Integrated railway monitoring system

Abstract

Integrated railway monitoring system comprising an infrastructure housed in a railway track (SF), wherein the infrastructure comprises rails, poles (P) supporting the electrification of the railway track, and optical devices (OS1, OS2) associated with the poles, and a data network (RTR) arranged to connect the optical devices to each other and to at least one central point (PC), wherein the optical devices are uniformly distributed along at least one section of the railway track, wherein the system is configured to provide railway navigation aid functionality when a train is identified, provide safety aid functionality when a human figure, object, or animal is detected on the railway track, and provide diagnostic and infrastructure monitoring functionality when nothing is detected on the railway track.

Description

Field of the invention

[0001] The present invention relates to the field of railway monitoring and in particular to an integrated system for monitoring a plurality of operating conditions of a railway site in order to support maintenance, safety and routing activities.State of the art

[0002] The implementation of optical monitoring systems for certain sections of railway tracks is well known.

[0003] For example, cameras are installed near level crossings to monitor the situation if the crossing fails to close promptly or if an object remains on the railway track. WO2019181019A1 shows a plurality of detection devices arranged along the railway track to detect the presence of an object on the track. The detection devices of the plurality are connected to transmit the detection results via a transmission line and a terrestrial radio device connected to one end of the transmission line and performing radio communication with a train traveling on the corresponding track. The radio device transmits obstacle detection information, including information identifying the object's location, to the train when it is closer to the train than a terrestrial radio device connected to the other end and to a central location. CN117036791A describes a method and system for monitoring obstacles on a railway track and a storage medium. The idea is to obtain three-dimensional point cloud data of a railway line; determine the existence of an obstacle intrusion boundary based on the three-dimensional point cloud data; obtain a photo of the railway line; and based on the image of the railway line, determine the existence of an obstacle intrusion boundary and determine the obstacle category. Obstacles are classified using the images to generate different level alarms.

[0004] It is believed that, although very useful, the technical solutions presented in these documents can be improved. Unless specifically excluded in the detailed description that follows, the content of this chapter is to be considered an integral part of the detailed description.Summary of the invention

[0005] The purpose of this invention is to make an infrastructure equipped with optical systems for monitoring a railway track more efficient.

[0006] The basic idea of this invention is to deploy optical devices along the railway network to perform a variety of operations conditioned by the recognition of a change in the observed image.

[0007] It is worth noting that the image can be in any form, such as an image composed of pixels and / or a point cloud from a lidar, etc.

[0008] Therefore, "optical device" refers to any device capable of generating an image, regardless of whether it is a camera or radar, etc.

[0009] More specifically, the idea is to activate tracking and safety functions when an object is detected on the railway track, while diagnostics on the same railway network are performed in the absence of a detected object. Advantageously, the same infrastructure assumes completely different roles and tasks depending on the conditions of the railway track.

[0010] Furthermore, the infrastructure, in relation to predetermined evolutions of the recognition processes, can implement additional navigation aid functions.

[0011] The claims describe preferred variants of the invention, forming an integral part of this specification.Brief description of the figures

[0012] Further purposes and advantages of the present invention will become clear from the following detailed description of an embodiment thereof (and its variants) and the accompanying drawings, which are provided purely for explanatory and non-limiting purposes, in which: Fig. 1 shows an example of a railway infrastructure associated with a railway track according to the present invention; Fig. 1b shows a variant of the infrastructure shown in Fig. 1; Fig. 2 shows an example of a flowchart representing the logic of the present invention; Figs. 1.1, 2.1, 3.1, and 3.2 show detailed portions of the flowchart shown in Fig. 2.

[0013] The same reference numbers and letters in the figures identify the same elements or components.

[0014] In this description, the term "second" component does not imply the presence of a "first" component. These terms are used as labels for clarity and should not be construed as limiting.

[0015] The elements and features illustrated in the various preferred embodiments, including the drawings, may be combined with each other without departing from the scope of protection of this application as described below.Detailed description of preferred embodiments

[0016] Fig. 1 shows a railway track SF housing the rails and a so-called infrastructure comprising the P support poles for the electrification of the railway track. Optical devices OS1 and OS2 are associated with the poles at a predetermined interval, along with an RTR data network arranged to connect the optical devices to each other and to at least one central PC. In other words, the optical devices are distributed uniformly along at least one section of the railway track.

