Siemens Mobility Gmbh

Siemens Aktiengesellschaft

Jens Braband

Andreas Ziroff

Matthias Goldammer

Stefan Gerken

Bernhard Evers

Monika Sturm

Hendrik Ibendorf

Olaf Richter

Mario Huster

Stephan Griebel

Siegfried Bocionek

Bernd Rosauer

Hans-Jörg Mönnich

A method for operating a railroad crossing includes using an axle counter to capture measurement data for rail vehicles approaching the railroad crossing during passage of the rail vehicle. The velocity and the acceleration of the rail vehicle are calculated from the measurement data as properties of the rail vehicle by arithmetic measures. A time of closure is specified for triggering a closure of the railroad crossing as a function of the calculated properties of the rail vehicle. The velocity and the acceleration are calculated from the measurement data of the axle counter. The time of closure of the railroad crossing is specified with reference to the calculated velocity and the calculated acceleration as the rail vehicle is leaving the axle counter. An apparatus for operating a railroad crossing, a computer program product and a delivery apparatus for the computer program product are also provided.

Method and apparatus with an axle counter for operating a railroad crossing, computer program product and delivery apparatus for the computer program product

A method for data processing in a computing environment with distributed computers. Data to be processed is transmitted homomorphically encrypted from a client computer to a host computer, the data to be processed is processed homomorphically encrypted by the host computer and the processed data is transmitted homomorphically encrypted from the host computer to the client computer. Here, the data to be processed is additionally coded before the homomorphic encryption, both the coded data and the uncoded data are homomorphically encrypted and transmitted to the host computer, both are processed by the host computer while retaining the homomorphic encryption computer and the processed data, coded and uncoded are transmitted homomorphically encrypted from the host computer to the client computer. When the uncoded data and the coded data, after decoding, are compared, the result provides proof of the integrity of the data.

Method for data processing in a computing environment with distributed computers and railway application

Various embodiments include a method for controlling a level crossing having barriers and signals comprising establishing a duration of a level crossing closure based at least in part on first signals caused by a first ultrasonic wave conducted in a first rail running over the level crossing and second signals caused by an ultrasonic wave conducted in a second rail running over the level crossing.

Controlling a level crossing and railway control arrangement

A method for identifying properties of rail-guided vehicles uses an axle counter to detect vehicle measurement data as the vehicle crosses. The measurement data are analyzed in a computer and speed and distances between vehicle axles are ascertained. A property of the vehicle is ascertained in a computer based on the ascertained speed and distances between axles. A checking step ascertains a pattern of normal distances between axles in that a normal distance between axles calculated by considering a predefined normal speed is assigned to each ascertained distance between axles, and by considering their order, the normal distances between axles merge to form the pattern. The pattern is compared with reference patterns, and upon identified conformity of the pattern and reference pattern, a type linked to the reference pattern is assigned to the vehicle as a property. An apparatus and computer program determining properties of vehicles are also provided.

Method and apparatus for identifying properties of a vehicle, computer program product and computer-readable medium for storing and/or providing the computer program product

A method uses a track-side obstacle identification arrangement and a vehicle-side obstacle identification arrangement in order to identify obstacles in a danger zone in front of a rail vehicle. In order to allow improved autonomous driving of the rail vehicle, it is provided that, as it approaches a relevant one of the obstacles, at least one reaction or response of the rail vehicle is derived depending on an evaluation signal of the track-side obstacle identification arrangement and an actual value of at least one variable which characterizes the effectiveness or performance of the vehicle-side obstacle identification arrangement. A system for identifying obstacles is also provided.

Method and system for identifying obstacles in a danger zone in front of a rail vehicle

A method validates an obstacle identification system. In order to be able to demonstrate that obstacles are identified by an obstacle identification system at least as reliably as by a driver, it is provided that, in order to form driving scenarios, stochastic combinations of prespecified distributions of submodules are provided. The provided combinations are subjected first, for carrying out a simulation study, to simulation by a simulator and second to automatic processing by an obstacle identification algorithm of the obstacle identification system, and a result of a simulation study, which is carried out by the simulator, and a result of the automatic processing are automatically tested for agreement.

