Mobile track safety device, in particular track warning system, and method for securing a work area on a track section

Abstract

A mobile track safety device (1.1), in particular a track worker warning system, for securing a work area (2) on a track section (3.1, 3.2) comprises a signal processing unit (19) for processing digital information, wherein the signal processing unit (19) has at least one interface (6) for receiving a position of at least one moving hazard object (8, 12), in particular a rail vehicle (12), from a tracking device (13.2, 17), and for receiving a position of at least one moving protection object (8, 16), in particular a track worker (16), from a tracking device (13.2, 17) and for issuing a safety command to secure the work area (2), wherein the signal processing unit (19) is configured to determine a hazard potential by comparing the positions of the at least one hazard object (8, 12) and the at least one protection object (8, 16) and to issue the safety command via the interface (6) depending on the determined hazard potential. A method for securing a work area (2) on a track section (3.1, 3.2), in particular by means of such a track safety device (1.1).

Description

[0001] The invention relates to a mobile track safety device, in particular a track warning system, and a method for securing a work area on a track section.

[0002] From EP 4 112 421 A1, a warning system with a central unit is known, which is designed to precisely determine the position of personal warning devices using redundant tracking systems, in particular by comparing the data from a satellite navigation module and an accelerometer. If the position data from the different tracking devices do not match, a warning signal can be issued. While such a warning system can be helpful in detecting insufficient accuracy in determining the position of people, the individual position data are still subject to significant measurement inaccuracies. Furthermore, the warning system has strict limitations regarding its functionality and operational flexibility.

[0003] It is an object of the invention to provide an improved mobile track safety device which is particularly flexible in its application, has an extended range of functions and, in particular through a particularly precise position determination, ensures particularly safe working operations on a track.

[0004] This problem is solved by a mobile track safety device with the features of claim 1. It has been recognized that a mobile track safety device, in particular a mobile track warning system, for securing a work area on a track section can have a signal processing unit configured to determine a hazard potential by comparing the positions of at least one hazard object and at least one protected object, and to issue a safety command depending on the determined hazard potential. Such a mobile track safety device is particularly configured to independently secure the work area or to autonomously initiate safety measures, in particular to make the decision to issue a safety command independently, especially independently of a safety command from a signal box, or on site.The mobile track protection device can operate independently of a signal connection to the interlocking system and / or independently of the availability and condition of a communication network, particularly a mobile network. This increases the response speed and ensures the reliable operation of the track protection device even in areas with underdeveloped infrastructure and limited network coverage, such as in a tunnel, and regardless of regionally varying communication interfaces. The ability to independently decide on the initiation of safety measures also makes the mobile track protection device particularly robust in operation. Such a mobile track protection device guarantees exceptional operational flexibility, an extended range of functions, and particularly safe operation.The comparison of the positions of the objects at risk and those requiring protection reduces the necessary extent of intervention in work or transport operations. The rail transport system can thus be operated in a particularly economical manner.

[0005] The mobile design of the track safety device means that it can be reversibly positioned on the track section to be secured, particularly within the work area. For this purpose, the track safety device can, for example, be designed to be mobile and / or portable.

[0006] The term "at least one interface" refers to wired and / or wireless communication interfaces. The at least one interface may be a wired connection and / or a wireless connection, in particular a mobile communication connection, especially a GSM-R connection, an FRMCS connection and / or a 5G connection, and / or in accordance with a railway radio standard and / or a short-range radio interface, for example a Zigbee interface and / or a WLAN interface and / or a Bluetooth interface, and / or an optical interface.

[0007] The at least one interface, in particular one interface each, can be configured to receive the position of the at least one moving hazard object, in particular a rail vehicle, to receive the position of the at least one moving protection object, in particular a track worker, and / or to issue the safety command to secure the work area. The positions can each be received by a tracking device of the track safety device itself and / or by an external tracking device at the signal processing unit.

[0008] The mobile track safety device preferably comprises a power supply unit, in particular for providing electrical power, especially a power storage device and / or a power generator. Alternatively or additionally, the track safety device may have a connection for supplying electrical power from an external power source.

[0009] The mobile track safety device preferably includes a warning device for issuing a warning signal to persons, in particular with at least one visual and / or audible warning device. The warning device can be integrated into or attached to the track safety device and / or, as an external warning device, in particular as a track warning device, be connected to it via a signal. For example, one or more visual and / or audible warning devices can be attached to a housing of the track safety device and / or designed for placement at a distance from the track safety device, in particular on the track. The warning device that can be placed separately from the track safety device on the track is also referred to as a track warning device. The at least one warning device can be a warning light and / or a horn.

[0010] For reversible positioning in different work areas, the mobile track safety device can have a support frame, in particular with at least one adjustable foot and / or at least one transport wheel, in particular a chassis and / or with or without its own drive system. The track safety device can, for example, be mounted on a railcar, in particular a trailer.

