• 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:
    This railway vehicle (10A; 10B) comprises means (20) for measuring at least one dynamic parameter of the railway vehicle. It further comprises: means (22) for calculating an estimated braking distance (DFminA) of the vehicle, the braking distance (DFminA) being a function of each dynamic parameter; and transmission means (24) capable of emitting a state signal relating to the calculated braking distance (DFminA).
    公开号:FR3026710A1
    申请号:FR1459526
    申请日:2014-10-03
    公开日:2016-04-08
    发明作者:Jean-Paul Caron；Khouri Jacques El；Damien Uhrich
    申请人:Metrolab SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a rail vehicle comprising means for measuring at least one dynamic parameter of the rail vehicle. The present invention also relates to such an upstream rail vehicle and such a downstream rail vehicle, as well as a method for regulating the distance between such an upstream rail vehicle and such a downstream rail vehicle. The railway vehicle according to the invention is, for example, a train or a subway.
    [0002] The spacing between two consecutive trains running on the same line must first meet a safety objective. Indeed, in case of braking downstream train along a railway line, the train located upstream, that is to say behind the downstream train, must be able to brake in time to avoid a shock with the train downstream. The simplest way to determine a safety distance between a downstream train and an upstream train traveling one behind the other along the railway line is to consider that the downstream train, which lies in front of the upstream train, may at any time stop immediately and with a zero braking distance. In this case, the safety distance, which is defined by the minimum distance separating the upstream train from the downstream train, must be greater than the distance necessary for the upstream train to brake with a minimum deceleration. Thus, the upstream train is not likely to hit the rear of the downstream train. This determination of the braking distance is not realistic because it does not take into account the fact that the downstream train brakes over a non-zero braking distance, which depends on its speed and its environment.
    [0003] Thus, the safety distance determined by this method is overestimated, and the frequency of passage of trains on the railway line is not optimized. Indeed, the frequency of passage trains, that is to say the number of trains that can pass on the same line for a given time interval, depends in particular on the safety distances between two successive trains. The higher the safety distance, the lower the train frequency. However, in the majority of cases, it is necessary to increase the frequency of trains or subways, in order to meet the increase in the number of passengers on existing lines. Solutions exist to reduce the safety distance between two trains, without affecting the safety of trains and passengers.
    [0004] Thus, document FR 2 856 645 A1 describes a communication system with a downstream train and an upstream train, in which the speed of the downstream train is communicated to the upstream train. The upstream train then calculates the braking distance that the downstream train would have if it braked from this speed, then the upstream train determines a safety distance that takes into account the braking distance of the downstream train. The safety distance thus determined is then smaller than the safety distance determined in the aforementioned method with a braking distance assumed to be zero, the difference between these two safety distances being equal to the braking distance of the downstream train, as calculated by the upstream train. This method is carried out considering that the downstream train, whatever its position on the line, advances on the greatest possible positive slope of the line. This consideration thus corresponds to the case where the braking distance of the downstream train is as small as possible, for a given speed of the downstream train. However, the communication system described in document FR 2 856 645 A1 still overestimates the safety distance. There is therefore a need to determine an optimized safety distance to avoid a collision between the upstream train and the downstream train, while allowing to increase the rail traffic. To this end, the subject of the invention is a railway vehicle of the aforementioned type, in which the railway vehicle further comprises means for calculating an estimated braking distance of the vehicle, the braking distance being a function of each dynamic parameter, and transmission means adapted to emit a state signal relating to the calculated braking distance. According to other advantageous aspects of the invention, the railway vehicle comprises one or more of the following characteristics, taken in isolation or in any technically possible combination: the railway vehicle comprises means for receiving the transmitted state signal; by the transmission means of another railway vehicle; a control unit adapted to calculate a control quantity from the received status signal; and means for modifying the speed of the railway vehicle capable of satisfying the control quantity; the dynamic parameter depends on a derivative of order n with respect to the time of the position of the railway vehicle, n being an integer; the dynamic parameter is a function of at least the speed of the railway vehicle and the slope of the rail; the estimated braking distance corresponds to a maximum deceleration value of the railway vehicle.