[0017] Depending on the nature and resolution of the implemented OS1 and OS2 optical devices, these can be associated with the poles at intervals of two or three poles, or, even more preferably, they are associated with each pole.

[0018] As shown in Fig. 1, the optical devices are pointed towards the centreline of the railway track from a point preceding and / or following the pole in order to obtain contiguous views of the railway track, preferably in both directions identified by the railway track itself, so that left-hand optical devices OS1 and right-hand optical devices OS2 are identified.

[0019] In relation to the direction of travel of a train TR, the left optical devices see the train approaching, while the right optical devices see the train moving away, and vice versa.

[0020] Obviously, if only optical devices facing a single direction are implemented, they will see the train approaching or moving away depending on the direction of travel of the train.

[0021] Fig. 1b shows a variant in which sensors OS1 are arranged on each pole; however, the optical field of each sensor overlaps that of the sensor preceding or following it, achieving a sort of redundancy. This solution allows for good depth of view and, at the same time, is optimal when implementing the augmented train vision function described below.

[0022] The optical devices are connected to a data network. This is preferably multimodal: arranged to communicate with a central railway traffic coordination station and directly with a train.

[0023] However, it is envisaged that local processing units will be deployed along the railway line to implement local data. The data network is preferably based on wireless nodes arranged to communicate with each other to forward data to a gateway node, similar to an ad hoc network, or configured to communicate directly in point-to-point mode.

[0024] Fig. 2 shows an example flowchart of the operating method of the infrastructure described above.

[0025] The method includes the following steps, performed in cyclical sequence: Step 1, monitor the track, Step 2, check if an object is present, Step 3, if an object is present (Step 2 = yes), check if it is a train, then if it is a train, (Step 3 = yes) Step 4, execute Function 1, if it is not a train (Step 3 = no), then Step 5, execute Function 2, if no object is present (Step 2 = no), then Step 6, execute Function 3.

[0026] In other words, when the presence of an object is detected, be it a train, an animal, or a person, Function 3 is suspended, which is designed to acquire images of the track to detect changes indicative of deterioration or failure. Advantageously, the presence of a vehicle such as a train, a person, or an animal can be detected using known algorithms. However, such algorithms are generally implemented to initiate recording of a clip. According to the present invention, these algorithms are implemented to inhibit image acquisition for monitoring the condition of the railway system.

[0027] Following the above, it is clear that the cameras, to perform Function 3, can acquire continuous clips or random images according to a predetermined acquisition policy. To capture images or clips for the purposes of Function 3, it is clear that the cameras must be active and never turned off or on standby.

[0028] Function 1, which assists railway navigation, involves (see Fig. 1.1): Step 11, Deactivation of any diagnostic functions and Step 12, Remote detection and transmission of the train's current position and, if applicable, Optional Step 13, Provide augmented vision streaming to the train; Step 14, Implementation of train spacing with a mobile blocking function.

[0029] Train spacing is preferably implemented as follows: Continuous detection is performed using optical devices to determine the position of the tail of a first train. This information, instant by instant, allows a second point to be calculated, also variable instant by instant, based on the braking distance of a second train following the first train.

[0030] The speed of the first train is therefore acquired and the speed of the second train is controlled to maintain the second train at a distance at least equal to the aforementioned braking distance.

[0031] This maximizes the use of the railway infrastructure by increasing the potential capacity of the line.

[0032] The speed of the first train can be acquired by the train itself, through direct communication between the train and the data network, or it can be calculated independently by knowing the distance between two optical devices and the time at which both optical devices detect the passage of the first train.

[0033] Function 2, which supports railway navigation safety, includes (see Fig. 2.1): Step 21, Recognition for the purpose of detecting a human presence, or if it is an object / animal, if it is a human presence (Step 21 = yes), then Step 22, Deactivation of any diagnostic functions and Step 23, sending the human's position to the central post and possibly to the train, if it is an object or an animal (Step 21 = no), then Step 24, calculation of the object's dimensions and, based on its dimensions, Step 25, blocking traffic on the line and sending a video stream to the central post and / or the closest train, or sending only the video stream to the central post and / or the train.

[0034] It is worth noting that algorithms for detecting human and animal figures are known, therefore, Step 21 can be implemented using known techniques.

[0035] The closest train is defined as any train approaching the object or animal recognition point.