[0011] Preferably, the mobile track safety device is designed to be portable, in particular with a weight of a maximum of 50 kg, in particular a maximum of 25 kg, in particular a maximum of 10 kg, in particular a maximum of 5 kg and / or at least 0.1 kg, in particular at least 1 kg, in particular at least 2 kg.

[0012] The track safety device may include a coupling device for reversible attachment to a rail vehicle, in particular a track maintenance vehicle. The coupling device may be designed to establish a mechanical connection and / or a power connection and / or a data connection to the rail vehicle. Preferably, the track safety device can be supplied with the electrical power required for operation via the power connection from the rail vehicle.

[0013] According to another aspect, the signal processing unit can be configured to provide a control command for controlling the hazardous object based on the determined hazard potential. The control command is understood to be a safety command that effects control of the hazardous object, particularly to reduce the hazard potential, and especially by intervening directly in the control of the hazardous object. Because the track safety device is configured to influence the control of the hazardous object, especially a rail vehicle, particularly a rail transport vehicle and / or a track construction vehicle, by means of the control command, particularly directly, a particularly reliable and rapid safeguarding of the work area can be ensured.

[0014] The control command is particularly preferably configured to effect a reduction in speed, especially an emergency brake application, and / or a stop of the object at risk, especially a rail vehicle, particularly a rail transport vehicle and / or a track construction vehicle. This makes it possible to slow down or stop a rail vehicle before it reaches the protected object, especially the person at risk. At the very least, an additional time window is created to remove the respective protected object from a danger zone.

[0015] The track safety device is particularly preferred; in particular, the signal processing unit and / or the control command are designed such that the control command is transmitted directly to the object at risk. Direct transmission means that no further check, in particular by a train driver and / or a vehicle control system, or any further confirmation of the execution of the control command is required between the issuance of the control command and its execution; in particular, no further intervention is possible.Direct transmission can also be understood to mean that the control command is not transmitted via a signal box, but directly between the track protection device, with its associated components, such as a communication device, in particular with at least one radio interface and / or a point-type track control unit, and the object at risk. This avoids dependence on other components, such as the signal box and a signal connection to it. The track protection device is therefore particularly robust in operation and can be deployed flexibly.

[0016] Preferably, the track safety device is designed to transmit the control command wirelessly to the object of danger, at least in sections.

[0017] In principle, the control command can be designed to control not only rail vehicles, but any hazardous objects, such as track construction equipment or tools and / or, for example, the power supply to an overhead line.

[0018] As an alternative to directly transmitting the control command to the object at risk, transmission can occur via a control center or interlocking system of the rail transport system. The interlocking system can, for example, activate a stop signal and / or a trackside control unit on the track in response to the control command, and / or transmit the control command directly to the object at risk, in particular the rail vehicle.

[0019] The track safety device preferably comprises at least one point-type track control unit, in particular a mobile point-type track control unit, especially a mobile track magnet, for transmitting the control command to the object at risk, in particular the rail vehicle. The point-type track control unit can be designed, in particular exclusively, to trigger an emergency brake application of the rail vehicle. Preferably, the track control unit can be switched between at least two, in particular exactly two, switching positions by means of the control command, wherein a first switching position triggers the emergency brake application and a second switching position allows a rail vehicle to pass unimpeded. The signal processing unit can be connected to the track control unit via a wired and / or wireless signal connection.For a particularly secure signal connection, the transmission of the control command to the point-shaped track control unit is preferably done via cable.

[0020] According to another aspect, the signal processing unit can be configured to determine a track-specific hazard potential based on the track-specific position of the at least one protected object. The signal processing unit can also be configured to determine the work area with track-specific precision. Preferably, the signal processing unit is configured to distinguish between at least one work track and at least one, in particular parallel, operating track. With several parallel tracks, the work area can be limited to a reduced number of tracks compared to the total number of tracks. Preferably, at least one track running parallel to the at least one work track is used as an operating track and is designated as such by the signal processing unit. Rail traffic, especially during track construction work, can continue on the operating track.Securing the work area using the track safety device is preferably carried out on the at least one work track and the at least one operating track. Alternatively, the securing can be limited to the at least one work track. The safety measures can be different or identical for the work track and the operating track. To determine the hazard potential with track-level precision, the position of the at least one hazardous object and / or the at least one protected object is preferably received and / or compared with track-level precision. Track-level comparison reveals, for example, whether a person is on the path of a rail vehicle passing the work area or whether the person is on an operating track. Thus, safety measures can be reliably implemented, thereby avoiding unnecessary safety measures or interventions in rail traffic.

[0021] According to one aspect, the track safety device can have at least one locating device for precisely determining the position of the at least one protected object and / or the at least one hazard object along the track. The track safety device can thus itself provide the positional information necessary for determining the track-specific hazard potential.

[0022] The tracking device is preferably designed for continuous position detection. This means that the position of the at least one protected object and / or hazard object is determined at regular intervals of a maximum of 5 minutes, in particular a maximum of 1 minute, in particular a maximum of 10 seconds, in particular a maximum of 1 second, and / or at least 1 µs.

