Emergency stopping system for a railway vehicle and associated method

Abstract

The invention relates to an emergency stopping system (5) for a railway vehicle (1), said railway vehicle (1) comprising at least one braking device (12) configured to brake the railway vehicle (1), the emergency stopping system (5) comprising at least one receiving module configured to receive a signal (Sc) from at least one fixed control station via a communication link (3), and a processing module configured to periodically compare the received signal (Sc) via the communication link (3) with a reference safety signal and activate the braking device (12) if the received signal (Sc) differs from the reference safety signal or if the received signal (Sc) is absent. Abstract figure: Figure 2

Description

Title of the invention: Emergency stopping system for a railway vehicle and associated method. Technical field

[0001] The present invention relates to the field of communication between a railway vehicle, in particular an autonomous railway vehicle, and at least one fixed station.

[0002] In a known manner, during its operation, a railway vehicle is connected to a fixed station, for example a control center, via a voice link. This voice link allows operators at the fixed station to exchange information with operators of the railway vehicle. This enables, for example, the exchange of information from the railway vehicle operators to the operators at the fixed station, particularly in the event of incidents. It also allows a command message to be sent, for example, to order the railway vehicle to stop when it approaches a work zone where people are located on the railway track.

[0003] The fixed station can for example be operated by an infrastructure manager in charge of traffic or by railway undertakings in charge of the transport of goods and / or passengers.

[0004] Issuing a stop command to halt one or more railway vehicles is an approved method for ensuring safety in emergency situations. It is therefore important to ensure that this issuance is carried out as reliably and quickly as possible. In practice, operators are prone to making mistakes and may have a reaction time that is too long, which is a drawback.

[0005] Furthermore, with regard to an autonomous rail vehicle, it is important to be able to command a stop of the rail vehicle when the fixed stations are no longer able to control the autonomous rail vehicle reliably and safely without human intervention.

[0006] An immediate solution would be to provide a dedicated, redundant, and secure communication link to enable data exchange between the fixed stations and the railway vehicle. However, such a communication link is complex and expensive to implement.

[0007] The invention thus aims to eliminate at least some of these drawbacks. PRESENTATION OF THE INVENTION

[0008] The invention relates to an emergency stopping system for a railway vehicle, said railway vehicle comprising at least one braking device configured to brake the railway vehicle, the emergency stopping system comprising: • At least one receiving module configured to receive a signal from at least one fixed control station via a communication link, and • a processing module configured for: • periodically compare the signal received via the communication link with a reference safety signal, and • activate the braking device if the received signal is different from the reference safety signal or if the received signal is absent.

[0009] The system according to the invention allows for automatic, simple, and rapid activation of emergency braking. The system can be easily implemented on an autonomous or non-autonomous rail vehicle and enhances safety without requiring additional personnel on board.

[0010] According to one aspect, the braking device is locked following an emergency stop, that is to say, it prohibits any movement of the railway vehicle as long as the lock is active.

[0011] Preferably, the receiving module is configured to receive a signal from at least one control station via a voice communication link. "Voice" refers to a signal in the audible spectrum transmitted over a communication link, in particular, a GSM ("Global System for Mobile communications") type link. The system according to the invention thus utilizes existing voice transmission links between control stations and railway vehicles, thereby avoiding the need for additional equipment to implement this emergency braking.

[0012] Advantageously, in this embodiment, the communication link is a dedicated communication link, preferably a dedicated voice channel. This dedicated voice channel is always available and thus ensures that the signal sent to activate emergency braking is not jammed or modified by other transmissions, and that it does not disrupt other transmissions already implemented on the voice communication link.

[0013] Advantageously, the communication link is unidirectional, meaning that a fixed control station can send signals to the railway vehicle via the dedicated voice channel, but the railway vehicle does not send signals back to the control station. Managing the communication link is therefore simpler and more direct.

[0014] According to another aspect, the invention relates to an assembly of an emergency stop system as shown and at least one fixed control station, the control station fixed being configured to continuously emit a safety signal to the emergency stop system.

