• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method of controlling a railway vehicle (1), comprising the steps of: - checking (102) whether a trigger condition of an emergency braking of the railway vehicle is satisfied; and, if so, - trigger (106) emergency braking for the purpose of stopping the railway vehicle, if the emergency braking condition of the railway vehicle is satisfied. The method further comprises, while the emergency braking is triggered and before stopping the railway vehicle, to: - repeat the verification step (104) if a trigger condition of the emergency braking of the railway vehicle is filled; and, - interrupting (108) the emergency braking if and only if no emergency braking trip condition is fulfilled.
    公开号:BE1024708B1
    申请号:E20175155
    申请日:2017-03-13
    公开日:2018-06-04
    发明作者:Javier Ballesteros；Jerome Dubouloz
    申请人:Alstom Transp Tech；
    IPC主号:
    专利说明:

    (73) Holder (s):
    ALSTOM TRANSPORT TECHNOLOGIES
    93400, SAINT-OUEN
    France (72) Inventor (s):
    BALLESTEROS Javier 75016 PARIS France
    DUBOULOZ Jerome 28300 MAINVILLIERS France (54) Method for controlling a rail vehicle (57) Method for controlling a rail vehicle (1), comprising steps consisting in: - checking (102) whether a condition for triggering a railway vehicle emergency braking is met; and, if so, - initiating (106) emergency braking for the purpose of stopping the railway vehicle, if the condition for initiating the emergency braking of the railway vehicle is verified. The method further comprises, while the emergency braking is triggered and before stopping the rail vehicle, in: - repeating the verification step (104) if a condition for triggering the emergency braking of the rail vehicle is fulfilled; and, - to interrupt (108) the emergency braking if and only if no condition for triggering the emergency braking is fulfilled.
    BELGIAN INVENTION PATENT
    FPS Economy, SMEs, Middle Classes & Energy
    Publication number: 1024708 Deposit number: BE2017 / 5155
    Intellectual Property Office International Classification: B60T 13/66 B60T 8/17 B60T 17/22 B61L 99/00 B61L 27/00 Date of issue: 04/06/2018
    The Minister of the Economy,
    Having regard to the Paris Convention of March 20, 1883 for the Protection of Industrial Property;
    Considering the law of March 28, 1984 on patents for invention, article 22, for patent applications introduced before September 22, 2014;
    Given Title 1 “Patents for invention” of Book XI of the Code of Economic Law, article XI.24, for patent applications introduced from September 22, 2014;
    Having regard to the Royal Decree of 2 December 1986 relating to the request, the issue and the maintenance in force of invention patents, article 28;
    Given the patent application received by the Intellectual Property Office on March 13, 2017.
    Whereas for patent applications falling within the scope of Title 1, Book XI of the Code of Economic Law (hereinafter CDE), in accordance with article XI. 19, §4, paragraph 2, of the CDE, if the patent application has been the subject of a search report mentioning a lack of unity of invention within the meaning of the §ler of article XI.19 cited above and in the event that the applicant does not limit or file a divisional application in accordance with the results of the search report, the granted patent will be limited to the claims for which the search report has been drawn up.
    Stopped :
    First article. - It is issued to
    ALSTOM TRANSPORT TECHNOLOGIES, 48 rue Albert Dhalenne, 93400 SAINT-OUEN France;
    represented by
    OFFICE KIRKPATRICK S.A., Avenue Wolters 32, 1310, LA HULPE;
    a Belgian invention patent with a duration of 20 years, subject to the payment of the annual fees referred to in article XI.48, §1 of the Code of Economic Law, for: Ordering process for a railway vehicle.
    INVENTOR (S):
    BALLESTEROS Javier, Avenue Victor Hugo 10, 75016, PARIS;
    DUBOULOZ Jerome, Avenue de la Résistance 103, 28300, MAINVILLIERS;
    PRIORITY (S):
    03/16/2016 FR 1652231;
    DIVISION:
    divided from the basic application: filing date of the basic application:
    Article 2. - This patent is granted without prior examination of the patentability of the invention, without guarantee of the merit of the invention or of the accuracy of the description thereof and at the risk and peril of the applicant (s) ( s).
