EP3006302A1 - Verfahren zum Blockieren eines Arbeitsbereiches innerhalb eines Bahnstreckennetzes und Zugsteuerungssystem - Google Patents

Verfahren zum Blockieren eines Arbeitsbereiches innerhalb eines Bahnstreckennetzes und Zugsteuerungssystem Download PDF

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Publication number
EP3006302A1
EP3006302A1 EP14188344.7A EP14188344A EP3006302A1 EP 3006302 A1 EP3006302 A1 EP 3006302A1 EP 14188344 A EP14188344 A EP 14188344A EP 3006302 A1 EP3006302 A1 EP 3006302A1
Authority
EP
European Patent Office
Prior art keywords
working area
sections
blocking
request
axle counter
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
Application number
EP14188344.7A
Other languages
English (en)
French (fr)
Other versions
EP3006302B1 (de
Inventor
Joachim Härle
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.)
GTS Deutschland GmbH
Original Assignee
Thales Deutschland 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 Thales Deutschland GmbH filed Critical Thales Deutschland GmbH
Priority to DK14188344.7T priority Critical patent/DK3006302T3/en
Priority to PT141883447T priority patent/PT3006302T/pt
Priority to PL14188344T priority patent/PL3006302T3/pl
Priority to ES14188344.7T priority patent/ES2635283T3/es
Priority to EP14188344.7A priority patent/EP3006302B1/de
Publication of EP3006302A1 publication Critical patent/EP3006302A1/de
Application granted granted Critical
Publication of EP3006302B1 publication Critical patent/EP3006302B1/de
Priority to HRP20171178TT priority patent/HRP20171178T1/hr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B61L23/22—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails
    • B61L23/28—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails using non-automatic blocking from a place along the route
    • 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
    • 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

