GB2555813A - Locating a railway vehicle within a railway network - Google Patents
Locating a railway vehicle within a railway network Download PDFInfo
- Publication number
- GB2555813A GB2555813A GB1618992.0A GB201618992A GB2555813A GB 2555813 A GB2555813 A GB 2555813A GB 201618992 A GB201618992 A GB 201618992A GB 2555813 A GB2555813 A GB 2555813A
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- GB
- United Kingdom
- Prior art keywords
- information
- railway vehicle
- determined
- 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- Withdrawn
Links
- 238000001514 detection method Methods 0.000 claims abstract description 53
- 238000000034 method Methods 0.000 claims abstract description 27
- 238000011156 evaluation Methods 0.000 claims abstract description 17
- 230000001133 acceleration Effects 0.000 claims abstract description 6
- 230000003416 augmentation Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 238000004590 computer program Methods 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 1
- 238000002955 isolation Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/026—Relative localisation, e.g. using odometer
-
- 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
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/023—Determination of driving direction of vehicle or train
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
-
- 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
- B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
Method and system for locating a railway vehicle in a railway network 2, wherein the railway network comprises track sections 4, bordered by at least two axle counter detection points 6. The position (18,Fig2) of the vehicle is determined on the basis of combining a first (14,Fig2) and second (16,Fig2) set of information, where the first depends on the location of the train and the second on the route travelled and are detected by means of axle counter points 6. The first information may be determined by means of an on-board device of the railroad vehicle and may use satellite navigation such as Global Navigation Satellite System (GNSS) or Global Positioning system (GPS); the first information may comprise a distance from a reference point which may be recorded using an odometer, speedometer, and/or an acceleration sensor. The second information may comprise track section occupation, last encountered axle counter location, and direction data for the vehicle and could be determined by a landside evaluation unit 10. The final position of the railway vehicle could be determined by either a landside control centre 13 or the on-board evaluation device of the railway vehicle.
Description
(54) Title of the Invention: Locating a railway vehicle within a railway network
Abstract Title: Locating a railway vehicle within a railway network using a combination of location data and axle counting to increase accuracy (57) Method and system for locating a railway vehicle in a railway network 2, wherein the railway network comprises track sections 4, bordered by at least two axle counter detection points 6. The position (18,Fig2) of the vehicle is determined on the basis of combining a first (14,Fig2) and second (16,Fig2) set of information, where the first depends on the location of the train and the second on the route travelled and are detected by means of axle counter points 6. The first information may be determined by means of an on-board device of the railroad vehicle and may use satellite navigation such as Global Navigation Satellite System (GNSS) or Global Positioning system (GPS); the first information may comprise a distance from a reference point which may be recorded using an odometer, speedometer, and/or an acceleration sensor. The second information may comprise track section occupation, last encountered axle counter location, and direction data for the vehicle and could be determined by a landside evaluation unit 10. The final position of the railway vehicle could be determined by either a landside control centre 13 or the on-board evaluation device of the railway vehicle.
FIG 1
1/1
FIG 1
FIG 2
Description
Locating a railway vehicle within a railway network
The invention relates to a method for locating a railway vehicle in a railway network.
Movements of railway vehicles within a railway network are normally controlled by means of an interlocking system (hardware and/or software). Particularly, the interlocking system sets the signals and the track switches. By means of the controlling, the movements of the railway vehicles are safe, and collisions can be prevented.
In order to ensure safety, the interlocking needs to determine whether sections of track are occupied by railway vehicles, or they are unoccupied. Currently, occupation of track sections is determined by trackside train detection devices such as track circuits or axle counters.
Moreover, to ensure safety, the positions of the railway vehicles within the railway network have to be determined. At the moment, the position of the railway vehicle is determined by means of absolute reference points, particularly by means of Eurobalises. For this technique, several additional hardware components are necessary (like the trackside Eurobalises and an on-board Balises reader in each railway vehicle), which is expensive and error-prone. Moreover, the more accurate the position has to be determined, the more absolute reference points are necessary.
One objective of the invention is to provide an enhanced method for locating a railway vehicle, particularly whilst reducing the dependence on absolute reference points like Eurobalises.
