EP4249347A1

EP4249347A1 - Train warning system for warning trackworkers of the danger of an approaching train on an adjacent track

Info

Publication number: EP4249347A1
Application number: EP23164074.9A
Authority: EP
Inventors: Lex Josephus Maria Van Der Poel; Jacob ZEEMAN
Original assignee: Dual Inventive Holdings BV
Current assignee: Dual Inventive Holdings BV
Priority date: 2022-03-24
Filing date: 2023-03-24
Publication date: 2023-09-27
Also published as: NL2031397B1

Abstract

Train warning system for warning track workers of the danger of an approaching train on an adjacent track when carrying out activities near a moving track machine on a part of the railway line that is defined as a working zone and in said working zone the track workers, in support of the track machine, carry out activities within the work zone simultaneously with the presence of the track machine, the system comprising: one or more signalling means present on the track machine for auditory and/or visual signalling of the detection of the train that is approaching the work zone; an interface for placement in the track machine and that is configured for local communication with systems of the track machine, said interface is further configured for remote communication with a central processing unit for receiving a train detection signal, and said interface has, locally in the track machine, a communication link with the one or more signalling means for the activation thereof, for signalling to the track workers in the work zone on detection of the approaching train; wherein the interface is further configured for the acquiring location determinations of the track machine, wherein the train warning system is further configured to use a dynamic work zone within the working zone, said dynamic work zone being smaller in dimensions than the working zone, and wherein the train warning system is further configured to control the one or more signalling means via the interface on detection of the train according to the now defined dynamic work zone.

Description

BACKGROUND

The invention relates to a warning system for warning of an approaching train.
The Dutch railway network, but also railway networks in other countries, usually consist of multi-track sections and railway yards. Maintenance should be carried out with some regularity on that extensive track network, which is very busy, certainly in the Netherlands, but also in other countries.
For this maintenance, track workers, also called maintenance gangs or rail track workers, must work in and on the track, which may cause undesirable disturbance of the generally busy timetable. It is therefore desirable to ensure that interruptions are of the shortest possible duration. In the past, for the safety of the track workers a large part of the track and/or a yard in its entirety would be taken out of service. However, such interruptions are very drastic and therefore it is desirable to limit the time out of service to a minimum.
The desire to carry out maintenance or other work while the track is in use is therefore not only ever increasing, but is in practice also being implemented more and more. This means that the track workers carry out the activities between the times when trains are passing.
To warn the track workers of approaching trains, train warning systems are known, which consist of a detection unit and one or more warning units. Detection generally takes place by a technical detecting means such as a radar system, ultrasonic detection, or mechanical fingers or similar elements that are run over by the passing train. On detection of the train, this will send a control signal to one or more warning units, which can warn the track workers locally of the approaching train.
It is also known to perform the detection in other ways, for example via an interface with the train protection system or the train interlocking. Presence of a train in a zone, section or part of the track is indicated here, and said data can be used for local warning of the track workers.
Known train warning systems that are used in order to carry out activities on the track without taking the work site out of service, the whole being partially accessible for trains, have various drawbacks.
Firstly, the part of the track on which the warning system is to be applied is generally relatively large. In that part of the track, activities are not carried out everywhere at the same time and track workers are not present at all times. However, it is not unusual for a warning system to warn track workers of an approaching train if the latter is somewhere in the previously defined part of the track. This may mean in practice that all track workers who at that moment are in or near (neighbouring track or the like) a danger zone are asked to proceed to a refuge (outside the danger zone). The part of the track to which this situation applies may be very large, and may affect many kilometres, and it may happen that track workers must occupy a refuge for longer than necessary.
In addition, a train may be ordered to keep to a very low maximum speed limit, so that it may take a long time before the train is actually in the vicinity of the track workers, and then a really dangerous situation may arise if the track workers, for example because they think it is taking too long, return to the danger zone, even though this is against the rules. Owing to a low maximum speed limit, it may also take a long time before the train has left the zone again and the track workers can again return to the work site and thus the danger zone. Throughout the whole time, a warning or alerting signal will be emitted for the approaching train. That may even mean that over the whole path at low speed, a train emits a loud auditory warning signal. That is undesirable not only for the track workers, but may also cause considerable nuisance for the neighbourhood. The visual warning signals that the train emits may also be experienced as a nuisance for the neighbourhood because flashing or even very bright warning lamps in the night may cause considerable nuisance.
The present train warning systems and the deployment of the track workers are consequently not optimum according to the prior art and there is thus a need for an improved train warning system.