Definitions

  • the invention concerns a method for blocking sections of a track within a railway network, the railway network comprising an interlocking and an axle counter with an axle counter evaluator, wherein the axle counter evaluator outputs status information of the sections, and the interlocking outputs actual traffic information in due consideration of the status information.
  • the invention also concerns a train control system.
  • Jernbaneverket http://www.jernbaneverket.no ; Norway railway
  • key cabinets communicating directly with the interlocking and the traffic controller.
  • a blocking request is sent from the key cabinet to the traffic controller.
  • a key can be removed from the key cabinet and a signal is transmitted to the interlocking informing the interlocking about the section being blocked.
  • this method requires complex adjustments of the interlocking logic and equipment for the key cabinets, such as cables, heating and light has to be provided.
  • working areas are defined, a working area comprising one or more contiguous sections of a track (parts of a track limited by counting points of the axle counter).
  • a working area comprising one or more contiguous sections of a track (parts of a track limited by counting points of the axle counter).
  • a maintainer sends a blocking request for blocking a requested working area to an operator (e.g. a local traffic controller) or to an operator terminal (depending on the required safety level and the safety standard of the operator terminal).
  • the operator terminal is preferably non-vital and displays the working areas in correspondence to the track layout. It acts as an interface between axle counter evaluator and maintainer.
  • the operator terminal stores working area specific data and displays said data by issue (i.e. in case of a blocking request). Thereby it is ensured that the operator gets all relevant information concerning the requested working area.
  • the actual traffic situation is checked preferably by the operator in order to decide whether to handover the blocking request or not.
  • an operator may be dispensable.
  • the axle counter evaluator In case of a handover the axle counter evaluator is caused to set the status of the sections requested for blocking to "occupied".
  • the axle counter evaluator transmits the status information of the sections to the interlocking, which controls switch points and signal lamps in dependence of the transmitted status information. Since the sections of the blocked working area are treated equal to occupied sections, they are not taken into account for composite routes generated by the interlocking. Thus a safe blocking of a working area can be realized without modifications of the interlocking logic, i.e. existing system components can be used.
  • a translation table is used for identifying the assigned sections of the working area. Since the axle counter evaluator does not know any "working area” but only "sections", a translation table is defined to link the sections to specific working areas. In order to handover the blocking requests for each section of the concerned working area the section-information from the translation table is read out. To generate this table the axle counter evaluator comprises a modified version of a Data Management Tool (DMT).
  • DMT Data Management Tool
  • the operator terminal comprises the translation table, wherein the software installed at the operator terminal reads the section-information from the translation table.
  • the axle counter evaluator comprises the translation table. The translation process is then part of the safe axle counter configuration.
  • the request is preferably sent via a wireless transmission, in particular via a mobile network, e.g. via GSM or GSM-R.
  • a mobile network e.g. via GSM or GSM-R.
  • the request is sent by a handheld device (maintenance track-side terminal).
  • an RFID-tag or a barcode of a local trackside terminal is scanned by means of the handheld device, wherein the RFID-tag/barcode identifies a specific working area.
  • Each working area can be identified by a specific identifier (WA-ID) and can be represented by a specific graphic file (e.g. a GIF-file) showing the topological arrangement of the sections (working area within the wider range of the track layout.).
  • the graphic files are preferably secured by a CRC code (WA-CRC) or similar and can be identified by a WA-Picture-ID (WA-PID).
  • the local trackside terminal is preferably geographically located somewhere close to its corresponding working area and houses working areas specific information (WA-ID, WA-CRC). It comprises a facility to house a RFID-tag, in particular a passive type RFID tag (no battery) or a barcode.
  • the RFID tag/barcode comprises an ID which identifies the corresponding working area.
  • Each local trackside terminal contains the data for one corresponding working area only. Multiple local trackside terminals can be assigned to one specific working area (e.g. at both ends of the working area).
  • the RFID-tag/barcode working area specific data (e.g. the number and location of the sections of the specific working area) are preferably displayed at the handheld.
  • the change of the status of the sections of the requested working area is carried out not until a verification of the maintainer has been received.