[0015] This continuous "lifeline" type link ensures constant communication between at least one control station and the railway vehicle. Thus, even without intervention from a control station operator, the emergency stop is activated if a problem, particularly a hardware problem, leads to a degradation of this continuous signal or even a loss of the signal. This is especially advantageous for an autonomous railway vehicle where any degradation of communication must be followed by the railway vehicle stopping to prevent accidents.

[0016] Preferably, according to this aspect, the safety signal is continuous and periodic. The safety signal thus sent is simple to compare, and it is sufficient to record a single period of the signal in the emergency stop system in order to perform the comparison.

[0017] Preferably, the safety signal is coded, for example by being frequency and / or amplitude modulated. Frequency and / or amplitude modulation strengthens signal transmission against noise and interference.

[0018] According to another aspect, the invention also relates to a railway vehicle comprising at least one braking device configured to brake the railway vehicle, and at least one emergency stop system as shown to activate the braking device.

[0019] According to another aspect, the invention also relates to a method for the emergency stopping of a railway vehicle comprising an emergency stopping system as presented, the emergency stopping system receiving a signal from at least one control station via the communication link, the method comprising steps consisting of: • periodically compare the signal received via the communication link with a reference safety signal and • activate the braking device if the received signal is different from the reference safety signal or if the received signal is absent.

[0020] Advantageously, the braking device is activated if the received signal is different from the reference safety signal or if the received signal is absent for a protection period of between 0.5s and 1s.

[0021] The protection time results from a compromise between the need to allow a tolerance in order to avoid the slightest disturbance causing an immediate emergency stop, such as a false alarm, and the need to stop the railway vehicle as quickly as possible in the event of detection of danger or loss of communication.

[0022] In an advantageous operating mode, with the railway vehicle stopped and the braking device locked following an emergency stop, the method comprises steps consisting of: • compare the signal received via the communication link with a reference reset signal, and • unlock the braking device if the received signal corresponds to the reference reset signal.

[0023] In this mode of operation, the method thus makes it possible to unlock the braking system of the railway vehicle after an emergency stop by means of a voice command, without new equipment and remotely, once the causes of the stop have been identified and resolved. This advantageously allows the railway vehicle to be moved again after an emergency stop. PRESENTATION OF THE FIGURES

[0024] The invention will be better understood upon reading the following description, given by way of example, and referring to the following figures, given by way of non-limiting examples, in which identical references are given to similar objects.

[0025] Fig. 1 is a schematic representation of a railway vehicle according to one embodiment of the invention in communication with a plurality of control stations.

[0026] Fig. 2 is a schematic representation of a railway vehicle with an emergency stopping system according to one embodiment of the invention.

[0027] Figure 3 is a schematic representation of the emergency stop system of the [Fig.2],

[0028] Fig. 4 is a schematic representation of an example of implementation upon receipt of a security signal.

[0029] Fig. 5 is a schematic representation of an example of implementation when receiving a distorted safety signal.

[0030] Fig. 6 is a schematic representation of an example of implementation in the absence of reception.

[0031] Fig. 7 is a schematic representation of an example of implementation for the recommissioning of the railway vehicle following an emergency stop.

[0032] It should be noted that the figures set out the invention in detail to implement the invention, said figures being of course able to serve to better define the invention where appropriate. DETAILED DESCRIPTION OF THE INVENTION

[0033] As shown in [Fig.1], the invention relates to a railway vehicle 1, in particular a train, which runs on a railway track 10. The railway vehicle 1 can be a passenger vehicle or a freight transport vehicle. The invention will be presented for an autonomous railway vehicle 1, but the invention applies in a similar manner to a railway vehicle 1 with a driver.

[0034] In a known manner, a railway vehicle 1 exchanges information with one or more control stations 2 which are fixed via a communication network 30. The communication network 30 comprises communication links 3 connecting the railway vehicle 1 to several control stations 2. This makes it possible to control several railway vehicles 1 with one or more control stations 2.