[0023] To determine the position, especially with regard to the track, at least one locating marker, for example a radio marker or anchor and / or an optical marker, can be attached to the protected object and / or the object at risk, which improves, in particular enables, the detectability by means of the locating device.

[0024] The object of protection is preferably a person and / or a piece of equipment, in particular a track construction vehicle, especially a track construction machine, and / or a track construction tool. The object of danger can be a rail vehicle, in particular a rail transport vehicle, especially on the operating track, and / or a track construction vehicle, in particular a track construction machine.

[0025] Preferably, the at least one locating device is designed to detect the position of the track safety device, particularly with track-level accuracy. Using the position of the track safety device, it is preferably possible to infer the position of the at least one protected object and / or hazard object in a global coordinate system or an Earth coordinate system, and / or to transform position data between the global and a local coordinate system. In particular, the track safety device itself can be considered as a protected object.

[0026] According to another aspect, the tracking device can be designed to determine the track-accurate position via ground-based radio tracking, in particular by means of chirping frequency spreading. Radio tracking is preferably carried out by means of cross-bearing and / or radio multilateration, in particular radio trilateration, and / or by means of a directional antenna. Ground-based radio tracking specifically excludes satellite tracking.

[0027] Ground-based radio positioning is particularly precise. Using ground-based radio positioning, the track-specific position can be determined in a particularly reliable and robust manner. Alternatively or additionally to ground-based radio positioning, the respective position can be determined by satellite positioning, especially using at least one corresponding tracking device of the track safety system.

[0028] The position is preferably determined with a measurement deviation, in particular horizontal, of a maximum of 0.5 m, in particular a maximum of 0.2 m, in particular a maximum of 0.1 m, in particular a maximum of 0.05 m, in particular a maximum of 0.01 m.

[0029] According to another aspect, the tracking device can be configured to exchange a radio signal with at least one tracking marker, which is arranged on the movable protected object, the movable hazard object, and / or on a stationary track component, for example, a track mast and / or a marker. The tracking marker can be a radio marker or a radio anchor. The tracking marker preferably comprises a transponder. The tracking marker can be active, but preferably passive. A passive tracking marker derives the energy required for its operation, or the energy required to transmit a tracking signal, exclusively from the received tracking signal. The at least one tracking marker can be configured to provide position information, in particular regarding its own position, and especially to transmit this information to the responding tracking device.This allows the tracking device to determine its position, especially its own position, in a global coordinate system.

[0030] The at least one tracking marker can be designed as part of personal protective equipment, in particular as a personal protective device.

[0031] The invention relates, in particular as such, to personal protective equipment, a hazard object and / or a protected object with such a location marker, in particular for emitting a radio signal for the, in particular track-accurate, determination of position, in particular by means of a track safety device.

[0032] According to another aspect, the track safety device can include at least one locating device for continuously recording the position of at least one track construction vehicle, in particular a track construction machine, operating in the work area. This allows the at least one protected object to be protected particularly reliably against a hazard emanating from the track construction vehicle.

[0033] According to another aspect, the track safety device can be wearable, in particular for attachment to the body of a track worker. For this purpose, the track safety device can have a weight of a maximum of 10 kg, in particular a maximum of 5 kg, in particular a maximum of 2 kg, and / or at least 0.1 kg, in particular at least 1 kg. Such a track safety device is preferably designed to protect the wearer from hazardous objects. For this purpose, the track safety device can include a tracking device, in particular for ground-based radio tracking, which is designed to determine its own position. Preferably, tracking is carried out by means of tracking markers fixed to a track component and / or by radio tracking, in particular as described above.

[0034] According to a further aspect, the at least one interface can include a remote communication unit for establishing a signal connection with an interlocking system, in particular as described above for wireless communication interfaces, specifically a GSM-R interface and / or an FRMCS interface and / or a 5G interface. Such an interface can be provided, in particular, if the track protection device is designed to be wearable. The safety command, in particular the control command, is then preferably transmitted via the interlocking system or directly, in particular without going through the interlocking system, to the object at risk.

[0035] According to another aspect, the mobile track safety device, particularly to promote manageability and mobility, has a smallest convex envelope with a maximum volume of 1 m³. 3 , in particular a maximum of 1 dm 3, and / or at least 0.05 dm 3 , includes.

[0036] According to another aspect, the track protection device, in particular the signal processing unit, can be designed to provide a track clearance signal or an acknowledgment signal. Preferably, a corresponding signal can be transmitted to a signal box via the track protection device, especially if it is a portable track protection device, particularly a handheld device.

[0037] According to another aspect, the track safety device can have a signal connection to a warning device for issuing a warning signal to persons on the track. The warning device can have at least one visual warning device, in particular a display and / or a warning light, and / or an acoustic warning device, in particular a warning horn and / or a loudspeaker, and / or a tactile warning device, in particular a vibration generator. The tactile warning device is preferably a component of a wearable warning device, in particular a body-worn track safety device and / or personal protective equipment.

