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WO1993018952A1 - Systeme d'ecoute a distance en temps reel - Google Patents

Systeme d'ecoute a distance en temps reel Download PDF

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Publication number
WO1993018952A1
WO1993018952A1 PCT/US1993/002503 US9302503W WO9318952A1 WO 1993018952 A1 WO1993018952 A1 WO 1993018952A1 US 9302503 W US9302503 W US 9302503W WO 9318952 A1 WO9318952 A1 WO 9318952A1
Authority
WO
WIPO (PCT)
Prior art keywords
subsystem
train
data
car
slave
Prior art date
Application number
PCT/US1993/002503
Other languages
English (en)
Inventor
Henry J. Wesling
Michael R. Novakovich
Richard D. Roberts
Original Assignee
Aeg Transportation Systems, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aeg Transportation Systems, Inc. filed Critical Aeg Transportation Systems, Inc.
Priority to EP93908411A priority Critical patent/EP0631549A1/fr
Publication of WO1993018952A1 publication Critical patent/WO1993018952A1/fr

Links

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
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/42—Adaptation of control equipment on vehicle for actuation from alternative parts of the vehicle or from alternative vehicles of the same vehicle train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/009—On-board display devices
    • 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
    • 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
    • B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention relates to the field of real- time testing and in particular to strip chart recording of train test data during acceptance testing.
  • the present invention solves the above mentioned problems by providing an interface " which permits test equipment to be attached at one location on the train and obtain test data from any subsystem on any car of the train.
  • an interface which permits a Portable Test Unit (PTU) and strip chart recorder, or other testing and recording devices, to be connected to a trainwide data communications system allowing the display of real-time data about any subsystem on any car in the train from a single location.
  • the trainwide data communications system in particular, is a trainline monitor (TLM) system such as that developed by the assignee of the present application and described briefly herein.
  • TLM trainline monitor
  • the TLM developed in tandem with the present invention, is based in part on the draft DIN 43322 GERMAN STANDARD specification dated July 1988, which is hereby incorporated by reference.
  • the TLM is primarily used to control and monitor the vehicles in a train.
  • Two TLM data links, or tiers include a first tier providing communication between vehicles and a second tier providing communication within a vehicle, i.e., with vehicle subsystems. In this way, the various systems and sub-systems of the multi-car (vehicle) train are monitored and controlled over the network.
  • each vehicle in the train is connected to the trainwide communications system over at least one train bus having a system master and one or more slave devices connected as nodes on the bus.
  • the system master has a default table stored in memory which indicates to an operator the variables which can be displayed on, for example, a strip chart recorder.
  • test equipment e.g., the PTU
  • the PTU can request data from any subsystem on any vehicle in the train indicated in the table.
  • any of the vehicles of the train may be designated as the system master node.
  • Each other vehicle is designated as a slave station or node on the train bus interconnecting the train vehicles.
  • Each vehicle node communicates with subsystems on the vehicle over another master-slave data link called a vehicle bus.
  • a node on the train bus either system master or slave, includes a vehicle bus master.
  • the subsystems on the vehicle bus act as slaves to the vehicle bus master. In this way, a two-tiered communication network is established over which test equipment, e.g. , the PTU, may obtain test data about any subsystem in the train.
  • an operator of the PTU selects variables from selected subsystems on selected vehicles that are to be displayed on the strip chart recorder.
  • Status messages requesting the data are sent over the trainwide data com ⁇ munications system (train bus) to the appropriate slave node using a master-slave type transaction protocol.
  • a slave vehicle responds to a message requesting status by sending the requested data when available.
  • a slave vehicle may constantly monitor and update the status of its subsystems, storing the status data in local memory until receiving a request to transmit it from the PTU. Alternately, it may poll selected subsystem or subsystems in response to the status request to obtain the necessary data on demand.
  • the PTU may interrogate the "fault log and selectively display data stored therein. Therefore, according to the invention, testing, of a multi-vehicle train is simplified and may be accomplished more efficiently.
  • Figure 1 is a block diagram of a trainwide communications system including the remote signal monitoring system according to the invention
  • FIG. 2 is a flow diagram showing the processes in the master and a slave for requesting, receiving and displaying requested variables;
  • Figure 3 is a block diagram of a trainline monitor system (TLM) in which the present invention is particularly useful;
  • TLM trainline monitor system
  • Figure 4a shows a representative Vehicle Subsystem Status Request Message
  • Figure 4b shows a representative Vehicle Subsystem Status Response Message
