EP3521133A1 - Schutzsystem für arbeiter, die auf einer eisenbahnstrecke arbeiten - Google Patents
Schutzsystem für arbeiter, die auf einer eisenbahnstrecke arbeiten Download PDFInfo
- Publication number
- EP3521133A1 EP3521133A1 EP19154115.0A EP19154115A EP3521133A1 EP 3521133 A1 EP3521133 A1 EP 3521133A1 EP 19154115 A EP19154115 A EP 19154115A EP 3521133 A1 EP3521133 A1 EP 3521133A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- distance
- signal
- protection
- less
- alarm
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
- 238000000034 method Methods 0.000 claims description 20
- 230000005540 biological transmission Effects 0.000 claims description 10
- 230000004913 activation Effects 0.000 claims description 6
- 230000003213 activating effect Effects 0.000 claims description 3
- 238000012795 verification Methods 0.000 claims description 3
- 230000001681 protective effect Effects 0.000 claims description 2
- 238000013459 approach Methods 0.000 description 3
- 230000008054 signal transmission Effects 0.000 description 3
- 230000004807 localization Effects 0.000 description 2
- 230000003449 preventive effect Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/06—Control, warning or like safety means along the route or between vehicles or trains for warning men working on the route
-
- 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
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- 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
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L2205/00—Communication or navigation systems for railway traffic
- B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
- B61L23/041—Obstacle detection
Definitions
- the present invention relates to a system for protecting workers working on a railway track on which at least one railway vehicle runs.
- Interventions on or near a railway are generally dangerous because of the passage of railway vehicles, often at high speed, on this railway.
- the protection system according to the invention is fully automated, so that it ensures a stop of the railway vehicle upstream of workers present on the railway.
- Workers 12A, 12B, 12C were represented on the figure 1 . These workers 12A, 12B, 12C are located near a railway line 16. More particularly, the worker 12A is at a distance D2 from the railway line 16, the worker 12B is on the railway line 16 and 12C worker in the immediate vicinity of this railway line 16.
- Each worker 12A, 12B, 12C carries a first protective device 18 of its own.
- the first protection devices 18 are similar, so that only one will now be described with reference to the figure 2 .
- Each first protection device 18 comprises first geolocation means 20, for example satellite geolocation means, of the GPS (acronym for "Global Positioning System”) type.
- Each first protection device 18 furthermore comprises first signal-emitting means 22 capable of transmitting a first signal comprising a location information of the first protection device 18.
- the first transmission means 22 are of any conceivable type enabling a first signal to be transmitted. long distance signal transmission.
- Each first protection device 18 is also associated with an identifier of its own.
- the first signal also advantageously comprises this identifier.
- the first protection device 18 also comprises first receiving means 24 adapted to receive a second signal which will be described later.
- the first protection device 18 optionally includes a first alarm 26, for example an audible alarm and / or a vibrating alarm. This first alarm 26 is activated when the second signal is received, as will be described later.
- a first alarm 26 for example an audible alarm and / or a vibrating alarm. This first alarm 26 is activated when the second signal is received, as will be described later.
- the first device 18 is integrated in a working equipment of the corresponding worker, for example integrated in safety shoes or in a safety helmet.
- this equipment is necessary for the worker to perform his task, he will not forget to take his first device 18 with him when he intervenes on the railway line 16.
- At least one railway vehicle 28 travels on the railway line 16.
- Each rail vehicle 28 comprises a second protection device 30.
- Each second protection device 30 comprises second geolocation means 32, for example satellite geolocation means, of the GPS (Global Positioning System) type.
- GPS Global Positioning System
- These second geolocation means 32 are advantageously configured to measure a speed of movement of the railway vehicle 28.
- the traveling speed of the railway vehicle 28 is measured by a conventional speed sensor.
- Each second protection device 30 furthermore comprises second signal receiving means 34 adapted to receive said first signal emitted by each first device 18 within range.
- Each second protection device 30 furthermore comprises second means 36 for transmitting a signal capable of transmitting a second signal destined for least one of the first devices 18.
- the second transmission means 36 are of any conceivable type allowing a long-distance signal transmission.
- the second protection device 30 advantageously comprises a second alarm 38, for example an audible alarm and / or a light alarm, arranged to alert a driver of the railway vehicle when it is activated.
- a second alarm 38 for example an audible alarm and / or a light alarm, arranged to alert a driver of the railway vehicle when it is activated.
- the railway vehicle 28 also comprises emergency braking means 40 of conventional type.
- emergency braking means 40 are already equipped conventionally railway vehicles, and therefore will not be described in more detail.
- the railway vehicle 28 furthermore comprises a control unit 42.