[0038] Wearable warning devices, with which the track protection system communicates, can be a component of a track protection system. The wearable warning devices are preferably designed to receive warning information from the track protection system and / or to determine their own position, in particular by radio tracking, especially by chirping frequency spreading, and / or to transmit this position to the track protection system. The wearable warning devices can include visual, audible, and / or tactile warning devices.

[0039] According to one aspect, the track safety device can be designed to communicate with another track safety device, in particular a track safety device permanently integrated into a track construction machine and / or a mobile track safety device that can be reversibly positioned on the track. By linking several track safety devices accordingly, a larger working area can be monitored and secured.

[0040] A further object of the invention is to provide an improved method for securing a work area on a railway track, which is in particular particularly flexible in its application, has an extended range of functions and ensures work operations in a particularly safe manner.

[0041] This problem is solved by a method for securing a work area on a railway track, in particular by means of a mobile track safety device as described above. The advantages of the method preferably correspond to the advantages of the track safety device described above. Preferably, the method is further developed with at least one of the features described above in connection with the track safety device.

[0042] Further features, advantages, and details of the invention will become apparent from the following description of several exemplary embodiments with reference to the figures. The figures show: Fig. 1 A schematic representation of a mobile track safety device for securing a work area on a track, with a support frame for reversible placement on a ground to the side of the track, Fig. 2 a block diagram of the mobile track safety device in the Fig. 1 with their interfaces for exchanging information, Fig. 3 a schematic representation of a mobile track safety device according to a further embodiment, with a coupling device for reversible attachment to a track construction vehicle, Fig. 4 a schematic representation of a mobile track safety device according to a further embodiment, wherein this is designed as a body-worn unit, Fig. 5 a block diagram of the mobile track safety device in the Fig. 4 with their interfaces for exchanging information, or Fig. 6 a schematic representation of a mobile track safety device according to a further embodiment, which is designed as a body-worn unit and is intended in particular for securing an individual, especially a so-called track walker.

[0043] Based on the Fig. 1 and Fig. Figure 2 describes a first embodiment of a mobile track safety device 1.1, in particular a mobile track warning system. The track safety device 1.1 is designed as a mobile unit, in particular for reversible placement on a ground to the side of the rails 4 of a track section 3.1, 3.2. For this purpose, the track safety device 1.1 can have a support frame 5.

[0044] The track protection device 1.1 has a radio interface 6 for wireless transmission of information. Via the radio interface 6, the track protection device 1.1 preferably maintains signal communication with at least one signal box 7, at least one track construction vehicle 8, in particular a track construction machine, several personal warning devices 9, at least one point-type track control unit 10, at least one hand-held alarm 11, at least one rail vehicle 12 and / or a track warning device 21.

[0045] The radio interface 6 can be a mobile communication interface and / or a short-range radio interface. Preferably, the radio interface 6 is configured to communicate according to at least one of the mobile communication standards GSM-R, FRMCS and / or 5G, and / or according to a railway radio communication standard. The signal box 7, the track maintenance vehicle 8, the personal warning device 9, the point-type track control unit 10, the hand-held alarm 11, the rail vehicle 12 and / or the track warning device 21 can each have corresponding radio interfaces 18.

[0046] The track safety device 1.1 comprises several tracking devices 13.1, 13.2. A satellite tracking device 13.1 is designed to determine the position of the track safety device 1.1. This device preferably has a receiver for a GNSS signal, in particular a GPS, Beidou, GLONASS and / or Galileo satellite signal.

[0047] A radio tracking device 13.2 is designed for determining position using terrestrial radio signals. The radio tracking device 13.2 can comprise a single radio antenna, for example a directional antenna, but preferably at least two, in particular three, radio antennas 13.2a, 13.2b, 13.2c. The first radio antenna 13.2a can be located directly on the track safety device 1.1. The further radio antennas 13.2b, 13.2c are preferably spaced apart from each other and from the first radio antenna 13.2a, in particular from the track safety device 1.1, especially in the horizontal direction. The advantage of the at least two spaced-apart radio antennas 13.2a - 13.2c is that the position of an object to be detected, for example in a cross-bearing method and / or in a multilateration method, in particular in a trilateration method, can be determined with particular precision, especially with track accuracy.Preferably, the position determination is based on a chirping signal, in particular on chirping frequency spreading.

[0048] The radio tracking device 13.2 is specifically designed to determine the position of an object by detecting at least one tracking marker 14.1 - 14.6 attached to it. A tracking marker 14.1 - 14.6 can be configured as a reflector, for example as an angle reflector, in particular as a radar angle reflector, or, preferably, as a transponder, in particular as an RTLS transponder (Real-Time Locating System transponder), in particular as an RTLS-CSS transponder (Real-Time Locating System-Chirp Spread Spectrum transponder). Such transponders are also referred to as anchors.

[0049] Preferably, the location markers 14.1 - 14.6, designed as transponders, are configured to transmit identification information, in particular an individual device identifier, in addition to the signal required for position determination.