  • Figure 5 shows an embodiment of the invention wherein the embodiment of a remote signal monitoring system shown in Figure 1 is integrated into the TLM of Figure 3.
  • master vehicle processing system 101 communicates with slave vehicle processing systems 102 over system bus 130.
  • the master processing system 101 includes at least one processing unit, CPU. 110, memory 126, a vehicle bus 123 interconnecting various subsystems 120a-n, and a digital to analog convertor (D/A) 112.
  • the master vehicle processing system 101 may also include other functional blocks which are omitted from the figure for the purposes of simplifying the following description.
  • Attached to the master CPU 110 are input select block 108 and, via digital to analog convertor block 112, display block 114.
  • Input select block 108 is used by an operator to input commands to the CPU 110, in particular, subsystem status request commands.
  • Display block 114 may represent a. chart recorder or any other analog driven display device used in performing tests.
  • D/A Convertor 112 converts digital data from CPU 110 into analog data and thereby provides the analog signals necessary to drive display 114.
  • the master CPU 110 Upon request by an operator, the master CPU 110 forms and outputs a subsystem variable request (SVREQ) message 106 over bus 130 directed to a particular slave vehicle subsystem.
  • SVREQ subsystem variable request
  • Each slave includes at least one processing unit, slave CPU 122, memory 124, and a plurality of subsystems 120a-n connected to CPU 122 over local bus 123 as shown. Again, as with the system master, details not essential to understanding the invention have been omitted.
  • the SVREQ message 106 is received by the slave CPU 122 to which it is addressed over bus 130.
  • the message 106 is processed in slave CPU 122 and a response message, SVRESP 107 is issued to the master CPU 110 over bus 130.
  • the CPU's 122 in the slave vehicle processing systems 102 may periodically poll the subsystems 120a-n and maintain in the respective memories 124 status information regarding each of the respective subsystem in the slave vehicle. Additionally, where a subsystem 120a-n is
  • the subsystem itself may output status . information to the slave CPU 122 and/or memory 124 upon detection of an abnormal condition. Alternately, the slave CPU 122 may only interrogate one or more subsystems 120 in response to an SVREQ message 106 from the system master 101. Messages 106 and 107 may be formed as data packets in an advantageous fashion, which include destination address information, etc. Further details about the messages 106 and 107 will be described later.
  • FIG. 2 shown in block form is a flow diagram of the process for implementing the present invention.
  • the functions for the master vehicle processing system 101 and a slave vehicle processing system 102 are shown side by side in Figure 2.
  • the operator inputs a request for subsystem status, i.e., a subsystem variable request.
  • a request for subsystem status i.e., a subsystem variable request.
  • an SVREQ message 106 is generated and at block 206 the SVREQ message is transmitted over the bus 130 destined for one or more of the slaves 102.
  • slave 102 has been monitoring subsystem status variables at block 220.
  • the SVREQ message 106 is received, at block 224, a response, i.e., SVRESP 107 is formed, and at block 226, the SVRESP 107 is transmitted to the master 101 over the bus 130.
  • the slave then returns to monitoring the subsystems as represented by block 228.
  • Block 220 would be omitted and between blocks 222 and 224, a block for interrogating the selected subsystems would be inserted, as would be readily apparent to one of ordinary skill in the art.
  • the master 101 receives the SVRESP message 107 at block 208, processes it at block 210, which would include D/A conversion by D/A convertor 112 of digital information from CPU 110, and the requested information is displayed on the analog display device 114 as indicated at block 212.
  • FIG. 3 shown is a Trainline Monitor (TLM) System in which the invention finds particular use.
  • Figure 3 shows a representative train 312 with a head car 314, a tail car 316, and middle cars 318. Only one middle car 318 is shown, however a typical commuter train may have from one to ten middle cars 318 having essentially the same equipment on board.
  • Head car 314 has redundant train bus masters including primary train bus master 330A and backup train bus master 33OB as shown.
  • Primary train bus master 330A serves as a master node for primary train bus 332A and backup train master bus 33OB serves as a master node for backup train bus 332B.
  • Primary train bus 332A and backup train bus 332B make up redundant train buses 332.
  • middle cars 318 and tail car 316 each have redundant train bus slaves including primary train bus slave 331A and backup train bus slave 33IB.
  • Each car 314, 316 and 318 has a vehicle bus master 340 and a vehicle bus 342 which are used in the TLM system 320 as means for communicating with the various subsystems. Examples of subsystems which may be found on head car 314 include first propulsion truck 350, second propulsion truck 352> friction brake unit 354, and passenger communication unit 356 as shown. Other subsystems, not shown for ease of illustration, may include a doors control unit, a heating, ventilation and air conditioning unit (HVAC) , a lighting unit, etc. Operational data, including waveforms and test point signals, about the vehicle subsystems is requested, furnished and displayed according to the present invention.
  • HVAC heating, ventilation and air conditioning unit