    [0005] The subject of the invention is also an upstream rail vehicle and a downstream rail vehicle able to move along the same railway line, the upstream rail vehicle being able to run in the same direction as the downstream rail vehicle and behind the vehicle. downstream railway, in which the downstream rail vehicle comprises: means for measuring at least one dynamic parameter of the downstream rail vehicle; means for calculating a braking distance of the downstream rail vehicle, the estimated braking distance being a function of the dynamic parameter; and transmission means adapted to emit a state signal relating to the braking distance to the upstream rail vehicle; and the upstream rail vehicle comprises: means for receiving the status signal emitted by the transmission means of the downstream rail vehicle; a control unit able to calculate for the upstream rail vehicle a control quantity from the status signal; and means for modifying the speed of the upstream rail vehicle capable of satisfying the control quantity. Thus, the calculation of the braking distance of the railway vehicle by the downstream rail vehicle and the transmission of the state signal relative to the calculated distance, in particular to the upstream railway vehicle, makes it possible to reduce the safety distance between the railway vehicle. downstream and the railway vehicle upstream of it, and contributes to increase rail traffic. According to another advantageous aspect of the invention, the upstream rail vehicle and the downstream rail vehicle comprise the following characteristic: the control variable corresponds to a safety distance between the front of the upstream railway vehicle and the rear of the railway vehicle; downstream. The subject of the invention is also a method of regulating the distance between a downstream rail vehicle and an upstream rail vehicle capable of running along the same railway line, the upstream rail vehicle being able to circulate in the same direction as the downstream rail vehicle and behind the downstream rail vehicle, the method comprising the following steps: measuring at least one dynamic parameter of the downstream rail vehicle by measuring means of the downstream rail vehicle; calculating an estimated braking distance of the downstream railway vehicle by calculation means of the downstream rail vehicle; - Transmitting a state signal relating to the braking distance calculated by transmission means of the downstream rail vehicle; - Receiving the status signal by receiving means of the upstream rail vehicle; - calculating a control quantity by a control unit of the upstream rail vehicle, the control variable being a function of the downstream vehicle status signal; - Modification of the speed of the upstream rail vehicle by means of modifying the speed of the upstream rail vehicle to satisfy the control quantity calculated by the control unit. According to other advantageous aspects of the invention, the method comprises one or more of the following characteristics, taken separately or in any technically possible combination: the steps of the method are repeated from the acquisition step; parameters at a regular time interval; the time interval is between 100 ms and 1 s, preferably equal to 400 ms; and the control variable comprises a safety distance between the front of the upstream railway vehicle and the rear of the downstream railway vehicle.
    [0006] The invention will be better understood on reading the description which follows, given solely by way of nonlimiting example, and with reference to the appended figures in which: FIG. 1 represents a schematic view of a railway vehicle downstream 10A and an upstream rail vehicle 10B according to the invention, along a railway line; and FIG. 2 represents a flowchart of a method according to the invention. In the remainder of the description, the expression "substantially equal" defines a relationship of equality at plus or minus 10%.
    [0007] FIG. 1 shows an upstream rail vehicle 10B and a downstream rail vehicle 10A able to move along a railway line 12, also known as a railway line. The railway line 12 comprises a succession of rails 14. Each rail 14 is assumed to be plane and has a slope and a curvature.
    [0008] The slope of the rail 14 is determined by an angle of inclination α between the plane of the rail and a horizontal plane H, when the rail is assembled with other rails to form the railway line 12. The slope of the rail reflects the fact that the railway line 12 is not necessarily horizontal in every respect. By convention, the angle of inclination a is defined from the plane of the horizontal H towards the plane of the rail, so as to be between -900 and 900. The angle of inclination a is counted positive in the direction trigonometric, and negative in the clockwise direction. Thus, for example, the angle of inclination α of the slope is between 00 and 90 ° when the slope is positive, and the angle of inclination α of the slope is between -90 ° and 0 ° when the slope is négaikre. In practice, the angle of inclination α of the slope will preferably be between -3.5 ° and 3.5 °, corresponding to a maximum slope of the order of 6%.
