DE102014001534B4 - Warning device and collision warning system for rolling stock and persons - Google Patents

Warning device and collision warning system for rolling stock and persons

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Publication number
DE102014001534B4
DE102014001534B4 DE102014001534.3A DE102014001534A DE102014001534B4 DE 102014001534 B4 DE102014001534 B4 DE 102014001534B4 DE 102014001534 A DE102014001534 A DE 102014001534A DE 102014001534 B4 DE102014001534 B4 DE 102014001534B4
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Germany
Prior art keywords
person
information
rail vehicle
unit
rail
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DE102014001534.3A
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German (de)
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DE102014001534A1 (en
Inventor
Thomas Strang
Andreas Lehner
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INTELLIGENCE ON WHEELS UG (HAFTUNGSBESCHRANKT)
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INTELLIGENCE ON WHEELS UG (HAFTUNGSBESCHRANKT)
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Priority to DE102014001534.3A priority Critical patent/DE102014001534B4/en
Publication of DE102014001534A1 publication Critical patent/DE102014001534A1/en
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00Control, warning, or like safety means along the route or between vehicles or vehicle trains
    • B61L23/06Control, warning, or like safety means along the route or between vehicles or vehicle trains for warning men working on the route
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0018Communication with or on the vehicle or vehicle train
    • B61L15/0027Radio-based, e.g. using GSM-R
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
    • B61L25/02Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/025Absolute localisation, e.g. providing geodetic coordinates
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00Central traffic control systems ; Track-side control or specific communication systems
    • B61L27/0077Track-side train data handling, e.g. vehicle or vehicle train data, position reports
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00Communication or navigation systems for railway traffic
    • B61L2205/02Global system for mobile communication - railways (GSM-R)
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00Communication or navigation systems for railway traffic
    • B61L2205/04Satellite based navigation systems, e.g. GPS

Abstract

Portable personal warning device (10) for avoiding collisions of a person (12) with approaching rail vehicles (62); wherein the personal warning device (10) is adapted to be arranged on the person (12); comprising: - a receiver unit (14) configured to receive motion information (16) of the rail vehicle (62) transmitted wirelessly by a rail vehicle (62); A sensor unit (18) configured to provide status information (20) to the person (12); wherein the sensor unit (18) is at least configured to provide position information (22) to the person (12) by means of a navigation satellite system (GNSS); - a memory unit (28) configured to store a rail network information (30) of the surroundings of a current position of the person (12); - a signaling unit (38), which is designed to transmit to the person (12) a warning signal (36); A processor unit (34) configured to receive from the receiving unit (14) the movement information (16) of the rail vehicle (62), to receive status information of the person (12) from the sensor unit (18), and to display rail network information (30) the memory unit (28) read out; wherein the rail network information comprises a network topology of the environment; wherein the processor unit (34) is further configured, based on the received motion information (16) of the rail vehicle (62), the state information (20) of the person (12) and the rail network information (30) for a certain time, a time-dependent probability of a collision between the person (12) and the rail vehicle (62) to calculate; and wherein the processor unit (34) is further configured to control, based on the timing-dependent probability, the signaling unit (38) to transmit a warning signal (36) to the person (12).

Description

  • Field of the invention
  • The invention relates to systems for the protection of persons and vehicles in the area of railway rail networks. In particular, the invention relates to a portable personal warning device for avoiding collisions of a person with rail vehicles and a collision warning system for rail vehicles and persons.
  • Background of the invention
  • Official statistics show that railway workers are sometimes at high risk of being injured by collisions with rail vehicles while carrying out their work. In some parts of the world, some hundreds of railway workers are injured each year by collisions with rail vehicles. Known precautionary measures to protect a group of railway workers (known for example as "raids") include, for example, audible warnings of sirens or horns triggered by actuation of an electrical or inductive contact by a railway vehicle, for example, some 100 meters in front of a construction site. Typically, a distance between such a contact and the location of the railroad workers is chosen according to the expected average speed of the approaching trains between a few hundred meters to several kilometers. However, the known solutions have various disadvantages. This includes, for example, the necessity of laying comparatively long electrical lines along the railway line or the necessity of laying at least as many contacts as there are access possibilities to the construction site area.
  • In the prior art solutions are still known in which the rail vehicle wirelessly transmits information about its speed or azimuthal direction to other vehicles or objects. However, this can result in disadvantages in that the movement information or position information has only limited accuracy and local availability limitations. Known systems use, for example, signals from navigation satellites such as GPS or GLONASS for providing position and / or movement information. DE 44 34 861 A1 describes z. As an arrangement for securing railway lines against collisions of trains with other trains or with other obstacles. Despite the wide variety of available technologies and systems, train drivers can not be adequately and timely in some cases.
