Railway vehicle comprising an improved system for protecting against pressure waves

Abstract

The rail vehicle (10) is intended to travel on a railway line comprising at least one tunnel, and includes a pressure wave protection system (12) configured to hermetically seal the interior of the rail vehicle (10) from its exterior when this protection system (12) is activated. The vehicle includes geolocation means (16) providing instantaneous geolocation coordinates of the rail vehicle (10), a database (18) comprising, for each tunnel on the railway line, fixed geolocation coordinates of an entry point to that tunnel, and means (19) for comparing the instantaneous coordinates with the fixed coordinates, configured to indicate when the instantaneous geolocation coordinates of the rail vehicle substantially correspond to the fixed coordinates of the entry point to one of the at least one tunnel.

Description

[0001] The present invention relates to a particular system equipping a railway vehicle intended to travel on a railway line comprising at least one tunnel.

[0002] When a rail vehicle enters a tunnel, it generates a pressure wave which is a source of discomfort for passengers, particularly in their ears.

[0003] To remedy this drawback, a pressure wave protection system is already known in the state of the art, configured to hermetically isolate the interior of the railway vehicle from the exterior of this railway vehicle when this protection system is activated.

[0004] For this purpose, markers are generally placed on the railway, near the entrances, and usually the exits, of the tunnels.

[0005] The railway vehicle is equipped with means for detecting these beacons. When such a beacon is detected, i.e. when the railway vehicle approaches a tunnel equipped with this beacon, a signal is transmitted to the railway vehicle driver, so that he can manually activate the protection system before the railway vehicle enters the tunnel.

[0006] However, such a system does not provide complete satisfaction.

[0007] In particular, it may happen that some tunnels are not equipped with beacons, especially when the train travels through several countries, in which case some countries may not have such facilities.

[0008] As a result, such a system is not entirely reliable.

[0009] The invention aims in particular to remedy this drawback, by providing a railway vehicle equipped with a protection system whose reliability is improved.

[0010] To this end, the invention relates in particular to a railway vehicle intended to run on a railway line comprising at least one tunnel, the railway vehicle comprising a pressure wave protection system configured to hermetically isolate an interior of the railway vehicle from an exterior of this railway vehicle when this protection system is activated, characterized in that it comprises: geolocation means providing instantaneous geolocation coordinates of the railway vehicle, a database including, for each tunnel of the railway, fixed geolocation coordinates of an entry point of that tunnel, means for comparing instantaneous coordinates with fixed coordinates, configured to indicate when the instantaneous geolocation coordinates of the railway vehicle correspond substantially to the fixed coordinates of the entry point of at least one tunnel.

[0011] The rail vehicle according to the invention substantially reduces the discomfort caused by pressure waves. Since the protection system is activated via geolocation, there are no longer any activation failures due to a missing beacon or a lack of activation by the driver. The system according to the invention is therefore highly reliable.

[0012] Furthermore, the system according to the invention is independent of railway infrastructure. Thus, the invention can be easily implemented even when the rail vehicle travels through multiple countries, as geolocation systems are not dependent on countries and their infrastructure. Consequently, the system according to the invention is suitable for all countries without requiring any adaptation.

[0013] A railway vehicle according to the invention may further comprise one or more of the following characteristics, taken alone or in any technically feasible combinations. The railway vehicle includes control means for the protection system, configured to automatically activate the protection system when the railway vehicle's instantaneous geolocation coordinates substantially correspond to the fixed coordinates of the entry point of at least one tunnel. The railway vehicle includes an odometer, and: - the database contains length information, each piece associated with a respective tunnel of the railway line, - the control means are configured to deactivate the protection system when the odometer has measured that the railway vehicle has traveled, since the activation of the protection system, a distance corresponding to the length information. The railway vehicle includes an air conditioning system comprising air circulation ducts, the protection system including means for closing at least one air circulation duct.The rail vehicle has at least one access door from the outside, equipped around its perimeter with at least one sealing gasket, the protection system including means for inflating each sealing gasket. The database is configured so that each entry point is located upstream of the corresponding tunnel, at a sufficient distance allowing enough time to achieve airtight sealing of the vehicle before actual entry into the tunnel, for example about 5 seconds.

[0014] The invention also relates to a method of protection against pressure waves in a railway vehicle as defined above, traveling on a railway line comprising at least one tunnel, characterized in that it comprises: the geolocation of the railway vehicle, to provide instantaneous geolocation coordinates of the railway vehicle, and the comparison of the instantaneous coordinates with the fixed geolocation coordinates of each entry point.

[0015] A protection method according to the invention may further comprise one or more of the following characteristics, taken alone or in any technically feasible combinations. The method includes, when the instantaneous geolocation coordinates of the railway vehicle correspond substantially to the fixed coordinates of the entry point of one of at least one tunnel, the activation of the protection system. The method includes the deactivation of the protection system when the odometer has measured that the railway vehicle has travelled, since the activation of the protection system, a predefined distance corresponding to the length information.

