Signal-controlled crew warning system

Abstract

The invention relates a signal-controlled crew warning system (9) for warning people (8) of approaching rail vehicles (6) on an operational track (5) located in a warning sector (14) of a work track (2), comprising a track-building machine (1) for working on the work track (2), a positioning system for determining the position of the track-building machine (1), a computer-aided monitoring system (10) for generating warning information, warning means (26, 27) for generating acoustic or optical or haptic warning signals, and a radio system for wireless data transfer. The computer-aided monitoring system (10) is designed to set boundaries (16) of the warning sector (14) on the basis of the current position of the track-building machine (1) and to automatically generate warning information for the warning sector (14), wherein the track-building machine (1) comprises a central control unit (18) for processing the warning information, which control unit is coupled to the computer-aided monitoring system (10) via the radio system. The warning sector (14) thus moves along with the track-building machine (1) as it travels.

Description

Technical field

[0001] The invention relates to a signal box-connected track warning system for warning persons of approaching rail vehicles on a service track located in a warning sector of a work track, comprising a track construction machine for working on the work track, a tracking system for determining the position of the track construction machine, a computer-aided monitoring system for generating warning information, warning means for generating acoustic, optical, or haptic warning signals, and a radio system for wireless data transmission, characterized in that the computer-aided monitoring system is configured to define the boundaries of the warning sector with respect to the current position of the track construction machine and to automatically generate warning information for the warning sector, and that the track construction machine comprises a central control unit for processing the warning information.which is linked to the computer-based monitoring system via the radio system. State of the art

[0002] Track construction and maintenance typically involve the use of track construction machinery. This often requires personnel (track crews) to operate the machinery or monitor work processes on the track. To ensure their safety, track crew warning systems are used. These systems warn people in the danger zone of approaching trains audibly, visually, and, if necessary, haptically (e.g., by vibrating a safety vest). This is because operational tracks usually run alongside work tracks.

[0003] A modern train control system (e.g., European Train Control System, ETCS) and a digital mobile communication system for railway operations (e.g., Global System for Mobile Communications - Railway, GSM-R) are key components of a higher-level railway management system (e.g., European Rail Traffic Management System, ERTMS). Such technical solutions offer opportunities for automating warning systems. Well-known signal-controlled warning systems (SCWS) use interlocking information to generate warning information for train crews via a computer-aided monitoring system.

[0004] According to the current state of the art, track warning systems consist of stationary and mobile units. The stationary units are set up next to the work track when a track construction site is established and divide the track into several warning sectors (warning zones). The mobile units are carried by safety personnel or attached to a track construction machine located on the work track. Such a system is known, for example, from EP 2 085 286 A2. In this system, the mobile units mounted on a track construction machine are designed for the automatic detection of different warning sectors. Warning devices on the track construction machine are then activated for each respective warning sector.

[0005] EP 3 459 813 A1 describes a train warning system for the safe and efficient monitoring of construction sites in the track area of ​​a rail network and its components: a triggering device, both rail-bound and non-rail-bound construction machinery with warning devices, and a server. The components of this train warning system are interconnected via existing wired and / or wireless data networks. In particular, alarm signals from the triggering device are received and / or forwarded via the data connections, and / or status parameters, position coordinates, and timestamps of the warning devices are transmitted. In one embodiment of the train warning system, the construction site is divided into several sectors by the data and status information available on the server, and the alarm signal is selectively forwarded to warning devices located in selected sectors.

[0006] EP 3 401 185 A2 describes a method for assigning a rail vehicle to a warning area when entering the warning area and a warning system for a track construction site with boundary markings dividing the track construction site into warning areas.

[0007] In DE 10 2006 041705 B3, a track warning system with a plurality of stationary optical or acoustic warning devices arranged at intervals along a track is disclosed. Description of the invention

[0008] The invention is based on the objective of improving a signal box-based track worker warning system of the type mentioned above in such a way as to minimize the effort required to set up a track construction site. Furthermore, the safety of persons present at the construction site is to be increased. A further objective is to provide an optimized method for operating the track worker warning system.