[0050] The location markers 14.1–14.3 can be provided on a fixed track component, in particular on track masts 15. The location markers 14.4 and 14.5 can be attached to persons 16, in particular to personal warning devices 9, or be an integral part thereof. The location marker 14.6 can be attached to a rail vehicle 8, 12, in particular the track maintenance vehicle 8.

[0051] The position of the track safety device 1.1 can be determined, particularly in a global coordinate system, using the location markers 14.1 - 14.3. The location markers 14.1 - 14.3 of the infrastructure can transmit position information that corresponds to their own position, particularly in a global coordinate system, or based on which this position can be uniquely determined, particularly by means of the track safety device 1.1.

[0052] The location markers 14.4, 14.5 ensure the determination of the position of persons 16, in particular their relative position with respect to the track safety device 1.1. Preferably, the respective position can be determined with track-level precision, meaning that it is possible to distinguish on which of several parallel track sections 3.1, 3.2 the respective person 16 is located. This makes it possible, for example, to distinguish whether the respective person 16 is located on a blocked work track 3.1 or whether they are located on a parallel operating track 3.2 that may be used by rail traffic.

[0053] The position of the track construction vehicle 8 can be determined by means of the locating marker 14.6, in particular its relative position with respect to the track safety device 1.1.

[0054] The rail vehicle 12 is equipped with a further tracking device 17, in particular a satellite tracking device. The position of the rail vehicle 12, as determined by the tracking device 17, is transmitted to the signal box 7 via a radio interface 18. The track protection device 1.1 is designed to receive the position of the rail vehicle 12 from the signal box 7 via the radio interface 6.

[0055] The rail vehicle 12 is also referred to as a hazard object, as it can potentially pose a danger, particularly to persons 16. Persons 16 are also referred to as protected objects, who are to be protected by the track safety device 1.1. The track construction vehicle 8 can be both a hazard object for persons 16 and a protected object with regard to the rail vehicles 12.

[0056] The track safety device 1.1 comprises a signal processing unit 19 for processing digital information, preferably with at least one processor.

[0057] The signal processing unit 19 can be connected to a user interface 20 of the track protection device 1.1. The track protection device 1.1 can be controlled by a user via the user interface 20.

[0058] The track safety device 1.1, in particular the signal processing unit 19, can be in signal communication with a track warning device 21 for issuing optical and / or acoustic warning signals to persons on track 3.1, 3.2, in particular via a wired interface or signal connection 22.

[0059] The signal processing unit 19 is configured to compare the position of at least one hazardous object 8, 12 with the position of the respective person 16. The comparison can be made using relative positions, particularly with respect to the track safety device 1.1, or using global positions. Comparison using relative positions has the advantage that the position of the track safety device 1.1 does not need to be known, especially not precisely, particularly if all the positions being compared are determined using the ground-based radio tracking devices 13.2. If at least one position, for example, that of the train 12, is determined in a global coordinate system, then a precise determination of the position of the track safety device 1.1 in the global coordinate system, particularly using the radio tracking devices 13.2, is advantageous.

[0060] The signal processing unit 19 is further equipped to determine a potential hazard based on position comparison and, depending on the determined hazard potential, to issue a safety command, in particular via the radio interface 6. The safety command can be issued, in particular, to the respective personal warning device 9, the point-type track control unit 10, the rail vehicle 12, the track warning device 21 and / or the signal box 7.

[0061] The operation of the mobile track safety device 1.1, in particular the mobile track warning system, is as follows: The track construction machine 8 is being moved to its work location on work track 3.1, specifically to work area 2. There are 16 track workers on work track 3.1. The operational track, or rather the operational track 3.2, continues to be used by rail vehicles 12.

[0062] To secure work area 2, the mobile track safety device 1.1 is positioned on track 3.1. Furthermore, the track warning device 21, in particular the visual and audible warning devices, is positioned on track 3.1. If necessary, the additional radio antennas 13.2b, 13.2c and / or the point-type track control units 10 can be positioned on track 3.1, 3.2.

[0063] The track masts 15 preferably already have the tracking markers 14.1 - 14.3 or will be equipped with them. Further tracking markers 14.4 - 14.6 are arranged on the personnel 16 and on the track construction machine 8.

[0064] The track safety device 1.1 is activated. Track construction work commences, in particular using the track construction machine 8.

[0065] The track safety device 1.1 continuously records its own position by means of the satellite tracking device 13.1 and additionally by means of the radio tracking device 13.2.

[0066] Furthermore, the positions of the track construction machine 8 and the persons 16, in particular relative to the track safety device 1.1, are continuously recorded by means of the radio tracking device 13.2.

[0067] The track construction machine 8 and the rail vehicle 12 each determine their own position using their satellite positioning system 17, in particular in a global coordinate system. The respective position can be transmitted directly to the track safety device 1.1, in particular via the radio interfaces 6, 18, or to the signal box 7 and from the signal box 7 to the track safety device 1.1.

[0068] Using the signal processing unit 19, the respective positions can first be transformed into a uniform reference coordinate system, for example the global coordinate system or that of the track safety device 1.1.