[0036] Following Step 23, the central station can perform further steps. For example, it can verify whether maintenance work is planned on the railway network infrastructure at the point where the human figure was detected and can therefore order a blocking of rail traffic (Step 25) in the event of a person not involved in maintenance activities, or it can initiate safety-related interaction with the operator responsible for scheduled maintenance.

[0037] According to a further preferred aspect of the invention, when a human figure, object, or animal is detected on the railway track, the system is arranged to send an alert signal to a train scheduled to use the same railway track within a predetermined time interval originating at the instant the human figure, object, or animal is detected. The alert signal can be sent directly from the device or indirectly from the central station.

[0038] The train driver, upon receiving the signal, if enabled, can proceed by visual guidance and can request the optical device that originated the detection to transmit a current video stream.

[0039] Function 3, which supports railway maintenance diagnostics and planning, includes the following procedures. The first procedure comprises the following steps, see Fig. 3.1: Step 31, acquisition of an image previously acquired by an optical device, Step 32, verification that at least a predetermined time interval has elapsed between the last image acquisition date and the current date. If (Step 32 = no), the predetermined time interval has not elapsed, restart from the beginning, Step 31; otherwise (Step 32 = yes). Step 33, acquisition of a new image using the optical device, Step 34, comparison of the new image with the previously acquired image to verify if there are any changes. If there are no changes (Step 34 = no), restart from the beginning, Step 31; otherwise (Step 34 = yes). Step 35, analysis of the changes to estimate deterioration of the railway infrastructure, and in particular of the supports of the electric power cables and / or the verticality of the support poles P.

[0040] According to this aspect of the invention, comparing images acquired at the same point over time allows for the detection of an elongation of the cable supports, which can lead to their breakage or misalignment of the tracks. Furthermore, when two images acquired by the same device differ due to a rotational or translational movement, this implies that the support pole of the same optical device has suffered a failure or deformation.

[0041] This information is useful for planning maintenance on the railway track.

[0042] Function 3 includes another procedure aimed at monitoring the switch devices.

[0043] Since a switching device can assume two possible configurations, it is possible to determine the condition of the switching device by comparing two sample images with a new image. This is particularly useful for obtaining feedback on the correct execution of routing maneuvers along the various railway lines present on the railway.

[0044] This function includes the following steps, see Fig. 3.2: Step 41: Acquisition of two reference images of a switching device indicative of two different operating conditions; Step 42: Acquisition of a current image of the switching device; Step 43: Identification of a current operating condition of the switching device by comparing the current image with each of the two reference images. According to a preferred variant of the invention, simultaneously with the signal for the execution of a switching maneuver, the optical device closest to the switching device records video in order to acquire a video clip to be sent to the central station.

[0045] The central station is configured to, Step 44, acquire the result of said comparison, Step 43, and / or the video of the maneuver and to issue an alarm signal in the event of an anomaly in the detected operating condition.

[0046] Function 3 includes another procedure that aims to perform other types of measurements and monitoring. For example, depending on the type of optical sensor used, it may be possible to measure the temperature of the tracks. According to another aspect, in the event of motion detection, without the recognition of humans, animals, or objects, seismic events can be detected by comparing images acquired in rapid succession.

[0047] Rapid succession means a frequency of no less than 10 Hz. Motion detection is generally performed by comparing the points of two images. According to a variant of the invention, when a percentage of the points that vary exceeds a predetermined threshold, a seismic event is detected.

[0048] According to a further preferred aspect of the invention, the driver of a train destined to use said railway line can request the transmission of an image or a video stream from an optical device positioned at a predetermined distance from the train.

[0049] The system is preferably configured to switch between the different optical devices as the train progresses. Furthermore, since the optical devices can be oriented in both directions of travel on the railway line, the system is configured to select the optical devices oriented in the same direction of travel as the train.

[0050] The present invention can advantageously be implemented through a computer program that includes coding means for implementing one or more steps of the method when said program is executed on a computer. Therefore, it is intended that the scope of protection extends to said computer program and also to computer-readable media comprising a recorded message, said computer-readable media comprising program coding means for implementing one or more steps of the method when said program is executed on a computer.

[0051] Implementation variations to the non-limiting example described are possible, without departing from the scope of protection of the present invention, including all embodiments equivalent to the claims for a person skilled in the art.

[0052] From the above description, a person skilled in the art is able to implement the invention without introducing further construction details.