Method and system for validating an obstacle identification system

A method for detecting obstacles in a hazardous area in front of a rail vehicle uses an obstacle detection arrangement to detect the obstacles in the hazardous area in front of the rail vehicle. In order to permit improved autonomous driving of the rail vehicle, a target value is determined for a value which characterizes the performance of the obstacle detection arrangement. A system for detecting obstacles in a hazardous area in front of a rail vehicle is also provided.

Method and system for detecting obstacles in a hazardous area in front of a rail vehicle

A trackside railway apparatus includes at least one sensor device which is configured to detect at least one use of at least one trackside component of a railway installation. A storage device stores at least one item of use information dating or tracing back to the detection of the use. A transmission device is configured to wirelessly transmit the usage information to at least one receiving device entering a transmission range in a manner which is temporally decoupled from the storage. The apparatus is configured to detect the at least one receiving device entering the transmission range. A device for determining use of at least one trackside component of a railway system and a method for detecting use of at least one trackside component of a railway installation are also provided.

Trackside railway apparatus and method for detecting use of at least one trackside component of a railway installation

A method for monitoring a network component. The network component performs a calculation checking the correct functionality of the network component using data which is specific to a state of the network component. The calculation result is transmitted to a monitoring device, which checks the state of the network component and the correct functionality of same using the transmitted calculation result. A request message with a parameter that is specific to the request is transmitted from the monitoring device to the network component, and the specific parameter is used by the network component in the calculation process. This enables the monitoring device to ensure that the result transmitted from the network component is actually up-to-date. Errors can be detected to the effect that a malfunction or a failure of the functionality of the network component has occurred.

Method for monitoring a network component and arrangement comprising a network component and a monitoring device

A method operates a safety-critical system, which system contains at least one first data device having approved, safety-relevant software and at least one reference data device having the same approved, safety-relevant software. In the method, after a type check of the system, the at least one first data device is equipped with at least one piece of non-safety-relevant additional software and the at least one reference data device is blocked from software modifications. Before safety-related data information is output, output information of the at least one first data device and of the at least one reference data device are checked for a match with regard to the safety-relevant software by a comparison device, and the safety-related data information is output in the case of a match.

Software update of non-critical components in dual safety-critical distributed systems

A method is provided which protects persons in the vicinity of a high frequency (HF) field-emitting device, in particular a European train control system (ETCS) antenna of a rail vehicle. In order to be able to reliably protect persons from radiation that is detrimental to one's health, the device is held in or switched to an OFF state by an uplink for a limited period of time, the ON/OFF state being optically and/or acoustically signaled.

Method and device for protecting persons in the vicinity of an HF field-emitting device

A method and device for monitoring train integrity wherein train integrity modules&#x2014;TIM&#x2014;arranged in at least some of the cars of the train recognize shunting regions in accordance with a digital map. The TIMs exchange data upon exiting a first shunting region in a calibration phase and, based on predefined data stability criteria, recognize the affiliation thereof to the exiting train and the TIMs cyclically exchange sensor data, in particular in respect of velocity, position and travel direction, until entry into a second shunting region. The TIMs recognize a train separation on the basis of predefined logic criteria and optionally transmit the sensor data to an operating control center as applicable.

Method and device for monitoring train integrity

The invention makes it possible to control a multiplicity of trains on a extensive railway systems using comparatively few complex means without it being necessary for there to be any knowledge of the route on the trains or any locating devices for the trains mounted along the route. For the trains to determine their own position, a satellite locating method is preferably used, which permits the travel location of a train, and thus its current stopping range, to be determined with sufficient precision. By determining such stopping ranges for the trains and by prescribing extensive route areas which apply for the trains, in each case in the form of polygons in a uniform coordinate system, it is possible reliably to detect any collisions of these polygons in order then to request in good time the assignment of current route areas or to start braking.

Growing community of inventors

Braunschweig, Germany

Jens Braband