US20100327125A1 - Method for signal-technology safeguarding of rail vehicles and safeguarding systems related thereto - Google Patents
Method for signal-technology safeguarding of rail vehicles and safeguarding systems related thereto Download PDFInfo
- Publication number
- US20100327125A1 US20100327125A1 US12/919,531 US91953109A US2010327125A1 US 20100327125 A1 US20100327125 A1 US 20100327125A1 US 91953109 A US91953109 A US 91953109A US 2010327125 A1 US2010327125 A1 US 2010327125A1
- Authority
- US
- United States
- Prior art keywords
- vehicle
- collision
- relevant
- safety
- areas
- 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.)
- Abandoned
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L21/00—Station blocking between signal boxes in one yard
- B61L21/10—Arrangements for trains which are closely following one another
-
- 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 vehicle trains
- B61L23/22—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in two directions over the same pair of rails
- B61L23/24—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in two directions over the same pair of rails using token systems, e.g. train staffs, tablets
-
- 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 vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle 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. GPS
Definitions
- the invention relates to a method for signaling protection of rail vehicles which are linked via a data radio system to at least one central monitoring facility, and to a protection system for it.
- train protection systems are based on finding the position of the train by means of trackside position-finding devices, for example beacons or axial counting devices.
- trackside position-finding devices for example beacons or axial counting devices.
- These train protection systems are highly centralized, which means that even very minor changes, for example to the track plan, require considerable adaptation effort.
- a further disadvantage is that the installation, wiring and maintenance of external elements result in a major financial penalty. Satellite-based methods currently do not offer sufficient precision in order to be used for position finding in the conventional protection method.
- Movement permission or permission to continue moving is transmitted by a movement service manager in a control center by radio to the locomotive engineer on the basis of a movement plan and the current track occupancy. Incorrect movement permissions or their misinterpretation by the locomotive engineer can lead to dangerous, collision-relevant situations. It is therefore frequently necessary to reserve major sections of little-used track areas exclusively for individual vehicles, as a result of which only a very low track flow rate can be achieved.
- the invention is based on the object of providing a method for signaling protection of rail vehicles and a protection system for it, which allow technical assistance for identification and avoidance of a risk of collision using simple means, in particular without any track elements for position finding.
- the object is achieved in that the vehicles transmit their instantaneous position data via the data radio system to the monitoring facility in that a safety area, which is dependent on a vehicle speed and a measured value scatter of the position data recording method used, and a warning area which surrounds the safety area are in each case defined around the vehicles, and in that the monitoring facility uses the vehicle-specific position data, safety areas and warning areas to determine movement-defining data, such that collision-relevant overlaps of safety areas are avoided, and collision-relevant overlaps of warning areas are counteracted, wherein the movement-defining data is transmitted, at least in the event of collision-relevant overlaps, via the data radio system to the relevant vehicles.
- a protection system is used for this purpose, in which a transmitting/receiving appliance is provided in the vehicle, whose transmitting component is connected to a device for position data recording, in which a device for determining a safety area as a function of a vehicle speed and a measured value scatter of the device for position data recording and a warning area, which surrounds the safety area, around the vehicle is provided, and in which the monitoring facility has a device for determining movement-defining data on the basis of the vehicle-specific position data, safety areas and warning areas such that collision-relevant overlaps of safety areas are avoided, and collision-relevant overlaps of warning areas are counteracted, wherein the movement-defining data can be transmitted, at least in the event of collision-relevant overlaps, via the data radio system to the relevant vehicles.
- the vehicle is completely embedded, that is to say including wagons connected to it, in the safety area, wherein the extent, at least in the direction of travel, must correspond at least to the speed-dependent braking distance.
- the size of the safety area is also dependent on the measured value scatter, that is to say on the measurement inaccuracy, of the position data recording. It is desirable to ensure that this safety area can never overlap the safety area of another vehicle in a collision-relevant manner.