This objective is accomplished by means of a method according to claim 1. In the method for locating a railway vehicle within a railway network, according to the invention, the railway network comprises track sections, wherein each of the track sections is bordered by at least two axle counter detection points. According to the invention, a first information is determined, which depends on the location of the railway vehicle. Further, according to the invention, a second information is determined by means of the axle counter detection points, wherein the second information depends on the travelled route of the railway vehicle. Moreover, the position of the railway vehicle is determined on the basis of the first information and the second information.
The invention is based on the finding that the standard railway network already comprises axle counter detection points. Thus, extra costs can be prevented by using the axle counter detection points for locating the railway vehicle. As a further advantage, axle counter detection points are expediently very robust and fail-safe. Moreover, axle counter detection points are expediently easy to use.
According to the invention, the (second) information, which is determined by means of the axle counter detection points, depends on the travelled route, also travelled path, of the railway vehicle. Expediently, the (second) information, which is determined by means of the axle counter detection points, is a location-based information. However, the (second) information, which is determined by means of the axle counter detection points, may not be accurate enough to determine the position of the railway vehicle. Thus, the invention is based on the idea that the position of the railway vehicle can be determined on the basis of a first information, which depends on the location of the railway vehicle, and the (second) information, which is determined by means of the axle counter detection points. Particularly, the position of the railway vehicle may be determined by combining the first information with the second information. In this way, the position of the railway vehicle can be determined to the accuracy required for modern railway control systems such as European Rail Traffic Management System (ERTMS).
Expediently, each axle counter detection point counts wheels of a railway vehicle. Hence, each axle counter detection point may count axles of a railway vehicle.
The track sections of the railway network may be connected with each other. Each of the track sections is bordered by at least two axle counter detection points. If a track section is track-switch-less, then the respective track section may be bordered by two axle counter detection points. If a track section comprises one track switch, then the respective track section may be bordered by three axle counter detection points. Moreover, if a track section comprises more than one track switch, then the respective track section may be bordered by more than three axle counter detection points.
A position of the railway vehicle within a railway network may be the position of any reference point of the railway vehicle within the railway network. For instance, the reference point of the railway vehicle may be the drivers cab of the railway vehicle and/or any wagon of the railway vehicle .
The first information and the second information may be determined in any sequence.
In a preferred embodiment of the invention the first information is determined by means of a satellite navigation system. The satellite navigation system can be, for example, a Global Navigation Satellite System (GNSS), particularly a Global Positioning System (GPS). In this way, the first information may be a satellite navigation signal regarding the location of the railway vehicle.
The preferred embodiment is based on the finding that the accuracy of the resolution of the (standard) satellite navigation system alone is not sufficient if adjacent/parallel tracks are very close together. Thus, the satellite navigation alone cannot tell which one of adjacent/parallel tracks is occupied. Particularly, if the railway vehicle may travel past a track switch of the railway network, the first information, particularly determined by means of the satellite navigation system, may be insufficient to obtain the position of the railway vehicle.
By the combination of the first information determined by the satellite navigation system with the second information, it can be easily told which one of adjacent/parallel tracks is occupied. Thus, the satellite navigation system can be used on a safe way due to the combination with the second information. Thus, the standard low cost satellite navigation system can be used for locating a railway vehicle in a railway network. Expensive and complex satellite navigation augmentation, particularly GNSS augmentation, is not necessary and/or can be omitted.
Further, by the combination of the satellite navigation signal with the second information the position can be determined continuously. Moreover, by the combination of the first information (determined by means of the satellite navigation system) with the second information the position of the railway vehicle can be determined to the accuracy required for modern railway control systems such as European Rail Traffic Management System (ERTMS).
Railway vehicle may comprise a satellite navigation system receiver, particularly a GNSS receiver, to determine the first information.
Alternatively or additionally, the first information may be a distance of the railway vehicle from a reference point. The distance of the railway vehicle from a reference point may be determined by means of odometry. Particularly, the distance of the railway vehicle from the reference point may be determined by means of an odometer, a speedometer, and/or an acceleration sensor. Therefore, the railway vehicle may comprise the odometer, the speedometer, and/or the acceleration sensor. Particularly, if the railway vehicle may travel past a track switch of the railway network, the distance of the railway vehicle from a reference point may be insufficient to obtain the position of the railway vehicle.