[0035] With reference to [Fig.2], a railway vehicle 1 is schematically represented according to one embodiment.

[0036] In this embodiment, the railway vehicle 1 comprises a plurality of wheels 11 configured to be in contact with the railway track 10 and a drive unit 14 configured to rotate the wheels 11. The railway vehicle 1 further comprises a braking device 12 configured to slow down and stop the wheels 11, in particular by friction. In one aspect, the braking device 12 may be integrated into the drive unit 14. Such equipment is known to those skilled in the art and will not be described in further detail.

[0037] In this example, the railway vehicle 1 includes a control station 4 configured to manually control the braking device 12 by issuing a manual command CM.

[0038] Still with reference to [Fig.2], the railway vehicle 1 includes a communication antenna 13 configured to communicate with the communication network 30 via a communication link 3.

[0039] In this example, the communication link 3 is voice-based, that is, audible. This communication link 3 allows operators to exchange information verbally between the railway vehicle 1 and the fixed control stations 2. Preferably, the emergency stop system 5 uses a portion of the communication link 3; in particular, a channel corresponds to a specific frequency range. This advantageously allows operators to continue exchanging voice information Sp separately and distinctly.

[0040] In this example, the communication link 3 is of the GSM type and operates on a frequency between 800 MHz and 1000 MHz. Preferably, the uplink and downlink data are transmitted on two separate frequency ranges, for example, between 921 MHz and 925 MHz for downlink frequencies and 876 MHz and 880 MHz for uplink frequencies. Such a communication link 3 is hereafter referred to as a "railway voice link".

[0041] Such a communication link 3 is present on a railway vehicle 1 and makes it possible to ensure safety and prevent incidents during the movement of the railway vehicle 1 on the railway track 10. The present invention thus makes it possible to draw part of existing technical means to improve security without requiring significant financial investments.

[0042] The communication link 3 is unidirectional, meaning that the rail vehicle 1 does not send back signals on the channel dedicated to the control station 2; in particular, it does not provide an acknowledgment. This simplifies communication and increases responsiveness.

[0043] According to the invention, with reference to [Fig. 2], the rail vehicle 1 is notable in that it includes an emergency stop system 5 configured to bring the rail vehicle 1 to a stop if a predetermined safety signal Sc is not received or if the signal does not conform to what is expected. In other words, the safety signal Sc fulfills a "heartbeat" function that ensures that the rail vehicle 1 is properly monitored by at least one control station 2.

[0044] The emergency stop system 5 will be presented in detail in [Fig. 3]. The emergency stop system 5 comprises at least one receiving module 51 configured to receive a safety signal Sc from at least one control station 2 via the communication link 3.

[0045] The receiving module 51 is adapted to the nature of the safety signal Sc. Thus, the receiving module 51 can be in the form of an analog or digital receiver in order to receive the safety signal Sc via the communication link 3. Similarly, the receiving module 51 can include a demodulation device if the safety signal Sc is frequency and / or amplitude modulated. Preferably, the receiving module 51 is in the form of an electronic board. In this example, the receiving module 51 is connected to the communication antenna 13.

[0046] According to the invention, the emergency stop system 5 comprises a processing module 52 configured for: • periodically compare the received signal Sc via communication link 3 with a reference safety signal Src, and • activate the braking device 12 if the received signal Sc is different from the reference safety signal Src or if the received signal Sc is absent.

[0047] The processing module 52 is preferably in the form of a computer, for example, an electronic card.

[0048] In this example, with reference to [Fig. 3], the emergency stop system 5 further comprises a memory module 53 in which the predetermined safety signal Src is stored. It is understood that the memory module 53 could also be integrated into the processing module 52.

[0049] Preferably, the comparison step is carried out mathematically, in particular by correlation, filtering or Fourier analysis.

[0050] The processing module 52 is connected to the braking module 12 and is configured to send an activation command Cl to the braking device 12 in the event of a comparison failure. If the comparison is successful, the safety signal Sc has been received and the supervision of the rail vehicle 1 is ensured. No command is issued to the braking device 12.

