EP0800469B1 - Warning system for detecting approaching railway vehicles - Google Patents

Abstract

PCT No. PCT/EP95/03163 Sec. 371 Date Apr. 1, 1997 Sec. 102(e) Date Apr. 1, 1997 PCT Filed Aug. 9, 1995 PCT Pub. No. WO96/05095 PCT Pub. Date Feb. 22, 1996Proposed is a new early warning system for warning persons in a track building site of approaching trains, which receives the danger source consisting of a train by sensors and transmits the signals to alarm installations (8, 9, 10). The alarm installations consist of a siren (8) and optical warning device (10) for the transmission of flashing lights and of a vibrator (9) which can be carried at the body of a person to be warned. The sum of these three alarm installations in connection with suitable sensors (11) and an evaluating unit or central unit form the nucleus of the system.

Description

The invention relates to an early warning system for sensory detection of approaching rail vehicles, the electronic Evaluation of the detected signals and for issuing warning signals for people or groups of people in the danger zone upon detection of a source of danger.

Which are used to perform work in the track area for rail vehicles Stopping people are a permanent risk of accidents exposed by the rail vehicles. Next to the human error is also the non-perception of an acoustic and / or optical alarm signal that the people to Should leave the danger zone, an essential Reason of accident.

The people in the track area, for example track construction workers, are subject to heavy physical work, Noise, dust and high or low temperatures. Come in addition as a further difficulty for people that the modern High-speed trains very fast and relatively quiet approach a track construction site. The security items that a Thyphon must trigger as soon as they are in visual contact with an approaching one Can have train, at least at construction sites High-speed routes no reasonable warning time for the reach people at risk. An additional problem lies in the claim of the security items by undercalling. Prolonged inactivity during train breaks puts the attention of the Security posts so low that they are an approaching train often grasp very late and the thyphon is delayed actuate.

Security items can be placed in the train registration chain integrated and by telephone with the responsible dispatcher be connected. Nevertheless, a track construction site because of the necessary deviation from established operating modalities an inevitably increased risk in rail operations cause of some accidents in the past for example reporting errors in the transmission of the train report, arbitrary deviations of the operating personnel on railway vehicles the content of a train report already submitted or one earlier than the one registered with the responsible driver Start of construction work in the track area.

In the area of Deutsche Bahn alone, there are around 3,000 daily Construction sites operated for track construction and track repair work. So far, despite massive use of research funds failed to find an optimal security system for those at risk Develop and furnish people in the rail sector.

One is from the German utility model DE 93 14 495 U1 electronic device for warning track construction workers approaching trains known in which a vibration sensor the vibrations in the rail when being run over by a train detected and fed to a signal evaluation device. In the The various train parameters are calculated by the evaluation unit and warning devices switched on when the hazard is identified. The calculation of the train parameters in the evaluation unit takes place depending on the signal delay a first and a second vibration sensor.

DE 42 14 271 A1 discloses a method for the detection of Sources of danger and for the emission of acoustic and / or optical Warning signals for persons used in the hazardous area. The source of danger, for example a train, is audible Structure-borne noise sensors detected. The from these structure-borne noise sensors emitted signals are amplified and then an alarm device for emitting warning signals fed.

WO 94/21504 (corresponds to DE 93 04 748 U) discloses one portable optical warning system for warning of in one Track busy people before approaching a rail vehicle. This known warning system is with an external Transmitter device for recording the approaching rail vehicle equipped and has warning indicators in the form of sounders and an optical flashing device. Further is a vibrating trigger that can be triggered by a radio control center and individual warning device to be worn on a person's body intended.

Starting from the aforementioned prior art, it is a task the invention, an early warning system of the type mentioned create that is easy to use, self-sufficient outside of the railway security chain stands and the security of a Rail construction site also compared to high-speed trains technically simple means significantly increased.

This object is achieved by the features of the claim 1 solved. Developments and inventive developments are formulated in subclaims 2 to 12.

The early warning system proposed according to the invention complements the existing signal post and helps determine the possible cause of the accident exclude the stress by underloading the signal item. This system can, depending on the existing railway operations Concerns and the applicable safety regulations, replace the signal post safely. The system according to the invention can advantageously in the open and / or in the Station area are used.