- a warning area is placed around the safety area and, if the warning area overlaps the warning area of another vehicle, a counter-reaction is introduced at this stage, if this is actually a collision-relevant overlap.
- claim 2 provides that the received position data is evaluated by correlation with track data for collision relevance. Overlaps which are not safety-relevant are possible, in particular, when two vehicles are approaching on parallel tracks or can overtake without meeting.
- vehicles which are to be expected at the identified position on the basis of the timetable, and which are waiting for movement permission in the case of single-track sections on an adjacent station track or a bypass track can thus be identified as not being critical.
- the monitoring facility can use the points position and the instantaneous position data of the vehicles to assess the danger of overlaps, without any further information, on the basis of the starting position of each vehicle.
- the position data to be determined within the vehicle, is determined with satellite assistance according to the embodiment to be preferred according to claim 6 . If the position data information fails, for example when moving through tunnels or as a result of topographically dependent shadowing, the process of determining position data can be continued on the basis of the most recent position and the speed for a projectable time. Alternatively or additionally, it is also possible to use position data determined by an odometer.
- the relatively wide scatter width of the position-finding data in particular satellite position-finding data, is used to define the safety area and the warning area, and therefore no longer represents a problem. Since the vehicles are moving objects, the safety area and warning area can be defined individually on a speed-dependent basis for each vehicle.
- the maximum permissible vehicle speed applicable on the respective track section can also be used as the basis for defining the safety area and the warning area. Different position-finding accuracy scatter widths occur depending on the position-finding system being used, and these are likewise included in the definition of the warning areas and safety areas. Furthermore, the stability of the data radio transmission should also be taken into account. Because of the use of radio technology, the data link between a vehicle and a monitoring facility can fail at any time. The maximum time for a link failure such as this can additionally be included in the definition of the warning area and safety area.
- the single FIGURE shows a safety area 1 . 1 and 1 . 2 , respectively, and a warning area 2 . 1 and 2 . 2 , respectively, for two vehicles, interacting with a central monitoring facility 3 .
- the vehicles which are not illustrated, are completely embedded in the respective safety area 1 . 1 or 1 . 2 , while the warning area 2 . 1 or 2 . 2 completely surrounds the respective safety area 1 . 1 or 1 . 2 .
- the vehicles are equipped with satellite position-finding receivers, whose measured value scatter, which can also cover adjacent tracks, governs the extent of the safety area 1 . 1 or 1 . 2 , and therefore also of the respective warning area 2 . 1 or 2 . 2 .
- the vehicles use wireless communication, for example GSM-R, via data radio links 4 . 1 and 4 . 2 respectively, for connection to the monitoring facility 3 and continually transmit the position data measured with satellite assistance, and preferably also the current speed, to the monitoring facility 3 .
- the monitoring facility 3 uses the position-finding data, safety areas 1 . 1 and 1 . 2 and warning areas 2 . 1 and 2 . 2 , respectively, to determine whether the warning areas 2 . 1 and 2 . 2 overlap and, if yes, whether this overlap is collision-relevant. The latter is the case only if the vehicles are moving on the same route, which is specific to the points position.
- the points position is known in the monitoring facility 3 , as a result of which the monitoring facility 3 is able to identify whether there is actually a collision danger or whether the vehicles are merely moving past one another on adjacent tracks, in which case safety areas 1 . 1 and 1 . 2 can also be involved in the overlap. Only in the event of a real collision danger does the monitoring facility 3 transmit warning messages to the vehicles involved, which are then braked on the responsibility of the locomotive engineer himself, or are automatically force-braked by means of an appropriate vehicle appliance. In the end, the described method allows the use of inaccurate vehicle-internal position-finding methods, in particular satellite position-finding, in which case a very high safety level can be achieved even without using conventional, costly track protection technology.