The reference point may be a trackside device, e.g. a balise, particularly an Eurobalise.
The first information can be a single information. Further, the first information can be a combination of several information parts. Particularly, the first information can be a combination of the information, which is determined by means of the satellite navigation system, the distance of the railway vehicle from the reference point, a status of at least one track switch of the railway network, and/or a status of the at least one signal of the railway network.
The first information may be determined by means of an onboard device, particularly the satellite navigation system receiver, the odometer, the speedometer, and/or the acceleration sensor mentioned before.
In a preferred embodiment of the invention, as the second information, it is determined which track section is occupied.
For example, the railway network may comprise two adjacent track sections. According to the first information, the railway vehicle may be positioned within one of the adjacent track sections. However, the first information cannot say, on which of the adjacent track sections the railway vehicle is positioned. If, according to the second information, only one of the adjacent track sections is occupied, then the position of the railway vehicle can be obtained by means of the first information and the second information.
Further, advantageously, as the second information, it is determined at which last axle counter detection point the railway vehicle has travelled past/has driven past.
Moreover, as the second information, the traveling direction of the railway vehicle may be determined. Therefore, the traveling direction of the railway vehicle may be determined by means of at least one of the axle counter detection points, particularly by means of the last axle counter detection point the railway vehicle has travelled past. Advantageously, the traveling direction of the railway vehicle is determined by means of two sensors of the one of the axle counter detection points. The traveling direction of the railway vehicle may be a current traveling direction and/or a previous, last determined traveling direction.
The second information can be a single information. It is preferred that the second information is a combination of several information parts. Particularly, the second information can be a combination of the information which track section is occupied, the information at which last axle counter detection point the railway vehicle has travelled past, and/or the traveling direction of the railway vehicle.
The second information may be determined by means of a landside evaluation unit, particularly of a control centre. Preferably, a signal of the axle counter detection points may be evaluated by the evaluation unit to determine the first information.
The position of the railway vehicle may be determined by means of a landside control centre, particularly the control centre mentioned before. Therefore, the first information may be sent to the control centre.
Alternatively or additionally, the position of the railway vehicle is determined by means of an on-board evaluation device of the railway vehicle. Therefore, the second information may be sent to the on-board evaluation device.
The invention and/or the described embodiments thereof may be realised - at least partially or completely - in software and/or in hardware, latter e. g. by means of a special electrical circuit.
Further, the invention and/or the described embodiments thereof may be realised - at least partially or completely by means of a computer readable medium having a computer program, which computer program, when executed on a computer, realises the method described above / realises the method according to the invention and/or according to the embodiments thereof.
Further, the invention relates to a location unit for locating a railway vehicle within a railway network, wherein the railway network comprises track sections, wherein each of the track sections is bordered by at least two axle counter detection points. According to the invention, the location unit comprises the axle counter detection points. Moreover, according to the invention, the location unit is configured to determine a first information, which depends on the location of the railway vehicle. Further, according to the invention, the location unit is configured to determine a second information by means of the axle counter detection points, wherein the second information depends on the travelled route of the railway vehicle. Additionally, according to the invention, the location unit is configured to determine the position of the railway vehicle on the basis of the first information and the second information.
The location unit may execute the method described above. Thus, features, which are mentioned above (in connection with the method), may also refer to the location unit.
The location unit may comprise the on-board device of the railway vehicle. Moreover, the location unit may comprise the on-board evaluation device of the railway vehicle. Further, the location unit may comprise the landside evaluation unit and/or the landside control centre.
Even if terms are used in the singular or in a specific numeral form, the scope of the invention should not be restricted to the singular or the specific numeral form.
The previously given description of advantageous embodiments of the invention contains numerous features which are partially combined with one another in the dependent claims. Expediently, these features can also be considered individually and be combined with one another into further suitable combinations. More particularly, these features may be combined with the location unit and the method according to the respective independent claim individually as well as in any suitable combination. Furthermore, features of the method, formulated as apparatus features, may be considered as features of the location unit and, accordingly, features of the location unit, formulated as process features, may be considered as features of the method.