The early warning system is based on the evaluation of sensor signals, namely structure-borne noise in the rail area, and based on corresponding evaluation results, wirelessly transmitted alarm to the people of a construction site prompts you to leave the rail area. The people are both about the conventional Thyphon as well warned about an alarm device to be worn on the body. This Alarm devices on the body warn the person visually Paths through flashes of light and acoustically and in addition by emitting a strong vibration in the sensitive Body area, for example in the buttocks or in the hip area.

The advantage of the impulsive described Structure-borne noise signal is based on the fact that one of the structure-borne noise of the moving train completely different structure-borne noise signal is entered into the rail by the moving Train or rail vehicle is triggered directly.

The pneumatic solution presented according to the invention Overrun contact consists of an elastically deformable Body that has chambers with the same resting pressure at all times. A wheel flange of a vehicle wheel runs onto the body on, the volume of the chambers is quickly reduced, thereby the pressure in the chambers rises above the resting pressure. This increased pressure is implemented via sensors. Through the Arrangement of two separate chambers one behind the other with separate pressure sensors, for example PE converters the direction of the passing rail vehicle through the Sequence of sensor actuation can be detected.

The sensor element or the sensor elements are preferably located in a housing, which by means of built-in magnets be attached to a side surface of the rail web can. The advantage of this type of attachment is that no Special tool for attaching the sensors is required. To ensure a secure attachment of the sensors, the also an intended, intentional removal of the sensors for Purposes of manipulation, property damage or illegal Prevents removal, other fasteners can be selected that can only be handled with special tools are. The housing has a system switch for commissioning and turning off the sensors. To also here To rule out manipulation by others can be an internal one electronic switch can be used, which is activated from the outside and can be deactivated.

Due to the wide frequency spectrum used in structure-borne noise measurements One or more can be found on rails Preferred sensors or sensor groups that have a range of f = 20 Hz to 20 kHz. To be particularly advantageous because they can be transmitted easily, structure-borne noise has proven in the rail of about 12.5 kHz.

In addition to absorbing structure-borne noise also optical sensors, for example infrared sensors, or other electronic sensors are used. With these Sensors of course require different evaluation criteria. Such criteria can be pure light barrier techniques. she can also be image processing techniques, which means that the sensor detects a striking part of a train, figuratively compares in image computers, for example, and when the Train triggers an alarm signal.

Because the threshold distance defines a resonance with λ / 2 the sensor for structure-borne noise should be be arranged as precisely as possible between two sleepers. Between two sleepers is because of the flexibility of the superstructure found the highest speed of transverse vibrations been.

The entire early warning system must be quick and without laying cables can be activated and are ready for use. The Alarm devices must not place an additional burden on working people Represent people or the signal post. By the On the one hand, early warning systems must not have any electrical fields, Signal systems or other facilities are disrupted. On the other hand, the early warning system may be affected by such electrical Fields are not disturbed themselves.

Further advantageous details of the early warning system according to the invention are to the following description of the drawing remove.

Figur 1

das Frühwarnsystem im Blockschaltbild;

Figur 2

eine Schiene mit Körperschallsensor im Schnitt;

Figur 3

eine Schiene mit einer Einrichtung zur Erzeugung eines Körperschall signals im Schnitt;

Figur 4

eine Schiene mit Drucksensor im Schnitt;

Figur 5

den Drucksensor nach Figur 4 im Längsschnitt;

Figur 6

die Schiene mit Sensorträger im Schnitt;

Figur 7

die Anordnung von Befestigungselementen des Sensorträger;

Figur 8

eine optische Alarmeinrichtung mit Alarm in Stufe I,

Figur 9

die optische Alarmeinrichtung mit Alarm in Stufe II.

An example of the invention is shown in the drawing. Show it:

Figure 1

the early warning system in the block diagram;

Figure 2

a rail with structure-borne noise sensor in section;

Figure 3

a rail with a device for generating a structure-borne sound signal in section;

Figure 4

a rail with pressure sensor in section;

Figure 5

the pressure sensor of Figure 4 in longitudinal section;

Figure 6

the rail with sensor carrier in section;

Figure 7

the arrangement of fastening elements of the sensor carrier;

Figure 8

an optical alarm device with level I alarm,

Figure 9

the optical alarm device with alarm in level II.