  • The WO 2013/056244 A1 relates to a system and apparatus for alerting track workers to an approaching rail vehicle. Furthermore, operators and administrators are informed of a railroad worker who is in the vicinity of an approaching rail vehicle.
  • The US 2011/0006912 A1 concerns a security system which provides an early warning to track workers. The safety system determines the position of the track operator and determines an estimated time for a collision between the rail worker and the rail vehicle.
  • The GB 2 427 296 A relates to a method for the use of mobile communication systems for monitoring movements of mobile objects. The system has a monitoring station which receives from mobile stations their current positions and determines based on whether a mobile station is approaching another mobile station.
  • The US 2014/0035725 A1 relates to distributed position and behavior determination using range of action determining resources.
  • The article "On the Performance of TETRA DMO Short Data Service in Railway VANETs", Wireless Pers Commun, DOI 10.1007 / s11277-012-0656-9, May 17, 2012, describes results of an empirical study to investigate the performance of TETRA for safety related rail transport applications ,
  • The US Pat. No. 7,624,952 B1 concerns a warning system for persons who are near rails to warn them of approaching rail vehicles.
  • The US 2011/0278401 A1 concerns the protection of track workers by means of improved positioning, providing rail network operators with information on the location of the track workers.
  • The DE 601 26 938 T2 relates to a train collision warning device with a central control unit, which determines a possibility of a collision based on a railway network database.
  • Summary of the invention
  • By means of embodiments of the invention, among other things, an accuracy and / or reliability of warning devices and collision warning systems can be improved. This can be achieved by the subject matter of the independent claims. Further embodiments of the Invention will be apparent from the dependent claims and from the following description.
  • The present invention is based, inter alia, on the following considerations: A reliability or effectiveness of a warning system for persons, in particular railway workers, can to a great extent depend on an accuracy of a calculation of a probability of a collision of a rail vehicle with an obstacle, here for example a railway worker Depend on the time. It is therefore desirable to obtain as accurate information as possible about an expected future position of the rail vehicle in relation to the situation (activity, position, environmental noise, etc.) of one or more track workers. Since trains are track-bound vehicles, a rail vehicle can only move on the existing tracks on the existing rail network. This can advantageously limit a number of possible locations of the rail vehicle and thus increase accuracy in addition to the already available current location information of the rail vehicle. This feature typically takes advantage of all MapMatching algorithms.
  • Therefore, a portable personal warning device for avoiding collisions of a person with approaching rail vehicles is proposed. The personal warning device is configured to be arranged on the person. The portable personal warning device has a receiving unit, which is configured to receive motion information of the rail vehicle transmitted wirelessly from a rail vehicle or from other transmission sources. Furthermore, the personal warning device has a sensor unit which is designed to provide status information of the person, wherein the sensor unit is at least configured to provide position information of the person with the aid of a navigation satellite system (GNSS). The personal warning device further comprises a memory unit configured to store a rail network information of the surroundings of a current position of the person and a signaling unit configured to transmit a warning signal to the person. Furthermore, the personal warning device has a processor unit that is configured to receive the movement information of the rail vehicle from the receiving unit, to receive status information of the person from the sensor unit, and to read out rail network information from the storage unit. Further, the processor unit is configured to calculate a probability of collision between the person and the rail vehicle based on the received motion information of the rail vehicle, the state information of the person, and the railroad information for a certain time. The processor unit is further configured based on the timing-dependent probability to control the signaling unit so that the transmission of a warning signal to the person takes place.
  • Such a portable personal warning device can be arranged, for example, in a pocket of the person's clothing, on a holder, a belt or in another way on the person's body or in its immediate vicinity. In this case, according to one example, it is possible that the sensor unit or parts of the sensor unit can be attached separately to the person at a suitable location and can be connected to the personal warning device via wireless connections or a cable connection. In another example, further status information of the person may be determined by having various sensors located directly in the personal alert device or outboard (eg, in clothing) and electrically connected to the personal alert device. Sensors of this type may be, for example, microphones for recording the ambient noise, heat sensors, magnetic field sensors, pressure sensors, position sensors for determining yaw rates and accelerations, gas detectors for detecting welding activities, etc. By "portable" the possibility of a simple change of location and / or possibility of carrying the personal warning device from or to the person can be understood. The term "portable" can also be understood in the sense of "mobile".
  • A receiver unit can be understood, for example, as a receiver, for example for wireless radio signals. In this case, the receiving unit can receive on the same frequency, which is also used by the rail vehicle to broadcast the movement information. In one example, the motion information of the rail vehicle is emitted from a station outside the rail vehicles. This can be, for example, a relay station.