The above-described characteristics, features and advantages of the invention and the manner in which they are achieved can be understood more clearly in connection with the following description of exemplary embodiments which will be explained with reference to the drawings. The exemplary embodiments are intended to illustrate the invention, but are not supposed to restrict the scope of the invention to combinations of features given therein, neither with regard to functional features. Furthermore, suitable features of each of the exemplary embodiments can also be explicitly considered in isolation, be removed from one of the exemplary embodiments, be introduced into another of the exemplary embodiments and/or be combined with any of the appended claims .
In the drawings display:
FIG 1 part of a railway network; and
FIG 2 a flow chart showing the determination of the position of the railway vehicle.
FIG 1 shows a railway network 2 partially. The railway network 2 comprises several track sections 4, which are named A, B, C, Q, R and S. The track sections 4 are bordered by axle counter detection points 6.
In FIG 1, the railway network comprises two parallel track lanes, particularly an upper track lane A-B-C and a lower track lane Q-R-S. The distance from the upper track lane to the lower track lane is less than 5 metre, particularly the distance is 4 metre. The track sections 4 B, C, R and S comprise track switches 8. A railway vehicle can change the track lanes by means of the track switches 8.
Further, FIG 1 shows a landside evaluation unit 10, which isconnected with the axle counter detection points 6 via data connections 12. In the drawing only some of the data connections 12 between the evaluation unit 10 and the axle counter detection points 6 are shown to ensure a clear arrangement. The data connections 12 may be tethered or wireless. The evaluation unit 10 is part of a control centre 13.
A first information 14 is determined, which depends on the location of the railway vehicle.
For example, the railway vehicle (not shown) may be located within a track section 4, which comprises at least one track switch 8 and which is bordered by at least three axle counter detection points 6. Here, the railway vehicle may be located within the track section 4 R travelling from left to right according to the drawing. The railway vehicle has travelled past the track switch 8 of the track section 4 R. Further, the railway vehicle is travelling to the next track section .
When the railway vehicle leaves the track section 4 R, the railway vehicle passes, for instance, the axle counter detection point between the track sections 4 R and S. In this case, the railway vehicle stays on the lower track line Q-R-S with the traveling direction to the right according to the drawing. Hence, in this case, the railway vehicle does not change track lanes.
For example, the first information 14 is determined by means of a satellite navigation system, particularly GNSS. Hence, a satellite navigation signal is determined as the first information 14.
Therefore, the railway vehicle comprises a GNSS receiver. The GNSS receiver receives the first information 14 from satellites of the satellite navigation system. The first information is a location information of the railway vehicle. However, the first information 14 is not accurate enough to obtain the position 18 of the railway vehicle. The satellite navigation signal of the railway vehicle shows the location of the railway vehicle with an accuracy of, for example, 5 metre to 10 metre. Hence, the satellite navigation system cannot distinguish if the railway vehicle is on the track section 4 R, on the track section 4 B, or on the track section 4 S.
Particularly, the first information 14 cannot say, on which of the adjacent track sections 4 R, B, and S the railway vehicle travels.
Particularly, if the railway vehicle travels past a track switch 8, the first information 14 is insufficient to obtain the position 18 of the railway vehicle.
Additionally or alternatively, the first information 14 may be a distance of the railway vehicle from a reference point. The distance of the railway vehicle from the reference point may be determined by means of an on-board device of the railway vehicle, e.g. by an odometer. The reference point is an installed point at the track.
For example, the reference point is installed within the track section 4 Q. The location of the railway vehicle can be determined by the odometer, until the railway vehicle reaches the track switch 8 in the track section 4 R. Beyond the track switch 8 in the track section 4 R, there are two possibilities the railway vehicle can go. Hence, the distance of the railway vehicle from a reference point is ambiguous.
In this way, the first information 14 is not accurate enough to obtain the position 18 of the railway vehicle.
Particularly, the first information 14 cannot say to which/on which of the adjacent track sections 4 B and S the railway vehicle travels.
A second information 16 is determined by means of the axle counter detection points 6. The second information 16 depends on the travelled route of the railway vehicle.
The evaluation unit 10 is embodied to determine the second information 16 by means of the axle counter detection points
6.