    [0009] The curvature of the rail is connected, in a known manner, to the radius of curvature of the rail, in the plane of the rail. When the rail is straight, the radius of curvature is infinite and the curvature is zero. When the rail is not straight, the curvature of the rail is greater when the radius of curvature of the rail is small. The upstream rail vehicle 10B and the downstream rail vehicle 10A travel in the same direction of travel, represented by an arrow F in FIG. 1. By convention, the upstream rail vehicle 10B is located behind the downstream rail vehicle 10A with respect to the direction of travel. circulation. In the figure, the direction of movement is shown from left to right, and the upstream rail vehicle 10B is thus shown to the left of the downstream rail vehicle 10A. The upstream rail vehicle 10B and the downstream rail vehicle 10A are able to move with a non-zero speed. In the remainder of the description, the upstream rail vehicle 10B and the downstream rail vehicle 10A will be referred to by the common term "railway vehicle 10" because they have the same structure and include the same elements, as described below. Each railway vehicle 10 is preferably a vehicle operating automatically, without a driver. Each railway vehicle 10 comprises means 20 for measuring at least one dynamic parameter of the vehicle, means 22 for calculating an estimated braking distance DF of the railway vehicle 10, and transmission means 24 capable of transmitting to another rail vehicle 10 a state signal relating to the braking distance DF calculated by the calculation means 22. Each rail vehicle 10 also comprises means 26 for receiving the status signal transmitted by the transmission means 24 of another rail vehicle 10, a control unit 28 adapted to calculate a control variable from the status signal, and means 30 for modifying the speed of the rail vehicle 10 capable of satisfying the control variable.
    [0010] The dynamic parameter of the railway vehicle 10 corresponds to a derivative of order n with respect to the time of the position of the railway vehicle 10, also called the n-term time derivative of the position, n being an integer. Advantageously, the measuring means 20 are able to measure several dynamic parameters. For example, the dynamic parameters include the position of the railway vehicle 10 and the speed of the railway vehicle 10, that is to say the derivatives of order 0 and order 1. As a variant, the dynamic parameters also include the deceleration the rail vehicle 10 achievable by brakes of the railway vehicle 10, that is to say the derivative of order 2. The measuring means 20 comprise, for example, a position sensor (not shown), a speed sensor (not shown), and an accelerometer (not shown). The position sensor is able to measure the position of the railway vehicle 10. The position of the vehicle is, for example, stored in a database further comprising the value of the slope of the rail and the curvature of the rail for different positions on the rail. along the railway line 12. Thus, the measurement of the position of the rail vehicle 10 at a given instant makes it possible to know the value of the slope of the rail, as well as the radius of curvature of the rail, at the place where the rail is located. railway vehicle 10.
    [0011] The speed sensor is able to measure the speed of the railway vehicle 10. The accelerometer is able to measure the acceleration of the railway vehicle 10. The measurement of the dynamic parameter of the railway vehicle 10 is carried out regularly by the measuring means 20 with a defined period of time. The period of time is between 100 ms and 1 s. The period of time is advantageously substantially equal to 400 ms. The calculation means 22 are capable of calculating the estimated braking distance DF of the railway vehicle 10. The estimated braking distance DF corresponds, for example, to the minimum distance necessary for the railway vehicle 10 to come to a standstill from a possible braking command at time of calculation of said braking distance DF. The estimated braking distance DF depends on the value of the dynamic parameter measured by the measuring means 20. For example, the braking distance DF depends on the speed of the railway vehicle 10 and the slope of the rails in the position of the railway vehicle 10 The braking distance is, for example, calculated from the energy balance of the moving train, taking into account the work of the braking forces, the resistance to travel and the effect of gravity to overcome the delta d kinetic and potential energy when calculating said braking distance DF.
    [0012] When the estimated braking distance DF depends not only on the speed of the railway vehicle 10, but also on the position of the railway vehicle 10, the braking distance DF of the railway vehicle 10 takes into account the environment of the railway vehicle 10 at the time of measurement. The environment includes, for example, the slope of the rail and the curvature of the rail at the location of the measurement. Taking into account the environment of the railway vehicle 10 for calculating the braking distance DF makes it possible to obtain a braking distance DF closer to the value that it would actually have if the railway vehicle 10 braked there. A maximum braking distance DFmaxB calculated corresponds to a minimum deceleration value, that is to say that it is not possible for the corresponding railway vehicle 10B to stop over a distance greater than the maximum braking distance DFmaxB calculated. A minimum braking distance DFminA calculated corresponds to a maximum deceleration value, that is to say that it is not possible for the corresponding railway vehicle 10A to stop at a distance less than the minimum braking distance DFminA calculated. In general, each rail vehicle 10 is characterized at any time by a maximum braking distance and a respective minimum braking distance, these braking distances depending on the dynamic parameter or parameters associated with said rail vehicle 10.