Examples

Embodiment Construction

[0016]Fig. 1 shows a railway track SF housing the rails and a so-called infrastructure comprising the P support poles for the electrification of the railway track. Optical devices OS1 and OS2 are associated with the poles at a predetermined interval, along with an RTR data network arranged to connect the optical devices to each other and to at least one central PC. In other words, the optical devices are distributed uniformly along at least one section of the railway track.

[0017]Depending on the nature and resolution of the implemented OS1 and OS2 optical devices, these can be associated with the poles at intervals of two or three poles, or, even more preferably, they are associated with each pole.

[0018]As shown in Fig. 1, the optical devices are pointed towards the centreline of the railway track from a point preceding and / or following the pole in order to obtain contiguous views of the railway track, preferably in both directions identified by the railway track itself, so that lef...

Field of the invention

[0001] The present invention relates to the field of railway monitoring and in particular to an integrated system for monitoring a plurality of operating conditions of a railway site in order to support maintenance, safety and routing activities.State of the art

[0002] The implementation of optical monitoring systems for certain sections of railway tracks is well known.

[0003] For example, cameras are installed near level crossings to monitor the situation if the crossing fails to close promptly or if an object remains on the railway track. WO2019181019A1 shows a plurality of detection devices arranged along the railway track to detect the presence of an object on the track. The detection devices of the plurality are connected to transmit the detection results via a transmission line and a terrestrial radio device connected to one end of the transmission line and performing radio communication with a train traveling on the corresponding track. The radio device transmits obstacle detection information, including information identifying the object's location, to the train when it is closer to the train than a terrestrial radio device connected to the other end and to a central location. CN117036791A describes a method and system for monitoring obstacles on a railway track and a storage medium. The idea is to obtain three-dimensional point cloud data of a railway line; determine the existence of an obstacle intrusion boundary based on the three-dimensional point cloud data; obtain a photo of the railway line; and based on the image of the railway line, determine the existence of an obstacle intrusion boundary and determine the obstacle category. Obstacles are classified using the images to generate different level alarms.

[0004] It is believed that, although very useful, the technical solutions presented in these documents can be improved. Unless specifically excluded in the detailed description that follows, the content of this chapter is to be considered an integral part of the detailed description.Summary of the invention

[0005] The purpose of this invention is to make an infrastructure equipped with optical systems for monitoring a railway track more efficient.

[0006] The basic idea of this invention is to deploy optical devices along the railway network to perform a variety of operations conditioned by the recognition of a change in the observed image.

[0007] It is worth noting that the image can be in any form, such as an image composed of pixels and / or a point cloud from a lidar, etc.

[0008] Therefore, "optical device" refers to any device capable of generating an image, regardless of whether it is a camera or radar, etc.

[0009] More specifically, the idea is to activate tracking and safety functions when an object is detected on the railway track, while diagnostics on the same railway network are performed in the absence of a detected object. Advantageously, the same infrastructure assumes completely different roles and tasks depending on the conditions of the railway track.

[0010] Furthermore, the infrastructure, in relation to predetermined evolutions of the recognition processes, can implement additional navigation aid functions.

[0011] The claims describe preferred variants of the invention, forming an integral part of this specification.Brief description of the figures

[0012] Further purposes and advantages of the present invention will become clear from the following detailed description of an embodiment thereof (and its variants) and the accompanying drawings, which are provided purely for explanatory and non-limiting purposes, in which: Fig. 1 shows an example of a railway infrastructure associated with a railway track according to the present invention; Fig. 1b shows a variant of the infrastructure shown in Fig. 1; Fig. 2 shows an example of a flowchart representing the logic of the present invention; Figs. 1.1, 2.1, 3.1, and 3.2 show detailed portions of the flowchart shown in Fig. 2.

[0013] The same reference numbers and letters in the figures identify the same elements or components.

[0014] In this description, the term "second" component does not imply the presence of a "first" component. These terms are used as labels for clarity and should not be construed as limiting.

[0015] The elements and features illustrated in the various preferred embodiments, including the drawings, may be combined with each other without departing from the scope of protection of this application as described below.Detailed description of preferred embodiments

[0016] Fig. 1 shows a railway track SF housing the rails and a so-called infrastructure comprising the P support poles for the electrification of the railway track. Optical devices OS1 and OS2 are associated with the poles at a predetermined interval, along with an RTR data network arranged to connect the optical devices to each other and to at least one central PC. In other words, the optical devices are distributed uniformly along at least one section of the railway track.