Abstract
A method and a protection system for signaling protection of rail vehicles connected to at least one central monitoring facility through a data radio system. In order to eliminate cost-intensive and highly complicated protection technology, the vehicles convey instantaneous position data through the data radio system to the monitoring facility. A safety area is defined around each of the vehicles. The safety area depends on a vehicle speed and a measured value scatter of the positional data collection method being used. A warning area surrounds the safety area and the monitoring facility determines movement-defining data through the vehicle-specific position data, safety areas and warning areas. In order to avoid collision-related overlaps of safety zones and to counteract collision-related overlaps of warning areas, the movement-defining data are transmitted to the affected vehicles by way of the data radio system in the event of collision-relevant overlaps.
Description
- The invention relates to a method for signaling protection of rail vehicles which are linked via a data radio system to at least one central monitoring facility, and to a protection system for it. Known train protection systems are based on finding the position of the train by means of trackside position-finding devices, for example beacons or axial counting devices. These train protection systems are highly centralized, which means that even very minor changes, for example to the track plan, require considerable adaptation effort. A further disadvantage is that the installation, wiring and maintenance of external elements result in a major financial penalty. Satellite-based methods currently do not offer sufficient precision in order to be used for position finding in the conventional protection method.
- Particularly on single-track lines and branch lines, highly complex track protection technology is normally not used, for cost reasons. Movement permission or permission to continue moving is transmitted by a movement service manager in a control center by radio to the locomotive engineer on the basis of a movement plan and the current track occupancy. Incorrect movement permissions or their misinterpretation by the locomotive engineer can lead to dangerous, collision-relevant situations. It is therefore frequently necessary to reserve major sections of little-used track areas exclusively for individual vehicles, as a result of which only a very low track flow rate can be achieved.
- The invention is based on the object of providing a method for signaling protection of rail vehicles and a protection system for it, which allow technical assistance for identification and avoidance of a risk of collision using simple means, in particular without any track elements for position finding.
- According to the method, the object is achieved in that the vehicles transmit their instantaneous position data via the data radio system to the monitoring facility in that a safety area, which is dependent on a vehicle speed and a measured value scatter of the position data recording method used, and a warning area which surrounds the safety area are in each case defined around the vehicles, and in that the monitoring facility uses the vehicle-specific position data, safety areas and warning areas to determine movement-defining data, such that collision-relevant overlaps of safety areas are avoided, and collision-relevant overlaps of warning areas are counteracted, wherein the movement-defining data is transmitted, at least in the event of collision-relevant overlaps, via the data radio system to the relevant vehicles. According to claim 7, a protection system is used for this purpose, in which a transmitting/receiving appliance is provided in the vehicle, whose transmitting component is connected to a device for position data recording, in which a device for determining a safety area as a function of a vehicle speed and a measured value scatter of the device for position data recording and a warning area, which surrounds the safety area, around the vehicle is provided, and in which the monitoring facility has a device for determining movement-defining data on the basis of the vehicle-specific position data, safety areas and warning areas such that collision-relevant overlaps of safety areas are avoided, and collision-relevant overlaps of warning areas are counteracted, wherein the movement-defining data can be transmitted, at least in the event of collision-relevant overlaps, via the data radio system to the relevant vehicles.
- This makes it possible to achieve an increase in the safety level even without using conventional, costly protection technology. There is no need for any additional decentralized trackside devices as a result of which the investment costs are low, while it is nevertheless possible to achieve a higher safety level.
- The vehicle is completely embedded, that is to say including wagons connected to it, in the safety area, wherein the extent, at least in the direction of travel, must correspond at least to the speed-dependent braking distance. The size of the safety area is also dependent on the measured value scatter, that is to say on the measurement inaccuracy, of the position data recording. It is desirable to ensure that this safety area can never overlap the safety area of another vehicle in a collision-relevant manner. For this purpose, a warning area is placed around the safety area and, if the warning area overlaps the warning area of another vehicle, a counter-reaction is introduced at this stage, if this is actually a collision-relevant overlap.