    [0013] It is then easily understood that the braking distance DF increases when, for example, the speed of the railway vehicle 10 increases, and / or when the algebraic value of the inclination angle a of the slope of the rail decreases. The transmission means 24 are capable of transmitting a state signal relating to the braking distance DF calculated by the calculation means 22. The transmission means 24 are preferably radio transmission means, the state signal then being transmitted over a radio link 32. The term radio link means that the signal propagates in the air in the absence of a wire link. The transmission frequency of the status signal corresponds, for example, to a calculation cycle of an on-board equipment forming the calculation means 22. The duration between the transmissions of two successive state signals is for example between 1 ms and 1 s. The reception means 26 are able to receive the status signal transmitted by the transmission means 24 of another rail vehicle 10 and to send the received status signal to the control unit 28.
    [0014] The control unit 28 is then able to calculate a control quantity as a function of the status signal received by the reception means 26.
    [0015] The control variable is for example a distance between the railway vehicle 10 and a point distinct from the railway vehicle 10, the distinct point being fixed or mobile, the distinct point being, for example, a point associated with another railway vehicle 10.
    [0016] Modifying means 30 include, for example, brakes (not shown) and an electric motor (not shown). The modifying means 30 are capable of varying the speed of the railway vehicle 10. For example, the use of brakes makes it possible to reduce the speed of the rail vehicle 10 controllably, and the use of the electric motor makes it possible to increase the speed of the The modification means 30 are capable of modifying the speed of the railway vehicle 10 to satisfy the control variable, that is to say capable of modifying the speed of the railway vehicle so that a criterion associated with the control quantity is checked. The criterion associated with the control variable is, for example, that the control variable is greater than a predefined threshold. The modification of the speed of the rail vehicle 10 is a function of the control variable calculated by the control unit 28. We now resume the example of the upstream rail vehicle 10B and the downstream rail vehicle 10A, as shown in Figure 1 .
    [0017] In this example, the transmission means 24 of the state signal of the downstream rail vehicle 10A are able to transmit the state signal of the downstream rail vehicle 10A to the receiving means 26 of the upstream railway vehicle 10B. The control variable is, for example, a safety distance DS between the front of the upstream rail vehicle 10B and the rear of the downstream rail vehicle 10A obtained by the difference between the maximum braking distance DFmaxB of the upstream rail vehicle 10B to which the minimum braking distance DFminA of the downstream rail vehicle 10A is subtracted. The safety distance DS is calculated to be greater than or equal to the maximum braking distance DFmaxB of the upstream rail vehicle 10B, counted from the front of the upstream rail vehicle 10B, minus the braking distance of the downstream rail vehicle 10A. which is the case in the previous example since the minimum braking distance DFminA of the downstream rail vehicle 10A is subtracted from the maximum braking distance DFmaxB for calculating the safety distance DS. The maximum braking distance DFmaxB of the railway vehicle 10B is determined by considering that the upstream rail vehicle 10B brakes with a minimum deceleration, standardized and guaranteed by the rolling stock, set inter alia by the limit of the coefficient of adhesion (dry route, condition environmental protection), and how to brake the truck or vehicle. The minimum braking distance DFminA of the railway vehicle 10A is determined by considering that the downstream rail vehicle 10A brakes in an emergency with a maximum deceleration, standardized and guaranteed by the rolling stock, fixed inter alia by the limit of the coefficient of adhesion, and the how to brake the bogie or the vehicle. A method for regulating the distance between the downstream rail vehicle 10A and the upstream rail vehicle 10B of the railway line 12, the upstream rail vehicle 10B being able to circulate in the same direction as the downstream rail vehicle 10A and behind the downstream rail vehicle 10A, will now be described with reference to FIG. 2. The distance control method comprises an initial step 200 of measuring at least one dynamic parameter of the downstream rail vehicle 10A by measuring means 20 of the downstream rail vehicle. 10A. The measurement of the dynamic parameter (s) of the railway vehicle corresponds to the acquisition of a value of the parameter (s). During this acquisition step 200, several dynamic parameters are preferably acquired. The dynamic parameters of the downstream rail vehicle 10A are, for example, the speed of the downstream rail vehicle 10A and the position of the downstream rail vehicle 10A. The calculation means 22 of the railway vehicle 10A calculate the estimated braking distance of the railway vehicle 10A, such as the minimum braking distance DFminA, during step 210. The braking distance calculated by the calculation means 22 of the railway vehicle downstream 10A is a function of the dynamic parameter (s) of the downstream rail vehicle 10A, for example a function of the speed and the position of the downstream rail vehicle 10A measured by the measuring means 20 of the downstream rail vehicle 10A. The minimum braking distance DFminA of the rail vehicle 10A depends, for example, on the square of the speed of the downstream rail vehicle 10A and the angle of inclination α of the slope of the rail at the location of the downstream rail vehicle. 10A at the time of measurement. It corresponds to a minimum value of braking distance of the railway vehicle 10A at the time of the measurement. The transmission means 24 of the downstream rail vehicle 10A then emit the state signal relative to the estimated braking distance of the downstream rail vehicle 10A in a next step 220. For example, the status signal includes the information of the value of the minimum braking distance DFminA of the downstream rail vehicle 10A.