[0016] The invention will be better understood upon reading the following description, given solely by way of example and made with reference to the attached figure [Fig 1] schematically representing a railway vehicle according to an example of an embodiment of the invention.

[0017] Figure 10 shows a railway vehicle according to an example of an embodiment of the invention, shown schematically and partially.

[0018] The railway vehicle 10 is intended to run on a railway line comprising at least one tunnel, and generally a plurality of tunnels.

[0019] The railway vehicle 10 includes a pressure wave protection system 12, configured to hermetically isolate an interior of the railway vehicle 10 from an exterior of this railway vehicle 10 when this protection system 12 is activated.

[0020] The general principle of such a protection system 12 is known in itself, so it will not be described in further detail. Such a protection system 12 is likely to take measures to hermetically seal any passage between the inside and outside of the rail vehicle 10, so that a pressure change outside the rail vehicle 10 does not affect the inside.

[0021] For example, the protection system 12 according to the invention includes means for hermetically sealing ventilation ducts opening to the outside. More particularly, the railway vehicle 10 has an air conditioning system 14, this air conditioning system 14 conventionally comprising air circulation ducts, some of which open to the outside of the railway vehicle 10. The protection system 12 then includes means for sealing at least one air circulation duct of the air conditioning system 14, and preferably all the air circulation ducts opening to the outside. These sealing means include, for example, one valve per air circulation duct to be sealed, each valve preferably being equipped with a sealing gasket to allow for the most airtight seal possible.

[0022] Advantageously, the railway vehicle 10 includes access doors from the outside, and these access doors are fitted with sealing gaskets that allow for an airtight closure. According to an advantageous aspect of the invention, the protection system 12 includes means for inflating each sealing gasket. Thus, the airtight insulation of the railway vehicle 10 is further improved.

[0023] Preferably, the railway vehicle 10 should only have sealed windows, without any means of opening. Otherwise, automatic window closing mechanisms should be provided, controlled by the protection system when it is activated.

[0024] The railway vehicle 10 according to the invention also includes geolocation means 16 providing instantaneous geolocation coordinates of the railway vehicle. Such geolocation means are conventional and will therefore not be described in detail. For example, the invention uses the same geolocation means as those commonly found on railway vehicles in the prior art.

[0025] For example, the geolocation means 16 are formed by a classic Satellite Geo-positioning (GPS) system.

[0026] The railway vehicle 10 according to the invention also includes a database 18 comprising, for each tunnel of the railway line, fixed geolocation coordinates of an entry point of that tunnel.

[0027] Each entry point is pre-selected during the configuration of database 18, on the road near a corresponding tunnel. Preferably, each entry point is chosen upstream of the tunnel, at a sufficient distance to allow enough time for the vehicle 10 to be hermetically sealed before actual entry into the tunnel. This time is, for example, approximately 5 seconds.

[0028] This sufficient distance is easily calculated by knowing the expected speed of the rail vehicle 10 entering the corresponding tunnel. The speed taken into account in this calculation is, for example, equal to the speed limit imposed on the railway line at the tunnel entrance.

[0029] Advantageously, database 18 also includes, for each tunnel, length information, corresponding in particular to the length of the tunnel, preferably added to said sufficient distance.

[0030] The rail vehicle 10 also includes means 19 for comparing instantaneous coordinates with fixed coordinates. Thus, the comparison means 19 compare in real time the position of the rail vehicle 10 with respect to the tunnels and more specifically to the entry points.

[0031] The comparison means 19 are configured to indicate when the instantaneous geolocation coordinates of the rail vehicle 10 correspond substantially to the fixed coordinates of the entry point of at least one tunnel. In other words, the comparison means 19 indicate when the rail vehicle 10 arrives at an entry point.

[0032] In an advantageous embodiment, the railway vehicle 10 further comprises means 20 for controlling the protection system 12, configured to automatically activate the protection system 12 when the instantaneous geolocation coordinates of the railway vehicle 10 correspond substantially to the fixed coordinates of the entry point of one of at least one tunnel.

[0033] It should be noted that, in the prior art, the activation of the protection system was manual, performed by the driver when a tunnel entrance beacon was detected. Such manual activation is not entirely reliable, as the driver might in some cases fail to activate it, either through forgetfulness or for any other reason preventing them from doing so.

[0034] Thus, the reliability of the system is improved thanks to the automatic control means 20.

[0035] However, as an alternative, the railway vehicle 10 could include a manual activation system as in the prior art.

[0036] Advantageously, the railway vehicle 10 includes an odometer 22. Such an odometer 22 is conventional and will not be described in further detail. In particular, railway vehicles of the prior art are usually already equipped with such an odometer, capable of calculating the distance traveled, notably by acquiring and processing signals from its axle sensors.

[0037] The control means 20 are then configured to deactivate the protection system 12 when the odometer 22 has measured that the rail vehicle has travelled, since the activation of the protection system 12, a predefined distance based on said information of the length of the corresponding tunnel.