  • an invitation to verify the request is sent to the maintainer together with the request confirmation after checking the actual traffic information. This is done preferably by the operator or the operator terminal.
  • the invention also concerns a train control system comprising an interlocking and an axle counter with an axle counter evaluator, an operator terminal comprising a storage with working area specific data, the operator terminal being adapted to display working areas in correspondence to a track layout, a handheld device comprising an RFID-tag reader or a barcode reader, a display and a device for communication with the operator terminal; wherein the operator terminal being adapted to act as an interface between the axle counter evaluator and the handheld device, and a local trackside terminal which houses an RFID tag or a barcode.
  • the handheld device For readout of the working area specific information from the local trackside terminal the handheld device comprises a display, a device for communication with the operator terminal, in particular a GSM and/or GSM-R modem, and an RFID-TAG reader or a barcode reader respectively.
  • the handheld device can comprise a GPS receiver to verify the location of the maintainer.
  • a translation table is stored in the storage of the operator terminal or the central axle counter evaluator, the translation table linking sections to specific work areas.
  • the inventive train control system is most advantageous if the interlocking is relay based, since a relay based interlocking is rugged and shows a long life time. No modifications of the complex interlocking logic have to be done.
  • the working areas are stored in data models. All the information for a distinct identification of a working area (WA-ID, RDID-number, number and definition of the sections, graphic files with CRC codes etc.) are determined in a data model which is used by the operator terminal as well as by the handheld device.
  • a working area WA comprising three sections S1, S2, S3 of a track T, each section S1, S2, S3 being limited by counting points P1, P2, P3, P4 of an axle counter.
  • At or near the working area WA at least one local track side terminal LTT of an inventive train control system is provided which is connected via a mobile network GSM/GSM-R to an operator terminal OTT.
  • the operator terminal OTT is in connected to an axle counter evaluator ACE, the axle counter evaluator ACE determining the status of the sections S1, S2, S3 by means of detected signals of the counting points P1, P2, P3, P4.
  • An interlocking IL is connected to the axle counter evaluator ACE, wherein the axle counter evaluator ACE provides the interlocking IL with status information of the sections S1, S2, S3.
  • Fig. 2 shows the basic steps of the inventive method.
  • a maintainer requests the working area WA to be blocked by sending a blocking request.
  • the actual traffic situation is checked. If the actual traffic situation allows the blocking request to be accepted the blocking request is handed over to the axle counter evaluator ACE, wherein information is sent to the axle counter evaluator ACE concerning sections S1, S2, S3 (corresponding to the working area WA) which shall be treated as "occupied”.
  • the axle counter evaluator ACE sets the status of the corresponding sections S1, S2, S3 to "occupied", thereby ensuring that the sections S1, S2, S3 of the requested working area WA will not be taken into account for any further composite routes which are generated by the interlocking IL.
  • FIG. 3 A preferred variant of the inventive method is shown in Fig. 3 which can be carried out by the preferred embodiment of an inventive train control system shown in Fig. 1 .
  • the local track side terminal LTT comprises a facility (e.g. a panel) to house an RFID-tag or a barcode and a picture representing the working area WA within the wider range of the track layout.
  • a facility e.g. a panel
  • By scanning the RFID-tag/barcode of the local trackside terminal LTT working area specific information can be obtained (e.g. an identifier WA-ID identifying the working area WA, a status WA-S of the working area WA, a graphic file (e.g. a GIF -file) of the picture of the working area WA, a secure code WA-CRC by which the graphic file is secured).
  • Each local track side terminal LTT contains data for one specific working area WA only. Multiple local track side terminals LTT (here two) can be assigned to one specific working area WA (e.g. on both ends of the working area WA).
  • the maintenance track-side terminal MTT is a handheld device and is supposed to be carried by the maintainer.
  • the maintenance track-side terminal MTT comprises a display, a device (e.g. a GSM-R modem) for communication with the remote operator terminal OTT, and a reader for reading the RFID-tag/barcode to read the information from the local track side terminal LTT.
  • a GPS-receiver to verify the location of the maintainer can be provided with the maintenance track-side terminal MTT.
  • the maintainer scans the RFID-tag or the barcode of the local track side terminal LTT by means of the maintenance track-side terminal MTT, thereby retrieving the working area specific information.