    [0018] The state signal relating to the estimated braking distance of the downstream rail vehicle 10A is emitted, for example, via the radio link 32 towards the receiving means 26 of the upstream rail vehicle 10B. The reception means 26 of the upstream rail vehicle 10B then receive, during a step 230, the status signal and transmit the status signal to the control unit 28 of the upstream rail vehicle 10B. In a step 240, the control unit 28 of the upstream rail vehicle 10B then calculates the control quantity. The control variable is, for example, the safety distance DS between the front of the upstream rail vehicle 10B and the rear of the downstream rail vehicle 10A. The control quantity depends on the value of the estimated braking distance of the downstream rail vehicle 10A, calculated during step 210. The modifying means 30 finally modify the speed of the railway vehicle 10B during a step 250. The modification the speed of the upstream rail vehicle 10B is a function of the control variable. Thus, in the case where the control variable is the safety distance DS, the modification means 30 of the upstream rail vehicle 10B make it possible in real time to adjust the speed of the upstream rail vehicle 10B, so as to respect the safety distance DS between the front of the upstream rail vehicle 10B and the rear of the downstream rail vehicle 10A. The steps 200, 210, 220, 230, 240 and 250 of the distance regulation method are repeated from step 200 with a regular time interval of between 100 ms and 1 s. For example, the time interval is substantially equal to 400 ms. This reiteration makes it possible to continuously adjust and optimize the safety distance DS separating the upstream rail vehicle 10B from the downstream rail vehicle 10A. The control method according to the invention thus makes it possible to optimize the distance separating two railway vehicles, at any moment of their journey along the railway line 12, and thus to be able to increase the rail traffic compared to the current methods of management of railways. distances between two railway vehicles. For example, in the case where the two railway vehicles are two metros, the time saving on the journey of the upstream metro is between 1 and 5 seconds in approach of a subway station, compared to the processes of the state of the technique. Of course, although FIG. 1 represents only two railway vehicles, the invention is not limited to the case of an upstream rail vehicle and a downstream rail vehicle. More generally, the invention applies to a set of railway vehicles traveling on the same railway line, each rail vehicle being downstream of another railway vehicle, and upstream of yet another railway vehicle. Thus, each railway vehicle is able to receive a status signal of the railway vehicle just ahead, and to send a status signal to a railway vehicle located just behind.
    权利要求:
    Claims (11)
    [0001]
    CLAIMS1.- A railway vehicle (10A; 10B) adapted to move along a railway line (12) comprising a series of rails (14), the railway vehicle (10A; 10B) comprising means (20) for measuring at least one dynamic parameter of the railway vehicle (10A; 10B); characterized in that it comprises: - means (22) for calculating an estimated braking distance (DF ,,,,, nA) of the vehicle, the braking distance (DF ,,,, nA) being a function of each dynamic parameter; and transmission means (24) capable of emitting a state signal relating to the calculated braking distance (DFminA).
    [0002]
    2. Railway vehicle (10A; 10B) according to claim 1, characterized in that it comprises: - means (26) for receiving the status signal emitted by the transmission means (24) of another vehicle railway (10B; 10A); a control unit (28) capable of calculating a control quantity from the received status signal; and means (30) for modifying the speed of the railway vehicle (10A; 10B) capable of satisfying the control quantity.
    [0003]
    Rail vehicle (10A; 10B) according to claim 1 or 2, characterized in that the dynamic parameter is dependent on an n-order derivative with respect to the time of the position of the railway vehicle (10A; 10B), n being an integer.
    [0004]
    4. Railway vehicle (10A, 10B) according to claim 3, characterized in that the dynamic parameter is a function of at least the speed of the railway vehicle (10A; 10B) and the slope of the rail (14) at the position of the railway vehicle (10A; 10B).