  • Redundant train bus masters 330A, 330B or redundant train bus slaves 331A, 33IB, together with their respective vehicle bus master 340, can be embodied in three separate CPUs or a single CPU with a multitasking operating system and 3 separate I/O ports.
  • Each of the train buses 332A and 332B, with its master and slave devices, are preferably configured as an HDLC packet com ⁇ munications network according to a modified ISO 4335 INTERNATIONAL STANDARD for data communications in the third edition dated 1987, which is hereby incorporated by reference.
  • Middle cars 318 can have the same subsystems as head car 314 but they typically would not have a second propulsion truck 352 but would have a convertor unit 353 and an intermediate voltage power supply (IVPS) 355.
  • Tail car 316 has the same subsystems as head car 314.
  • train bus master 330A applies to train bus master 330B as well.
  • Head car 314 has, in addition to redundant train bus masters 330A and 330B, a console display 370, operator command input unit 372, radio link unit 374, console 376 and auxiliary control panel 378, which facilitate control and communications by a train operator.
  • vehicle bus master 340 communicates with one of redundant train bus masters 330A and 33OB which in turn communicate with the rest of TLM system 320 via one of the primary train bus 332A and backup train bus 332B, respectively.
  • Vehicle bus 342 has predetermined nodes and therefore does not have to deal with such considerations as geographic addressing or car orientation.
  • Vehicle bus 342 can be, for example, an Intel BITBUS in which case the subsystems would have BITBUS interfaces.
  • Vehicle bus master 340 and the various subsystems 350-356, etc. operate under standard master-slave communications protocols, such as Synchronous Data Link Control (SDLC) , using a multidrop RS-485 serial link.
  • SDLC Synchronous Data Link Control
  • Vehicle bus master 340, vehicle bus 342 and the various vehicle subsystems comprise a master-slave communication subsystem 321. Communications on the TLM system will- be described below, in particular, communications which provide information about particular subsystems 350-356 on one or more representative vehicles 318 of the train 312 over 5 the TLM communications network, with reference to Figure 3.
  • the TLM system 320 is connected to first and second propulsion trucks 350 and 352 by vehicle bus 342.
  • the TLM system 320 can transmit test commands, propulsion
  • First and second propulsion trucks 350 and 352 respond by transmitting back test results and status information over the TLM system 320.
  • the TLM system 320 is connected to convertor unit 353 by the vehicle bus 342.
  • the TLM system 320 can transmit test commands and convertor control commands such as convertor on/off, load shedding commands and real-time clock synchronization information,
  • the convertor unit 353 responds by transmitting back test results and status information to TLM system 320.
  • the TLM system 320 is connected to a friction brake unit 354 by the vehicle bus 342.
  • the TLM system 320 is connected to a friction brake unit 354 by the vehicle bus 342.
  • the friction brake unit 354 transmits test commands, braking commands and real-time clock synchronization information, etc. , to the friction brake unit 354.
  • the friction brake unit 354 responds by transmitting back test results and status information to TLM system 320. , 30
  • the TLM system 320 is also connected to an intermediate voltage power supply (IVPS) 355 and passenger communication unit 356 by the vehicle bus 342.
  • the IVPS converts 600 volt power into 300 volts which is necessary since some of the subsystems, such as the
  • the TLM system 320 transmits test commands, IVPS control com ⁇ mands, such as IVPS on/off commands, and real-time clock synchronization information, etc., to IVPS 355 and the IVPS 355 responds by transmitting back test results and status information to TLM system 320.
  • the TLM system 320 transmits test commands, real-time clock synchronization information, car serial number, relative car position, car orientation information, zero speed commands, door open and close commands, and odometer or speed signals, etc., to passenger communication unit 356.
  • the passenger communication unit 356 responds by transmitting back test results and status information to TLM system 320.
  • the TLM system 320 is also connected to other subsystems (not shown) , such as a door control unit, a heating, ventilation and air conditioning (HVAC) unit, and a lighting unit, by the vehicle bus 342.
  • TLM system 320 transmits test commands, status requests, real-time clock synchronization information, car orientation information, etc., .to the units. The units respond by transmitting back test results and status information.
  • the operator command input unit 372 of head car 314 may be a waterproof piezo keyboard having piezo keys in ⁇ tegrated into a 5 mm aluminum plate and operated through a 0.8 mm aluminum cover plate.
  • Console display 370 may be an electro-luminescent self-illuminated screen.
  • Console 376 is a state driven device having a "power-up” state and a "operating" state.
  • console display 370 displays results of power- up self-test. Then, TLM system 320 enters an "operating state.” Console display 370 then displays a simple status message (OK, Warning, Failed or Non-existent) for each subsystem 350-364 on each car of train 312. The operator can use operator command input 372'to access diagnostic information on any of the subsystems 321 on any of the cars of train 312. Information can also be transmitted or received by a wayside station using radio link 374 thereby reporting diagnostic alarms and acting as a diagnostic data dump at a specific point along the wayside.
  • Portable Test equipment PT Unit