- In order to make it possible to distinguish between a collision-relevant overlap and an overlap which is not collision-relevant, claim 2 provides that the received position data is evaluated by correlation with track data for collision relevance. Overlaps which are not safety-relevant are possible, in particular, when two vehicles are approaching on parallel tracks or can overtake without meeting. In addition, vehicles which are to be expected at the identified position on the basis of the timetable, and which are waiting for movement permission in the case of single-track sections on an adjacent station track or a bypass track, can thus be identified as not being critical. The monitoring facility can use the points position and the instantaneous position data of the vehicles to assess the danger of overlaps, without any further information, on the basis of the starting position of each vehicle.
- In the case of railway tracks with a low operating density or predominantly single-track operation, it is possible, according to
claim 3, for overlaps which are not collision-relevant to be identified by a token method. The token method, which is known per se, ensures that only one vehicle ever moves on the monitored track section, under the complete responsibility of the locomotive engineer, and all other vehicles in the overlapping warning area or, if appropriate, in the overlapping safety area as well, are stationary. In order to allow a worthwhile sequence of vehicle movements in this case, the sequence must be manually controllable, in which case, where necessary, a token can also be handed back again to the central monitoring facility. While the method restricts the movement of the vehicles on a token basis, the locomotive engineer of the moving vehicle is responsible for ensuring that no collision with a stationary vehicle occurs. The safety level which can be achieved in this way corresponds to the previous safety on branch lines. - Only those overlaps which are identified as collision-relevant indicate an increased potential danger and, according to claim 4, lead to a collision warning if the warning areas overlap, with this being signaled audibly and/or visually to the locomotive engineer. The locomotive engineer has the obligation to comply with measures, for example speed reduction, when implementing the movement-defining data which in this case is transmitted from the monitoring facility via the data radio system.
- If an extreme danger situation occurs, in which not only the warning areas overlap but, in addition, at least one safety area of a vehicle is also involved, forced braking is envisaged according to claim 5.
- The position data, to be determined within the vehicle, is determined with satellite assistance according to the embodiment to be preferred according to claim 6. If the position data information fails, for example when moving through tunnels or as a result of topographically dependent shadowing, the process of determining position data can be continued on the basis of the most recent position and the speed for a projectable time. Alternatively or additionally, it is also possible to use position data determined by an odometer. The relatively wide scatter width of the position-finding data, in particular satellite position-finding data, is used to define the safety area and the warning area, and therefore no longer represents a problem. Since the vehicles are moving objects, the safety area and warning area can be defined individually on a speed-dependent basis for each vehicle. If the speed is not transmitted together with the position-finding data to the central monitoring facility, the maximum permissible vehicle speed applicable on the respective track section can also be used as the basis for defining the safety area and the warning area. Different position-finding accuracy scatter widths occur depending on the position-finding system being used, and these are likewise included in the definition of the warning areas and safety areas. Furthermore, the stability of the data radio transmission should also be taken into account. Because of the use of radio technology, the data link between a vehicle and a monitoring facility can fail at any time. The maximum time for a link failure such as this can additionally be included in the definition of the warning area and safety area.
- The invention will be explained in the following text with reference to a FIGURE illustration.