  • Motion information may include a variety of locomotion information as well as status or status information that broadly describes a condition, status, technical characteristics, settings, speed, direction of movement, or the like. For example, this may be information about future events or features, such as brake profiles of the rail vehicle or a planned route of the rail vehicle. Movement information can also be geographic and / or topological Have positional information or location information.
  • The navigation satellite system used to determine the position information of the persons may be based on GPS or GLONASS, for example. For this purpose, further additional information, such as EGNOS signals or ground-based supplementary systems (GBAS, SAPOS, etc.) can be used to improve the accuracy of the position determination.
  • A memory unit can be understood as meaning, for example, an electronic data memory, such as ROMs (Read Only Memory), RAM (random access memory), hard disk memory, flash memory or similar known memory media. In one example, the rail network information stored in the storage unit is updatable. In one example, an update may be made by exchanging the memory unit or the data on the memory unit remotely. For example, the memory unit can be inserted and removed by means of a USB interface in the personal warning device. Thus, the storage unit can provide or maintain rail network information locally in the personal warning device.
  • By a signaling unit can be understood, for example, an assembly that generates one or more different signals that can be directly perceived by the person concerned. These may be acoustic, visual, haptic, combinations thereof, or other suitable signals. Examples of this are acoustic signals in the form of loud beeps, tone sequences or the like, haptic signals can be, for example, vibrations or any movements of the personal warning device directly perceptible by the person. Examples of visual signals may be flashes of light, flashing lights, laser signals or the like. It may be important in this case that the warning signals generated by the signaling unit are suitable for being directly perceived by the person concerned, in order thereby to draw the attention of the person to the danger of an approaching rail vehicle. Furthermore, the choice of the form of signaling and its content may depend on what activity the distance worker is currently doing. This can be determined by a suitable evaluation of the available sensor signals ("Activity Recognition"). The environment (noise, existence and activities of other distance workers in the vicinity, etc.) can influence the type, timing and content of the signaling.
  • A processor unit can be understood, for example, as a microcontroller or microprocessor which can computationally link the movement information of the rail vehicle, the status information of the person and the rail network information from the memory unit in order to calculate the time-dependent probability of a collision therefrom. This can be done, for example, by means of suitable software, which may also be stored in the personal warning device.
  • Under railway network information, for example, a route plan or a track plan of the environment of the personal warning device or the person can be understood. For example, in addition to topological information (network topology, which linkage elements are connected to which other linkage elements, typically via switches), the rail network information may include exact geographic coordinates of tracks that a railroad vehicle could use. The rail network information used here can, for example, additional additional information, such as maximum speeds, lateral ("elevation") and longitudinal ("slope") inclination information, presence of additional infrastructure, such as overhead lines, tunnels, platforms, electronic position sensor, axle counter, frequency of use of certain track sections, turnout information, ( Light) signaling devices, track magnets and other information included. By considering rail network information, the probability and timing of a potential collision can be determined with greater accuracy. An advantage may still be that this unnecessary warnings can be avoided or can be optimized.
  • According to one embodiment of the invention, the processor unit is configured to determine an earliest time before the imminent collision, based on the probability associated with the corresponding instant of the imminent collision, at which the signaling unit transmits a warning signal to the person. For an effective warning of the person, it may make sense to send a warning signal to the person as early as necessary, but at the same time also as late as possible. The earliest time may also be an "optimal" time optimizing both of these aspects in terms of work efficiency of the track worker. In other words, it may be desirable to trigger a warning sufficiently early, but at the same time, a person should be able to spend as much time as possible in carrying out work in the track area. The processor unit can for example be specified by the specification of certain parameters defined boundary conditions for calculating this earliest time. one This parameter can be, for example, that the distance worker has acknowledged an advance warning.
  • According to one embodiment of the invention, the control unit has a compass and / or an acceleration sensor, which are designed to provide status information in the form of position and / or movement information of the person. For example, a compass can determine an azimuthal orientation of the person. Similarly, a position sensor (eg, an inertial unit) can also determine a posture of the person, for example, bent or standing. An acceleration sensor can provide information about the type and direction of movement as well as dynamics of the movement. The more detailed and precise the position and / or its position or posture of a railroad worker or a person can be provided, the more reliable and accurate can the time-dependent probability of a collision or the earliest time of a warning be determined. In one example, the control unit further includes a barometer for detecting atmospheric pressure and thus may provide information about a person's height above ground. Condition information may continue to be direction, altitude or location information.
  • For this purpose, according to a further embodiment of the invention, further person-specific status information, such as age, weight and / or a size and generally a "fitness factor" of the person can be taken into account as status information. For example, a person of a higher age and / or weight may be warned earlier of an approaching rail vehicle than a person of lesser age and / or weight, as it may be assumed that the latter may exit the track area more quickly. In one example, a fitness key figure is determined from a plurality of status information of the person, which combines as state information a plurality of person-specific characteristics such as, for example, weight, age and height. An advantage here can be seen in a simplified and / or more accurate calculation of the time-dependent probabilities of a collision.
