EP3521133A1 - Schutzsystem für arbeiter, die auf einer eisenbahnstrecke arbeiten - Google Patents

Schutzsystem für arbeiter, die auf einer eisenbahnstrecke arbeiten Download PDF

Info

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Withdrawn
Application number
EP19154115.0A
Other languages
English (en)
French (fr)
Inventor
Emmanuel Flamanc
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transport Technologies SAS
Original Assignee
Alstom Transport Technologies SAS
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 Alstom Transport Technologies SAS filed Critical Alstom Transport Technologies SAS
Publication of EP3521133A1 publication Critical patent/EP3521133A1/de
Withdrawn legal-status Critical Current

Links

Images

Classifications

    • 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
    • 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)
EP19154115.0A 2018-02-01 2019-01-29 Schutzsystem für arbeiter, die auf einer eisenbahnstrecke arbeiten Withdrawn EP3521133A1 (de)

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)

* Cited by examiner, † Cited by third party
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)

* Cited by examiner, † Cited by third party
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

Patent Citations (4)

* Cited by examiner, † Cited by third party
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

Similar Documents

Publication Publication Date Title
EP2927089B1 (de) Verfahren zur berechnung eines positionsintervalls eines schienenfahrzeugs auf einem bahngleis, und entsprechende vorrichtung
WO2012139711A1 (fr) Procede de localisation de la position de roues d'un vehicule
JP6934717B2 (ja) 自動車の制御
EP3683779A1 (de) Plattform und verfahren zur überwachung einer infrastruktur für transportfahrzeuge, entsprechendes fahrzeug, transportsystem und computerprogramm
FR3041778A1 (fr) Procede d’assistance a la reprise en main d’un vehicule automobile
EP3419877B1 (de) Kraftfahrzeugfahrassistenzvorrichtung und -verfahren
FR3077547A1 (fr) Systeme et procede de detection d'un risque de collision entre un vehicule automobile et un objet secondaire situe sur les voies de circulation adjacentes audit vehicule lors d'un changement de voie
EP3518067A1 (de) Elektronische geschwindigkeitskontrollvorrichtung und -verfahren eines autonomen fahrzeugs, entsprechendes computerprogramm, autonomes fahrzeug und entsprechende überwachungsplattform
EP3521133A1 (de) Schutzsystem für arbeiter, die auf einer eisenbahnstrecke arbeiten
EP1832493B1 (de) System und Verfahren zur Überprüfung der Zugvollständigkeit
FR2911712A1 (fr) Procede et dispositif de localisation des roues d'un vehicule.
CA2913997C (fr) Procede de discrimination de la presence d'un vehicule ferroviaire sur un canton, procede de calcul d'un intervalle de securite et dispositif associe
FR3067494A1 (fr) Procede de signalement d'une suggestion d'un comportement et terminal associe
FR2844088A1 (fr) Dispositif d'avertissement de danger par radio
EP3333006B1 (de) Verfahren zur steuerung eines schienenfahrzeugs, entsprechendes steuersystem und schienenfahrzeug
WO2019170863A1 (fr) Procede de detection d'anomalie dans la perception par un vehicule automobile de son environnement
FR2718552A1 (fr) Procédé et dispositif pour la localisation et l'acheminement de secours vers un véhicule accidenté.
FR3047217B1 (fr) Dispositif de determination de l'etat d'un feu de signalisation, systeme embatque comprenant un tel dispositif, vehicule comprenant un tel systeme et procede de determination associe
FR2921601A3 (fr) Dispositif de securite aux intersections pour vehicule automobile
EP2834798B1 (de) Verfahren und vorrichtung zur automatischen erfassung und verwaltung von strassenunterbrechungen
FR3086136A1 (fr) Procede d’aide a la conduite pour le franchissement securise d'un passage a niveau communicant
FR2879000A1 (fr) Procede de communication d'informations routieres a destination de vehicules automobiles
WO2009106780A2 (fr) Detection et referencement d'elements de parcours
FR3103051A1 (fr) Procédé de suivi d’un véhicule autonome
FR3109354A1 (fr) Procédé et système d’avertissement anticipé d’un freinage d’un véhicule automobile

Legal Events

Date Code Title Description
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

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

AX Request for extension of the european patent

Extension state: BA ME

17P Request for examination filed

Effective date: 20190812

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

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20200526

18D Application deemed to be withdrawn

Effective date: 20201006