- The single FIGURE shows a safety area 1.1 and 1.2, respectively, and a warning area 2.1 and 2.2, respectively, for two vehicles, interacting with a
central monitoring facility 3. The vehicles, which are not illustrated, are completely embedded in the respective safety area 1.1 or 1.2, while the warning area 2.1 or 2.2 completely surrounds the respective safety area 1.1 or 1.2. The vehicles are equipped with satellite position-finding receivers, whose measured value scatter, which can also cover adjacent tracks, governs the extent of the safety area 1.1 or 1.2, and therefore also of the respective warning area 2.1 or 2.2. The vehicles use wireless communication, for example GSM-R, via data radio links 4.1 and 4.2 respectively, for connection to themonitoring facility 3 and continually transmit the position data measured with satellite assistance, and preferably also the current speed, to themonitoring facility 3. Themonitoring facility 3 uses the position-finding data, safety areas 1.1 and 1.2 and warning areas 2.1 and 2.2, respectively, to determine whether the warning areas 2.1 and 2.2 overlap and, if yes, whether this overlap is collision-relevant. The latter is the case only if the vehicles are moving on the same route, which is specific to the points position. The points position is known in themonitoring facility 3, as a result of which themonitoring facility 3 is able to identify whether there is actually a collision danger or whether the vehicles are merely moving past one another on adjacent tracks, in which case safety areas 1.1 and 1.2 can also be involved in the overlap. Only in the event of a real collision danger does themonitoring facility 3 transmit warning messages to the vehicles involved, which are then braked on the responsibility of the locomotive engineer himself, or are automatically force-braked by means of an appropriate vehicle appliance. In the end, the described method allows the use of inaccurate vehicle-internal position-finding methods, in particular satellite position-finding, in which case a very high safety level can be achieved even without using conventional, costly track protection technology.
Claims (9)
1-7. (canceled)
8. A method for signaling protection of rail vehicles, the method comprising the following steps:
linking the rail vehicles over a data radio system to at least one central monitoring facility;
transmitting instantaneous vehicle-specific position data from the rail vehicles over the data radio system to the monitoring facility;
defining a safety area around the rail vehicles in dependence on a vehicle speed and a measured value scatter of a position data recording method being used;
defining a warning area surrounding the safety area around the rail vehicles;
determining movement-defining data in the monitoring facility by using the vehicle-specific position data, the safety areas and the warning areas, to avoid collision-relevant overlaps of safety areas and to counteract collision-relevant overlaps of warning areas; and
transmitting the movement-defining data, at least in an event of collision-relevant overlaps, over the data radio system to relevant rail vehicles.
9. The method according to claim 8 , which further comprises evaluating the received position data by correlation with track data for collision relevance.
10. The method according to claim 8 , which further comprises identifying overlaps which are not collision-relevant by a token method.
11. The method according to claim 8 , which further comprises triggering at least one of audible or visual signaling at the vehicle, in an event of collision-relevant overlapping of warning areas.
12. The method according to claim 8 , which further comprises triggering forced braking at the vehicle, in an event of collision-relevant overlapping of safety areas.
13. The method according to claim 8 , which further comprises determining the position data with a satellite-assisted position-finding system.
14. A protection system for carrying out the method according to claim 8 , the system comprising:
a device for vehicle-specific position data recording;
a transmitting/receiving appliance disposed in a rail vehicle and having a transmitting component connected to the device for vehicle-specific position data recording;
a device for determining the safety area around the vehicle as a function of a vehicle speed and a measured value scatter of the device for vehicle-specific position data recording and for determining the warning area surrounding the safety area around the vehicle; and
the monitoring facility having a device for determining movement-defining data based on the vehicle-specific position data, the safety areas and the warning areas to avoid collision-relevant overlaps of safety areas and to counteract collision-relevant overlaps of warning areas, and the monitoring facility transmitting the movement-defining data, at least in the event of collision-relevant overlaps, over the data radio system to the relevant rail vehicles.