  • the working area specific information is displayed on the maintenance track-side terminal MTT.
  • the working area WA is represented by one or more pictures describing the geographical location of the working area WA within a wider track layout area.
  • the working area WA can have either the status WA-S "blocked” or "unblocked".
  • Each status WA-S can be visualized by a specific background color of the picture. During the blocking or unblocking handshake process, additional background colors can be defined.
  • both devices need to have the same information on previously defined working areas WA.
  • the operator terminal OTT is the only source for the definition of working areas WA.
  • the working areas WA on the maintenance track-side terminals MTT can be updated e.g. by using an USB interface of the maintenance track-side terminal MTT.
  • the maintenance track-side terminal MTT registers at the operator terminal OTT and verifies the validity of the working area definitions (WA-ID and associated CRC codes). This ensures that the registered maintenance track-side terminal MTT has actual working area definitions after registering and are eligible to communicate with the operator terminal OTT. This allows additionally assigning specific maintenance track-side terminals MTT to specific working areas WA the maintainer is allowed to operate with. If necessary a list of TAN's can be used to authorize a specific maintenance track-side terminal MTT to communicate with the operator terminal OTT.
  • the working area definitions WA-ID and associated CRC codes
  • the graphical representation of the track layout is created by a standard DMT tool extended by additional functions to assign the sections S1, S2, S3 to the working area WA.
  • This has the advantage that the data used for the configuration of the axle counter evaluator ACE, for the topological pictures and definition of working areas WA (assignment of sections S1, S2, S3 to working area WA) are consistent.
  • the maintainer has now the opportunity to check whether the right working area WA is displayed and can send a blocking request to the operator terminal OTT by transmitting a command ID, WA-ID and WA-CRC.
  • the transmitted information is displayed at the operator terminal OTT.
  • the operator terminal OTT can be a standard Windows-based PC system located in the operator's room and operated by the local traffic controller. This operator terminal OTT can be a non-vital PC
  • the monitor of the operator terminal OTT displays a simplified track layout in the same topological arrangement as the safe display of the interlocking IL however including the arrangement of the working areas WA but without displaying any interlocking information. Since the displayed information is static (with the exception of the status of the working area WA) a limited number of GIF pictures can be used to avoid costly display software to display the track layout. These GIF pictures can be generated by a modified version of the DMT.
  • the main tasks of the operator terminal OTT are:
  • the decision whether a working area WA can be blocked or unblocked is made by the operator by comparing the display of the operator terminal OTT showing the working areas WA with the traffic situation on the safe display of the interlocking IL.
  • the track layout of both devices should be identical (or at least similar). I.e. the operator checks which section is occupied at the moment or will be occupied in the near future. Then the operator decides whether to confirm or to refuse the blocking request. In case of an electronic interlocking system with safe display the above described comparison is not necessary.
  • a request confirmation (comprising command ID, WA-ID, WA-CRC) or a request refusal to the maintenance track-side terminal MTT.
  • a request confirmation the maintainer is asked to verify the requested working area WA. Verification is carried out again by transmitting command ID, WA-ID, WA-CRC to the operator terminal OTT.
  • the operator terminal OTT determines automatically which sections S1, S2, S3 of the track T belong to the requested working area WA by means of a translation table.
  • the operator terminal hands over the request to the axle counter evaluator ACE by transmitting information concerning the sections S1, S2, S3 which belong to the requested working area WA.
  • the operator terminal OTT hands over the request to the axle counter evaluator ACE by transmitting the information concerning the working area WA.
  • the axle counter evaluator ACE determines which sections S1, S2, S3 of the track T belong to the requested working area WA by means of a translation table.
  • the axle counter evaluator ACE sets the status of the corresponding sections to "occupied” and sends a section-blocking confirmation to the operator terminal OTT.
  • Maintainer scans RFID-tag or barcode Transmitted information: WA-ID, CRC code for the graphical file, representing the working area WA.
  • Software scans all definitions for the working areas WA and compares whether the WA-ID corresponds to the stored WA-definitions in the maintenance track-side terminal MTT. If found, the maintenance track-side terminal MTT calculates the CRC code for the stored picture and compares the calculated value with the received CRC from the scanned RFID-tag/barcode. If matching, the picture for the working area WA is displayed on the monitor (in neutral color, e.g. grey). Together with the picture, a button is displayed with the command "Request OTT for blocking".