- the control unit 42 is connected to the second device 30, to obtain the location information of the first devices 18, of the location of the second device 30, and preferably of the information of the second device 30. speed of the railway vehicle.
- the control unit 42 also knows the layout of the railway line 16 on which the railway vehicle 28 is traveling, this trace being previously indicated in the control unit 42.
- the control unit 42 is able to determine a first distance between each first protection device 18 and the railway line 16, using the location information of the first devices 18 and the known layout of the railway line 16.
- the control unit 42 is configured to compare each first distance with a predefined safe distance.
- This predefined safety distance is for example of the order of 30 meters or less than 30 meters, preferably of the order of 10 meters.
- the worker 12A is at a first distance D2 greater than the safety distance, and the workers 12B and 12C are each at a first distance less than the safety distance.
- the control unit 42 is also able to determine a second distance D between each first protection device 18 and the second protection device 30, using the location information of the first 18 and second 30 protection devices.
- the control unit 42 determines this second distance D only for the protection devices 18 whose first distance is less than the safety distance.
- the control unit 42 is configured to activate safety measures, and in particular activate the emergency braking means 40 when the first distance of at least one of the first devices 18 (called “first device concerned") is less than the safety distance, and that the second distance D of this first device concerned is less than a predefined braking distance D1.
- This braking distance D1 is for example equal to, or as a higher variant, the distance that will travel the railway vehicle 28 to achieve a complete stop. In this case, the braking distance D1 is determined by the control unit 42, as a function of the speed of the railway vehicle 28.
- the braking distance D1 is predefined, for example calculated in advance as a function of a maximum speed of the railway vehicle.
- Another possible safety measure is to activate the second alarm 38, to warn the driver of the rail vehicle of the presence of workers on the railway line 16. It should be noted that this second alarm can alternatively be activated when the second distance is less than a predefined alarm distance, this alarm distance being greater than the braking distance. Thus, the driver is warned before the presence of workers on the track, and can take preventive measures such as reducing the speed of the railway vehicle or perform manual braking, before an emergency braking procedure is implemented. .
- Another possible safety measure is to send said second signal to the first devices 18 concerned.
- the second transmission means 36 know the identifiers of the first devices 18 concerned, since these identifiers are in the first signal received. Thus, they can send the second signal only to these first devices 18 concerned.
- the first devices 18 concerned On receipt of the second signal, the first devices 18 concerned have their alarm 26 activated, so that the corresponding workers 12B, 12C are notified of the arrival of a railway vehicle and can take shelter.
- this second signal may alternatively be sent when the second distance is less than a predefined warning distance, this warning distance being greater than the braking distance.
- the warning distance is for example equal to said alarm distance.
- the workers are notified of the arrival of the railway vehicle before the second distance is less than the braking distance, which allows the workers to deviate from the track until their first distance is greater than the distance. safety distance, so that emergency braking is not implemented when the second distance becomes less than the braking distance.
- the protection system 10 comprises a verification unit 44, configured to determine the first distance between each first protection device and the railway track 16 and, when this first distance is less than the predefined safety distance for a first device 18, to check on a database if the identifier of this first device 18 is part of a list authorized identifiers. In the case where this identifier is not authorized, the corresponding first alarm 26 can be activated to signify to the corresponding worker that he is not authorized to remain near the railway line 16.
- protection system 10 The operation of the protection system 10 will now be described. More particularly, there is described below a method of protecting workers working on a railway, by means of a protection system 10 as defined above.
- the method comprises the geolocation of each first device 18. This geolocation can be performed continuously, or punctually at regular intervals, or on receiving an arrival signal transmitted by a rail vehicle 28 in approach.
- the railway vehicle 28 transmits a continuous arrival signal, or alternatively at a regular interval.
- the method then comprises transmitting, by the first transmission means 22 of each first device 18, the first signal containing the location information, as well as the identifier of the corresponding first device 18.
- This first signal may be transmitted continuously, or occasionally at regular intervals, or on reception of an arrival signal transmitted by a railway vehicle 28 on approach.
- Each first signal is received by the second reception means 34, which transmits the corresponding information to the control unit 42.
- the method comprises determining the first distance, and comparing this first distance with the predefined safety distance.
- the first devices 18 whose first distance is greater than the safety distance are ignored in the rest of the process, the workers 12A carrying these first devices 18 being sufficiently far away from the railway line 16 so that the risk of an accident with these workers is nonexistent. Thus, if all the first devices 18 are at a first distance greater than the safety distance, no security measure is activated.
- first distance determination and comparison are performed continuously, so as to implement the rest of the process if the first distance becomes less than the safety distance.
- the method remains effective in the case where a first device 18, initially located at a first distance greater than the safety distance, subsequently approaches the railway line 16 to a first distance less than the safety distance. .