[0009] According to the invention, these problems are solved by the features of independent claims 1 and 12. Dependent claims specify advantageous embodiments of the invention.

[0010] The computer-aided monitoring system is designed to define the boundaries of a single warning sector based on the current position of the track construction machine and to automatically generate warning information for that sector. The track construction machine includes a central control unit for processing this warning information, which is connected to the computer-aided monitoring system via radio. Crucially, the warning sector is defined using the track construction machine's position data. This allows the warning sector to move with the machine, eliminating the need for a physical handover between warning sectors. Furthermore, the central control unit for automatically processing warning information is integrated into the track construction machine. The track construction machine thus serves as a mobile automated warning system (mobile AWS). No additional warning devices are required on the track.

[0011] In an advantageous further development, the tracking system is integrated into a higher-level train control system, with the computer-aided monitoring system being configured to process information from the train control system in order to generate warning information for the warning sector. Position data generated by the train control system is used to automatically detect hazardous situations. Thus, the train control system serves as an additional information source for generating warning information via the computer-aided monitoring system.

[0012] The radio system advantageously includes mobile communication modules of a secure mobile network. For example, GSM-R (Global System for Mobile Communications-Railway) or FRMCS (Future Railway Mobile Communication System), based on LTE (Long Term Evolution) and 5G (fifth generation), is used. Both the computer-aided monitoring system and the central control unit are coupled with their own mobile communication module.

[0013] To utilize the warning functions most efficiently, it is advisable to connect the central control unit to the warning devices mounted on the track construction machine via a data network. This allows for easy addition and coordination of warning devices. The central control unit includes a network module, specifically with a TCP / IP connection.

[0014] A further improvement involves connecting the central control unit via the data network to an operator panel located on the track-laying machine for configuring the central control unit. Multiple operator panels can also be used. In this case, the operator panels are configured so that when one is in use, all other operator panels are deactivated for the duration of its use.

[0015] To trigger a follow-up warning by an operator, the central control unit is advantageously connected via the data network to a trigger unit for a warning signal located on the track construction machine.

[0016] Further improvements result from the arrangement of mobile devices. It is advantageous if the central control unit is linked via the radio system to a mobile operating device for configuring the central control unit. This operating device is also configured to temporarily disable other operating devices when in use.

[0017] A mobile triggering unit, linked to the central control unit via radio system to activate a warning signal, is also useful. This allows for a follow-up warning from track safety personnel at any time.

[0018] An advantageous embodiment of the invention relates to a personal warning system. In this system, the central control unit is coupled with at least one so-called personal warning device. Such a warning device is carried by a person working on the track. It comprises a warning transmitter that emits a visual, acoustic, and / or haptic warning signal. In particular, the warning device includes a radio module for receiving warning messages from the central control unit via the radio system. For tasks performed in close proximity to the machine, wired warning devices can also be used. These are, for example, coupled to the central control unit via a TCP / IP interface.

[0019] To integrate various warning system components, it is advantageous for the central control unit to include an ERRI interface. This allows components from common manufacturers to be connected to and used with the central control unit. The ERRI interface also provides a power supply for such components.

[0020] A further improvement of the invention provides that the track laying machine includes a GNSS receiver and that the GNSS receiver is coupled to the central control unit. The position of the track laying machine is continuously recorded using this satellite positioning system. The position data is transmitted via the central control unit to the computer-aided monitoring system. There, the data is either used directly to define the warning sector or first compared with data from another positioning system.

[0021] In the inventive method for operating the described track warning system, before warning information is generated by the computer-aided monitoring system with respect to the current position of the track construction machine, the boundaries of exactly one warning sector are defined. The generated warning information is then transmitted via a radio system to a central control unit of the track construction machine, and warning devices are activated by means of this central control unit. In this way, the track construction machine is used as a mobile automatic warning system.

[0022] Advantageously, position data from the track construction machine and the position data of approaching rail vehicles are derived from information provided by a train control system. This information is available in a signal box and is evaluated by a computer-aided monitoring system to generate warning information.