    Brussels, 04/06/2018, By special delegation:
    BE2017 / 5155
    Method for controlling a rail vehicle
    The present invention relates to a method for controlling a railway vehicle. The invention also relates to an electronic computer for a control system of a rail vehicle programmed to implement such a method, as well as a rail vehicle carrying such an electronic computer.
    The invention relates more generally to the field of railway signaling and associated safety equipment.
    Railway vehicles are known which are fitted with on-board safety systems 10 which automatically trigger an emergency braking of the rail vehicle when a safety condition is not observed by the vehicle. For example, when the vehicle enters a zone characterized by a predetermined speed limit and it travels with a speed higher than this speed limit, the emergency braking is automatically triggered to force the vehicle to Stop. J
    Such safety systems are typically implemented by train protection modules, known by the acronym ATP for “Automatic Train Protection” in English, and used in rail signaling systems of the CBTC type, for “Communication- Based Train Control ”in English. t
    These known systems have the drawback that the emergency braking, once triggered, is maintained until the vehicle comes to a complete stop and is not released until the vehicle has come to a stop. The vehicle must then restart and accelerate until a set speed is reached. I
    Such a restart takes time and often leads to delays and disruptions to the rail service provided by the vehicle, which typically have repercussions [on other rail vehicles traveling on the same rail line. This results in a degraded quality of service. [
    This also induces an overconsumption of energy to restart the train. f
    Finally, the repeated and prolonged use of the emergency braking generates premature wear of the braking members, due to its power compared to that of the brakes (of service normally used.,
    To this end, the invention relates to a method for controlling a [railway vehicle, comprising steps consisting in:
    - check, using an on-board electronic computer of the vehicle | railway, if an emergency braking of the railway vehicle is triggered; [£
    BE2017 / 5155
    - in the event that the emergency braking is not already triggered, check, using the electronic computer, whether a condition for triggering the emergency braking of the rail vehicle is fulfilled; and, if so,
    - initiate emergency braking for the purpose of stopping the railway vehicle, if the 5th condition for initiating the emergency braking of the railway vehicle is verified;
    this process further consisting, while the emergency braking is initiated and before the railway vehicle stops, to:
    - repeat the verification step if a condition for triggering the emergency braking of the rail vehicle is met; and,
    - to interrupt the emergency braking if and only if no condition for triggering the emergency braking is met,
    - And if at least one condition for triggering the emergency braking is satisfied, then the emergency braking is maintained and is not interrupted and the step of checking whether the emergency braking is already triggered as well as the step of verifying the triggering of the emergency braking of the vehicle are repeated, this loop of steps being iterated with a frequency f0.
    Thanks to the invention, the emergency braking is used to slow down the railway vehicle sufficiently until the condition for triggering the emergency braking is no longer fulfilled, without necessarily having to stop the railway vehicle completely in order to restart it immediately. after.
    According to advantageous but not compulsory aspects of the invention, such an ordering process can incorporate one or more of the following characteristics, taken in any technically admissible combination:
    The step consisting in verifying whether a condition for triggering an emergency braking of the rail vehicle is fulfilled comprises comparing a speed of movement of the rail vehicle with a predetermined limit speed, the condition for triggering being verified only if the speed of movement is greater than the predetermined speed limit.
    - The predetermined speed limit is determined automatically based on information transmitted by a rail signaling system outside the rail vehicle.
    - The predetermined speed limit is determined taking into account a braking curve of the rail vehicle. According to another aspect, the invention relates to an electronic computer for a control system of a railway vehicle, this electronic computer being programmed for:
    BE2017 / 5155
    - check whether a condition for triggering an emergency braking of the rail vehicle is fulfilled; and, if so,
    - initiate emergency braking for the purpose of stopping the railway vehicle, if the condition for initiating the emergency braking of the railway vehicle is verified;
    According to another aspect, the invention relates to an electronic computer for a control system of a railway vehicle, the electronic computer being programmed for:
    - check whether an emergency braking of the rail vehicle is triggered;
    - in the event that the emergency braking is not already triggered, check whether a condition for triggering the emergency braking of the rail vehicle is fulfilled; and, if so,
    - initiate emergency braking for the purpose of stopping the railway vehicle, if the condition for initiating the emergency braking of the railway vehicle is verified;
    and being further programmed for, while emergency braking is initiated and before the railway vehicle comes to a stop, at:
    - repeat the verification step if a condition for triggering the emergency braking of the rail vehicle is met; and,
    - to interrupt the emergency braking if and only if no condition for triggering the emergency braking is met,
    - And if at least one condition for triggering the emergency braking is satisfied, then the emergency braking is maintained and is not interrupted and step (100) of checking whether the emergency braking is already triggered thus that the verification step (104) of the triggering of the emergency braking of the vehicle are repeated, this loop of steps being iterated with a frequency f0.