  • the train bus 332 is based on the draft DIN 43322 GERMAN STANDARD specific ⁇ ation dated July 1988 developed especially for the railroad environment, which is hereby incorporated by reference. It is configured as a master-slave communica- tion system that uses a multi-drop RS-485 serial link.
  • the serial data is Manchester encoded for higher reliability. This also allows it to pass through the galvanic isolation between cars.
  • Train bus messages between vehicles are encoded into standard high level data link control (HDLC) data packets. During operation, the HDLC-encoded messages and protocol ensure data integrity and provide a way to request data retransmission if necessary.
  • HDLC high level data link control
  • Each vehicle bus 342 is based on the well known industry standard Intel BITBUS, the subject matter of which is hereby incorporated by reference.
  • BITBUS is a master-slave communication system that uses a multidrop RS-485 serial link. This provides a simple, expandable system to which all systems on the vehicle can easily interface.
  • - BITBUS messages are transmitted as synchronous data link control (SDLC) data packets.
  • SDLC synchronous data link control
  • the SDLC-encoded messages and protocol ensure data integrity and provide a way to request data retransmission if necessary.
  • examples of SDLC-encoded messages i.e., Master-Slave Transac- tions, in particular, Status Polling Messages, are described below with reference to Figures 4a and 4b.
  • These messages define a protocol for gathering vehicle subsystem status information over vehicle buses 342.
  • the vehicle bus master 340 issues a status request message, such as that shown in Figure 4a, to the slave and the slave responds with a slave response message, such as that shown in Figure 4b. Note that the slave response message packet will have a fixed number of bytes with which to report back its subsystem status.
  • Portable Test Unit (PTU) 502 is shown attached to the trainline monitor (TLM) system fault log 501a of head car 314 via an RS-232 line.
  • Chart recorder 514 is likewise attached to the TLM system via its own analog line 513.
  • the PTU 502 has a small display 504 and keypad 506 by which test personnel may enter test commands for testing various systems and subsystems, obtaining data from subsystems on other cars in the train, or interrogate the TLM fault logs 501a and other fault logs, e.g., propulsion logic fault log 550a- c, associated with particular subsystems, among other things.
  • the PTU 502 is advantageously configured as a lap-top IBM compatible computer.
  • the propulsion logic fault log 550a receives fault messages regarding various subsystem components in real-time, such as motor current 505a, as shown.
  • Each subsystem may be equipped with such a fault log, each fault log being embodied by a block of memory locations associated with the vehicle bus master (slave CPU 122) , for example, memory 124 as shown in Figure 1.
  • Fault log memory should be non-volatile memory and may include information on the fault type, date, time of day, odometer reading, speed, and other specific information on the fault type.
  • the operator console 376 is capable of requesting and displaying a variety of operator messages on console display 370.
  • the PTU 502 may be capable of requesting all the messages available to the operator and can additionally perform detailed diagnostics and observations of virtually all of the equipment on train 312. The PTU 502 therefore provides comprehensive testing and monitoring abilities. Additionally, the PTU 502 controls what is sent to chart recorder 514 and can down-load any fault log of any vehicle for further analysis.
  • Chart recorder 514 may be configured as an eight- channel recorder for displaying signals from the system or subsystem under test.
  • the signals displayed may be real-time- displays of system performance variables or specific troubleshooting information on the TLM.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un train à plusieurs voitures possédant son propre réseau de communication qui permet la communication entre un système de traitement de véhicule maître sur une voiture maîtresse et des systèmes de traitement de véhicules esclaves placés sur les voitures esclaves du train, chaque voiture possédant un réseau de communication mobile raccordé aux sous-systèmes de la voiture et un système de collecte de données en temps réel relatives au fonctionnement des sous-systèmes. Le système de traitement de véhicule maître de la voiture maîtresse forme et transmet un message de demande de variables de sous-système aux systèmes de traitement de véhicules esclaves placés dans une ou plusieurs voitures du train, par l'intermédiaire du réseau de communication du train afin d'obtenir des données sur le fonctionnement d'au moins un sous-système. Les systèmes de traitement de véhicules esclaves d'une ou plusieurs voitures esclaves du train répondent au message de demande de variables sur les sous-systèmes en formant et transmettant un message de réponse par variables du sous-système contenant les données demandées sur le fonctionnnement d'au moins un sous-système. Un dispositif d'affichage est raccordé de manière opérationnelle au système de traitement de véhicules maîtres de la voiture maîtresse et permet l'affichage des données demandées sur l'état des variables de fonctionnement des sous-systèmes.
PCT/US1993/002503 1992-03-18 1993-03-18 Systeme d'ecoute a distance en temps reel WO1993018952A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP93908411A EP0631549A1 (fr) 1992-03-18 1993-03-18 Méthode de collecte de données en temps réel pour la commande de sous-systèmes dans un train à voitures multiples