[0023] A further improvement involves detecting the approach of the rail vehicle as an entry into an approach zone defined both before and after the warning sector. Specifically, the boundaries of these approach zones are determined based on the current position of the track maintenance machine. This allows for the implementation of various warning scenarios.

[0024] The functionality of the tracking system is advantageously enhanced by using a GNSS receiver mounted on the track construction machine to determine its current position data, which is then transmitted to the computer-aided monitoring system. Additionally, the use of terrestrial radio systems along the track is beneficial. Specifically, reference antennas of a differential GNSS system (DGNSS) are used to achieve highly accurate localization of the track construction machine. Brief description of the drawings

[0025] The invention is explained below by way of example with reference to the accompanying figures. These show, in schematic representation: Fig. 1 Track laying machine on a track system Fig. 2 Block diagram of the track warning system Description of the embodiments

[0026] The in Fig. 1 The track construction machine 1 shown is performing work on a work track 2 of a track system 3. This machine could be, for example, a tamping machine, a cleaning machine, a track stabilizer, a track renewal train, or similar equipment with various working units 4. The exemplary track system 3 includes an operational track 5, which runs alongside the work track 2. During the execution of the work, the work track 2 is closed to other rail vehicles 6. Train traffic continues on the operational track 5. A signal box 7 is assigned to the track system 3 for the control and monitoring of railway operations.

[0027] In an area surrounding track construction machine 1, there are persons 8, referred to as a crew. These persons 8 are part of the operating personnel of track construction machine 1, act as safety personnel, or are otherwise involved in the work process. In any case, it is necessary to warn these persons 8 of approaching rail vehicles 6 on operating track 5. For this purpose, a signal box-connected crew warning system 9 is installed. The structure of the crew warning system 9 is described in Fig. 2 This system is also known as an Automatic Train Warning System (ATWS).

[0028] Stationary components of the track warning system 9 are preferably located in the signal box 7 building. These include a computer-aided monitoring system 10 for generating warning information. This computer-aided monitoring system 10 acts as the AWS central unit and processes position data from the track construction machine 1 and approaching rail vehicles 6. The computer-aided monitoring system 10 is coupled to a railway interlocking system 11 (central electronic interlocking system). All points, signals, axle counters, track occupancy detection systems, and the like are integrated into the railway interlocking system 11 to control and monitor train, shunting, and auxiliary movements.

[0029] Advantageously, signal box 7 is integrated into a higher-level train control system 12, with the railway safety system 11 forming an element of this train control system 12. An example is the European Train Control System (ETCS). A tracking system is integrated into the train control system 12, via which the track maintenance machine 1 and the other rail vehicles 6 continuously report their current positions. The position data is transmitted via a radio system, for example, the digital mobile communication system for railway operations (e.g., Global System for Mobile Communications - Railway, GSM-R). Signal box 7 is connected to the radio system by means of a mobile communication module 13.

[0030] According to the invention, the position data of the track construction machine 1 are used to define a warning sector 14 of the track warning system 9 by means of the computer-aided monitoring system 10. As soon as another rail vehicle enters or approaches the warning sector 14, a warning message is generated. The warning sector 14 moves automatically with the track construction machine 1 as it travels along the work track.

[0031] To define the warning sector 14, a work location 15 of the track construction machine 1 is used as a starting point. This location is known through the position data and the type of track construction machine 1. For example, the work location 15 is defined by the tamping units of a tamping machine. At predetermined distances from the work location 15, boundaries 16 of the warning sector 14 are established. These distances can be variable if the speed of an approaching rail vehicle 6 is taken into account. Higher speeds necessitate an expansion of the warning sector 14, ensuring a constant approach time from the sector boundary 16 to the work location 15. It is also advisable to define approach distances 17 before and after the warning sector 14. Traveling over these approach distances 17 triggers a pre-warning stage with corresponding warning information. Furthermore, the length of the track construction machine 1 is considered when defining the warning sector 14.It is also possible to define a group of several machines located on working track 2 as a coupled track construction machine 1.