    According to another aspect, the invention relates to a rail vehicle comprising an electronic computer for controlling the rail vehicle, the electronic computer being in accordance with the invention.
    The invention will be better understood and other advantages thereof will appear more clearly in the light of the following description, of an embodiment of an ordering process given solely by way of example and made with reference to annexed drawings in which:
    - Figure 1 is a schematic representation of a rail vehicle comprising an electronic computer and a flowchart of a control method of the rail vehicle implemented by this electronic computer, this electronic computer and this control method both being in accordance with the invention;
    BE2017 / 5155
    - Figure 2 is a schematic representation of different speed curves of the rail vehicle.
    FIG. 1 represents a rail vehicle 1 provided with an on-board electronic computer 2 and a braking system 3. The vehicle 1 also comprises wheels for running on a railway track as well as one or more motors for moving the vehicle 1 along the track. These well-known elements are not illustrated or described in more detail here.
    For example, vehicle 1 is a passenger train or an urban transport vehicle, such as a metro. Alternatively, it can be any type of guided vehicle traveling on a dedicated infrastructure, such as a monorail.
    The braking system 3 includes a service brake and an emergency brake. The emergency brake differs from the service brake in that, when activated, it applies greater braking than the service brake, causing greater deceleration of the vehicle 1, for example at least twice as much or, preferably at least five times that of the service brake alone. The terms "emergency braking" and "emergency brake activation" are synonymous here.
    The service brake and the emergency brake can be implemented by two separate braking devices. Alternatively, they are implemented by the same braking member. Advantageously, the triggering of the emergency brake is accompanied by an interruption of the traction current supplying the or each engine of the vehicle 1, so as to reduce its speed even more quickly.
    Here, the system 3 is provided with an interface 4 for actuating the emergency brake.
    The computer 2 supervises the operation of the train. For example, computer 2 is part of a rail safety system, such as a rail signaling system of the CBTC type, for "Communication-Based Train Control" in English. In particular, the computer 2 is configured to regulate the operating speed of the train, in particular as a function of information transmitted by a rail signaling system outside the vehicle 1. This information is for example transmitted by means of a communications system, comprising a radio link of GSM-R type or of WiFi or LTE type, or comprising transponders fixedly placed along the railway track and inductively coupled to a corresponding receiver equipping the vehicle 1. In known manner, the computer 2 comprises a unit computer logic, such as a microprocessor.
    BE2017 / 5155
    FIG. 2 illustrates, in the form of several speed curves, examples of changes in the instantaneous speed V of movement of the rail vehicle 1 on the railway, as a function of its position D along the rail,.
    Curve C1 represents a maximum speed that vehicle 1 must not exceed when it is traveling on the railway. This maximum speed is not constant over the entire length of the railway and varies from canton to canton along it, for example discontinuously and in stages. The maximum speed on a block is defined according to the configuration of the track, such as the presence of a curve, a significant gradient or the presence of a station, and / or according to events on the track which may vary over time, for example to protect a switchgear momentarily in a specific configuration or to prevent the rail vehicle 1 from entering the next block while it is occupied by another rail vehicle at a given time. For example, in such a case, the maximum speed takes the value zero on the previous block to force the train to stop.
    The curve C2 represents the evolution, as a function of the position D of the vehicle 1 along the track, of a speed limit of the vehicle 1. This speed limit is calculated with respect to the maximum speed of the curve C1, as a function of known dynamic properties of the vehicle 1 and of the railway, in particular the ability of the emergency brake to decelerate the vehicle 1. This makes it possible to provide a safety margin with respect to the maximum speed of the curve C1, in particular in a degraded operating configuration of the braking system. The speed limit is calculated here by means of a curve called "braking curve", or "braking curve" in English. Braking curves are well known to those skilled in the art and their principle is, for example, described in the document “Introduction to ETCS braking curves”, European Railway Agency, June 20, 2012 and available at the following URL: “http : //www.era.europa.eu/Document-Register/Pages/Braking-curves—
    Introduction.aspx ",
    Curve C3 represents the instantaneous speed at which the train travels on the track. This speed is called "vehicle speed 1". It is here measured by known devices, such as an odometer fitted to vehicle 1.