DESCRIPTION OF THE INVENTION

The invention aims to provide an improved train warning system that makes more efficient, but safe, deployment of track workers possible.
According to a first aspect of the present description, a train warning system is provided for warning track workers of the danger of an approaching train on an adjacent track when carrying out activities near a moving track machine on a part of the railway line that is defined as a working zone and in said working zone the track workers, in support of the track machine, carry out activities within the work zone simultaneously with the presence of the track machine, the system comprising:

one or more signalling means present on the track machine for auditory and/or visual signalling of the detection of the train that is approaching the working zone;
an interface for placement in the track machine and that is configured for local communication with systems of the track machine, said interface is further configured for remote communication with a central processing unit for receiving a train detection signal, and said interface has, locally in the track machine, a communication link with the one or more signalling means for the activation thereof, for signalling to the track workers in the working zone on detection of the approaching train;
wherein the interface is further configured for acquiring location determinations of the track machine, wherein the train warning system is further configured to use a dynamic work zone within the working zone, said dynamic work zone being smaller in dimensions than the working zone, and wherein the train warning system is further configured to control the one or more signalling means via the interface on detection of the train according to the now defined dynamic work zone.

The train warning system comprises an interface that is configured to be placed in the work train or track machine. This interface is on the one hand in communication with the systems of the track machine, for example by means of an Input/Output, I/O link or module configured for this. As a result, it becomes possible for external hardware, such as the interface according to the present description, to communicate with the systems of the track machine. That is to say, said data can be made accessible from these systems, wherein consideration must be given to location determinations, i.e. position determination data such as Global Positioning System, GPS locations. On the other hand, the interface may also be configured to manipulate data from these systems, preferably while retaining the original values. That is to say, the interface can communicate with the signalling means, including auditory and visual warning systems on the track machine, and so can not only read out the values thereof but can also control and adapt these, wherein this adaptation is thus preferably controlled in such a way that the original values remain available in the communication, so that it becomes clear that these have been adapted by the interface.
Because the interface is configured for remote communication with a central processing unit for receiving a train detection signal, the interface may have a signal that serves as a trigger for activating the auditory and/or visual signalling means on the track machine. According to currently known systems, however, in all cases when a train approaches the large working zone somewhere on an adjacent track, a train detection signal is received that activates the signalling means. Thus, this occurs in the case when the track machine is located at the edge of the large working zone, near the approaching train, but also when this is located at the other end of the large working zone, and so is far away from the approaching train.
Because the interface according to the present description is configured to obtain location determinations, for example because these can be determined more accurately directly from the systems of the track machine (such as GPS systems present therein or at least GPS data) or else a warning must be emitted and so the signalling means must be activated. For this purpose, the interface is configured to use a dynamic work zone that is either configured in the interface, or preferably in or by means of the remote-located central processing unit. This dynamic work zone is smaller than the working zone and may preferably coincide with a work zone such as would usually also be set up if the working zone is not moving and so only activities are carried out locally by track workers without a moving track machine being used. In that case the working zone is equal to the (safe) work zone, which for example is one kilometre on either side of the activities. In the case of a track machine, the working zone may generally comprise many tens of kilometres and according to the present description a dynamic work zone is consequently provided, which for example also occupies a kilometre in front of and behind the track machine, but moves dynamically together with the track machine on the basis of the now available location determinations that come directly from the systems of the track machine, or from a GPS system present in the interface.
The central processing unit is able to adapt the dynamic work zone in accordance with the now valid current conditions. That is to say, at least the exact location of the track machine and the location of the observed train on the neighbouring track are known and the dynamic work zone is updated based thereon. This means that the location and extent of the dynamic work zone are updated on the basis of the location of the track machine and that in addition the speed of the approaching train (either measured directly, or because it is known what the currently valid maximum speed limit is) can be incorporated in this configuration. The speed of the track machine can also be incorporated and the directions of the track machine and the approaching train, although the latter obviously is known because it is moving towards the track machine.
"Dynamic work zone" means in the present application that the extent of the work zone is adaptable. According to the present description, this can be implemented in various ways. In a system according to the prior art, the work zone is fixed and it is determined by a number of sections or blocks of a railway that are joined together, said blocks or sections having been taken out of service. These sections are fixed and are determined from the systems and configuration of the train protection, such as in accordance with the block protection.
Block protection is one of the systems for protecting trains on the track against collisions and other accidents such as during work on the track. It operates by dividing the track into various blocks or sections, wherein each block occupies a specific, fixed region of the track. These blocks are connected electrically or mechanically to the signal system and traffic control. When a train enters a block, that block is locked and in principle no other train can enter the block until the first train leaves the block. This ensures that always just one train can travel in a block at the same time, and prevents collisions occurring. The block protection system is equipped with various protection measures to prevent trains going through a red light or going too fast.
It is known for a fixed work zone that consists of a series of blocks or sections joined together (for example according to the blocks from the block protection) to be established for a working zone. All these blocks or sections are taken out of service simultaneously for the duration of the activities. It is noted that the taking out of service may thus not only be realized by said short-circuiting, but that this may also be initiated from the relay house, PLC or by other means.
However, the dynamic work zone of the present application differs from similar traditional work zones; firstly because in one example it has different dimensions, and more preferably is smaller than the currently known work zone. Therefore over-signalling is prevented, but safety is maintained. Thus, this means that the part that is taken out of service in front of and behind the moving track machine is smaller than in known solutions. Where known systems are unable or almost unable to establish where the track machine is located within the work zone, for safety it is chosen to take out of service all blocks or sections within the work zone. With the dynamic work zone, only a smaller zone is taken out of service, because it is well known where the track machine is located, so that zones that are at a sufficient safe distance therefrom can be left free.
In addition, the dynamic work zone is preferably able to move together with the moving track machine. The distance or amount or length of track taken out of service in front of and/or behind the train may consequently be kept the same during the activities, or in other words the ends of the dynamic work zone keep up with the movement of the moving track machine.
However, in one example the system is also configured to adjust this distance from the track machine during the activities, or in other words to make the region of the dynamic work zone larger or smaller. This may be symmetric, thus on both sides of the track machine, an equal distance from the released part of the track, or before or after the moving track machine this may be longer or shorter.
In the present description, no further detail is given about the manner in which the detection of the train comes about, because this is outside the context of the present invention. It may be obvious to a person skilled in the art that the central processing unit is ultimately in possession of this information and that this may be derived from train management systems, train protection systems, level crossings, seize, signal and relay houses, etc. This detection of the train may also be derived from one or more train detecting means present in or near the working zone, which are incorporated in the rail infrastructure there, or which have been added there temporarily for these or other activities.
The invention is based on the understanding that the effective working time of the track workers in the working zone can be increased if the time for which they must go to a refuge is kept to a minimum. Therefore a higher degree of accuracy is required of the warning system and particularly of the signalling. According to the invention, detection is thus provided, wherein the resolution of the system and the signalling is higher or more accurate than conventional train warning systems. In addition, the warning system according to the invention is an accurate warning system because the exact location of the track machine can be obtained from the systems of said track machine with a very high degree of accuracy and currency. Because within the warning configuration the location and optionally speed of the approaching train are also known, the dynamic work zone can be adapted to the current location of the track machine. Existing railway warning systems are not suitable for this because the location of the track machine is not included in the warning methodology, but only the stationary working zone. Although this working zone may in practice already be divided up into several work zones that are joined together, without the dynamic work zone according to the present description the system will still always only have to activate one or more of these joined-up work zones separately, whereas there are no data about the exact location of the track machine. That means that this implementation is not only dangerous because it lacks accuracy but in addition it is time-consuming because there must be continuous local transfer of the warning system between the joined-up work zones in order to adjust the necessary systems locally. In practice it is consequently generally chosen to protect the whole working zone and regard it as a large connected region, so that with the conventional warning systems, in many situations there is then incorrect, inaccurate and superfluous signalling or warning. For the track workers, this leads to unnecessary interruptions and movement to the refuges, and in addition may encourage unsafe situations because the track workers do not know exactly how long it will be before the train passes, which now depends on their current location within the working zone. Track workers might then be inclined not to go directly to the refuge because experience teaches them that it will often still be a while before the train actually passes the current location. Such assumptions and behaviour are undesirable and are counteracted with the warning system described, because it is based on a current, accurate dynamic work zone keeping up within the working zone, which is concentrated around the track machine. Certainly in situations where the working zone is large, and for example covers many kilometres or tens of kilometres, the dynamic warning system described has considerable advantages relative to the currently known systems.
Thus, to achieve this higher degree of accuracy, as stated use is made of an interface that is able to obtain very accurate location determinations from the track machine or from its own position determination systems such as GPS systems. The most accurate location determination is derived from the track machine itself, i.e. said data are supplied by equipment or systems from the track machine. Examples of such systems are onboard systems such as GPS sensors, cameras, wireless communication means such as Wi-Fi, 3G, 4G, 5G, LTE, GSM-R, FRMCS or local or personal communication means such as Bluetooth and the like, which may already be present in the track machine or have been added for the purpose of the present system and so form part thereof as interface modules. This information may, however, also be derived from digital train systems, such as from a European Train Control System, ETCS, or otherwise from parts of the systems of the European Rail Traffic Management System, ERTMS. All said systems are able to determine very accurately, at any desired moment, the location of the track machine that at that moment is carrying out activities on the part of the track that is defined as the working zone, and transmit this information to the central processing unit for the corresponding configuring of the dynamic work zone.
The signalling means are located on the track machine, for example in the form of one or more flashing lights and/or loudspeakers, wherein in the preferred embodiment the track machine comprises several flashing lights and several loudspeakers to be able to provide both auditory and visual warning, on all sides of the track machine, of approaching danger from another train. The invention is based on the perception that the activities within the working zone are in fact concentrated around the track machine and therefore the track machine, with the track workers in the vicinity thereof, behaves as a dynamic work zone moving within the working zone.
A characteristic feature of the present description is that the system, and in particular the interface, is configured for comprising, and more particularly obtaining, by means of the central processing unit, one or more configurations of the dynamic work zone. These configurations are preferably entered beforehand for a whole region and coupled to the specific location information. This configuration or these configurations consequently comprise at least information about the dynamic work zone, such as the direction and speed of the track machine, the current speed limit of neighbouring tracks, and current speeds of approaching trains on these neighbouring tracks. As such, within this working zone, a dynamic working zone may thus be defined that is smaller than the fixed working zone in which information that is now available and is relevant for the dynamic work zone is included in the configuration. The fixed conventional working zone relates namely to at least the item of rail infrastructure that has been taken out of service for the activities and preferably a distance beyond that, which is regarded as a distance over which, in the safest case for a detected approaching train, the track workers in the working zone must be warned. As an alternative, this extra distance may also be implemented otherwise within the warning system, wherein the working zone is defined initially as the part of the rail infrastructure that has been taken out of service, and wherein, based on a maximum speed, it is taken into account that there is sufficient time between the detection of approaching trains, until, based on a maximum speed within a predetermined time period, they enter the working zone. In other words, assume that trains near the work zone may travel at a maximum speed of 120 km/h, and track workers must be warned 1 minute in advance, then the approaching train must already be detected at 2 kilometres or farther from the work zone, to give timely warning. With the system according to the present description, a dynamic work zone is thus defined that is smaller than the initial work zone and moves accurately and currently together with the movement of the track machine so that a safe work zone is created around the track machine without any suggestion of excessive warning such as in the existing warning systems, but wherein, given the current location, it is still always possible to give a timely warning.
In one example, the location determinations of the track machine are supplied by the track machine and these are derived from one or more systems in the track machine.
In one example, the location determinations are supplied by a position determination system, and preferably the interface comprises a position determination system, or wherein the interface is configured to obtain location determination of a position determination system from the track machine.
In one example, the location determinations are provided by one or more of the group of onboard systems, GPS sensors, camera units, wireless communication means, and mobile communication means.
In one example, the dynamic work zone is arranged to be configured from the remote central processing unit.
In one example, the location determination comprises a direction of the track machine.
In one example, the dynamic work zone is arranged to be configured locally in the interface.
In one example, the working zone is divided into several joined-up work zones, wherein the dynamic work zone comprises several joined-up work zones.
In a further example, the several joined-up work zones are adjustable in extent.
In one example, the dynamic work zone is defined on the basis of a current maximum speed limit for the approaching train on the adjacent track.
In one example, the dynamic work zone is defined on the basis of a current maximum speed of the track machine through the working zone.
In one example, the interface is configured for receiving a train detection signal derived from one or more of the group of a software interface with track protection, a hardware interface with track protection, a mobile train-detection apparatus, a software interface with an automatic train control system.
In one example, the interface is configured for wireless communication for unlocking the control of the interface by means of a software application, which preferably is active on a mobile user unit such as a mobile telephone, for activating and deactivating one or more signalling means and configuring the dynamic work zone.
In a second aspect, a data processing apparatus is provided comprising means for communication with the interface according to one or more of the characteristic features of the first aspect of the present description, wherein the data processing apparatus is configured for supplying at least the dynamic work zone and the train detection signal to the interface.
In a second aspect, computer software is provided comprising instructions which, when the program is carried out on a data processing apparatus, configure the data processing apparatus for supplying at least the dynamic work zone and the train detection signal to the interface according to one or more of the characteristic features of the first aspect of the present description.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 shows a site plan of an embodiment of the present invention;
Fig. 2 shows a schematic representation of a working zone and dynamic work zone according to an embodiment of the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

Fig. 1 shows a train warning system 100 to warn track workers 112, 115 around a track machine 107 and to signal 114, 116, 117, 118, 101 the dangers of an approaching train. In the context of the present description, a track machine means a railway vehicle that moves along the track and carries out maintenance on the part of the track that is regarded as the working zone. That is, this train may be configured for example to grind the rails, to carry out compaction activities or only to provide support for the track workers 112, 115, also called track crew or maintenance crew.
For this maintenance, there must be track workers 112, 115 who are present directly on the track 112 or near the track 115 and who work around the track. This part of the track is at that time taken out of service so that the activities can be carried out safely. At the time of the activities there is thus a track machine 107 present in the working zone, but it is not excluded that several track machines may be present within the working zone and thus also several associated groups of track workers. In addition, other additional groups of track workers may also be present, but this is beyond the scope of the present invention because accurate location determination of the track machine is not of importance for this.
A train warning system 100 must give the track workers a timely warning of a passing train on an adjacent track because this may pose a danger for the track workers who are working there. This warning system may comprise auditory and/or visual warning or signalling means that consist of (flashing) lamps 116, and loudspeakers 117 or horns 117. The lamps 116 emit a visual signal 114 and the loudspeakers 117 of course emit an auditory signal 118. These lamps and/or loudspeakers are generally installed along the track or in the vicinity thereof so that they are properly visible and audible for the track workers 112, 115. In addition, on the track machine 107, signalling means 108 are also present, which are generally made as flashing lights but especially as loudspeakers that emit a loud warning signal. With a train warning system according to the prior art, on the track machine 107 an auditory and generally a visual signal are emitted to warn the track workers when a train is passing or approaching on an adjacent track somewhere at any distance from the whole working zone. That may often happen in practice and in every case more than is desirable because with large working zones over long sections these warnings sometimes are not necessary because the track workers are not in the vicinity at that time, or the warning is given too early because it still takes some time before the respective detected train approaches the current location of the track workers so that this poses a danger. The train warning system 100 according to the invention does not have these drawbacks or has them to a lesser extent, because a dynamic, current work zone is defined within the fixed working zone, said work zone being concentrated around the track machine 107 and as such relates to a dynamic or movable work zone formed around it, which is smaller than the original working zone and thus moves together with the track machine.
It was found that, certainly for the often occurring longer periods of maintenance activities that are often carried out into the night, these visual and auditory signals may cause considerable nuisance. Those living in the neighbourhood of the work zone experience the light and the noise as a nuisance for a certain time during the night. The present device 100 provides a solution because this nuisance is kept to a minimum, but not at the expense of the safety of the track workers 112, 115.
The train warning system 100 shown warns track workers 112, 115 by means of the signalling 114, 116, 117, 118, 101, 108 from the track machine, of the dangers of an approaching or passing train, with said track machine 107, activities being carried out at that time on a part 109 of the railway line that is defined as a working zone 109 and in said working zone 109 the track workers 112, 115, supporting the track machine 107, carry out activities simultaneously with the presence of the track machine 107.
The system has a number of components, namely one or more signalling means 114, 116, 117, 118, 101, 108. These are, as stated, either present on or next to the track 114, 116, 117, 118, and/or on the track machine 108, and/or at a remote location 101 in a cloud or cloud-like environment.
With the signalling means, the detection of an approaching or passing train on an adjacent track of the working zone can be indicated with auditory and/or visual signals.
In addition, an interface is present, which is preferably incorporated in the track machine 107. This is configured to be placed in the track machine 107 and to communicate locally with systems of the track machine 107 (GPS systems and the auditory and visual warning means, for example) and to communicate with a remote server 102 or a central processing unit, from where the dynamic work zone is obtained and where this preferably is also configured. A person skilled in the art will understand that the interface may comprise control means in the form of a general CPU or a microcontroller or the like, which provides the communication as the interface with the local systems of the track machine, as well as wireless communication with the remote central processing unit.
The location data present in the track machine 107 may thus be read via the interface. This location determination or location data are very accurate because the systems in the track machine know the current location of the track machine very accurately. By reading and processing these data via the interface, and sending said data to the central processing unit (remote server 102), it can be established very exactly, and much more exactly, where it is located at that moment within the working zone, whereas in comparison with conventional train warning systems the location of the track machine within the working zone is not known or at least is not used within the context of the train warning system.
In the context of the present description, exact location determination will mean at least within the accuracy of a few metres, more preferably within 1 metre but even more preferably within a few tens of centimetres.
The interface is thus supplied with very accurate and precise location data and can, based thereon, make a correct estimate of when the signalling means must be activated on the track machine, said estimate preferably being done in the central processing unit because the data retrieved via the interface are sent there. Therefore a warning is only given if an approaching or passing train is detected for which it is established that warning of it at that moment is relevant considering the current location of the track machine. The system is now able to establish, for example because these data have been entered beforehand and/or are made available via a remote server 102, when warning is relevant.
The work zone is, in accordance with a warning configuration, movable dynamically within the working zone, which is made possible by coupling the location data of the track machine to the location of the train detecting means. The signalling means are only activated as necessary and so that the nuisance is kept to a minimum. Because the current location is known, the safety of the track workers is not an issue.
The warning configuration (relating to one or more dynamic work zones) is stored in the remote server 102 and is collected or obtained via the local interface.
The dynamic work zones or warning configurations may preferably be read and also adapted where necessary by a person who is either remote, or is present near the remote server 102 or on or near the track 115. In addition, this track worker 115 is in communication, via a communication unit such as a mobile telephone 120, tablet or other means of communication, with the remote server 102 so as to be able to obtain, via the server, the warning configuration or set of warning configurations, and in addition to be in contact, via the remote server or via a direct (wireless) link, with the interface to read the current location data of the track machine.
The location determination may in addition also be established in some other way, for example because readable codes such as QR codes are present on or near the track, and an exact location can be determined from said codes. In addition, the track machine may also be provided with a camera to record pictures of the ballast of the track and compare these with a reference database, and based thereon, find out where the train is located. Now, each picture of the ballast of a part of the track is unique, with sufficient detail of the picture. A fingerprint can be derived from that, which is stored in a database together with a location and on making a picture, the fingerprint derived therefrom can be sought in the database and if there is a match, the corresponding location can be established. Finally, it is also possible to use detection of the revolutions of the wheels 123, 112 to find out how often the wheels have made a revolution and find from that how much distance the train has travelled from a fixed location.
Fig. 2 shows a schematic representation of the train monitoring system 200 according to the present invention, wherein in particular it is shown schematically how the track machine 210, an approaching train 270 and the working zone 250 and the dynamic work zone 260 present therein behave.
It can be seen that with the track machine 210, maintenance is carried out on a part of the rail infrastructure. What part that is, is determined beforehand, well before the activities are decided, based on a required need for maintenance, available time, means and efficiency of deployment of means, time and the taking out of service of the part 240 of the track. That part 240 where the activities are carried out successively or substantially successively may amount to many kilometres and is indicated here in Fig. 2 with 250. The track machine 210 will thus, during the period of activities, generally move slowly from one side to the other side of said working zone, as is also indicated with the arrow. The track workers 220 keep up with the track machine, because they carry out the activities around it. It is thus known how far the track workers 220 will be located at most from the track machine 210.
During the activities, the track workers 220 must be warned of trains 270 that may approach and pass on neighbouring tracks 230 that have not been taken out of service. A train 270 may thus form a danger for the track workers 220.
Where conventional warning systems regard the whole working zone 250 as a single zone taken out of service, and all trains 270 that approach and pass this zone and are detected as such by train detecting means, will cause activation of the signalling means (visual and/or auditory alarm) on the track machine 210 to warn the track workers 220. However, according to the present invention, a warning is not given on the basis of this whole working zone 250, but based on a dynamic work zone 260 that relates to a part of the working zone 250 and in particular that part where the track machine 210 and thus the track workers 220 are located at that moment, so that there is only warning for relevant and real dangers and an improved warning system is provided. Because the location of the track machine 210 is determined continuously or based on short intervals, the work zone 260 may be regarded as a dynamic work zone which, as indicated by the arrow, moves accurately and currently with the track workers 220 and the track machine 210. In particular, this working zone may already be divided into successive fixed work zones, wherein the dynamic work zone 260 comprises one or more of these fixed work zones and is adapted continuously on the basis of the current location of the track machine so that these for example always comprise one or two fixed work zones in front of, and one or two fixed work zones behind the work zone where the track machine is located at that moment.
Although the invention is presented on the basis of some examples, the invention is by no means limited to said application(s). A person skilled in the art is able, on the basis of the appended claims, without inventive effort, to make adaptations and modifications, which however are all considered to be covered by these claims.

Claims

Train warning system for warning track workers of the danger of an approaching train on an adjacent track when carrying out activities near a moving track machine on a part of the railway line that is defined as a working zone and in said working zone the track workers, in support of the track machine, carry out activities within the work zone simultaneously with the presence of the track machine, the system comprising:
- one or more signalling means present on the track machine for auditory and/or visual signalling of the detection of the train that is approaching the working zone;

- an interface for placement in the track machine and that is configured for local communication with systems of the track machine, said interface is further configured for remote communication with a central processing unit for receiving a train detection signal, and said interface has, locally in the track machine, a communication link with the one or more signalling means for the activation thereof, for signalling to the track workers in the work zone on detection of the approaching train;

- wherein the interface is further configured for acquiring location determinations of the track machine, wherein the train warning system is further configured to use a dynamic work zone within the working zone, said dynamic work zone being smaller in dimensions than the working zone, and wherein the train warning system is further configured to control the one or more signalling means via the interface on detection of the train according to the now defined dynamic work zone.
Train warning system according to Claim 1, wherein the location determinations of the track machine are provided by the track machine and are derived from one or more systems in the track machine.
Train warning system according to one or more of the preceding claims, wherein the location determinations are provided by a position determination system, and wherein preferably the interface comprises a position determination system, or
wherein the interface is configured to obtain location determination of a position determination system from the track machine.
Train warning system according to one of the preceding claims, wherein the location determinations are provided by one or more of the group of onboard systems, GPS sensors, camera units, wireless communication means, mobile communication means.
Train warning system according to one or more of the preceding claims, wherein the dynamic work zone is arranged to be configured from the remote central processing unit.
Train warning system according to one or more of the preceding claims, wherein the location determinations comprise a direction of the track machine.
Train warning system according to one or more of the preceding claims, wherein the dynamic work zone is arranged to be configured locally in the interface.
Train warning system according to one or more of the preceding claims, wherein the working zone is divided into several joined-up work zones, and wherein the dynamic work zone comprises several joined-up work zones.
Train warning system according to Claim 5, wherein the several joined-up work zones are adjustable in dimensions.
Train warning system according to one of the preceding claims, wherein the dynamic work zone is defined based on a current maximum speed limit for the approaching train on the adjacent track.
Train warning system according to one of the preceding claims, wherein the dynamic work zone is defined based on a current maximum speed of the track machine through the working zone.
Train warning system according to one of the preceding claims, wherein the interface is configured to receive a train detection signal derived from one or more of the group of a software interface with track protection, a hardware interface with track protection, a mobile train-detection apparatus, a software interface with an automatic train control system.
Train warning system according to one of the preceding claims, wherein the interface is configured for wireless communication for unlocking of control of the interface by means of a software application, which preferably is active on a mobile user unit such as a mobile telephone, for activating and deactivating one or more signalling means and configuring the dynamic work zone.
Data processing apparatus comprising means for communication with the interface according to one or more of Claims 1-13, wherein the data processing apparatus is configured for supplying at least the dynamic work zone and the train detection signal to the interface.
Computer software product comprising instructions which, when the program is carried out on a data processing apparatus, configure the data processing apparatus for supplying at least the dynamic work zone and the train detection signal to the interface according to one or more of Claims 1-13.