[0051] Preferably, an activation command Cl is issued when no valid safety signal Sc has been received for a protection time of between 0.5s and 1s. Thus, an emergency stop can be commanded automatically and very responsively.

[0052] When no signal is received by the processing module 52, it deduces that there is no longer supervision by a control station 2 and sends an activation command Cl to the braking device 12. Thus, any interruption of supervision automatically triggers a safety shutdown of the railway vehicle 1. Preferably, an activation command Cl is issued when no signal has been received during the protection period described above.

[0053] Preferably, the activation control Cl of the braking device 12 is also configured to lock the braking device 12.

[0054] In this example, a control station 2 is configured to transmit a safety signal Sc to the rail vehicle 1. Preferably, the control station 2 is redundant to increase safety and availability. The control stations 2 can advantageously communicate with each other.

[0055] According to one aspect of the invention, the control station 2 generates a continuous safety signal Sc. A continuous safety signal Sc can advantageously be likened to a "heartbeat" signal and ensures that the communication link 3 is always operational.

[0056] According to one aspect of the invention, the safety signal Sc is periodic. Thus, its frequency signature is easy to determine. This facilitates comparison, in particular, by a Fourier, correlation, or filtering method. Preferably, the safety signal Sc has a frequency between 300 MHz and 3000 MHz.

[0057] According to a preferred aspect, in order to make the safety signal Sc noise-robust, the control station 2 generates a safety signal Sc that is coded. Preferably, when the safety signal Sc is frequency and / or amplitude modulated, the processing module 52 implements a demodulation step prior to comparison.

[0058] The transmission of a safety signal Sc according to the invention is practical since a control station 2 natively includes the technical means to communicate over a railway voice link or over a channel of said railway voice link. It is only necessary to manufacture the safety signal Sc to be transmitted. Therefore, it is not necessary to make significant technical and financial investments for control stations 2.

[0059] Advantageously, the emergency stop system 5 is simple to integrate into a railway vehicle 1 since it only needs to be interfaced with the communication antenna 13 and the braking device 12. This makes it easier to integrate into existing railway vehicles 1.

[0060] With reference to [Fig. 4], according to a first embodiment, a control station 2 continuously generates the safety signal Sc, which is received by the receiving module 51 on its dedicated channel and then compared, after demodulation, by the processing module 52 as illustrated in [Fig. 3]. Since the safety signal Sc is identical to the reference safety signal Src, no emergency stop is initiated. The rail vehicle 1 can continue its operation.

[0061] With reference to [Fig. 5], following a hardware malfunction, for example in the communication antenna 13 or the control station 2, the signal received by the rail vehicle 1 is a distorted signal Sc*. Such a malfunction is likely to affect the supervision of the rail vehicle 1 and safety. This can be critical for an autonomous rail vehicle 1.

[0062] The emergency stop system 5 determines that the distorted signal Sc* is different from the reference safety signal Src. If no comparison is successful within a protection time, the emergency stop system 5 issues an emergency stop command, i.e., an activation command CL. The braking device 12 is activated, thus bringing the rail vehicle 1 to a stop. The braking device 12 is also locked.

[0063] Advantageously, thanks to the protection time, a sporadic disturbance does not systematically cause the railway vehicle 1 to stop. The protection time is preferably between 0.5 s and 1 s. This protection time makes it possible to avoid false detections due to short disturbances while maintaining a high level of responsiveness to a situation requiring an emergency stop of the railway vehicle 1.

[0064] With reference to [Fig. 6], if the malfunction is more serious and results in the total absence of reception of the safety signal Sc, the processing module 52 detects this absence by comparing it with the reference safety signal Src. The emergency stop system 5 issues an emergency stop command, i.e., an activation command Cl of the braking device 12.