Figure 1 shows schematically the early warning system of the invention Type which is ready for operation on the track systems is installed.

The early warning system 1 for the detection of approaching rail vehicles consists of a sensor unit 2, which is at a safety distance about 3 km from the construction site to the Tracks 3 is attached, an evaluation unit 4 for evaluation the measurement signals transmitted by the sensor unit 2, a transmission unit 5 for forwarding the corresponding warning signal to the various receiver units and a charging station 6, which also serves as the storage location of the system elements is used. The evaluation unit 4 is also called Central unit 4 called.

Instead of one sensor unit 2, several can also be used Sensor units or groups of sensors are used, that can be linked.

Of course there are also other distances or safety distances from the recording sensors to the alarm devices possible.

The receiver units are located on the protocol unit 7, on the compressed air bottle (Thyphon) 8, at the construction workers respectively Pesonen in the track area on the body 9, and possibly also on an optical warning device 10. Die Signal transmission between the individual elements of the early warning system 1 is wireless.

The sensor unit 2 is mobile and can be used, for example Magnets can be installed on the rails 3, or for secure attachment with special tools. The sensor unit has a sensor 11, the structure-borne noise in the example in the rails 3 in three coordinate directions. In this case, the sensor unit 2 should be exactly between two sleepers 12 are attached, since here the highest values of transverse vibrations occur. Because of the wide Frequency spectrum that is used for structure-borne noise measurements on rails is found, sensors 11 must be used, the Measuring range from f = 20 Hz to 20 kHz can cover. In addition, these sensors 11 should be at the frequency of f = 12.5 kHz can be particularly sensitive to measurements because of the structure-borne noise this frequency is particularly well transmitted in the rail become. In addition, for example, also as a sensor an infrared or laser signal can be used. Between two Alarms basically do not have a dead time for sensor 11. An amplifier unit 13 generates amplified signals for transmission of the measurement signals to the evaluation unit 4.

In addition to that of a rail vehicle (train) in the Rail generated driving noise is in front of a track construction site but also a device assembled by the Flanges 25 of the wheels 26 of the train traveling over them and a dependent on the speed of the train, enters impulsive structure-borne sound signal in the rail 27. This means that structure-borne noise analysis is available in two different ways Signals available: namely one caused by the train journey continuous structure-borne noise level in the rail 27, which by the sensors 11 is detected, and the active impulsive structure-borne noise excitation.

The impulse-containing structure-borne noise is preferably introduced into the rail head 28, except for the rail surface also the other available pages of the Rail 27 can be used. The one by the runaway Wheel flange 25 of the wheel 26 mechanism triggered by mechanical, hydraulic or pneumatic means energy transferred to the rail 27. This energy can be in one Spring 29 or other suitable device be saved. The stored energy, for example a hammer 30 triggered with the force F against the rail 27 strikes and thus the structure-borne noise in the rail 27 entries. The operation of the striking object can can be triggered mechanically, electrically or pneumatically.

In particular for triggering warning systems that affect you Signaling the construction site approaching train become flexible and requires fully monitorable sensors during operation, the one train passing over the sensor without a doubt detect. The state of the art here includes different ones Rail switch contacts and axle counters, some of which considerable technical effort when installing in a rail or in a track and therefore for flexible track construction sites cannot be used economically. Further the requirements of rail operations are not complete fulfilled and they can be dismantled without the aid of tools. Finally, there is constant monitoring of operational readiness not possible, making such switch contacts are not sure in terms of signaling.

The solution according to Figures 4 and 5 consists of a through crossing wheel flange 25 of the wheel 26 of the rail vehicle aged pneumatic / electrical system. On the inside 31 the rail 27 of a track is an elastically deformable Body 32, for example made of rubber-like square material, so attached by means of a bracket 33 that he with the top edge of the rail or tread 34 completes. The body is like that broadly chosen that a passing flange 25 on the body 32 also runs up when the rail vehicle due to centrifugal force pressed against the opposite rail of the track and the flange 25 on the side of the body 32 does not rest on the rail head.