[0069] The signal processing unit 19 can compare whether the position information redundantly determined by the locating devices 13.2, 17 with regard to the position of the track maintenance machine 8 corresponds to each other. If the positions of the track maintenance machine 8 correspond sufficiently, their correctness is confirmed. If this is not the case, a safety command to trigger a fault alarm can be transmitted to the track warning device 21 by means of the signal processing unit 19.

[0070] The signal processing unit 19 compares the positions of the rail vehicle 12 and the persons 16. If no person 16 is present on the operating track 3.2 traversed by the rail vehicle 12, no potential hazard is detected and no safety command is issued.

[0071] However, it is located, as in the Fig. As shown in Figure 1, if a person 16 is on track 3.2, particularly in the path of an approaching rail vehicle 12, the signal processing unit 1 detects a potential hazard based on position comparison. The signal processing unit 1 can then issue a safety command via radio interface 6 to the track warning device 21 and to the personal warning devices 9. This alerts the person 16 to the potential hazard visually, audibly, and additionally tactilely via the personal warning devices 9. The person 16 on track 3.2 thus has sufficient time to clear the track and move to a safe area.

[0072] However, if person 16 remains in the danger zone of track 3.2, a warning signal can be transmitted to rail vehicle 12 or its driver, in particular via radio interfaces 6 and 18. The driver can then reduce the speed of rail vehicle 12 or initiate an emergency stop.

[0073] However, if the driver does not react to the warning signal just displayed, or if the rail vehicle 12 approaches person 16 at too high a speed, this can be detected by the track safety device 1.1, in particular by means of the continuous position comparison.

[0074] Depending on the hazard potential determined on this basis, the track safety device 1.1 issues a safety command to at least the point-type track control units 10 on the operating track 3.2 or to all track control units 10. The signal transmission is again carried out via the radio interface 6. The point-type track control units 10, designed as mobile track magnets, are switched to a stop position. When the point-type track control unit 10 is passed over, the stop position is detected by a corresponding vehicle-side detector 23. An emergency brake application of the rail vehicle 12 is triggered. Due to the emergency brake application, the rail vehicle 12 preferably comes to a standstill before reaching person 16. In any case, person 16 can use the time gained by the deceleration of the rail vehicle 12 to safely leave the danger zone.The safety command provided by the track safety device 1.1, which intervenes in the control of a hazardous object 8, 12, in particular the rail vehicle 12, is also referred to as a control command.

[0075] The track safety device 1.1 can protect person 16 from danger posed by the track construction machine 8. To do this, the track safety device 1.1 compares the position of the track construction machine 8 with the respective positions of person 16. If, for example, a minimum distance between the comparison positions is not maintained, the track safety device 1.1 detects a potential hazard and issues a safety command to the track construction machine 8 via radio interface 6 and radio interface 18. The safety command can be configured as a control command to directly control the track construction machine 8, in particular to stop it. Alternatively, the safety command can instruct the machine operator to stop track work.

[0076] According to another variant, particularly if no persons 16 are present on track 3.1, 3.2, or in addition to the functions described above, the track safety device 1.1 can consider the track construction machine 8 as a protected object. If, based on the track-precise location tracking of the track construction machine 8 and / or the rail vehicle 12, it is determined that, for example due to a faulty switch setting, the track construction machine 8 is positioned in the path of the rail vehicle 12, the driver of the rail vehicle 12 can be warned by means of a corresponding safety command and / or the rail vehicle 12 can be stopped by a control command from the track safety device 1.1 via a radio signal, in particular via the radio interfaces 6, 18, and / or by means of the point-type track control units 10.

[0077] As an alternative to stopping the respective rail vehicle 8, 12, i.e., to an emergency brake application or to stopping the track work, the safety command can be set up to reduce the travel speed or the processing speed of the rail vehicle 12 or the track construction machine 8.

[0078] Continuous monitoring of the positions of personnel 16, track construction vehicle 8, and rail vehicle 12 ensures particularly reliable safety in work area 2. Track-accurate positioning guarantees reliable protection, especially for personnel 16, and avoids unnecessary interference with active rail operations. Radio positioning ensures highly precise determination of the relevant positions. Because the signal processing unit 19 issues the respective safety command directly to the respective rail vehicle 8, 12, track warning device 21, personnel 16, and / or the point-type track control unit 10, and specifically does not transmit it via the interlocking system 7, the safety of work area 2 can be implemented with exceptional responsiveness, reliability, and independence from the availability and nature of an external communication network, particularly a mobile network.The track safety device 1.1 or the method for securing a work area on a track section 3.1, 3.2 ensures the operation of the rail transport system in a particularly reliable, robust and safe manner.

[0079] Based on the Fig. Figure 3 describes a further embodiment of a track safety device 1.2. In contrast to the embodiment described above, the mobile track safety device 1.2 is reversibly detachable from the track construction vehicle 8.

[0080] The track safety device 1.2 can have a coupling device 24 for this purpose. The coupling device 24 can be designed for mechanical and / or electrical connection to the track construction vehicle 8. In particular, the track safety device 1.2 can be supplied with the electrical energy required for operation by the track construction vehicle 8, especially via the coupling device 24. Alternatively or additionally, the track safety device 1.2 can have an energy storage device, especially a battery.