    This instantaneous speed is for example regulated by the train driver, by means of a driving interface acting on the engine and / or on the braking system of the rail vehicle. This speed is chosen, according to predefined criteria, as a function of speed instructions provided by a signaling system located at the edge of the tracks and / or on board the vehicle 2. As a variant, the instantaneous speed is regulated by a
    BE2017 / 5155 automated driving module, replacing the driver, implemented by the electronic computer 2. For example, the driving module is an ATO type module, for "Automatic Train Operation" in English.
    The computer 2 is more particularly programmed to check whether the speed of vehicle 1 does not exceed the speed limit and, if it exceeds the speed limit, to force vehicle 1 to slow down. The computer 2 here includes a module called "train protection", for example a module known by the acronym ATP for "Automatic Train Protection" in English and as defined by the IEEE 1474 standard.
    In this example, the rail portion is shared between a first upstream zone P1, having a maximum speed V M1 and a second downstream zone P2 having a maximum speed V M2 , lower than the maximum speed V M1 . The curve C1 therefore has two stages respectively equal to the speed V M1 and V M2 . The transition between these zones P1 and P2 is not abrupt here, but is smoothed by continuously decreasing the maximum speed when approaching and upstream of the second zone P2, as illustrated by the curve CT.
    Approaching the second zone P2, the speed limit along the curve C2 decreases essentially following the evolution of the maximum speed given by the curve CT, to within a safety margin.
    When the speed of vehicle 1 in the first zone P1 is greater than the speed limit in the second zone P2, the vehicle 1 must slow down before entering zone P2, so that the curve C3 does not cross the curve C2.
    In the case where the speed of vehicle 1 is not reduced by the driver or by the ATO module, it exceeds the limit value determined by the computer 2. In FIG. 1, this corresponds to the point referenced 10 for which the curve C3 becomes greater than the curve C2.
    The computer 2 then automatically and immediately controls the activation of the emergency brake, to prevent the vehicle 1 from finding itself in an overspeed situation.
    According to the known state of the art, emergency braking is then maintained until the vehicle 1 comes to a complete stop, as illustrated by the portion of curve C3 ’. Once the vehicle 1 has stopped on the railway, at the point referenced 12 in FIG. 2, the emergency brake is deactivated, authorizing the driver or the ATO module to restart the vehicle 1.
    BE2017 / 5155
    Vehicle 1 is then restarted and its speed increases, as illustrated by the portion of curve C3 ”, until reaching a set speed, lower than your limit speed and the maximum speed V M 2, beyond the point referenced 13 in Figure 2.
    According to the invention, on the contrary, emergency braking is interrupted when no condition for triggering emergency braking is no longer present. In particular, it is checked that the condition which triggered the emergency braking is no longer present, in this case here, that the speed of vehicle 1 becomes again below the speed limit. In FIG. 1, this corresponds to the point referenced 11 for which the curve C3 passes back below the curve C2. It is also verified that no other condition for triggering emergency braking preventing the movement of the train has occurred in the meantime.
    The speed of vehicle 1 reaches the set speed faster and earlier in terms of distance traveled in the second zone P2.
    This avoids the loss of time associated with restarting the vehicle 1, which reduces the risk of delaying the vehicle 1 and other railway vehicles which follow it. The quality of service is thus improved. In addition, it avoids overconsumption of energy to restart the train and avoids premature wear of the braking members.
    An example of operation of the vehicle control method 1 is now described with reference to FIG. 1.
    First, during a step 100, the computer 2 automatically checks whether the emergency brake is already activated, for example by measuring a signa! representative of the state of the emergency brake provided by interface 4.
    In the event that the emergency brake is not already activated, then, during a step 102, the computer 2 checks whether a condition for triggering the emergency braking is satisfied. Step 102 therefore includes the comparison of the instantaneous speed of movement of the rail vehicle with the predetermined limit speed of curve C2. The trigger condition being said to be fulfilled only if the movement speed is greater than the predetermined limit speed.
    In the case where the speed of movement is less than or equal to the predetermined speed, then the condition is not said to be fulfilled. The computer 2 then returns to step 100.