The necessary length of the body parallel to the longitudinal axis of the rail is separated by the two, one behind the other lying chambers 35 determined. 35 in both chambers a constant idle pressure is ensured, which monitors at the same time becomes. If the chamber pressure drops below the static pressure, must damage to the system can be assumed. If necessary an interference signal is then emitted.

If the flange 25 runs on the body 32, the volume of the chambers 35 quickly decreased. This increases the pressure in these chambers 35 on the resting pressure. This significantly higher Pressure is implemented via sensors, preferably PE converters, that the crossing of a train is clearly established. Of the Sensor is not used as an axle counter, but is actuated every wheel passing the sensor, which is a redundancy in the Signal triggering means. The system can be designed that after a first triggering of a signal in a defined Period by the subsequent wheels (axles) a second trigger not happened.

The preferably used PE converters close by Pressure surge under defined conditions an electrical switch.

By arranging two separate chambers 35 in series, the both are connected to separate pressure sensors Direction of the train passing through the order of the Sensor actuation detectable.

The hardness of the rubber-like body 32 can be designed that a person uses the sensor without the use of tools cannot trigger.

Figures 6 and 7 show the possibility of fastening the Sensors 11 on the rails 27. This fastening system can be one between two neighboring thresholds Assemble the track. An L-shaped support element 36 becomes form-fitting attached to the inside 37 of the rail foot 38. A threaded rod 41 through the vertical leg 40th of the carrier 36 goes, is screwed in until it stops and prevents the carrier 36 from moving off the rail 27 can solve. The threaded rod 41 is with several elongated holes 42 provided, which are designed such that the threaded rod 41 against unauthorized unscrewing, for example by a Padlock that can be secured. To do this, the padlock in the slot between rail 27 and leg 40 of the Suspended carrier 36 that the threaded bore in the leg 40 on next one is. On the carrier 36, the required at 43 Sensors attached.

This solution presented has the advantages that with it Sensor can be installed quickly, unauthorized removal of the sensor is prevented, the loosening of the fastening device is impossible due to vibration due to the positive fit, and the sensor to various without any adjustment work Rail profiles can be mounted.

Furthermore, the sensor unit 2 in FIG. 1 has an energy supply in the form of batteries 14 for continuous operation from 24 hours on, as well as thermal batteries 15 for display / notification empty batteries. A switch 16 for commissioning the sensor unit 2 is either outside or, for better security against wanted or unwanted Incorrect operation, inside the sensor unit 2. In the case of Internal arrangement of the switch 16, this is by an electronic Additional device activated from the outside. A test facility 17 to test the operational readiness of the system a warning signal when switching on and off.

The sensor unit 2 transmits the amplified measurement signals to the evaluation unit / central unit 4. This forms the mean from the measurement signals of all three coordinate directions and calculates the gradient of this effective value. The evaluation unit 4 works in a three-channel system. The gradient view the measured effective value must therefore be selected so that the early warning system 1 also works when in the measuring range of the sensor 11 vibration-emitting work systems be used. To trigger an alarm, the current one Measurement signal assume a larger value than a defined one Threshold, and a larger value than the signal of the last measuring cycle, so that vibrations caused by a permanent Go out source, be hidden. When deactivating of the system, the evaluation unit 4 sends a characteristic one Hupton. Batteries or rechargeable batteries 18 serve to supply energy for 24 hours of continuous operation, and thermal batteries 19 to display / report empty batteries.

The gradient analysis described above is one of several possible ways currently preferred by the invention is because it is very simple and efficient to implement is. Support may be provided by other methods necessary for special requirements.

The evaluation unit or central unit 4 delivers the command for sending a yes or no signal to the transmission unit 5, which send the appropriate signal to the various receivers transmitted further. The transmitter unit 5 also has batteries or 20 batteries for power supply for 24 hours of continuous operation and thermal batteries 21 for displaying / reporting empty Batteries / accumulators on.

The evaluation unit 4 also sends an activation signal to the protocol unit 7. In the protocol unit 7, activation and deactivation of the system, as well as individual alarms logged with time and date. In the log header Construction site, date, period, responsibility and location captured.

The receiver 22 on the compressed air bottle (Thyphon) 8 receives the signal from the transmitter unit 5 and activated in the case of YES signal via a compressed air valve 23 the peripheral device Thyphon 8. Manual operation of the Thyphon 8 is on site possible at any time.

Another signal from the transmitter unit 5 goes to the receiver of individual construction workers worn on the body 9 of the people become. These receivers 9 are, for example, for Vibration sensitive buttock or hip area worn and warn in the case of the yes signal by vibration of predeterminable Intensity and duration. In addition, 9 can also in the receiver an optical stimulus, for example a flash or more Flashes in a predetermined interval and predetermined Total duration, generated and / or an acoustic signal be delivered. There is no dead time between two alarms Recipient. The receiver on the body 9 has an energy store 24 with a quick charge and full charge function.

A special optical warning signal device is in the figures 8 and 9. Warning signals at track construction sites, the one signaling approaching train must be up to a defined Reset command to the track workers the current warning level Show. It can be one or more warning levels act. The example in FIGS. 8 and 9 shows one two-stage warning device.

This two-stage warning signal device 44 consists of a preferably round cylinder 45 with a movable backdrop. This backdrop releases a glass cylinder 46. On the cylinder 45 is a flash lamp 47, which is turned on when a train approaches. This approach of a train represents the alarm level I and calls to interrupt the Work in the track area and to watch the passing Train on.

The viewer initially sees a black one at all times Cylinder 45 below the flash lamp 47. Now the Backstage opened, which means warning level II and for immediate Requests clearing of the track area, then passes through the day through the glass cylinder 46 daylight. During the night activated a lamp inserted in the glass cylinder. In both In cases, the observer recognizes a cylinder as one with Light broken black line. Such an indicator is therefore can be used day and night, its signaling is recognizable from all sides, the perception of the warning is possible under unfavorable optical conditions, and he is suitable for all conditions of railway operations. At The optical alarm device detects a power failure 44 always set the highest alarm position.

A reset signal causes indicator 44 to flash 47 goes out and the backdrop is closed again. The indicator 44 can be controlled manually on site or via other data transmission technologies, such as radio, cable, infrared or Ultrasonic lines to be connected to the control center.

When operating several transmitter units in one place on the same frequency is to be ensured that not by simultaneous Sending multiple transmitters "plugged" the receivers and thus become ineffective. Compared to the state of the Technology, the expenditure on equipment is now minimized in that that of the Physikalisch-Technische Bundesanstalt in Braunschweig broadcast time signal (DCF signal) is used. This DCF signal is in the transmitters of the early warning system coherent internal clocks for synchronization and for recognizing the exact start of a defined time slice used for each transmitter involved. The one in the transmitter unit running internal clock increases the availability of the system, because even in difficult radio areas a temporary Failure to receive the DCF signal does not result in a system failure leads.

The beginning of a time slice of a system can start at the beginning a second or a minute. In the system of The sender is the number and duration of the individual segments saved a time slice so that a system out different transmission units based on the stored information about the time slice used and based on the known can orientate exact time so that a mutual There is no need to "plug" the transmitter.

By using only one type of electronic board in the Units such as transmitters, receivers, headquarters and the like, which includes all functions in the form of hardware finally, logistical and security advantages for the early warning system of the invention. Through integration of all functions in the hardware of the blocks is in itself Avoid unsafe software. The early warning system can signal run safely. Furthermore, only one module is required developed, tested and maintained, which is then technically is high quality and yet inexpensive to manufacture. At the same time, the storage and logistics costs for the manufacturer and lowered for the user.

Claims (11)

1. An early warning system for sensor detection of approaching rail vehicles, electronic evaluation of the detected signals and the output of warning signals for persons or groups of persons in the danger area, upon recognition of a source of danger, comprising:

   a central station, an evaluation unit (4), at least one transmitting unit (5) and receiving units (9, 22) for receiving a transmission signal transmitted by the transmitting unit (5), wherein a unitary electronic board which satisfies the different demands is fitted into the transmitting unit (5) and also into the receiving units (9, 22) and into the central station (4). which includes all functions in the form of hardware chips; wherein the receiving units (9, 22) are disposed at acoustic, optical and sensitive alarm devices (8, 10) of the early earning system, of which the optical alarm device (10) includes a device which gives off light flashes at predeterminable intervals and of predeterminable duration and which can be worn on the body of the person to be warned, while the sensitive alarm device is a vibrator which can be non-losably put into pockets of an item of work clothing of the person to be warned and which upon signal triggering can apply to the body vibrations or solid-conducted vibrations of predeterminable duration and intensity;

   a wireless connection between the evaluation unit (4), the transmitting unit (5) and the receiving units (9, 22);

   at least one sensor (2, 11) which is connected to the transmitting unit (5) and which is in the form of a vibration pick-up and which is suitable for picking up a pulse-bearing solid-conducted sound signal put into the rail (3, 27);

   an elastically deformable body (32) which can be fixed on the inside of the rail (3, 27) at a predetermined location along the rail (3, 27) in such a way that the body (32) terminates level with the rail upper edge or running surface (34), wherein the body (32) has at least one chamber (35) with a defined, settable rest pressure, which is operatively connected to sensors for signal pick-up, and

   a device (29, 30) connected to the sensors for signal pick-up for producing the pulse-bearing solid-conducted sound signal at the time of the body (32) being passed over by the rail vehicle by at least one wheel (26) of the rail vehicle, wherein the device includes mechanical, hydraulic or pneumatic means for introducing the solid-conducted sound signal into the rail (3, 27), said means acting on an energy storage means which triggers input of the solid-conducted sound signal into the rail (3, 27).
2. An early warning system according to claim 1 characterised in that the vibration pick-up (2, 11) can be fixed in the region between two adjacent sleepers (12) and picks up solid-conducted sound vibrations at between 20 Hz to 20 kHz, preferably 12.5 kHz, in three co-ordinate directions, wherein the vibration pick-up (2, 11) implements gradient consideration of a measured effective value which adequately describes the pulse-bearing solid-conducted sound in the rail (3, 27).
3. An early warning system according to claim 1 characterised in that there are provided two successively arranged, mutually separated chambers (35).
4. An early warning system according to claim 1 characterised in that the sensor (2, 11) is connected to the rail (3, 27) by a magnet at one side surface of the rail (3, 27) or is mechanically connected thereto and can be electronically and/or mechanically safeguarded against unauthorised removal.
5. An early warning system according to claim 4 characterised in that there is provided a substantially L-shaped fixing device (36) which can be fixed to the inside of a rail base (38) and through the perpendicular limb (40) of which is passed a screwthreaded rod (41) which can be screwed in until reaching a condition of abutment, wherein the screwthreaded rod (41) is provided with securing means to prevent it from being unscrewed.
6. An early warning system according to claim 1 characterised in that an optical sensor with infra-red or laser device is associated with the sensor (2, 11) for detecting an object passing the rail (3, 27).
7. An early warning system according to claim 1 characterised in that an electronic sensor is associated with the sensor (2, 11) for detecting an object passing the rail (3, 27).
8. An early warning system according to one of claims 1, 4, 6 and 7 characterised in that the sensor (2, 11) has an operating system switch (16) which is not accessible from the exterior and which can be wirelessly actuated by an electronic unit.
9. An early warning system according to claim 1 characterised in that the optical alarm device (10) includes a warning signal device (44) which is formed from a cylinder (45) in which is fitted a movable slider which exposes a glass cylinder (46) for daylight to shine therethrough or for switched-on artificial light, wherein provided on or at the cylinder (45) is a flashing light lamp (47) for providing a multi-stage optical alarm signal.
10. An early warning system according to claim 1 characterised in that disposed in the transmitting unit (5) are DCF-receiving units by which an emitted time signal can be received and each transmitting unit (5) can be put to the beginning of a precise time.
11. An early warning system according to claim 10 characterised in that the DCF-signal can be used for regulating a plurality of transmitting units (5) which send in a radio operating area on the same frequency.

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