[0081] For precise track-level positioning, the track safety device 1.2 can have one or more of the radio antennas 13.2a, 13.2b. Alternatively or additionally, at least one radio antenna 13.2c of the track construction vehicle 8 can be used. Data transmission can take place via the coupling device 24.

[0082] Furthermore, the design and operation of the track safety device 1.2 correspond to those of the embodiment described above.

[0083] Based on the Fig. Section 4 describes a further embodiment of a mobile track safety device 1.3. The track safety device 1.3 is designed as a personal portable device. In particular, the track safety device 1.3 can be worn on the arm of a person 16. Alternatively, it can be designed as a backpack device.

[0084] The weight of the track safety device 1.3 can preferably be a maximum of 25 kg, in particular a maximum of 10 kg, in particular a maximum of 5 kg, in particular a maximum of 2.5 kg, and / or at least 0.1 kg, in particular at least 1 kg, in particular at least 2 kg.

[0085] The track safety device 1.3 can precisely determine its own position using the radio tracking device 13.2a, in particular via radio trilateration using the tracking markers 14.1 - 14.3. The track safety device 1.3 receives the positions of the track construction vehicle 8, the rail vehicle 12 and the other persons 16 via a [missing information - likely a specific device or component] in the Fig. 4 radio interfaces not shown. The positions are determined accordingly by the track construction vehicle 8, the respective personal warning device 9 and the rail transport vehicle 12 itself and then transmitted directly via the radio interfaces 6, 18 or indirectly, via the signal box 7 to the track safety device 1.3.

[0086] The track protection device 1.3 has an integrated warning device 25. The track protection device 1.3 can communicate with the optional track warning device 21 via the radio interface 6. For this purpose, the track warning device 21 can have a radio interface 18.

[0087] Preferably, the track safety device 1.3 is also in signal communication with the personal warning devices 9 of other persons 16.

[0088] The personal warning devices 9 can, in principle, be designed themselves as track safety devices 1.3, in particular for issuing safety commands depending on the hazard potential. Alternatively, the personal warning devices 9 may not have this functionality, in particular only performing a location and warning function.

[0089] The track safety device 1.3 can be in signal communication with at least one manual alarm 11, in particular via the radio interface 6. A signal can be transmitted to the track safety device 1.3 by means of the manual alarm 11 to trigger the output of a safety command, in particular to trigger a warning signal and / or a control command.

[0090] A signal connection to a corresponding hand alarm 11 can be provided for each of the described track safety devices 1.1 - 1.3.

[0091] Furthermore, the track protection device 1.3 can have a signal connection, in particular via the radio interface 6, to another track protection device 1.3, in particular a mobile track protection device (not shown) or a track protection device 28 integrated into the track construction vehicle 8. Information, in particular position information, and / or commands, in particular warning and / or safety commands, can be exchanged between the track protection device 1.3 and the other track protection device 28.

[0092] The other features and the operation of the track safety device 1.3 preferably correspond to those of the embodiments described above.

[0093] Based on the Fig. Section 6 describes a further embodiment of the invention. The track safety device 1.4 largely corresponds to the track safety device 1.3 described above. The track safety device 1.4 is designed as a portable device. It is particularly suitable for securing the work area 2 of a track inspector. A track inspector is understood to be, in particular, an individual who inspects the track on foot. The track safety device 1.4 is equally suitable for securing the work area 2 of work crews.

[0094] The track safety device 1.4 determines its position with track-level accuracy, as described above, using the locating device 13.1, 13.2. The track safety device 1.4 receives the position of a rail vehicle 12 directly via the radio interfaces 6, 18 or via the interlocking system 7.

[0095] A signal processing unit 19 of the track safety device 1.4 determines a potential hazard by comparing the positions of person 16, in particular the person-worn track safety device 1.4, and the rail vehicle 12. If person 16 is in the path of the rail vehicle 12, a potential hazard is detected. Depending on the potential hazard, a safety command is issued by the signal processing unit 19. Initially, the integrated warning device 25 can be activated. If person 16 does not reach a safe area after this, a safety command is transmitted to the rail vehicle 12 directly, in particular via the radio interfaces 6, 18, or via the interlocking system 7. In particular, the safety command can be a control command to trigger an emergency brake application.

[0096] The point-shaped track control units 10, especially those that are permanently installed, are in accordance with the [relevant standard / regulation] in the Fig. 6. The embodiment shown is connected to the signal box 7 via a wired signal connection.

[0097] Furthermore, the design and operation of the track safety device 1.4 preferably correspond to those according to the embodiments described above.

[0098] A mobile track safety device 1.1 - 1.4, as described above, ensures the reliable and economical securing of a work area 2 of a track section 3.1, 3.2. Controlling the hazardous object 8, 12 by means of the track safety device 1.1 - 1.4 ensures the rapid initiation of safety measures. The precise location of protected objects, especially persons 16, along the track avoids unnecessary safety measures and increases safety. The mobile design of the track safety device 1.1 - 1.4 increases its operational flexibility.