    This loop of steps is iterated at a relatively high frequency, f0, chosen as a function, for example, of the maximum speed that the rail vehicle is capable of reaching.
    BE2017 / 5155
    As soon as the condition is fulfilled, then, during a step 106, the computer 2 triggers the actuation of the emergency brake, here by sending an activation command signal to the interface 4. The actuation of the emergency brake forces vehicle 1 to decelerate.
    Once triggered, the emergency brake is automatically maintained until interface 4 receives a deactivation command signal.
    The computer 2 then returns to step 100, which is again executed.
    In the case where, during step 100, it is determined that the emergency brake is activated, then, during a step 104, the computer 2 checks whether a condition for triggering the emergency braking is still satisfied . Step 104 is for example analogous to step 102. Here, the speed of vehicle 1 at this instant is compared with the limit speed of curve C2 which vehicle 1 must respect for this same instant.
    If at least one condition is still met, then emergency braking is maintained and is not interrupted. The computer 2 then returns to step 100. This new loop of steps is iterated at the frequency f0.
    In the case where no condition is no longer satisfied, for example because the vehicle 1 has slowed down sufficiently, then, during a step 108, the computer 2 controls the stopping of the emergency brake, here by sending a signal braking deactivation command to interface 4. The emergency brake is then released.
    The computer 2 then returns to step 100 which is again executed.
    At the same time, the driver or the ATO module can regain control of vehicle speed control 1.
    The embodiments and variants envisaged above can be combined with one another to generate new embodiments.
    The invention also applies to control the stopping of the vehicle 1 upstream of a stopping point, this stopping point being associated with a maximum speed f M2 zero downstream.
    This makes it possible to prevent vehicle 1 from stopping too far from the stop point, but on the contrary to allow it to continue so as to stop as close as possible to the stop point.
    The invention also applies to the case where vehicle 1 crosses a permissive stop signal placed on the railway track. As is known, a railway vehicle is required to stop upstream of a te! signal, but is nevertheless authorized to continue on its way if it crosses this signal anyway, for example because it could not stop in time. Such crossing of such a signal generally does not lead to a situation contrary to security.
    BE2017 / 5155
    In this case, when the vehicle 1 arrives upstream of such a permissive stop signal, it receives a corresponding instruction from the rail signaling system, which is transmitted to it by means of the aforementioned communications system. For example, if the permissive stop signal is located at the junction between zones P1 and P2, the maximum speed V M2 takes the value zero to force the vehicle 1 to stop if it enters zone P2. The emergency braking is then triggered by the computer 2, as previously explained, upstream of the permissive stop signal to prevent the signal from being crossed.
    If vehicle 1 nevertheless enters zone P2, for example because it was so close to this signal when it received the corresponding instruction, so that it did not have time to slow down sufficiently , then the computer 2 receives, from the signaling system, an authorization to continue its movement inside the zone P2. Here, the maximum speed V M 2 takes a non-zero value. The emergency braking condition no longer needs to be. When the computer 2 executes the process again and detects that the trigger condition is no longer satisfied, it therefore deactivates the emergency brake, authorizing the vehicle 1 to continue. On the contrary, with a control method according to the state of the art, the vehicle 1 would be completely immobilized after having crossed the sign.
    According to a variant, during step 102, the computer 2 simultaneously checks whether several conditions for triggering emergency braking are satisfied. One of them only needs to be satisfied for emergency braking to be triggered. On the contrary, none of the conditions for triggering the emergency brake must be satisfied so that the emergency brake is not triggered. The same is true during step 104.
    BE2017 / 5155
    权利要求:
    Claims (6)
    [1]
    1, - Process for ordering a rail vehicle (1), comprising steps consisting in:
    5 - check (100), using an electronic computer (2) on board the rail vehicle (1), if an emergency braking of the rail vehicle (1) is triggered;
    - in the event that the emergency braking is not already triggered, check (102), using the electronic computer (2), whether a condition for triggering the emergency braking of the rail vehicle is fulfilled; and, if so,
    10 - initiate (106) the emergency braking for the purpose of stopping the railway vehicle, by means of the electronic computer (2), if the condition for initiating the emergency braking of the railway vehicle is verified;
    characterized in that this method also consists, while the emergency braking is triggered and before stopping the railway vehicle, at:
    15 - repeat the verification step (104), by means of the electronic computer (2), if a condition for triggering the emergency braking of the rail vehicle is fulfilled; and,
    - to interrupt (108) the emergency braking, by means of the electronic computer (2), if and only if no condition for triggering the emergency braking is
    20 filled,
    - And if at least one condition for triggering the emergency braking is satisfied, then the emergency braking is maintained and is not interrupted and step (100) of checking whether the emergency braking is already triggered thus that the verification step (104) of the triggering of the emergency braking of the vehicle are repeated, this loop
    25 steps being iterated with a frequency fO.