As the second information 16, it is determined which track section is occupied.
As mentioned above, the first information 14 cannot distinguish, on which track section 4 R, B, or S the railway vehicle is. For example, the second information 16 may be that the tack section 4 B as well as the track section 4 B are unoccupied, and the adjacent track section S is occupied. Hence, the railway vehicle has to be located within the track section S. In this case, the position 18 of the railway vehicle is obtained by means of the first information 14 and the second information 16. Particularly, by combining the first information 14 with the second information 16, the position 18 of the railway vehicle can be obtained unambiguously.
Further, as the second information 16, it is determined at which last axle counter detection point 6 the railway vehicle has travelled past. Moreover, as the second information 16, the traveling direction of the railway vehicle may be determined.
between R and between R and B between R and S
For example, both adjacent tack sections 4 B and S may be occupied. Then, it can be determined at which last axle counter detection point 6 the railway vehicle has travelled past. For example, if the railway vehicle travelled from the track section 4 R to the track section 4 S, then the last axle counter detection point 6 the railway vehicle has travelled past is the axle counter detection point 6 between R and S. When the first information 14 locates the railway vehicle close to the axle counter detection point 6
S and/or the axle counter detection point 6 the axle counter detection point 6 detects that a railway vehicle travels from R to S. The traveling direction of the railway vehicle is determined by means of two sensors of the axle counter detection point 6 between R and S.
Moreover, when the first information 14 locates the railway vehicle close to the axle counter detection point 6 between R and S and/or the axle counter detection point 6 between R and B, the axle counter detection point between R and B detects no railway vehicle.
In this case, the position 18 of the railway vehicle can be determined by means of the first information 14 and the second information 16. Particularly, by combining the first information 14 with the second information 16 the position 18 of the railway vehicle can be obtained unambiguously.
The position of the railway vehicle is determined by means of a location unit 20. The location unit 20 comprises the axle counter detection points 6, the evaluation unit 10, the control centre 13, the GNSS receiver, and the odometer.
FIG 2 shows a flow chart 22 regarding the determination of the position 18 of the railway vehicle. The following description is restricted essentially to the differences from the embodiment of FIG 1, to which is referred regarding unchanged features and functions. Essentially identical elements are generally denoted by the same reference numbers, and not mentioned features are included in the following embodiment without being described again.
The first information 14, which depends on the location of the railway vehicle, is determined. Further, a second information 16 is determined by means of the axle counter detection points 6, wherein the second information 16 depends on the travelled route of the railway vehicle. The first information 14 and the second information 16 may be determined in any sequence, which is suitable.
The position 18 of the railway vehicle is determined on the basis of the first information 14 and the second information
16. The position 18 of the railway vehicle can be determined to the accuracy required for modern railway control systems such as European Rail Traffic Management System (ERTMS).
While specific embodiments have been described in detail, those with ordinary skill in the art will appreciate that various modifications and alternative to those details could be developed in light of the overall teachings of the disclosure. For example, elements described in association with different embodiments may be combined. Accordingly, the particular arrangements disclosed are meant to be illustrative only and should not be construed as limiting the scope of the claims or disclosure, which are to be given the full breadth of the appended claims, and any equivalents thereof .
Claims (13)
1. Method for locating a railway vehicle within a railway network (2), wherein
- the railway network (2) comprises track sections (4), wherein each of the track sections (4) is bordered by at least two axle counter detection points (6),
- a first information (14) is determined, which depends on the location of the railway vehicle,
- a second information (16) is determined by means of the axle counter detection points (6), wherein the second information (16) depends on the travelled route of the railway vehicle, and
- the position (18) of the railway vehicle is determined on the basis of the first information (14) and the second information (16).
2. Method according to claim 1, characterised in that the first information (14) is determined by means of a satellite navigation system.
3. Method according to claim 2, characterised in that the satellite navigation system is a Global Navigation Satellite System (GNSS), particularly a Global Positioning System (GPS).
4. Method according to any of the preceding claims, characterised in that the first information (14) is a distance of the railway vehicle from a reference point.
5. Method according to claim 4, characterised in that the distance of the railway vehicle from the reference point is determined by means of an odometer, a speedometer, and/or an acceleration sensor.