- the method also comprises the geolocation of the second device 30, preferably carried out continuously.
- the method includes determining the second distance D, and comparing the second distance D with the braking distance D1, and optionally with the warning distance and / or the alarm distance.
- the second transmission means 36 emit a second signal to the first devices 18 whose identifier corresponds to a first distance less than the safety distance, said first devices concerned.
- the first alarm 26 of these first relevant devices 18 is then actuated, on receipt of the second signal.
- workers 12B and 12C may move away from track 16 until the first distance is greater than the safety distance, in which case their corresponding first devices 18 may be ignored for the remainder of the process.
- the second transmission means 36 cease transmitting the second signal to its destination, and its first alarm 26 ceases.
- the second alarm 38 is activated, warning the driver of the presence of workers on the track.
- the driver can then take action, such as reducing the speed of the railway vehicle or stopping it altogether.
- the emergency braking means 40 are activated. Indeed, it means that at least one worker is always on or near the track 16, so it is necessary to brake the railway vehicle 28 to avoid accidents.
- the braking distance D1 is calculated continuously, as a function of the speed of the railway vehicle. This is for example the distance required for the railway vehicle to achieve a complete stop. In a variant, the braking distance D1 is greater than this distance necessary in order to ensure a margin of safety. According to another variant, the braking distance D1 is preset, for example equal to, or greater than, the distance required for the rail vehicle to achieve a complete stop when the rail vehicle is at its maximum speed.
- the alarm distance may be equal to the warning distance, in which case only one comparison is made to simultaneously send the second signal and activate the second alarm 38.
- the alarm distance may be equal to the warning distance, and equal to the braking distance.
- a single comparison is made to simultaneously send the second signal, activate the second alarm 38, and activate the emergency braking.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1850857A FR3077260B1 (fr) | 2018-02-01 | 2018-02-01 | Systeme de protection d'ouvriers oeuvrant sur une voie ferree |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3521133A1 true EP3521133A1 (de) | 2019-08-07 |
Family
ID=61873561
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19154115.0A Withdrawn EP3521133A1 (de) | 2018-02-01 | 2019-01-29 | Schutzsystem für arbeiter, die auf einer eisenbahnstrecke arbeiten |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP3521133A1 (de) |
FR (1) | FR3077260B1 (de) |
MX (1) | MX2019001252A (de) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN110949453A (zh) * | 2019-12-09 | 2020-04-03 | 交控科技股份有限公司 | 一种应用于轨道交通的安全防护方法和*** |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2006224737A (ja) * | 2005-02-15 | 2006-08-31 | Japan Radio Co Ltd | 鉄道用作業区間防護システム、そのための列車用搭載装置及び作業員用携帯装置 |
US20110278401A1 (en) * | 2010-05-14 | 2011-11-17 | Bombardier Transportation Gmbh | Track Worker Safety Information System and Method |
US20140104081A1 (en) * | 2011-10-14 | 2014-04-17 | Stc, Inc. | Mass Transit Safety Notification System and Device |
WO2016022635A1 (en) * | 2014-08-05 | 2016-02-11 | Panasec Corporation | Positive train control system and apparatus therefor |
-
2018
- 2018-02-01 FR FR1850857A patent/FR3077260B1/fr active Active
-
2019
- 2019-01-29 EP EP19154115.0A patent/EP3521133A1/de not_active Withdrawn
- 2019-01-29 MX MX2019001252A patent/MX2019001252A/es unknown
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2006224737A (ja) * | 2005-02-15 | 2006-08-31 | Japan Radio Co Ltd | 鉄道用作業区間防護システム、そのための列車用搭載装置及び作業員用携帯装置 |
US20110278401A1 (en) * | 2010-05-14 | 2011-11-17 | Bombardier Transportation Gmbh | Track Worker Safety Information System and Method |
US20140104081A1 (en) * | 2011-10-14 | 2014-04-17 | Stc, Inc. | Mass Transit Safety Notification System and Device |
WO2016022635A1 (en) * | 2014-08-05 | 2016-02-11 | Panasec Corporation | Positive train control system and apparatus therefor |
Also Published As
Publication number | Publication date |
---|---|
FR3077260A1 (fr) | 2019-08-02 |
FR3077260B1 (fr) | 2020-04-03 |
MX2019001252A (es) | 2019-10-04 |
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Legal Events
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PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
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AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
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AX | Request for extension of the european patent |
Extension state: BA ME |
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17P | Request for examination filed |
Effective date: 20190812 |
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RBV | Designated contracting states (corrected) |
Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
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STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: EXAMINATION IS IN PROGRESS |
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17Q | First examination report despatched |
Effective date: 20200526 |
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18D | Application deemed to be withdrawn |
Effective date: 20201006 |