[0065] Similarly, the transmission of the safety signal Sc can be manually interrupted by an operator at a control station 2. This scenario may, for example, occur when the operator receives information that requires the railway vehicle 1 to stop, for example, the presence of an obstruction.

[0066] With reference to [Fig.7], the railway vehicle 1 is stopped after a stop on the railway track 10 and the braking device 12 ensures the locking of the wheels 11. Once all danger or problem has been removed from the railway track 10, the fixed control post 2 sends a reset signal Sa on the reserved channel of the communication link 3 to the railway vehicle 1 for its return to service.

[0067] Similar to the safety signal Sc, this reset signal Sa is received by the receiving module 51 of the emergency stop system 5 and then compared, after possible demodulation, by the processing module 52. In this embodiment, the received signal Sa is compared to a reference reset signal Sra. Since the reset signal Sa is identical to the reference reset signal Sra, the reactivation of the railway vehicle 1 is triggered. Thus, the communication link 3 allows for remote reactivation without requiring an operator to physically intervene on the railway vehicle 1.

[0068] The emergency stop system 5 sends a reset command C2 to the braking device 12 in order to unlock it to release the wheels 11 so that the railway vehicle 1 can again travel on the railway tracks 10.

[0069] Advantageously, the emergency stop system 5 allows a rail vehicle 1 to be braked reactively without requiring new, costly communication infrastructure. Such an emergency stop system 5 can be installed in existing rail vehicles already in operation. The voice communication link 3 enables not only emergency stopping but also remote restarting, which is particularly advantageous for an autonomous vehicle.

Claims

Demands

1. Emergency stopping system (5) for a railway vehicle (1), said railway vehicle (1) comprising at least one braking device (12) configured to brake the railway vehicle (1), the emergency stopping system (5) comprising: • At least one receiving module (51) configured to receive a signal (Sc) from at least one fixed control station (2) via a communication link (3), and • a processing module (52) configured to: • compare the received signal (Sc) via the communication link (3) with a reference safety signal (Src) periodically, and • activate the braking device (12) if the received signal (Sc) is different from the reference safety signal (Src) or if the received signal (Sc) is absent.

2. Emergency stop system (5) according to claim 1, wherein the receiving module (51) is configured to receive a signal (Sc) from at least one control station (2) via a voice-type communication link (3).

3. Emergency stop system (5) according to any one of claims 1 to 2, wherein the communication link (3) is a dedicated communication link, preferably a dedicated voice channel.

4. Assembly of an emergency stop system (5) according to any one of claims 1 to 2 and at least one fixed control station (2), the fixed control station (2) being configured to continuously emit a safety signal (Sc) to the emergency stop system (5).

5. Assembly according to claim 4, wherein the safety signal (Sc) is continuous and periodic.

6. Assembly according to any one of claims 4 and 5, wherein the safety signal (Sc) is coded.

7. Rail vehicle (1) comprising at least one braking device (12) configured to brake the rail vehicle (1), and at least one emergency stop system (5) according to any one of claims 1 to 3 for activating the braking device (12).

8. A method for the emergency stopping of a railway vehicle (1) comprising an emergency stopping system (5) according to any one of claims 1 to 3, the emergency stopping system (5) receiving a signal (Sc) of at least a control station (2) via the communication link (3), the method comprising steps of: • comparing the received signal (Sc) via the communication link (3) with a reference safety signal (Src) periodically, and • activating the braking device (12) if the received signal (Sc) is different from the reference safety signal (Src) or if the received signal (Sc) is absent.

9. Method according to claim 8, wherein the braking device (12) is activated if the received signal (Sc) is different from the reference safety signal (Src) or if the received signal (Sc) is absent for a protection time of between 0.5s and 1s.

10. A method according to any one of claims 8 to 9, wherein, the railway vehicle (1) being stopped, the braking device (12) being locked following an emergency stop, the method comprises steps of: • comparing the received signal (Sa) via the communication link (3) with a reference reset signal (Sra), and • unlocking the braking device (12) if the received signal (Sa) corresponds to the reference reset signal (Sra).

Images