[0038] As previously stated, this length information is based on the length of the corresponding tunnel, and corresponds, for example, to the sum of this tunnel length, the said sufficient distance defined between the entry point and the tunnel, and preferably an additional distance.

[0039] This additional distance ensures that the rail vehicle has exited the tunnel before the protection system 12 is deactivated.

[0040] For example, the extra distance leaves a time of about one to two seconds after exiting the tunnel to deactivate the protection system 12.

[0041] This additional distance is easily calculated by knowing the expected speed of the rail vehicle 10 exiting the corresponding tunnel. The speed used in this calculation is, for example, equal to the speed limit imposed on the railway line at the tunnel exit.

[0042] This embodiment is advantageous in that the geolocation system 16 is not active in the tunnels, so it is more reliable to rely on the odometer 22 to predict the deactivation of the protection system 12.

[0043] Alternatively, the protection system 12 can be deactivated when the comparison means 20 indicate that the instantaneous geolocation coordinates of the rail vehicle 10 correspond substantially to the fixed coordinates of a tunnel exit point. In this case, the database 18 also contains fixed coordinates of such exit points.

[0044] This variant may be preferred when using a high-performance geolocation system that is active even in tunnels.

[0045] The invention makes it possible to carry out a method of protection against pressure waves, which will now be described.

[0046] This process involves: the geolocation of the railway vehicle 10, to provide instantaneous geolocation coordinates of the railway vehicle 10, and the comparison of the instantaneous coordinates with the fixed geolocation coordinates of each tunnel entry point of the railway track.

[0047] In the described embodiment, the method includes, when the instantaneous geolocation coordinates of the railway vehicle correspond substantially to the fixed coordinates of the entry point of one of at least one tunnel, the command to activate the protection system 12.

[0048] Advantageously, the process involves deactivating the protection system 12 when the odometer 22 has measured that the railway vehicle has travelled, since the activation of the protection system, a predefined distance corresponding to the length information.

[0049] It should be noted that the invention is not limited to the embodiment described above, but could have various variants.

Claims

1. A railway vehicle (10) intended to run on a railway line comprising at least one tunnel, the railway vehicle (10) comprising a pressure wave protection system (12) configured to hermetically isolate an interior of the railway vehicle (10) from an exterior of this railway vehicle (10) when this protection system (12) is activated, characterized in that it comprises: - means (16) of geolocation providing instantaneous geolocation coordinates of the railway vehicle (10), - a database (18) comprising, for each tunnel on the railway line, fixed geolocation coordinates of an entry point to that tunnel, - means (19) for comparing instantaneous coordinates with fixed coordinates, configured to indicate when the instantaneous geolocation coordinates of the rail vehicle correspond substantially to the fixed coordinates of the entry point of one of at least one tunnel.

2. Rail vehicle (10) according to claim 1, comprising means (20) for controlling the protection system, configured to automatically activate the protection system (12) when the instantaneous geolocation coordinates of the rail vehicle correspond substantially to the fixed coordinates of the entry point of one of at least one tunnel.

3. A railway vehicle (10) according to claim 1 or 2, comprising an odometer (22), and in which: - the database (18) contains length information, each piece associated with a respective tunnel on the railway line, - the control means (20) are configured to deactivate the protection system when the odometer (22) has measured that the railway vehicle (10) has travelled, since the activation of the protection system (12), a distance corresponding to the length information.

4. Railway vehicle (10) according to any one of the preceding claims, comprising an air conditioning system (14) including air circulation ducts, the protection system (12) including means for closing at least one air circulation duct.

5. Railway vehicle (10) according to any one of the preceding claims, comprising at least one access door from the outside, provided around its perimeter with at least one sealing gasket, the protection system (12) comprising means for inflating each sealing gasket.

6. Rail vehicle (10) according to any one of the preceding claims, wherein the database (18) is configured so that each entry point is disposed upstream of the corresponding tunnel, at a sufficient distance allowing enough time to perform the airtight sealing of the vehicle (10) before the actual entry into the tunnel, for example about 5 seconds.

7. A method for protection against pressure waves in a railway vehicle (10) according to any one of claims 1 to 6, running on a railway line comprising at least one tunnel, characterized in that it comprises: - the geolocation of the railway vehicle (10), to provide instantaneous geolocation coordinates of the railway vehicle (10), and - the comparison of instantaneous coordinates with the fixed geolocation coordinates of each entry point.

8. A protection method according to claim 7, in a railway vehicle (10) according to claim 2, and in which the method comprises, when the instantaneous geolocation coordinates of the railway vehicle (10) correspond substantially to the fixed coordinates of the entry point of one of at least one tunnel, the command to activate the protection system (12).

9. A protection method according to claim 7 or 8, in a railway vehicle (10) according to claim 3, comprising deactivating the protection system (12) when the odometer (22) has measured that the railway vehicle (10) has travelled, since the activation of the protection system (12), a predefined distance corresponding to the length information.