[0017] Depending on the nature and resolution of the implemented OS1 and OS2 optical devices, these can be associated with the poles at intervals of two or three poles, or, even more preferably, they are associated with each pole.

[0018] As shown in Fig. 1, the optical devices are pointed towards the centreline of the railway track from a point preceding and / or following the pole in order to obtain contiguous views of the railway track, preferably in both directions identified by the railway track itself, so that left-hand optical devices OS1 and right-hand optical devices OS2 are identified.

[0019] In relation to the direction of travel of a train TR, the left optical devices see the train approaching, while the right optical devices see the train moving away, and vice versa.

[0020] Obviously, if only optical devices facing a single direction are implemented, they will see the train approaching or moving away depending on the direction of travel of the train.

[0021] Fig. 1b shows a variant in which sensors OS1 are arranged on each pole; however, the optical field of each sensor overlaps that of the sensor preceding or following it, achieving a sort of redundancy. This solution allows for good depth of view and, at the same time, is optimal when implementing the augmented train vision function described below.

[0022] The optical devices are connected to a data network. This is preferably multimodal: arranged to communicate with a central railway traffic coordination station and directly with a train.

[0023] However, it is envisaged that local processing units will be deployed along the railway line to implement local data. The data network is preferably based on wireless nodes arranged to communicate with each other to forward data to a gateway node, similar to an ad hoc network, or configured to communicate directly in point-to-point mode.

[0024] Fig. 2 shows an example flowchart of the operating method of the infrastructure described above.

[0025] The method includes the following steps, performed in cyclical sequence: Step 1, monitor the track, Step 2, check if an object is present, Step 3, if an object is present (Step 2 = yes), check if it is a train, then if it is a train, (Step 3 = yes) Step 4, execute Function 1, if it is not a train (Step 3 = no), then Step 5, execute Function 2, if no object is present (Step 2 = no), then Step 6, execute Function 3.

[0026] In other words, when the presence of an object is detected, be it a train, an animal, or a person, Function 3 is suspended, which is designed to acquire images of the track to detect changes indicative of deterioration or failure. Advantageously, the presence of a vehicle such as a train, a person, or an animal can be detected using known algorithms. However, such algorithms are generally implemented to initiate recording of a clip. According to the present invention, these algorithms are implemented to inhibit image acquisition for monitoring the condition of the railway system.

[0027] Following the above, it is clear that the cameras, to perform Function 3, can acquire continuous clips or random images according to a predetermined acquisition policy. To capture images or clips for the purposes of Function 3, it is clear that the cameras must be active and never turned off or on standby.

[0028] Function 1, which assists railway navigation, involves (see Fig. 1.1): Step 11, Deactivation of any diagnostic functions and Step 12, Remote detection and transmission of the train's current position and, if applicable, Optional Step 13, Provide augmented vision streaming to the train; Step 14, Implementation of train spacing with a mobile blocking function.

[0029] Train spacing is preferably implemented as follows: Continuous detection is performed using optical devices to determine the position of the tail of a first train. This information, instant by instant, allows a second point to be calculated, also variable instant by instant, based on the braking distance of a second train following the first train.

[0030] The speed of the first train is therefore acquired and the speed of the second train is controlled to maintain the second train at a distance at least equal to the aforementioned braking distance.

[0031] This maximizes the use of the railway infrastructure by increasing the potential capacity of the line.

[0032] The speed of the first train can be acquired by the train itself, through direct communication between the train and the data network, or it can be calculated independently by knowing the distance between two optical devices and the time at which both optical devices detect the passage of the first train.

[0033] Function 2, which supports railway navigation safety, includes (see Fig. 2.1): Step 21, Recognition for the purpose of detecting a human presence, or if it is an object / animal, if it is a human presence (Step 21 = yes), then Step 22, Deactivation of any diagnostic functions and Step 23, sending the human's position to the central post and possibly to the train, if it is an object or an animal (Step 21 = no), then Step 24, calculation of the object's dimensions and, based on its dimensions, Step 25, blocking traffic on the line and sending a video stream to the central post and / or the closest train, or sending only the video stream to the central post and / or the train.

[0034] It is worth noting that algorithms for detecting human and animal figures are known, therefore, Step 21 can be implemented using known techniques.

[0035] The closest train is defined as any train approaching the object or animal recognition point.