6. Method according to any of the preceding claims, characterised in that, as the second information (16), it is determined which track section (4) is occupied.
7. Method according to any of characterised in that, as the determined at which last axle railway vehicle has travelled
8. Method according to any of characterised in that, as the traveling direction of the ra the preceding claims, second information (16), it is counter detection point (6) the past.
the preceding claims, second information (16), the lway vehicle is determined.
9. Method according to any of the preceding claims, characterised in that the first information (14) is determined by means of an on-board device of the railway vehicle .
10. Method according to any of the preceding claims, characterised in that the second information (16) is determined by means of a landside evaluation unit.
11. Method according to any of the preceding claims, characterised in that the position (18) of the railway vehicle is determined by means of a landside control centre.
12. Method according to any of the preceding claims, characterised in that the position (18) of the railway vehicle is determined by means of an on-board evaluation device of the railway vehicle.
13. Location unit (20) for locating a railway vehicle within a railway network (2), wherein the railway network (2) comprises track sections (4), wherein each of the track sections (4) is bordered by at least two axle counters (6), wherein the location unit (20) comprises the axle counter detection points (6), and wherein the location unit (10) is configured
- to determine a first information (14), which depends on the location of the railway vehicle,
- to determine a second information (16) by means of the axle counter detection points (6), wherein the second information (16) depends on the travelled route of the railway vehicle, and
5 - to determine the position (18) of the railway vehicle on the basis of the first information (14) and the second information (16).
Intellectual
Property
Office
Application No: GB1618992.0 Examiner: Mr Christopher Kent
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1618992.0A GB2555813A (en) | 2016-11-10 | 2016-11-10 | Locating a railway vehicle within a railway network |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1618992.0A GB2555813A (en) | 2016-11-10 | 2016-11-10 | Locating a railway vehicle within a railway network |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB2555813A true GB2555813A (en) | 2018-05-16 |
Family
ID=62016965
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1618992.0A Withdrawn GB2555813A (en) | 2016-11-10 | 2016-11-10 | Locating a railway vehicle within a railway network |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2555813A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110700029A (en) * | 2019-09-29 | 2020-01-17 | 清华大学 | Track ride comfort testing method and system |
| CN110789578A (en) * | 2019-10-17 | 2020-02-14 | 北京全路通信信号研究设计院集团有限公司 | Train rapid positioning method and system |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20030058119A1 (en) * | 2001-09-25 | 2003-03-27 | Westinghouse Brake And Signal Holdings Limited | Train detection |
| US20120056042A1 (en) * | 2010-09-08 | 2012-03-08 | Railcomm, Llc | Tracking rolling stock in a controlled area of a railway system |
| US20150251675A1 (en) * | 2012-09-27 | 2015-09-10 | Siemens Aktiengesellschaft | Method for locating a rail vehicle |
| CA2885132A1 (en) * | 2014-03-25 | 2015-09-25 | Alstom Transport Technologies | Equipment for a secondary rail detection system and signalization system integrating such equipment |
-
2016
- 2016-11-10 GB GB1618992.0A patent/GB2555813A/en not_active Withdrawn
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20030058119A1 (en) * | 2001-09-25 | 2003-03-27 | Westinghouse Brake And Signal Holdings Limited | Train detection |
| US20120056042A1 (en) * | 2010-09-08 | 2012-03-08 | Railcomm, Llc | Tracking rolling stock in a controlled area of a railway system |
| US20150251675A1 (en) * | 2012-09-27 | 2015-09-10 | Siemens Aktiengesellschaft | Method for locating a rail vehicle |
| CA2885132A1 (en) * | 2014-03-25 | 2015-09-25 | Alstom Transport Technologies | Equipment for a secondary rail detection system and signalization system integrating such equipment |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110700029A (en) * | 2019-09-29 | 2020-01-17 | 清华大学 | Track ride comfort testing method and system |
| CN110789578A (en) * | 2019-10-17 | 2020-02-14 | 北京全路通信信号研究设计院集团有限公司 | Train rapid positioning method and system |
| CN110789578B (en) * | 2019-10-17 | 2021-11-02 | 北京全路通信信号研究设计院集团有限公司 | Train rapid positioning method and system |
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