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US85318692A 1992-03-18 1992-03-18
US07/853,186 1992-03-18

Publications (1)

Publication Number Publication Date
WO1993018952A1 true WO1993018952A1 (fr) 1993-09-30

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WO (1) WO1993018952A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL1007225C2 (nl) * 1997-10-08 1999-04-09 Maasland Nv Voertuigcombinatie.
WO1999047402A1 (fr) * 1998-03-19 1999-09-23 Ge Harris Railway Electronics Systeme de commande de freinage d'un train a circuit segmente, et procedes associes
EP1010601A1 (fr) * 1998-12-08 2000-06-21 Deutsche Bahn Aktiengesellschaft Système de communication de données dans un train avec bus maítre
EP1347356A2 (fr) * 2002-02-15 2003-09-24 Agilent Technologies, Inc. Temporisation des instruments utilisant des horloges synchronisées
WO2010096730A1 (fr) * 2009-02-23 2010-08-26 General Electric Company Système et procédé pour commander un véhicule motorisé
US20100217462A1 (en) * 2009-02-23 2010-08-26 Glenn Robert Shaffer Operating system and method for controlling a powered vehicle
US8295998B2 (en) 2009-05-11 2012-10-23 General Electric Company System, method, and computer software code for distributing and managing data for use by a plurality of subsystems on a locomotive
CN103196494A (zh) * 2013-03-29 2013-07-10 太原理工大学 用于公路健康监测的嵌入式自供电无线传感系统

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US3911746A (en) * 1971-08-24 1975-10-14 Us Navy Time and condition data logger
US4041470A (en) * 1976-01-16 1977-08-09 Industrial Solid State Controls, Inc. Fault monitoring and reporting system for trains
USRE31773E (en) * 1971-10-07 1984-12-18 Leeds & Northrup Company Cathode ray tube system with strip chart recorder display format
US4752899A (en) * 1985-10-23 1988-06-21 Newman John W Condition monitoring system for locomotives
WO1991001231A1 (fr) * 1989-07-17 1991-02-07 Utdc Inc. Systeme de commande et de communication de bord integre pour vehicules

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3911746A (en) * 1971-08-24 1975-10-14 Us Navy Time and condition data logger
USRE31773E (en) * 1971-10-07 1984-12-18 Leeds & Northrup Company Cathode ray tube system with strip chart recorder display format
US4041470A (en) * 1976-01-16 1977-08-09 Industrial Solid State Controls, Inc. Fault monitoring and reporting system for trains
US4752899A (en) * 1985-10-23 1988-06-21 Newman John W Condition monitoring system for locomotives
WO1991001231A1 (fr) * 1989-07-17 1991-02-07 Utdc Inc. Systeme de commande et de communication de bord integre pour vehicules

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL1007225C2 (nl) * 1997-10-08 1999-04-09 Maasland Nv Voertuigcombinatie.
WO1999018482A1 (fr) * 1997-10-08 1999-04-15 Maasland N.V. Vehicule combine
WO1999047402A1 (fr) * 1998-03-19 1999-09-23 Ge Harris Railway Electronics Systeme de commande de freinage d'un train a circuit segmente, et procedes associes
EP1010601A1 (fr) * 1998-12-08 2000-06-21 Deutsche Bahn Aktiengesellschaft Système de communication de données dans un train avec bus maítre
EP1347356A2 (fr) * 2002-02-15 2003-09-24 Agilent Technologies, Inc. Temporisation des instruments utilisant des horloges synchronisées
WO2010096730A1 (fr) * 2009-02-23 2010-08-26 General Electric Company Système et procédé pour commander un véhicule motorisé
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CN103196494A (zh) * 2013-03-29 2013-07-10 太原理工大学 用于公路健康监测的嵌入式自供电无线传感系统

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