15. A system for signaling protection of rail vehicles, the system comprising:
a device for vehicle-specific position data recording;
a transmitting/receiving appliance disposed in the rail vehicle and having a transmitting component connected to said device for vehicle-specific position data recording;
a device for determining a safety area around the rail vehicle as a function of a vehicle speed and a measured value scatter of said device for position data recording and for determining a warning area surrounding the safety area around the rail vehicle;
a monitoring facility having a device for determining movement-defining data based on the vehicle-specific position data, the safety areas and the warning areas to avoid collision-relevant overlaps of safety areas and to counteract collision-relevant overlaps of warning areas; and
a data radio system for transmitting the movement-defining data, at least in an event of collision-relevant overlaps, from said monitoring facility to relevant rail vehicles.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102008012416A DE102008012416A1 (en) | 2008-02-29 | 2008-02-29 | Method for signal-technical protection of rail-bound vehicles and related safety system |
DE102008012416.8 | 2008-02-29 | ||
PCT/EP2009/052096 WO2009109475A1 (en) | 2008-02-29 | 2009-02-23 | Method for signal-technology safeguarding of rail vehicles and safeguarding systems related thereto |
Publications (1)
Publication Number | Publication Date |
---|---|
US20100327125A1 true US20100327125A1 (en) | 2010-12-30 |
Family
ID=40651450
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US12/919,531 Abandoned US20100327125A1 (en) | 2008-02-29 | 2009-02-23 | Method for signal-technology safeguarding of rail vehicles and safeguarding systems related thereto |
Country Status (6)
Country | Link |
---|---|
US (1) | US20100327125A1 (en) |
EP (1) | EP2250065B1 (en) |
AT (1) | ATE538986T1 (en) |
AU (1) | AU2009221373A1 (en) |
DE (1) | DE102008012416A1 (en) |
WO (1) | WO2009109475A1 (en) |
Cited By (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20140103167A1 (en) * | 2011-05-18 | 2014-04-17 | Siemens Aktiengesellschaft | Train control system with pulse-code-modulated cab signaling |
US8751127B2 (en) | 2011-11-30 | 2014-06-10 | General Electric Company | Position estimation system and method |
US20150061864A1 (en) * | 2009-12-03 | 2015-03-05 | Bi Incorporated | Systems and Methods for Contact Avoidance |
US9134411B2 (en) | 2011-11-30 | 2015-09-15 | General Electric Company | Distance estimation system and method for a railway vehicle |
US20160200333A1 (en) * | 2015-01-12 | 2016-07-14 | Smartdrive Systems, Inc. | Rail vehicle event triggering system and method |
US9487222B2 (en) | 2015-01-08 | 2016-11-08 | Smartdrive Systems, Inc. | System and method for aggregation display and analysis of rail vehicle event information |
US9663127B2 (en) | 2014-10-28 | 2017-05-30 | Smartdrive Systems, Inc. | Rail vehicle event detection and recording system |
US9902410B2 (en) | 2015-01-08 | 2018-02-27 | Smartdrive Systems, Inc. | System and method for synthesizing rail vehicle event information |
US10778363B2 (en) | 2017-08-04 | 2020-09-15 | Metrom Rail, Llc | Methods and systems for decentralized rail signaling and positive train control |
US11161533B2 (en) * | 2016-03-29 | 2021-11-02 | Siemens Mobility GmbH | System, in particular for controlling signal towers in rail traffic |
US11753053B2 (en) | 2017-09-01 | 2023-09-12 | Siemens Mobility GmbH | Method for operating a rail vehicle network |
US11814088B2 (en) | 2013-09-03 | 2023-11-14 | Metrom Rail, Llc | Vehicle host interface module (vHIM) based braking solutions |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2302416B1 (en) * | 2009-09-28 | 2013-06-19 | Sick Ag | Safety scanner |
DE102009049081A1 (en) * | 2009-10-06 | 2011-04-07 | Siemens Aktiengesellschaft | Method and device for operating a railway line |