    [0005]
    5.- Railway vehicle (10A; 10B) according to any one of claims 1 to 4, characterized in that the estimated braking distance (DF ,,, i ,, A) corresponds to a maximum deceleration value of the railway vehicle (10A; 10B).
    [0006]
    6.- upstream rail vehicle (10B) and downstream rail vehicle (10A) able to move along the same railway line (12), the upstream rail vehicle (10B) being able to circulate in the same direction as the vehicle downstream rail (10A) and behind the downstream rail vehicle (10A), characterized in that the downstream rail vehicle (10A) comprises: - means (20) for measuring at least one dynamic parameter of the downstream rail vehicle (10A) ; means (22) for calculating a braking distance (DFminA) of the downstream rail vehicle (10A), the estimated braking distance (DFminA) being a function of the dynamic parameter; and - transmission means (24) capable of transmitting a state signal relating to the braking distance (DF, InA) to the upstream rail vehicle (10B); and in that the upstream rail vehicle (10B) comprises: means (26) for receiving the state signal emitted by the transmission means (24) of the downstream rail vehicle (10A); - a control unit (28) capable of calculating for the upstream rail vehicle (10B) a control quantity from the status signal; and means (30) for modifying the speed of the upstream rail vehicle (10B) capable of satisfying the control quantity.
    [0007]
    7.- upstream rail vehicle (10B) and downstream rail vehicle (10A) according to claim 6, characterized in that the control variable corresponds to a safety distance (DS) between the front of the upstream rail vehicle (10B) and the rear of the downstream railway vehicle (10A).
    [0008]
    8. A method for regulating the distance between a downstream rail vehicle (10A) and an upstream rail vehicle (10B) able to run along the same railway line (12), the upstream rail vehicle (10B) being adapted to traveling in the same direction as the downstream rail vehicle (10A) and behind the downstream rail vehicle (10A), the method comprising the following steps: measuring (200) at least one dynamic parameter of the downstream rail vehicle (10A) by measuring means (20) of the downstream rail vehicle (10A); calculating (210) an estimated braking distance (DFminA) of the downstream rail vehicle (10A) by calculating means (22) of the downstream rail vehicle (10A); - Emitting (220) a state signal relating to the calculated braking distance (DFminA) by transmission means (24) of the downstream rail vehicle (10A); - reception (230) of the state signal by reception means (26) of the upstream rail vehicle (10B); - calculation (240) of a control quantity by a control unit (28) of the upstream rail vehicle ( 10B), the control variable being a function of the status signal; - modification (250) of the speed of the upstream rail vehicle (10B) by means of modification (30) of the speed of the upstream rail vehicle (10B), to satisfy the control quantity calculated by the control unit (28) .
    [0009]
    9. A process according to claim 8, characterized in that the steps (200 to 250) of the process are repeated from the measuring step (200) at a regular time interval.
    [0010]
    10. The method of claim 9, characterized in that the time interval is between 100 ms and 1s, preferably equal to 400 ms.
    [0011]
    11. A method according to any one of claims 8 to 10, characterized in that the control variable comprises a safety distance (DS) between the front of the upstream rail vehicle (10B) and the rear of the downstream rail vehicle (10A).
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    同族专利:
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    法律状态:
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    2016-04-08| PLSC| Search report ready|Effective date: 20160408 |
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    2020-09-10| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1459526A|FR3026710B1|2014-10-03|2014-10-03|RAILWAY VEHICLE, UPSTREAM AND UPSTREAM RAILWAY VEHICLES, METHOD OF CONTROLLING DISTANCE BETWEEN A DOWNSTREAM RAILWAY VEHICLE AND A UPSTREAM RAILWAY VEHICLE|FR1459526A| FR3026710B1|2014-10-03|2014-10-03|RAILWAY VEHICLE, UPSTREAM AND UPSTREAM RAILWAY VEHICLES, METHOD OF CONTROLLING DISTANCE BETWEEN A DOWNSTREAM RAILWAY VEHICLE AND A UPSTREAM RAILWAY VEHICLE|
    PCT/EP2015/062724| WO2015110670A1|2014-10-03|2015-06-08|Railway vehicle, upstream and downstream railway vehicles, method for controlling the distance between a downstream railway vehicle and an upstream railway vehicle|
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