[0036] Following Step 23, the central station can perform further steps. For example, it can verify whether maintenance work is planned on the railway network infrastructure at the point where the human figure was detected and can therefore order a blocking of rail traffic (Step 25) in the event of a person not involved in maintenance activities, or it can initiate safety-related interaction with the operator responsible for scheduled maintenance.

[0037] According to a further preferred aspect of the invention, when a human figure, object, or animal is detected on the railway track, the system is arranged to send an alert signal to a train scheduled to use the same railway track within a predetermined time interval originating at the instant the human figure, object, or animal is detected. The alert signal can be sent directly from the device or indirectly from the central station.

[0038] The train driver, upon receiving the signal, if enabled, can proceed by visual guidance and can request the optical device that originated the detection to transmit a current video stream.

[0039] Function 3, which supports railway maintenance diagnostics and planning, includes the following procedures. The first procedure comprises the following steps, see Fig. 3.1: Step 31, acquisition of an image previously acquired by an optical device, Step 32, verification that at least a predetermined time interval has elapsed between the last image acquisition date and the current date. If (Step 32 = no), the predetermined time interval has not elapsed, restart from the beginning, Step 31; otherwise (Step 32 = yes). Step 33, acquisition of a new image using the optical device, Step 34, comparison of the new image with the previously acquired image to verify if there are any changes. If there are no changes (Step 34 = no), restart from the beginning, Step 31; otherwise (Step 34 = yes). Step 35, analysis of the changes to estimate deterioration of the railway infrastructure, and in particular of the supports of the electric power cables and / or the verticality of the support poles P.

[0040] According to this aspect of the invention, comparing images acquired at the same point over time allows for the detection of an elongation of the cable supports, which can lead to their breakage or misalignment of the tracks. Furthermore, when two images acquired by the same device differ due to a rotational or translational movement, this implies that the support pole of the same optical device has suffered a failure or deformation.

[0041] This information is useful for planning maintenance on the railway track.

[0042] Function 3 includes another procedure aimed at monitoring the switch devices.

[0043] Since a switching device can assume two possible configurations, it is possible to determine the condition of the switching device by comparing two sample images with a new image. This is particularly useful for obtaining feedback on the correct execution of routing maneuvers along the various railway lines present on the railway.

[0044] This function includes the following steps, see Fig. 3.2: Step 41: Acquisition of two reference images of a switching device indicative of two different operating conditions; Step 42: Acquisition of a current image of the switching device; Step 43: Identification of a current operating condition of the switching device by comparing the current image with each of the two reference images. According to a preferred variant of the invention, simultaneously with the signal for the execution of a switching maneuver, the optical device closest to the switching device records video in order to acquire a video clip to be sent to the central station.

[0045] The central station is configured to, Step 44, acquire the result of said comparison, Step 43, and / or the video of the maneuver and to issue an alarm signal in the event of an anomaly in the detected operating condition.

[0046] Function 3 includes another procedure that aims to perform other types of measurements and monitoring. For example, depending on the type of optical sensor used, it may be possible to measure the temperature of the tracks. According to another aspect, in the event of motion detection, without the recognition of humans, animals, or objects, seismic events can be detected by comparing images acquired in rapid succession.

[0047] Rapid succession means a frequency of no less than 10 Hz. Motion detection is generally performed by comparing the points of two images. According to a variant of the invention, when a percentage of the points that vary exceeds a predetermined threshold, a seismic event is detected.

[0048] According to a further preferred aspect of the invention, the driver of a train destined to use said railway line can request the transmission of an image or a video stream from an optical device positioned at a predetermined distance from the train.

[0049] The system is preferably configured to switch between the different optical devices as the train progresses. Furthermore, since the optical devices can be oriented in both directions of travel on the railway line, the system is configured to select the optical devices oriented in the same direction of travel as the train.

[0050] The present invention can advantageously be implemented through a computer program that includes coding means for implementing one or more steps of the method when said program is executed on a computer. Therefore, it is intended that the scope of protection extends to said computer program and also to computer-readable media comprising a recorded message, said computer-readable media comprising program coding means for implementing one or more steps of the method when said program is executed on a computer.

[0051] Implementation variations to the non-limiting example described are possible, without departing from the scope of protection of the present invention, including all embodiments equivalent to the claims for a person skilled in the art.

[0052] From the above description, a person skilled in the art is able to implement the invention without introducing further construction details.