  • According to one embodiment of the invention, the sensor unit has an acoustic sensor, which is designed to determine state information in the form of ambient noise in the environment of the person. An acoustic sensor may in this case be for example a microphone or similar sound sensor which is suitable for detecting an intensity and / or quality as well as certain patterns of ambient noise in the area of the person. For example, this can be used to deliver a louder acoustic signal when the surrounding area is noisy or high in noise. In one example, the acoustic sensor is configured together with the sensor unit and possibly also the signaling unit to detect certain predefined noises and thus to detect certain activities or devices such as jackhammers, welding or the like and to provide them as additional state information or as active noise cancellation suppressed by counter sound. According to one embodiment of the invention, the processor unit is configured to store a plurality of similar state information of the person over a period of time and to calculate a probability of future states of the person on the basis of this state information. In other words, the processor unit may be able to learn from the person's previous physical behavior and to translate the person's behavior in the past to a likelihood of future conditions. In addition, a classification of the state information can take place.
  • This can have the advantage that a more accurate calculation of the probability and the time of a collision can take place and, if appropriate, a more effective warning can be given at the right time with the appropriate warning signals. The longer one and the same person uses a personal warning device, the more accurate can be a prediction of certain future movements or typical situations of the person. In one example, the processor unit is configured to detect certain dependencies of the states. For example, it can be determined how quickly a worker moves away from the danger spot after an alert on average, or from which signaling threshold (volume, vibration, etc.) he reacts.
  • According to one embodiment of the invention, the processor unit is designed to control the signaling unit based on the probabilities of the future states. In other words, if, for example, only a slow movement of the person is expected, a warning of the person by the processor unit and the signaling unit may be triggered slightly earlier at the expense of a somewhat shorter working time. This may advantageously allow a more effective warning of the person while optimizing the earliest time of a warning.
  • According to one embodiment of the invention, the signaling unit is configured to transmit a warning signal to the person, the information about a recommended direction of movement of the person to prevent collision with another rail vehicle or other dangerous devices such as a having current-carrying rail. For this purpose, for example, on various sensors of the device such. As a compass and in particular the electronic map of the rail infrastructure and its environment are used. In other words, the person can be informed in which direction, for example, a jump away from the track to prevent a collision. This information may be in the form of vibrators at various locations or sides of the person's body, for example. Another possibility would be, for example, acoustic warnings by voice or similar suitable warning signals. Such optimal de-escalation can reduce a risk of collision of the person with a rail vehicle. Due to the specific design of the system, the traffic on the neighboring tracks can also be considered in the direction recommendation.
  • In one example, the personal warning device is configured to allow the person to trigger an acknowledgment signal upon transmission of the alert signal, for example, by pressing a button on the personal alert device or by a particular gesture such as a personal alert. B. a hand movement, which is detected by a sensor on the personal warning device. Other gestures may be used to monitor the person's responsiveness, e.g. B. in response to a special attention signal (acoustic, vibration, etc.) which differs from an alarm signal. In this way, a mechanism similar to the on-board safety train ("Sifa") can be implemented for the person warning device carrier. The confirmation signal may, for example, confirm a correct transmission of the warning signal within the personal warning device, for example for logging purposes, and / or also transmit the confirmation signal to the rail vehicle. The rail vehicle can thus signal, for example, to a driver of the rail vehicle that a distance worker has actually perceived a warning signal and the driver of the rail vehicle, for his part, needs to initiate no or only limited de-escalation measures, such as braking.
  • According to one embodiment of the invention, the receiving unit is configured to receive the movement and status information using the TETRA standard (Terrestrial Trunked Radio, originally Trans-European Trunked Radio). The TETRA standard is a standard for digital trunked radio. In this standard, a variety of different radio services can be realized. The rail vehicle is also configured in one example to transmit its motion information using the TETRA standard so that the personal warning device can receive this motion information using the same wireless transmission standard. In another example, the personal warning device is configured to display information, e.g. To the location, orientation and activity of the person, using the TETRA standard. An advantage of the TETRA standard can be seen in the fact that an already existing communication system can be used for voice transmission and data transmission. In the field of modern rail networks, in many countries a sufficiently good distribution of such TETRA trunked radio systems can be expected. By using the TETRA collision avoidance and alerting standard, convergence of different services based on one or only a few transmission networks can be achieved.
  • According to one embodiment of the invention, the receiving unit is configured to receive the movement information using the DMO mode of the TETRA standard. The DMO mode describes a direct mode operation, in which two terminals can communicate directly without the use of a base station and independent of other network infrastructure. This may advantageously allow use of the personal warning device even in areas without a TETRA base station infrastructure. In one example, the rail vehicles or any relay stations also support the TETRA standard or the DMO mode of the TETRA standard when transmitting the movement information of the rail vehicle.