DE102016218469A1 (en) | 2016-09-26 | 2018-03-29 | Siemens Aktiengesellschaft | Method and device for securing a railway technical system |
DE102018213581A1 (en) * | 2018-08-13 | 2020-02-13 | Siemens Mobility GmbH | Procedure for collision protection of rail vehicles |
WO2021032314A1 (en) | 2019-08-19 | 2021-02-25 | Sew-Eurodrive Gmbh & Co. Kg | Method for operating a system having first and additional mobile parts and having a stationary controller, and system for carrying out a method |
CN112429017B (en) * | 2020-11-10 | 2022-01-28 | 卡斯柯信号有限公司 | Train linkage control method in area controller based on single-train automatic protection |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6218961B1 (en) * | 1996-10-23 | 2001-04-17 | G.E. Harris Railway Electronics, L.L.C. | Method and system for proximity detection and location determination |
US6345233B1 (en) * | 1997-08-18 | 2002-02-05 | Dynamic Vehicle Safety Systems, Ltd. | Collision avoidance using GPS device and train proximity detector |
US20020036252A1 (en) * | 2000-08-15 | 2002-03-28 | Jens Braband | Method and device for controlling a train |
US20040026574A1 (en) * | 2000-05-23 | 2004-02-12 | Benedict Seifert | Rail safety system |
US8157218B2 (en) * | 2003-12-05 | 2012-04-17 | Westinghouse Brake And Signal Holdings Limited | Railway vehicle detection |
-
2008
- 2008-02-29 DE DE102008012416A patent/DE102008012416A1/en not_active Withdrawn
-
2009
- 2009-02-23 AU AU2009221373A patent/AU2009221373A1/en not_active Abandoned
- 2009-02-23 EP EP09717001A patent/EP2250065B1/en not_active Revoked
- 2009-02-23 US US12/919,531 patent/US20100327125A1/en not_active Abandoned
- 2009-02-23 WO PCT/EP2009/052096 patent/WO2009109475A1/en active Application Filing
- 2009-02-23 AT AT09717001T patent/ATE538986T1/en active
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6218961B1 (en) * | 1996-10-23 | 2001-04-17 | G.E. Harris Railway Electronics, L.L.C. | Method and system for proximity detection and location determination |
US6345233B1 (en) * | 1997-08-18 | 2002-02-05 | Dynamic Vehicle Safety Systems, Ltd. | Collision avoidance using GPS device and train proximity detector |
US20040026574A1 (en) * | 2000-05-23 | 2004-02-12 | Benedict Seifert | Rail safety system |
US20020036252A1 (en) * | 2000-08-15 | 2002-03-28 | Jens Braband | Method and device for controlling a train |
US8157218B2 (en) * | 2003-12-05 | 2012-04-17 | Westinghouse Brake And Signal Holdings Limited | Railway vehicle detection |
Non-Patent Citations (2)
Title |
---|
Andreas Lehner, Thomas Strang, Cristina Rico García, "A RELIABLE SURVEILLANCE STRATEGY FOR AN AUTONOMOUS RAIL COLLISION AVOIDANCE SYSTEM", 2008, available at http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.140.4258&rep=rep1&type=pdf * |
Thomas Strang, Michael Meyer zu Hörste, Xiaogang Gu, " RAILWAY COLLISION AVOIDANCE SYSTEM EXPLOITING AD-HOC INTER-VEHICLE COMMUNICATIONS AND GALILEO", 2006, available at http://elib.dlr.de/44434/ * |
Cited By (19)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20150061864A1 (en) * | 2009-12-03 | 2015-03-05 | Bi Incorporated | Systems and Methods for Contact Avoidance |
US9355548B2 (en) * | 2009-12-03 | 2016-05-31 | Bi Incorporated | Systems and methods for contact avoidance |
US20140103167A1 (en) * | 2011-05-18 | 2014-04-17 | Siemens Aktiengesellschaft | Train control system with pulse-code-modulated cab signaling |
US8998147B2 (en) * | 2011-05-18 | 2015-04-07 | Siemens Aktiengesellschaft | Train control system with pulse-code-modulated cab signaling |
US8751127B2 (en) | 2011-11-30 | 2014-06-10 | General Electric Company | Position estimation system and method |
US9134411B2 (en) | 2011-11-30 | 2015-09-15 | General Electric Company | Distance estimation system and method for a railway vehicle |
US11814088B2 (en) | 2013-09-03 | 2023-11-14 | Metrom Rail, Llc | Vehicle host interface module (vHIM) based braking solutions |