Examples

Embodiment Construction

[0016]Fig. 1 shows a railway track SF housing the rails and a so-called infrastructure comprising the P support poles for the electrification of the railway track. Optical devices OS1 and OS2 are associated with the poles at a predetermined interval, along with an RTR data network arranged to connect the optical devices to each other and to at least one central PC. In other words, the optical devices are distributed uniformly along at least one section of the railway track.

[0017]Depending on the nature and resolution of the implemented OS1 and OS2 optical devices, these can be associated with the poles at intervals of two or three poles, or, even more preferably, they are associated with each pole.

[0018]As shown in Fig. 1, the optical devices are pointed towards the centreline of the railway track from a point preceding and / or following the pole in order to obtain contiguous views of the railway track, preferably in both directions identified by the railway track itself, so that lef...

Claims

1. Integrated railway monitoring system comprising an infrastructure housed in a railway track (SF), where the infrastructure includes rails, poles (P) supporting the electrification of the railway track, and optical devices (OS1, OS2) associated with the poles, and a data network (RTR) arranged to connect the optical devices to each other and to at least one central point (PC), where the optical devices are uniformly distributed along at least one section of the railway track, and local processing units (CPU) configured to implement the following functions: - "Function 1" providing railway navigation aid functionality, - "Function 2" providing safety aid functionality, - "Function 3" providing infrastructure diagnostic and monitoring functionality, and where the processing units are configured to suspend / inhibit Function 3 when a train and / or an object or animal is identified on the railway track.

2. A system according to claim 1, wherein said data network is configured to communicate bidirectionally with a train operating on the railway track.

3. A system according to claim 1 or 2, wherein said optical devices comprise at least one of the following technologies: - cameras, - infrared cameras, - Leading radar, - FMCW (frequency modulated continuous wave) radar, - SFCW (stepped frequency continuous wave) radar.

4. A system according to any preceding claim, wherein the optical devices define a first group pointing in a first direction identified by said railway track, or wherein the optical devices define a first group pointing in a first direction identified by said railway track and a second group pointing in a second direction opposite to the first direction.

5. A system according to any preceding claim, wherein said optical devices are fixed to each support pole.

6. A system according to any preceding claim, wherein two consecutive optical devices identify a first device and a second optical device, and wherein an observation view of the first optical device overlaps with an observation view of the second optical device.

7. A system according to any preceding claim, configured to cyclically perform: - monitoring (Step 1) of the railway line, - checking (Step 2) whether an object is present, - if an object is present (Step 2 = yes), checking (Step 3) whether it is a train (Tr), then if it is a train, (Step 3 = yes) - execution (Step 4) of "Function 1", if it is not a train (Step 3 = no), then - execution (Step 5) of "Function 2"; if nothing is identified (Step 2 = no), then - execution (Step 6) of "Function 3".

8. A system according to claim 7, wherein said local processing means are configured to perform said Function 1, comprising: - (Step 11) Deactivating Function 3; - (Step 12) Remotely detecting and transmitting a current train position; and, optionally, - (Step 13) Providing a video stream to provide an augmented view of the train; - (Step 14) Spacing consecutive trains using a mobile block.

9. System according to claim 7 or 8, wherein said local processing means are configured to perform said Function 2, comprising: - (Step 21) Detecting a human presence or an object / animal, if it is a human presence (Step 21 = yes), then - (Step 22) Deactivating Function 3 and - (Step 23) Sending the human's position to the central station and possibly to the train, if it is an object or an animal (Step 21 = no), then - (Step 24) Calculating the object's size and, based on its size, - (Step 25) Blocking traffic on the line and sending a video stream to a central station (PC) and / or to a nearest train, or sending only the video stream to the central station and / or to the nearest train.

10. A system according to any of claims 7-9, wherein Function 3, comprising: - (Step 31) Acquiring a previously acquired image by an optical device, - (Step 32) Verifying that at least a predetermined time interval has elapsed between the last image acquisition date and the current date; if (Step 32 = no) said predetermined time interval has not elapsed, restart from the beginning (Step 31); otherwise (Step 32 = yes); - (Step 33) Acquiring a new image by said optical device; - (Step 34) Comparing said new image with said previously acquired image to verify whether there are any changes; if there are no changes (Step 34 = no), restart from the beginning (Step 31); otherwise (Step 34 = yes); - (Step 35) Analyzing the changes to estimate deterioration of the railway infrastructure and in particular of the track supports. electrical power cables and / or the verticality of the support poles (P).

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