  • According to one embodiment of the invention, the receiving unit for wirelessly receiving movement information of the rail vehicle from a control center of the rail network and / or rail network information (for example a digital route map) is executed by a control center of the rail network. In other words, provision of movement information of the rail vehicle or rail network information can alternatively take place from a central office or central authority. In another example, the rail network information is received from a plurality of trackside security devices, each configured to broadcast corresponding rail network information so that it can be received by the personal alert device. In this case, the provision of information is not centralized, but via a decentralized or distributed system. Advantages of such an embodiment may arise especially when there are changes in the rail network or to changes in the rail network information due to network expansions or similar events, in particular also temporarily. It can be advantageous here that By providing the information centrally, a respective current version of the rail network information or current movement information of the rail vehicle may be available. In both cases, the rail network information can also be structured hierarchically, so that, for example, the centralized map contains only the main tracks of a route and locally supplementing rail information is distributed on siding.
  • According to one embodiment of the invention, the information is received from the control center of the rail network via a wireless data communication network based on GSM / GSM-R, UMTS, ITS G5 (802.11p) and / or LTE. In other words, to transmit the information from the control center of the rail network and for the transmission of information from the trackside security devices alternatively other data transmission networks can be used, which are based for example on the common mobile radio standards. This can increase availability such as reliability of the personal warning device.
  • According to a further aspect of the invention, a collision warning system for rail vehicles and persons is proposed. The collision warning system has a rail vehicle device that can be attached in a rail vehicle and a portable or mobile personal warning device. The rail vehicle device is configured to transmit movement information and / or position information of the rail vehicle wirelessly via a data communication service. The transmitted movement information is configured and transmitted in such a way that it can be received by at least one further rail vehicle device of another rail vehicle and / or by the personal warning device via the data communication service. Such a rail vehicle device may for example be arranged temporarily or permanently in a rail vehicle and collect or provide various information and data regarding movement information of the rail vehicle. In one example, the movement direction, speed, position and other data, such as braking capacity, load mass, are determined via sensors in the rail vehicle. The features described in connection with the personal warning device with regard to the storage of rail network information, the calculation of collision probabilities, the calculation of times and warning signaling, the TETRA standard or the DMO mode of the TETRA standard can also be used with the rail vehicle device in the rail vehicle be used. The data communication service can be based on the TETRA standard or the DMO mode of the TETRA standard. The movement information transmitted by the rail vehicle can be used both to prevent a collision with a second rail vehicle and to prevent a collision with other obstacles, in particular persons with a personal warning device. In other words, one and the same system can be used for both aspects of the collision warning system.
  • This can advantageously reduce the complexity and cost of a collision warning system for rail vehicles and people.
  • According to one embodiment of the invention, the data communication service of the collision warning system is configured to transmit the movement information directly between the rail vehicle device and the personal warning device. This means that no base stations or additional external network infrastructure is required to transmit the movement information. This has particular advantages in areas that do not have such external network infrastructure. An example of direct information transmission is the DMO mode of the TETRA standard. Other direct radio connections or other wireless connection options (eg optical) are also possible.
  • According to one embodiment of the invention, the rail vehicle device and / or the personal warning device furthermore has a communication interface for transmitting voice and / or further data by means of the data communication service. In other words, using the same system components, such as the TETRA trunked radio network, you can use another service without having to provide additional infrastructure. Such a combination of different services based on a communications network can reduce the complexity and cost of operating such services.
  • Brief description of the figures
  • Embodiments of the invention will now be described in detail with reference to the accompanying drawings. Neither the description nor the figures are to be construed as limiting the invention.
  • 1 shows a personal warning device according to an embodiment of the invention.
  • 2 shows a collision warning system for rail vehicles and persons according to an embodiment of the invention.
  • It should be understood that features of the personal alert device as described above and below may also be features of the collision warning system and vice versa.
  • The drawings are only schematic and not to scale. Basically, identical or similar parts are provided with the same reference numerals.
  • Detailed description of embodiments
  • In 1 is an example of a personal warning device according to the invention 10 to avoid collisions of a person 12 shown with rail vehicles (not shown). In particular, such collisions caused by the passage of a rail vehicle through a track section can be avoided. The personal warning device 10 is designed to be as a whole in the person 12 or in their relative proximity can be arranged. The personal warning device 10 has a receiving unit 14 configured to broadcast motion information wirelessly from a rail vehicle 16 to recieve. Furthermore, the personal warning device 10 a sensor unit 18 which is configured, state information 20 the person 12 provide. The sensor unit 18 is designed, among other things, position information 22 the person 12 using a navigation satellite system 24 provide. For this purpose, an antenna 26 of the navigation satellite system directly on the body or in the immediate vicinity of the body of the person 12 be arranged to thereby position information 22 the person 12 provide. For example, such a navigation satellite system 24 on the GPS standard or comparable navigation satellite systems 24 based. The movement information 16 from other trains or people coming from the receiving unit 14 can be received, for example, be received electromagnetically via a radio link. For this purpose, in the rail vehicle, a corresponding transmitting device as part of a rail vehicle device (see 2 ) intended.