US9663127B2 (en) | 2014-10-28 | 2017-05-30 | Smartdrive Systems, Inc. | Rail vehicle event detection and recording system |
US9487222B2 (en) | 2015-01-08 | 2016-11-08 | Smartdrive Systems, Inc. | System and method for aggregation display and analysis of rail vehicle event information |
US9902410B2 (en) | 2015-01-08 | 2018-02-27 | Smartdrive Systems, Inc. | System and method for synthesizing rail vehicle event information |
US9981674B1 (en) | 2015-01-08 | 2018-05-29 | Smartdrive Systems, Inc. | System and method for aggregation display and analysis of rail vehicle event information |
WO2016114902A1 (en) * | 2015-01-12 | 2016-07-21 | Smartdrive Systems, Inc. | Rail vehicle event triggering system and method |
US9908546B2 (en) * | 2015-01-12 | 2018-03-06 | Smartdrive Systems, Inc. | Rail vehicle event triggering system and method |
US20160200333A1 (en) * | 2015-01-12 | 2016-07-14 | Smartdrive Systems, Inc. | Rail vehicle event triggering system and method |
US11161533B2 (en) * | 2016-03-29 | 2021-11-02 | Siemens Mobility GmbH | System, in particular for controlling signal towers in rail traffic |
US10778363B2 (en) | 2017-08-04 | 2020-09-15 | Metrom Rail, Llc | Methods and systems for decentralized rail signaling and positive train control |
US11349589B2 (en) | 2017-08-04 | 2022-05-31 | Metrom Rail, Llc | Methods and systems for decentralized rail signaling and positive train control |
US11700075B2 (en) | 2017-08-04 | 2023-07-11 | Metrom Rail, Llc | Methods and systems for decentralized rail signaling and positive train control |
US11753053B2 (en) | 2017-09-01 | 2023-09-12 | Siemens Mobility GmbH | Method for operating a rail vehicle network |
Also Published As
Publication number | Publication date |
---|---|
EP2250065B1 (en) | 2011-12-28 |
ATE538986T1 (en) | 2012-01-15 |
WO2009109475A1 (en) | 2009-09-11 |
DE102008012416A1 (en) | 2009-09-10 |
AU2009221373A1 (en) | 2009-09-11 |
EP2250065A1 (en) | 2010-11-17 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US20100327125A1 (en) | Method for signal-technology safeguarding of rail vehicles and safeguarding systems related thereto | |
US6978195B2 (en) | Train control system and method of controlling a train or trains | |
US7092800B2 (en) | Lifting restrictive signaling in a block | |
AU2002242170B2 (en) | Advanced communication-based vehicle control method | |
AU696153B2 (en) | Incremental train control system | |
US9150229B2 (en) | Systems and method for controlling warnings at vehicle crossings | |
CN107709136B (en) | Method and device for determining driving authorization for a rail vehicle | |
DE102005042218B4 (en) | Railway collision warning device | |
US20090177344A1 (en) | Method for the Onboard Determination of Train Detection, Train Integrity and Positive Train Separation | |
US20140361125A1 (en) | Systems and Methods for Providing Constant Warning Time At Crossings | |
US20040049327A1 (en) | Radio based automatic train control system using universal code | |
US9469316B2 (en) | Using wayside signals to optimize train driving under an overarching railway network safety system | |
US9475511B2 (en) | Parallel tracks design description | |
EP3222490B1 (en) | System and method for managing a guided vehicle movement authority | |
Sabina et al. | The rail environment: A challenge for GNSS | |
JP2022032749A (en) | Train control system and train control method | |
Bezabih | Automatic train control standard for Ethiopia | |
Chan et al. | The application of selective door opening within a railway system | |
Venables | Which track to pick to boost rail safety? | |
Schöbel et al. | Cost effectiveness of wayside derailment detection |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: SIEMENS AKTIENGESELLSCHAFT, GERMANY Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:BRABAND, JENS;EVERS, BERNHARD;GERKEN, STEFAN;SIGNING DATES FROM 20100726 TO 20100801;REEL/FRAME:028351/0633 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |