EP2617623A2 - Système de protection de croisement ferroviaire - Google Patents

Système de protection de croisement ferroviaire Download PDF

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Publication number
EP2617623A2
EP2617623A2 EP13152074.4A EP13152074A EP2617623A2 EP 2617623 A2 EP2617623 A2 EP 2617623A2 EP 13152074 A EP13152074 A EP 13152074A EP 2617623 A2 EP2617623 A2 EP 2617623A2
Authority
EP
European Patent Office
Prior art keywords
crossing
train
rail crossing
rail
sending
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP13152074.4A
Other languages
German (de)
English (en)
Other versions
EP2617623A3 (fr
Inventor
Paul Jones
Keith Manston
Richard Slesser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens PLC
Original Assignee
Siemens PLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens PLC filed Critical Siemens PLC
Publication of EP2617623A2 publication Critical patent/EP2617623A2/fr
Publication of EP2617623A3 publication Critical patent/EP2617623A3/fr
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/007—Safety arrangements on railway crossings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
    • B61L29/24—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning
    • B61L29/28—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning electrically operated
    • B61L29/30—Supervision, e.g. monitoring arrangements
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G7/00—Traffic control systems for simultaneous control of two or more different kinds of craft
    • G08G7/02—Anti-collision systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/02—Global system for mobile communication - railways [GSM-R]

Definitions

  • a system for detecting major obstructions on un-manned rail crossings and sending information to approaching trains to warn them of such obstructions is disclosed.
  • a GSM-R (Global System for Mobile Communications - Railway) radio communication network is used for sending the information directly to the approaching trains.
  • crossing points are un-manned. These un-manned crossings are usually protected by full barriers or so called Automatic Half Barriers, but in other cases crossings are 'passive', relying on the user to open gates and to check that there are no trains approaching before traversing the rails.
  • the objective of the present invention is therefore to provide a system that allows at least a warning to be issued to an approaching train in such circumstances.
  • a system comprising at least means for detecting an obstruction on a rail crossing and for sending an information to at least one train approaching the crossing, wherein the sending of the information to the train is realised using a radio communication network.
  • This has the advantage that such information, for example a warning message sent directly to the train to notify the train driver and/or on-board train control system of a detected obstruction on the rail crossing, is received without further delay which might otherwise be caused by the involvement of other network components and/or rail signalling infrastruture.
  • a radio communication protocol based on the GSM-R radio communication standard is used.
  • the GSM-R standard is inter alia defined in ETSI standard EN 301 515 and the technical specification ETSI TS 102 281.
  • an Emergency Group Call message as defined in the GSM-R standard is used for sending the information.
  • radar detectors are used to detect an obstruction on the rail crossing.
  • Such radar based detector is for example the Heimdall traffic detector of Siemens which is already used for detection of road based traffic, see for example the document entitled “ Heimdall traffic detector family ", available via the following link:
  • radar detectors are also used to detect trains approaching the rail crossing.
  • the present invention is intended to enhance the safety at a variety of different crossing types, specifically at un-manned rail crossings, and thereby provides an additional safety feature.
  • the system shown in FIG 1 consists of two special radar detectors, for example the above mentioned Heimdall detectors which allow both moving and stationary obstructions to be detected. These detectors each define an on-crossing detection zone and are positioned such that vehicles or other potential obstructions on the crossing, i.e. in the detection zone, are detected. Two further detectors are arranged to detect the approaching trains, so that the system or the radar detectors for the crossing can be disabled as the train passes through the crossing, to prevent unwanted warning messages being sent to the train.
  • two special radar detectors for example the above mentioned Heimdall detectors which allow both moving and stationary obstructions to be detected. These detectors each define an on-crossing detection zone and are positioned such that vehicles or other potential obstructions on the crossing, i.e. in the detection zone, are detected.
  • Two further detectors are arranged to detect the approaching trains, so that the system or the radar detectors for the crossing can be disabled as the train passes through the crossing, to prevent unwanted warning messages being sent to the train.
  • a processor unit and a GSM-R radio module are located in an equipment cabinet which might is mounted on the pole of the Wig-Wag crossing signal.
  • Such processor may be a processor used for the so called Gemini platform of Siemens.
  • Gemini platform of Siemens please refer to the following link: http://www.siemens.co.uk/traffic/pool/documents/brochure/gemi ni.pdf
  • the processor unit is responsible for analysing data from the detectors and the barrier controller as well as for sending an Emergency Group Call according to the GSM-R protocol should an obstruction be detected when the barriers are down.
  • This Emergency Group Call may contain the crossing name or an identifier of the crossing.
  • the system is engaged by a confirmation signal from the barrier controller indicating that the barrier is 'down'.
  • a confirmation signal may be provided via a volt-free contact, where an open contact indicates barrier down. This is fault tolerant as any loss in cable integrity will automatically engage the system.
  • any presence detected by the detectors on the crossing which persists for more than a configurable time, for example set at two seconds, will give rise to an Emergency Group Call via the GSM-R network.
  • a voice call message will be automatically generated by the processor unit and will contain a warning that the crossing may be obstructed, together with the crossing name to ensure that, if more than one train is within group call area in which the Emergency Group Call will be broadcasted, it is clear which train may be at risk of a potential collision with the obstruction on the crossing.
  • two cycles of the warning message will be played, after which the processor unit will release the uplink of the radio communication to the GSM-R communication network.
  • the call will be automatically answered by all train based radio transceivers (also called cab radios) in the group call area.
  • the cab radio in the train will display the emergency call and for example the message "STOP", and the driver will hear the warning announcement.
  • the driver can then stop the train and acknowledge the emergency call which will remove the "STOP" message from the display of the cab radio.
  • the driver can then attempt to speak to the signaller by pressing the PTT (Push-To-Talk) button on the handset, after which the signaller will release the call.
  • PTT Push-To-Talk
  • the approach detector which will disable the sending of any warning messages during the trains passage over the crossing and for a configurable time after it has passed the crossing. This time may be typically a few seconds. If the barriers are still down at the end of this configurable period, the system will be re-engaged, as it will be assumed another train is approaching.
  • the approach detectors specifically the above mentioned Heimdall detectors from Siemens, are typically able to detect trains approaching at speeds between approximately 4 and 120 KPH.
  • the system will be disengaged again when the barrier down signal indicates that the barrier is no longer in the down position.
  • a time-stamped log may record the time and date of each barrier down event and each Group Call made for future reference should this be needed.
  • Detector fault Monitoring The system is dependent on its detectors functioning properly and these may be regularly validated using Detector Fault Monitoring (DFM) principles.
  • DFM Detector Fault Monitoring
  • the detection of vehicles normally traversing the crossing can be used to validate the correct operation of the detectors. If detector activation has not been seen for a configured time (i.e. the DFM time) then the detector will be assumed to be faulty.
  • the DFM time setting must take account of times of low crossing usage such as during holidays times, so it may be set to be up to 18 hours. If required, further sophistication is able to be configured to provide a 'Holiday Clock' feature so that DFM times could be set up more precisely to account for such special days. For example, during the day the DFM time is short, e.g. 30 minutes, whereas at night this should be longer, e.g. 2 hours, and on holidays e.g. 8 hours.
  • train approach detectors may be included in the DFM system and be validated by their regular activation by trains.
  • the actions taken on the failure of a detector may be configured in the system and range from simply logging the fault, through to activating a sending of a regular GSM-R voice message warning approaching trains that the system is not functioning properly.
  • the system can send a warning to the rail network maintenance team who will notify the signaller, who can then notify train drivers if required.
  • the warning can be a data message rather than a voice message.
  • Barrier Monitoring If volt free contacts are available to indicate when the barriers are down and also when the Wig-Wag signals are operational, an additional level of monitoring may be provided. If the barrier down confirmation is not received within a configurable time after the wig-wag signals show red, an Emergency Group Call message will be automatically generated by the processor unit, wherein the message will contain a warning that the crossing barriers may not be down, together with the crossing name. It is to be noted that if an emergency call is made, all trains will automatically stop and can then be advised by the signaller to proceed at caution.
  • the system can then send a Emergency Group Call message to warn approaching trains that there is a potential hazard such as a vehicle on the track.
  • the message will contain the crossing name or an identifier of the crossing, to ensure that if more than one train is within group call area, it is clear which trains may be at risk. This message may for example be repeated every 30 seconds whilst the presence continues to be detected, but the timing may be configurable.
  • the system can be configured similar to the AHB topography but it is likely that dedicated poles are required to mount the detectors as there are not Wig-Wag poles available. In addition, it is possible that local mains power will also not be present so a combination of solar and/or wind power source for powering the detectors, processor unit and GSM-R radio module may be required.
  • the overall topography may be arranged so that all equipment is provided on the same side of the tracks, eliminating the need to cable across them.
  • Passive crossing may be protected in a similar fashion to User Worked crossings described above. However, in these cases there is usually no indication at the crossing that a train is approaching, consequently a simple radar detector is located along the track at sufficient distance to give adequate warning of the approaching train. The distance is dependent on track speed but should allow for for example at least 40 seconds notice of the oncoming train.
  • Physical cables may be used to link the detectors to the system, but alternatively, this may also be done using wireless equipment.
  • the described invention may also be implemented in the same way using other radio communication systems or standards, for example a rail specific adaptation of communication system based on the UMTS (Universal Mobile Telecommunication Standard) standard as an evolutionary step from the well-known GSM-R standard.
  • UMTS Universal Mobile Telecommunication Standard

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Alarm Systems (AREA)
EP13152074.4A 2012-01-20 2013-01-21 Système de protection de croisement ferroviaire Withdrawn EP2617623A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1200988.2A GB2498564B (en) 2012-01-20 2012-01-20 Rail crossing protection system

Publications (2)

Publication Number Publication Date
EP2617623A2 true EP2617623A2 (fr) 2013-07-24
EP2617623A3 EP2617623A3 (fr) 2016-09-28

Family

ID=45840752

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13152074.4A Withdrawn EP2617623A3 (fr) 2012-01-20 2013-01-21 Système de protection de croisement ferroviaire

Country Status (2)

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EP (1) EP2617623A3 (fr)
GB (1) GB2498564B (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017021932A1 (fr) * 2015-08-06 2017-02-09 Khosla Aarti Réseau de commande amélioré pour des systèmes de sécurité tels que des barrières à la circulation
US20220063691A1 (en) * 2018-12-03 2022-03-03 Daimler Ag Method and system for warning a motor vehicle of a collision with a railway vehicle
CN115195830A (zh) * 2022-08-25 2022-10-18 马鞍山钢铁股份有限公司 一种无人道口自动预警方法与系统

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105635211B (zh) * 2014-11-03 2018-10-30 南京中车浦镇城轨车辆有限责任公司 基于多功能车辆总线的车载实时信息通信方法
BR112017027587A2 (pt) * 2015-06-25 2018-08-28 Tech Resources Pty Ltd arranjo de controle para um cruzamento de nível de ferrovia
WO2017020876A2 (fr) * 2015-07-31 2017-02-09 Vladimir Kranz Système pour assurer la sécurité d'un passage à niveau contre une entrée de véhicule durant une signalisation d'avertissement
SE541162C2 (en) 2015-10-20 2019-04-23 Qamcom Tech Ab Radar system with auxiliary channel and method
CN112849215A (zh) * 2019-11-12 2021-05-28 株洲中车时代电气股份有限公司 一种用于列车调试的主动防护系统及方法

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Publication number Priority date Publication date Assignee Title
US6340139B1 (en) * 2000-06-01 2002-01-22 Labarge, Inc. Highway grade crossing vehicle violation detector
JP3881297B2 (ja) * 2002-09-20 2007-02-14 三菱電機株式会社 踏切制御システム
US7196636B2 (en) * 2004-02-24 2007-03-27 Graham Kevin M Railroad crossing warning system
US20070040070A1 (en) * 2005-04-18 2007-02-22 Bob Stevenson Railroad crossing surveillance and detection system
CA2528568A1 (fr) * 2005-11-29 2007-05-29 Kevin M. Graham Systeme d'avertissement de passage a niveau
ATE512858T1 (de) * 2008-01-10 2011-07-15 Eldor Comm Technologies Ltd System und verfahren zum bereitstellen einer zuverlässigen kollisionsgefahrerfassung
US9019115B2 (en) * 2010-07-02 2015-04-28 General Electric Company Warning horn control system, radar system, and method

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017021932A1 (fr) * 2015-08-06 2017-02-09 Khosla Aarti Réseau de commande amélioré pour des systèmes de sécurité tels que des barrières à la circulation
US20220063691A1 (en) * 2018-12-03 2022-03-03 Daimler Ag Method and system for warning a motor vehicle of a collision with a railway vehicle
CN115195830A (zh) * 2022-08-25 2022-10-18 马鞍山钢铁股份有限公司 一种无人道口自动预警方法与系统
CN115195830B (zh) * 2022-08-25 2024-03-05 马鞍山钢铁股份有限公司 一种无人道口自动预警方法与系统

Also Published As

Publication number Publication date
GB2498564A (en) 2013-07-24
GB201200988D0 (en) 2012-03-07
EP2617623A3 (fr) 2016-09-28
GB2498564B (en) 2014-06-11

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