  • Furthermore, the personal warning device 10 a storage unit 28 auf, which is designed, a rail network information 30 the environment of a current position of the person 12 save. For example, this may be a track plan, a route plan or the like, which may be stored in electronic form and may represent a route network in a form suitable for computer-based further processing. In one example, the storage unit 28 executed, updates of the rail network information from a control center 32 of the rail network. For example, a control center of the rail network can each of the most up-to-date information about the route network and in particular information about the rail vehicle or movement information 16 of rail vehicles. Accordingly, it is desirable that the personal warning device 10 the most up-to-date information available. For this purpose, the memory unit 28 this latest information about an updating device 31 the storage unit 28 from the control center 32 receive. The personal warning device 10 also has a processor unit 34 on which is designed by the receiving unit 14 the movement information 16 of the rail vehicle, from the sensor unit 18 state information 20 the person 12 to receive and track information 30 from the storage unit 28 read. The processor unit 34 For example, it may be a microcontroller or a microprocessor suitable, for example, to be used in portable devices. The processor unit 34 In one example, it may further include a memory (not shown) for storing software, the software being suitable for the functionality of the personal alert device 10 to support or provide. The processor unit 34 is configured based on the received motion and state information 16 of the rail vehicle, the condition information 20 the person 12 and the railway information 30 a probability and timing of a collision between the person 12 and the rail vehicle. The calculation of this probability, for example, using the software and a microprocessor or microcontroller in the processor unit 34 respectively. The processor unit 34 is still running, based on the probability of a signaling unit 38 so control that sending a warning signal 36 to the person 12 he follows. In other words, the person becomes 12 before the approach of a rail vehicle by the warning signal 36 warned and can thus leave a vulnerable area in time and thus a collision of the person 12 prevent with the rail vehicle.
  • In one example, based on the likelihood, the processor unit calculates an earliest time at which the signaling unit 38 the warning signal 36 to the person 12 transmitted. When calculating the earliest point in time, various criteria can be used, for example that a warning should be given as early as necessary but as late as possible, for example to enable a railway worker to have as long as possible a presence in the construction site concerned, but at the same time also provide sufficient security To allow collisions.
  • The sensor unit 18 has a compass in the example shown here 40 which is configured, the azimuthal orientation of the person 12 and together, for example, with information on the posture and the position as state information 20 the sensor unit 18 provide. For example, an orientation of the person may possibly indicate whether or not the person is watching in the direction of the approaching train or in which direction a person is heading 12 could move during the next few seconds. Such additional information may provide reliability and accuracy of a likelihood calculation by the processor unit 34 improve. The sensor unit 18 In the example shown here, there is also an acceleration and position sensor 42 on. This acceleration and position sensor 42 can be implemented, for example, in MEMS technology to achieve the smallest possible execution sizes. For example, a variety of acceleration and position sensors 42 at different local areas of the person 12 be arranged to provide accurate information about a started movement or movement patterns of different areas of the body. For example, such acceleration and position sensors 42 in the clothes of the person 12 be incorporated. Furthermore, the sensor unit 18 an acoustic sensor 44 For example, it is designed to detect an intensity or certain types of ambient noise and as state information 20 forward to the sensor unit.
  • In one example, an intelligent acoustic sensor 44 recognize a signal generated by a supervisor beep of a certain kind and in addition to a (not necessarily also acoustic) warning signal 36 to the person 12 trigger. In another example, the acoustic sensor is 44 configured to detect an intensity or volume of ambient noise and the sensor unit 18 and the processor unit 34 For example, at a high ambient level, a more intense or louder warning signal 36 to the person 12 to convey.
  • The transmission of the warning signal to the person 12 can in the example shown here by means of a signal generator 48 respectively. This signal generator can generate, for example, acoustic, haptic or visual warning signals and transmit them to the person. Examples include vibration sensors, flashing lights, flashing lights, warning sounds, electrical impulses and similar signals. In this case, it may be important that the signals are directly perceptible by the person and by the person 12 be understood as a warning. In addition to the state information 20 from the sensor unit 18 become person-specific state information in the example shown here 50 such as age, weight and / or height of the person 12 , to the processor unit 34 transmitted. This can for example be done by the processor unit 34 is designed to read this information from a separate memory, which may also be updated to the benefit of the personal warning device 10 by different persons 12 to enable. In one example, the device learns person-specific characteristics over the duration of use of the device.
  • The control center 32 transmits motion and state information 16 of trains or rail network information 30 via data communication networks 52 . 54 to the personal warning device 10 , For example, the first data communication network 52 based on the TETRA standard and, for example, without using infrastructure via base stations, updated information regarding movement information 16 and / or rail network information 30 via ad hoc networks consisting of land mobile rail or road vehicles (vehicular ad-hoc networks, VANETS) or mobile, typically persons associated devices to the personal warning device 12 to convey. Another way of communicating updated information is the use of other mobile networks 54 based, for example, on the TETRA TMO, GSM, UMTS, ITS-G5, or LTE standard. This can ensure availability of such information in the coverage area covered by the respective network.
  • In 2 is an example of a collision warning system 60 for rail vehicles and persons according to the invention. A first rail vehicle 62 moves along a rail network 66 which may be, for example, a rail network or similar traffic network in which vehicles move on certain predefined routes or routes. The rail vehicle 62 can be for example a locomotive, a traction vehicle or any other type of rail vehicle. It does not matter how the rail vehicles 62 are driven or whether they are driven. The collision warning system 60 intended to collisions of a first rail vehicle 62 at least with a second rail vehicle 64 prevent. At the same time the collision warning system 60 also a collision of the first rail vehicle 62 with persons 12 or prevent other obstacles equipped with a personal warning device. The people 12 For example, railway workers can work in the local area of the rail network 66 be.
  • The first rail vehicle 62 and the second rail vehicle 64 each have a rail vehicle device 68 on. The rail vehicle device 68 is designed, movement information 16 and / or position information 22 of the rail vehicle 62 . 64 wirelessly via a data communication service 52 . 54 send out. In the example shown here, a DMO mode of the radio standard TETRA is used for the direct transmission of the motion and status information 16 and / or position information 22 by means of a first transmitting / receiving unit 70 that supports the DMO mode of the TETRA standard. This information is from the first transceiver 70 the rail vehicle device 68 of the second rail vehicle 64 received directly. A transmission of the information directly between the respective first transmitting / receiving units 70 of the first rail vehicle 62 and the second rail vehicle 64 thus takes place directly.
  • Alternatively, via a second transceiver unit 72 of the first rail vehicle 62 a transmission of movement and status information 16 and / or position information 22 to a data communication network 52 . 54 done that the information 16 . 22 via, for example, base stations and a dedicated network infrastructure to the second transceiver unit 72 of the second rail vehicle 64 transfers. In this case, the transmission of the information takes place 16 . 22 indirectly via one or more data communication networks 52 . 54 , Both ways of transmitting information can be used individually or in combination.
  • At the persons 12 are each personal warning devices 10 arranged as described above, motion and status information 16 and position information 22 of the rail vehicle 62 . 64 can receive. The first rail vehicle 62 emitted motion and state information 16 and / or position information 22 be from the personal warning device 10 receive and serve to transmit a warning signal to the person 12 based on a calculated time-dependent probability of a collision and its time of the first rail vehicle 62 with the person 12 , In other words, the transmitted motion and state information 16 and / or position information 22 of the rail vehicle and are emitted in such a way that they from at least one further rail vehicle device 68 a second rail vehicle 64 and / or from the personal warning device 10 preferably via the direct route or alternatively via a data communication service 52 . 54 are receivable.
  • In one example, the rail vehicle device is 68 and the personal warning device 10 configured to additionally provide further communication services, for example for the transmission of voice and / or other data services.
  • In addition, it should be noted that "encompassing" does not exclude other elements or steps, and "a" or "an" does not exclude a multitude. It should also be appreciated that features or steps described with reference to any of the above embodiments may also be used in combination with other features or steps of other embodiments described above. Reference signs in the claims are not to be considered as limiting.

Claims (15)

  1. Portable personal warning device ( 10 ) to avoid collisions of a person ( 12 ) with approaching rail vehicles ( 62 ); wherein the personal warning device ( 10 ) is designed on the person ( 12 ) to be arranged; comprising: - a receiving unit ( 14 ), which is designed by a rail vehicle ( 62 ) wirelessly transmitted motion information ( 16 ) of the rail vehicle ( 62 ) to recieve; A sensor unit ( 18 ), which is configured, state information ( 20 ) the person ( 12 ) to provide; the sensor unit ( 18 ) is at least configured using a navigation satellite system (GNSS) position information ( 22 ) the person ( 12 ) to provide; A storage unit ( 28 ), which is designed, a rail network information ( 30 ) the environment of a current position of the person ( 12 ) save; A signaling unit ( 38 ) executed by the person ( 12 ) a warning signal ( 36 ) to transmit; A processor unit ( 34 ), which is designed by the receiving unit ( 14 ) the movement information ( 16 ) of the rail vehicle ( 62 ), from the sensor unit ( 18 ) Status information of the person ( 12 ) and to provide network information ( 30 ) from the storage unit ( 28 ) read out; wherein the rail network information comprises a network topology of the environment; the processor unit ( 34 ) is further configured based on the received motion information ( 16 ) of the rail vehicle ( 62 ), the state information ( 20 ) the person ( 12 ) and the rail network information ( 30 ) for a certain time a time-dependent probability of a collision between the person ( 12 ) and the rail vehicle ( 62 ) to calculate; and wherein the processor unit ( 34 ) is executed, based on the time-dependent probability the signaling unit ( 38 ) so to control that transmitting a warning signal ( 36 ) to the person ( 12 ) he follows.
  2. Personal warning device ( 10 ) according to claim 1, wherein the processor unit ( 34 ) is configured to determine, based on the probability associated with the corresponding time, an earliest time at which the signaling unit ( 38 ) a warning signal ( 36 ) to the person ( 12 ) transmitted.
  3. Personal warning device ( 10 ) according to one of the preceding claims, wherein the sensor unit ( 18 ) a compass ( 40 ) and / or an acceleration sensor ( 42 ), which are configured, state information ( 20 ) in the form of position and / or movement information ( 16 . 23 ) the person ( 12 ).
  4. Personal warning device ( 10 ) according to one of the preceding claims, wherein the state information ( 20 ) an age, weight and / or height of the person ( 12 ) exhibit.
  5. Personal warning device ( 10 ) according to one of the preceding claims, wherein the sensor unit ( 18 ) an acoustic sensor ( 44 ), which is configured, state information ( 20 ) in the form of ambient noise in the environment of the person ( 12 ) to investigate.
  6. Personal warning device ( 10 ) according to one of the preceding claims, wherein the processor unit ( 34 ) is configured over a period of time a plurality of similar state information ( 20 ) the person ( 12 ) and on the basis of this state information ( 20 ) a probability of future states of the person ( 12 ) to calculate.
  7. Personal warning device ( 10 ) according to claim 6, wherein the processor unit ( 34 ), the signaling unit ( 38 ) based on the probabilities of future states.
  8. Personal warning device ( 10 ) according to one of the preceding claims, wherein the signaling unit ( 38 ), a warning signal to the person ( 12 ) conveying information about a recommended direction of movement of the person ( 12 ) for preventing a collision with a rail vehicle ( 62 ) having.
  9. Personal warning device ( 10 ) according to one of the preceding claims, wherein the receiving unit ( 14 ), the movement information ( 16 ) based on the TETRA standard.
  10. Personal warning device ( 10 ) according to claim 9, wherein the receiving unit ( 14 ), the movement information ( 16 ) using the DMO mode of the TETRA standard.
  11. Personal warning device ( 10 ) according to one of the preceding claims, wherein the receiving unit ( 14 ) for the wireless reception of movement information ( 16 ) of the rail vehicle ( 62 ) from a control center ( 32 ) of the rail network ( 66 ) and / or rail network information ( 30 ) from a control center ( 32 ) of the rail network ( 66 ) is executed.
  12. Personal warning device ( 10 ) according to claim 11, wherein the reception of the information over a wireless data communication network ( 52 . 54 ) based on GSM, UMTS, IS G5 (802.11p) and / or LTE.
  13. Collision warning system ( 60 ) for rail vehicles ( 62 . 64 ) and persons ( 12 ), comprising - a rail vehicle device ( 68 ) in a rail vehicle ( 62 . 64 ) is attachable; - a portable personal warning device ( 10 ) according to any one of claims 1 to 12; the rail vehicle device ( 68 ), motion information ( 16 ) and / or position information ( 22 ) of the rail vehicle ( 62 ) wirelessly via a data communication service; wherein the transmitted motion information ( 16 ) and are emitted in such a way that they can be detected by at least one further rail vehicle device ( 68 ) of another rail vehicle ( 64 ) and the personal warning device ( 10 ) are receivable via the data communication service.
  14. Collision warning system ( 60 ) according to claim 13, wherein the data communication service is configured to provide the movement information ( 16 ) directly between the rail vehicle device ( 68 ) and the personal warning device ( 10 ).
  15. Collision warning system ( 60 ) according to one of claims 13 or 14, wherein the rail vehicle device ( 68 ) and / or the personal warning device ( 10 ) further comprise a communication interface for transmitting voice and / or other data using the data communication service.
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FR3040675B1 (en) * 2015-09-09 2018-08-31 Sncf Reseau Method and system for reporting the passage of a rail vehicle, and railway equipped with such a system
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