    [2]
    2, - Method according to claim 1, wherein the step of verifying whether a condition for triggering an emergency braking of the rail vehicle is fulfilled comprises the comparison (102, 104) of a speed of movement (C3 ) of
    30 railway vehicle with a predetermined speed limit (C2), the trigger condition being checked only if the speed of movement is greater than the predetermined speed limit.
    BE2017 / 5155
    [3]
    3. - Method according to claim 2, wherein the predetermined speed limit (C2) is automatically determined based on information transmitted by a rail signaling system outside the rail vehicle (1).
    [4]
    4. - Method according to claim 2 or claim 3, wherein the predetermined speed limit (C2) is determined taking into account a braking curve of the rail vehicle (1).
    [5]
    5. - Electronic computer (2) for a control system of a railway vehicle, this electronic computer (2) being programmed for:
    - check (100) if an emergency braking of the rail vehicle (1) is triggered;
    - in the event that the emergency braking is not already triggered, check (102) whether a condition for triggering the emergency braking of the rail vehicle is fulfilled; and, if so,
    - trigger (106) emergency braking for the purpose of stopping the rail vehicle, if the condition for triggering the emergency braking of the rail vehicle is verified;
    the electronic computer (2) being characterized in that it is also programmed for, while the emergency braking is triggered and before the railway vehicle stops, at:
    - repeating the verification step (104) if a condition for triggering the emergency braking of the rail vehicle is fulfilled; and,
    - to interrupt (108) the emergency braking if and only if no condition for triggering the emergency braking is met,
    - And if at least one condition for triggering the emergency braking is satisfied, then the emergency braking is maintained and is not interrupted and step (100) of checking whether the emergency braking is already triggered thus that the verification step (104) of the triggering of the emergency braking of the vehicle are repeated, this loop of steps being iterated with a frequency f0.
    [6]
    6. -Rail vehicle (1) comprising an electronic computer (2) for controlling the rail vehicle, characterized in that the electronic computer (2) conforms to claim 5.
    BE2017 / 5155
    BE2017 / 5155
    BE2017 / 5155
    SHORT
    METHOD FOR ORDERING A RAIL VEHICLE
    Method for controlling a rail vehicle (1), comprising steps consisting in:
    - check (102) if a condition for triggering an emergency braking of the rail vehicle is fulfilled; and, if so,
    - initiate (106) emergency braking for the purpose of stopping the railway vehicle, if the condition for initiating the emergency braking of the railway vehicle is verified.
    The method also consists, while the emergency braking is triggered and before the railway vehicle stops, at:
    - repeat the verification step (104) if a condition for triggering the emergency braking of the rail vehicle is met; and,
    - to interrupt (108) the emergency braking if and only if no condition for triggering the emergency braking is met.
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    同族专利:
    公开号 | 公开日
    FR3048936A1|2017-09-22|
    FR3048936B1|2019-07-12|
    BE1024708A1|2018-05-31|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE1103379B|1956-04-25|1961-03-30|Siemens Ag|Railway safety device with punctual influencing of trains connected to the signal boxes by radio|
    DE1159496B|1960-06-29|1963-12-19|Werk Signal Sicherungstech Veb|Display device for driver's cab signals for rail-bound locomotives|
    WO1993015946A1|1992-02-11|1993-08-19|Westinghouse Brake And Signal Holdings Limited|A railway signalling system|
    WO1996033899A1|1995-04-28|1996-10-31|Westinghouse Brake And Signal Holdings Limited|Vehicle control system|
    法律状态:
    2018-07-25| FG| Patent granted|Effective date: 20180604 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1652231A|FR3048936B1|2016-03-16|2016-03-16|METHOD FOR CONTROLLING A RAILWAY VEHICLE|
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