  • Maintainer compares the displayed working area WA with the picture displayed on the local track side terminal LTT and checks whether this is the working area WA he wants to block. If confirmed, the maintainer activates the button "Request OTT for blocking"
  • the software establishes a link to the operator terminal OTT via GSM-R (or similar) and sends the following information to the operator terminal OTT: Command-ID (Request Blocking), WA-ID, WA-CRC
  • the maintenance track-side terminal MTT receives the command "Confirm Blocking" with the following information: Command-ID (Confirm Blocking), WA-ID, WA-S, WA-CRC.
  • the following integrity check is executed: 1) Compare the received WA-ID with the WA-ID sent for the blocking request 2) Calculate CRC for the GIF defined for the specific WA-ID and WA-S 3) Compare whether all information are matching
  • the maintenance track-side terminal MTT displays the picture for the specific working area WA according to the status (WA-S), e.g. with yellow background to signal the Maintainer: "Request accepted, please confirm blocking this WA” Together with the picture, a button is displayed with the command "Confirm blocking WA-nn" (nn corresponds to the WA-number) Maintainer compares the displayed working area WA with the picture displayed on the local track side terminal LTT and re-confirms that this is the WA he wants to block.
  • the maintenance track-side terminal MTT sends the following information to the OTT: Command-ID (Blocking Confirmed), WA-ID, WA-CRC
  • the maintainer activates the button "Confirm blocking WA-nn”
  • the operator terminal OTT can initiate blocking of the sections S1, S2, S3 belonging to the working area WA.
  • the operator terminal OTT sends a telegram to the maintenance track-side terminal MTT to confirm the blocking with the following information: Command-ID (WA Blocked), WA-ID, WA-S, WA-CRC.
  • the maintenance track-side terminal MTT executes the described integrity check and displays the corresponding picture (e.g. with red background) on the monitor to signal the Maintainer: "Blocking successful".
  • the software disconnects the link to the operator terminal OTT either after completing the sequence or after a defined timeout (e.g. 5 min). In latter case, the working area WA will then be displayed with status "WA-S undefined".
  • Trigger Software action Blocking Request from MTT Communication Module (Information: WA-ID)
  • the software of the operator terminal OTT reads the section-information from the WA- translation table and sends a blocking request for each section S1, S2, S3 to the axle counter evaluator ACE.
  • Each blocking request will be answered by a "blocking confirmed” telegram from the axle counter evaluator ACE. If all sections S1, S2, S3 are successful blocked and confirmed by the axle counter evaluator ACE, a command "blocking WA confirmed” is sent to the maintenance track-side terminal MTT.
  • Trigger Software action Incoming Request for Blocking The operator terminal OTT receives the identification for the blocking request (comprising WA-ID and CRC for the WA-ID GIF). Based on the WA-ID it calculates the CRC code and compares it with the received one (validation of request).
  • the requested working area WA is displayed at the display of the operator terminal OTT (maybe with an alarm to wake up the operator) and a window with the request (MTT-ID, caller etc. is displayed)
  • the operator verifies the request by comparing the requested working area WA with the traffic conditions on the safe display of the IL.
  • Blocking request is confirmed by the maintenance track-side terminal MTT (maintainer), which means that the blocking can be executed.
  • the request will be handed over to - and processed by the axle counter evaluator communication module.
  • the request status will be marked as "under process” and the GSM-R communication with the maintenance track-side terminal MTT is kept until the final "WA Blocking confirmed” is successfully transmitted to the MTT.
  • the working area WA on the operator terminal OTT will be marked as "Request confirmed (e.g. yellow background color) which means that the blocking request is under process. Confirmation "WA is blocked” received from ACE communication module
  • the requested working area WA will be displayed at the operator terminal OTT monitor as blocked (e.g. with red background color) and a telegram to the MTT is send with WA-ID, WA-S, CRC for the GIF picture "blocked” (e.g. in red color).
  • the GSM-R link to the MTT will be disconnected after successful transmission.
  • the status of sections S1, S2, S3 belonging to a requested working area WA is set to "occupied" by the axle counter evaluator ACE. Therefore for the interlocking blocked sections appear to be occupied, i.e. the interlocking IL does not see any difference between an occupied section (section within which a train stays or is expected to be) or a blocked section. Therefore the present invention allows safe and convenient blocking and unblocking of working areas without modifications of the interlocking logic.