[0032] The generated warning information is transmitted to the track construction machine 1 via the radio network. For this purpose, the track construction machine 1 includes a mobile communication module 13. The information is processed in a central control unit 18, which is advantageously coupled to a machine control system of the track construction machine 1. The central control unit 18 also has network interfaces (TCP / IP interface) and a power supply 19.

[0033] At least one operating device 20 is arranged on the track construction machine 1 and is directly connected to the central control unit 18 via a network interface. These fixed operating devices 20 are installed where a system operator (safety officer, SiPo) performs safety activities inside the track construction machine 1. A mobile operating device 21 is provided for safety work outside the track construction machine 1. This device includes a mobile communication module 13. To connect the mobile operating device 21, the central control unit 18 is connected to the mobile communication module 13 of the track construction machine 1 via an interface module 22.

[0034] As soon as one of the operating devices 20, 21 is used, the other operating devices 20, 21 are deactivated for the duration of its use. The central control unit can also be configured using the operating devices 20, 21. For example, country-specific warning signals (RO1, RO2, RO3) can be set.

[0035] A fixed trigger unit 23 (e.g., a hand-held alarm button) for triggering a warning signal is connected to the central control unit 18. A mobile trigger unit 24 is connected to the central control unit 18 via the mobile communication modules 13 and another interface module 25. The trigger units 23 and 24 are intended for follow-up warnings in the event of danger. A warning signal is typically triggered by additional safety personnel inside and outside the track construction machine 1.

[0036] To generate acoustic warning signals, acoustic warning devices 26 (AWMs), including power supplies, are mounted on the track construction machine 1 and connected to the central control unit 18 via a network connection. Specifically, the acoustic warning devices 26 are mounted within the hearing range of the personnel 8 working on track 2, 5. To reduce noise emissions, targeted activation of the acoustic warning devices 26 is advisable. In this way, warnings are issued precisely where work is being carried out. Noise sources from the track construction machine 1 are also taken into account. The acoustic warning devices 26 are set so that they are 3 dB(A) louder than the machine 1 and can be reliably perceived.

[0037] Optical warning devices 27 (OWM) including power supply are arranged for the emission of visual warning signals and are connected to the central control unit 18 via a network connection. The optical warning devices are mounted on the track construction machine 1 within the field of vision of the persons 8 working on track 2, 5.

[0038] Furthermore, it is advisable to equip each person 8 working on track 2, 5 with a personal warning device 28. Separate interface modules 29 are provided for connecting such personal warning devices 28 to the central control unit 18. Each personal warning device 28 includes at least one warning means 26, 27. Wired personal warning devices 28 can be installed at fixed workstations in the track construction machine 1. Mobile personal warning devices 28 include a mobile communication module 13 for connection to the radio system.

[0039] In a meaningful further training, the functions of the personal warning device 28, the mobile operating device 21 and the mobile triggering unit 24 are integrated into a mobile device.

[0040] For the integration of components of an existing warning system, an ERRI interface box 30 including power supply is advantageously arranged.

[0041] A further useful addition is a GNSS receiver 31 mounted on the track construction machine 1. This receiver captures current GNSS position data from the track construction machine 1 and transmits it to the central control unit 18. The data is then transmitted via radio to the signal box 7, where it is processed by the computer-aided monitoring system 10. Specifically, the GNSS position data can be used to define the warning sector or to verify existing position data.

[0042] The described track warning system 9 has various operating modes. In a "Secure" operating mode, the central control unit 18 triggers a tamping function of another track vehicle 6 via the signal box 7 if a warning signal is not acknowledged by a safety officer. For example, after a warning signal is triggered, there are 30 seconds to clear a hazardous area and acknowledge the warning using the control device 20, 21. To issue a warning signal, the optical warning devices 24 of the track construction machine 1 are activated, for example. The warning devices 24 are deactivated again when the rail vehicle 6 has completely passed the work area 15.

[0043] In "Warning" operating mode, a warning signal is emitted a predefined duration (e.g., 30 seconds) before a rail vehicle 6 enters the warning sector 14. The predefined approach distances 17 are adapted to the speed of the rail vehicle 1.