[0099] With a wearable version of the track safety device 1.3, 1.4, the comprehensive safety measures according to the above description are made possible for the first time, especially for individuals.

[0100] The advantages of the method for securing a work area 2 on a track section 3.1, 3.2 correspond to the advantages of the track safety device 1.1 - 1.4. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] EP 4 112 421 A1

[0002]

Claims

[1] Mobile track safety device (1.1 - 1.4), in particular mobile track warning system, for securing a work area (2) on a track section (3.1, 3.2), comprising 1.1 a signal processing unit (19) for processing digital information, 1.2 wherein the signal processing unit (19) has at least one interface (6, 22) 1.2.1 for receiving the position of at least one moving hazard object (8, 12), in particular a rail vehicle, 1.2.2 to receive a position of at least one movable protected object (8, 16) in particular a person (16) and 1.2.3 to issue a backup command to secure the work area (2) and 1.3 wherein the signal processing unit (19) is configured 1.3.1 to determine a hazard potential by comparing the positions of the at least one hazard object (8, 12) and the at least one protected object (8, 16) and 1.3.2 to issue the security command via the at least one interface (6, 22) depending on the identified hazard potential. [2] Mobile track safety device (1.1 - 1.4) according to claim 1, characterized by , that the signal processing unit (19) is designed to provide a control command for controlling the hazard object (8, 12) based on the determined hazard potential. [3] Mobile track safety device (1.1 - 1.4) according to claim 2, characterized by , that the control command is designed to effect a reduction in driving speed, in particular an emergency braking, and / or a stopping of the hazardous object (12). [4] Mobile track safety device (1.1 - 1.4) according to claim 3, characterized by, that the control command is set up to stop the operation of a track construction vehicle (8). [5] Mobile track safety device (1.1 - 1.4) according to one of claims 2 to 4, characterized by , that the signal processing unit (19) is designed to transmit the control command directly, wirelessly to the hazard object (8, 12). [6] Mobile track safety device (1.1 - 1.4) according to one of claims 2 to 5, characterized by a point-shaped track control unit (10), in particular a mobile track magnet, for transmitting the control command to a rail vehicle (8, 12). [7] Mobile track safety device (1.1 - 1.4) according to one of the preceding claims, characterized by , that the signal processing unit (19) is designed to determine a track-specific hazard potential based on a track-specific position of the at least one protected object (8, 16). [8] Mobile track safety device (1.1 - 1.4) according to one of the preceding claims, characterized by a locating device (13.2) for determining the position of the at least one protected object (8, 12) with track accuracy. [9] Mobile track safety device (1.1 - 1.4) according to claim 8, characterized by , that the locating device (13.2) is designed to detect the track-accurate position by means of terrestrial radio locating, in particular by means of chirping frequency spreading. [10] Mobile track safety device (1.1 - 1.4) according to claim 8 or 9, characterized by , that the locating device (13.2) is designed to exchange a radio signal with at least one locating marker (14.1 - 14.6) which is arranged on the movable protected object (8, 16) and / or on a fixed track component (15). [11] Mobile track safety device (1.1 - 1.4) according to one of the preceding claims, characterized bya locating device (13.2) for continuously recording the position of at least one track construction vehicle (8) operating in the work area (2). [12] Mobile track safety device (1.1 - 1.4) according to one of the preceding claims, characterized by training in carrying on a person's body (16). [13] Mobile track safety device (1.1 - 1.4) according to one of the preceding claims, characterized by a remote communication unit for establishing a signal connection with a signal box (7). [14] Mobile track safety device (1.1 - 1.4) according to one of the preceding claims, characterized by a weight of no more than 25 kg, in particular no more than 2.5 kg. [15] Mobile track safety device (1.1 - 1.4) according to one of the preceding claims, characterized by , that the signal processing unit (19) is designed to provide a track clear signal. [16] Mobile track safety device (1.1 - 1.4) according to one of the preceding claims, characterized by a signal connection (6, 22) to a warning device (21, 25) for issuing a warning signal to a person (16) on the track (3.1, 3.2). [17] Method for securing a work area (2) on a track section (3.1, 3.2), comprising the steps: 17.1 Provision of a mobile track safety device (1.1 - 1.4), in particular according to one of claims 1 to 16, on the track section (3.1, 3.2), 17.2 Receiving the position of at least one moving hazard object (8, 12), in particular a rail vehicle, by the mobile track safety device (1.1 - 1.4), 17.3 Receiving the position of at least one movable protected object (8, 16), in particular a person (16), by the mobile track safety device (1.1 - 1.4), 17.4 Determining a hazard potential by comparing the positions of the at least one hazard object (8, 12) and the at least one protected object (8, 16) using the mobile track safety device (1.1 - 1.4) and 17.5 Issuing a safety command depending on the identified hazard potential using the mobile track safety device (1.1 - 1.4).

Images