesteuert wurde.
EP07730934A 2007-02-07 2007-02-07 Antikollisionswarnsystem für ein fahrzeug Active EP2114746B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL07730934T PL2114746T3 (pl) 2007-02-07 2007-02-07 Antykolizyjny system sterowania dla pojazdu

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/FR2007/000218 WO2008096048A1 (fr) 2007-02-07 2007-02-07 Systeme de controle anticollision pour un vehicule

Publications (2)

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EP2114746A1 EP2114746A1 (de) 2009-11-11
EP2114746B1 true EP2114746B1 (de) 2010-06-23

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US (1) US8321079B2 (de)
EP (1) EP2114746B1 (de)
KR (1) KR101087407B1 (de)
CN (1) CN101626937B (de)
AT (1) ATE471859T1 (de)
BR (1) BRPI0721194B1 (de)
CA (1) CA2677348A1 (de)
DE (1) DE602007007366D1 (de)
DK (1) DK2114746T3 (de)
ES (1) ES2347713T3 (de)
PL (1) PL2114746T3 (de)
WO (1) WO2008096048A1 (de)

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US8321079B2 (en) 2012-11-27
EP2114746A1 (de) 2009-11-11
ATE471859T1 (de) 2010-07-15
ES2347713T3 (es) 2010-11-03
CA2677348A1 (en) 2008-08-14
BRPI0721194B1 (pt) 2018-05-22
WO2008096048A1 (fr) 2008-08-14
BRPI0721194A2 (pt) 2012-12-25
CN101626937A (zh) 2010-01-13
KR101087407B1 (ko) 2011-11-30
DE602007007366D1 (de) 2010-08-05
CN101626937B (zh) 2012-06-20
DK2114746T3 (da) 2010-10-11
KR20100004950A (ko) 2010-01-13
PL2114746T3 (pl) 2010-11-30

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