[0044] The coupling and execution of the central control unit 18 with the machine control unit of the track construction machine 1 ensures that, in the event of a malfunction, a safe state is achieved in accordance with the "fail-safe" function, safety integrity level 3. Any malfunction of a safety-relevant component of the warning system 9 is detected by the central control unit 18. Subsequently, a fault alarm (RO3) is automatically triggered and the machine 1 is brought into a safe state. This includes stopping the machine 1 and the working units 14.

Claims

1. A signal box controlled crew warning system (9) for warning persons (8) of approaching rail vehicles (6) on an operating track (5), located in a warning sector (14) of a working track (2), comprising - a track maintenance machine (1) for working on the working track (2), - a locating system for determining the position of the track maintenance machine (1), - a computer-aided monitoring system (10) for generating warning information, - warning means (26, 27) for generating acoustic or visual or haptic warning signals, and - a radio system for wireless data transmission, characterised in that the computer-aided monitoring system (10) is set up to define boundaries (16) of the warning sector (14) with regard to a current position of the track maintenance machine (1) and to generate warning information for the warning sector (14) in an automated matter, and in that the track maintenance machine (1) comprises a central control unit (18) for processing the warning information, which is coupled to the computer-aided monitoring system (10) via the radio system.

2. A crew warning system (9) according to claim 1, characterised in that the locating system is integrated into a higher-level train control system (12) and that the computer-aided monitoring system (10) is set up to process information from the train control system (12) to generate warning information for the warning sector (14).

3. A crew warning system (9) according to claim 1 or 2, characterised in that the radio system comprises mobile radio modules (13) of a secured mobile radio network.

4. A crew warning system (9) according to one of the claims 1 to 3, characterised in that the central control unit (18) is connected via a data network to warning means (26, 27) arranged on the track maintenance machine (1).

5. A crew warning system (9) according to claim 4, characterised in that the central control unit (18) is connected via the data network to an operating device (20) arranged on the track maintenance machine (1) for configuring the central control unit (18).

6. A crew warning system (9) according to claim 4 or 5, characterised in that the central control unit (18) is connected via the data network to a triggering unit (23) for a warning signal arranged on the track maintenance machine (1).

7. A crew warning system (9) according to one of the claims 1 to 6, characterised in that the central control unit (18) is coupled via the radio system to a mobile operating device (21) for configuring the central control unit (18).

8. A crew warning system (9) according to one of the claims 1 to 7, characterised in that the central control unit (18) is coupled via the radio system to a mobile triggering unit (24) for a warning signal.

9. A crew warning system (9) according to one of the claims 1 to 8, characterised in that the central control unit (18) is coupled to at least one so-called personal warning device (28).

10. A crew warning system (9) according to one of the claims 1 to 9, characterised in that the central control unit (18) comprises a so-called ERRI interface (30).

11. A crew warning system (9) according to one of the claims 1 to 10, characterised in that the track maintenance machine (1) comprises a GNSS receiving device (31) and that the GNSS receiving device (31) is coupled to the central control unit (18).

12. A method for operating a crew warning system (9) according to one of the claims 1 to 11, wherein track work is carried out on a working track (2) by means of a track maintenance machine (1) and wherein warning information is generated by means of a computer-aided monitoring system (10) when a rail vehicle (6) is approaching on an operating track (4), characterised in that before warning information is generated by means of the computer-aided monitoring system (10), boundaries (16) of a warning sector (14) are defined with regard to a current position of the track maintenance machine (1), in that generated warning information is transmitted to a central control (18) of the track maintenance machine (1) via a radio system, and in that warning means (27, 28) are activated by means of the central control (18).

13. A method according to claim 12, characterised in that position data of the track maintenance machine (1) and position data of approaching rail vehicles (6) are derived from information of a train control system (12).

14. A method according to claim 12 or 13, characterised in that the approach of the rail vehicle (6) is detected as an entry into an approach section (17) defined before and after the warning sector.

15. A method according to one of the claims 12 to 14, characterised in that current position data of the track maintenance machine (1) is determined by means of a GNSS receiving device (31) arranged on the track maintenance machine (1), and in that the position data is transmitted to the computer-aided monitoring system (10).

Images