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  • 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)
EP14188344.7A 2014-10-09 2014-10-09 Verfahren zum Blockieren eines Arbeitsbereiches innerhalb eines Bahnstreckennetzes und Zugsteuerungssystem Not-in-force EP3006302B1 (de)

Priority Applications (6)

Application Number Priority Date Filing Date Title
DK14188344.7T DK3006302T3 (en) 2014-10-09 2014-10-09 Procedure for blocking a workspace in a rail network and train management system
PT141883447T PT3006302T (pt) 2014-10-09 2014-10-09 Método para bloquear uma área de trabalho numa rede ferroviária e sistema de controlo de comboios
PL14188344T PL3006302T3 (pl) 2014-10-09 2014-10-09 Sposób blokowania obszaru roboczego w obrębie sieci kolejowej oraz system sterowania pociągiem
ES14188344.7T ES2635283T3 (es) 2014-10-09 2014-10-09 Método para bloquear un área de trabajo en una red ferroviaria y sistema de control de tren
EP14188344.7A EP3006302B1 (de) 2014-10-09 2014-10-09 Verfahren zum Blockieren eines Arbeitsbereiches innerhalb eines Bahnstreckennetzes und Zugsteuerungssystem
HRP20171178TT HRP20171178T1 (hr) 2014-10-09 2017-08-01 Postupak blokiranja radnog područja unutar željezničke mreže i sustav za upravljanje vlakom

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP14188344.7A EP3006302B1 (de) 2014-10-09 2014-10-09 Verfahren zum Blockieren eines Arbeitsbereiches innerhalb eines Bahnstreckennetzes und Zugsteuerungssystem

Publications (2)

Publication Number Publication Date
EP3006302A1 true EP3006302A1 (de) 2016-04-13
EP3006302B1 EP3006302B1 (de) 2017-07-05

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP14188344.7A Not-in-force EP3006302B1 (de) 2014-10-09 2014-10-09 Verfahren zum Blockieren eines Arbeitsbereiches innerhalb eines Bahnstreckennetzes und Zugsteuerungssystem

Country Status (6)

Country Link
EP (1) EP3006302B1 (de)
DK (1) DK3006302T3 (de)
ES (1) ES2635283T3 (de)
HR (1) HRP20171178T1 (de)
PL (1) PL3006302T3 (de)
PT (1) PT3006302T (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110920678A (zh) * 2019-10-31 2020-03-27 交控科技股份有限公司 一种高速非通信列车追踪方法、***及区域控制器
CN111645733A (zh) * 2020-04-21 2020-09-11 卡斯柯信号有限公司 一种列车股道的自动调整方法

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1308366A1 (de) * 2001-10-26 2003-05-07 Alcatel Vorrichtung zur Rottenwarnung
DE10343765A1 (de) * 2003-09-16 2005-05-04 Siemens Ag Vorrichtung zur Simulation der Funktion eines Achszählpunktes
EP1637427A1 (de) * 2004-09-20 2006-03-22 HAUBERT, Frank Anordnung und Verfahren zur Zugsicherung

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1308366A1 (de) * 2001-10-26 2003-05-07 Alcatel Vorrichtung zur Rottenwarnung
DE10343765A1 (de) * 2003-09-16 2005-05-04 Siemens Ag Vorrichtung zur Simulation der Funktion eines Achszählpunktes
EP1637427A1 (de) * 2004-09-20 2006-03-22 HAUBERT, Frank Anordnung und Verfahren zur Zugsicherung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
DIETMAR LITTERSCHEID UND STEFAN WILHELMI: "Lösungen für den technisch unterstützten Zugleitungsbetrieb bei der WEG", 20130401, vol. 105, no. 4, 1 April 2013 (2013-04-01), pages 28 - 31, XP001580320 *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110920678A (zh) * 2019-10-31 2020-03-27 交控科技股份有限公司 一种高速非通信列车追踪方法、***及区域控制器
CN110920678B (zh) * 2019-10-31 2021-11-12 交控科技股份有限公司 一种高速非通信列车追踪方法、***及区域控制器
CN111645733A (zh) * 2020-04-21 2020-09-11 卡斯柯信号有限公司 一种列车股道的自动调整方法

Also Published As

Publication number Publication date
HRP20171178T1 (hr) 2017-10-06
PL3006302T3 (pl) 2018-02-28
DK3006302T3 (en) 2017-09-11
ES2635283T3 (es) 2017-10-03
PT3006302T (pt) 2017-10-04
EP3006302B1 (de) 2017-07-05

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