GB2478932A

GB2478932A - Warning device for alerting a train operator to a potentially hazardous situation

Info

Publication number: GB2478932A
Application number: GB1004849A
Authority: GB
Inventors: Leslie Arthur Tyson
Original assignee: LEGARO Ltd
Current assignee: LEGARO Ltd
Priority date: 2010-03-24
Filing date: 2010-03-24
Publication date: 2011-09-28
Also published as: GB201004849D0

Abstract

An alert device 1 is provided for alerting a vehicle operator, such as a train driver, to a potential hazard. The device 1 comprises: an input source receiving means for receiving an input indicative of a pre-determined type of situation, such as a red signal light ahead; and a communication means configured to communicate an alert to the vehicle operator, wherein the alert corresponds to an input button 5. The communication may be a visual and/or audio alert provided by a warning light 4 and/or a speaker 3 on the device 1. The alert may be repeated until a subsequent input button 5 is pressed by the vehicle operator to cancel or override the alert. The input button 5 may provide a visual indication of the type of scenario it corresponds to. The input source may comprise a transmitter provided on a signal, on or near a track, or on a permanent way worker.

Description

A Transport Alert Device & Method The present invention relates to warning devices for alerting a vehicle operator to a potentially hazardous situation.

Although the present invention is not restricted to use with railways, a train-related use is described herein by way of example only. The invention is not intended to be limited with regard to the type of transportation it is used with.

A train driver may encounter a variety of potentially hazardous situations during his working day. These may include red signals, personnel working in the vicinity of the track, or a change from a bi-directional track to a uni-directional track.

In the case of red signals, a signal may be at danger' (i.e. red) for a variety of reasons. For example, another train may be on the track section ahead, thus posing a collision risk. In essence, a red light indicates that it is not safe for the driver to proceed. Therefore, when a red light is encountered, the driver must bring the train to a halt at or in front of the red light and wait until a green signal light (i.e. a proceed aspect) indicates that it is safe to continue the journey. When a train passes a red light, a Signal Passed At Danger' event (SPAD) is said to have occurred.

A number of tragic and costly incidents have occurred wherein a driver has, for some reason, proceeded beyond a red light. Each time a SPAD occurs, the train operating company must investigate the cause of the over-run to ensure that all personnel and machinery was operating correctly at the time and to eliminate any problems, if possible, so as to prevent accidents occurring in the future. Each SPAD is investigated regardless of how far past the red signal the train has proceeded, even if the train has over-run by a relatively small distance. Such an investigation may require medical screening of the driver, testing of in-cab and track-side equipment, temporary removal of the driver from duties etc., all of which are extremely costly to the train operating company (TOC).

Sequences of coloured signal lights are used to warn train drivers of potential hazards and/or that a red light is soon to be encountered. For example, on a fast line in the UK, four vertically-aligned lights are commonly used as shown in Figure 1. if the path ahead is clear of risk or impediment, a green light (or green aspect') is lit. Tf a potential hazard is on the next section of track ahead, then a red aspect is lit, meaning that the driver should brake the train to a halt and wait until the red aspect has changed to a proceed aspect, indicating that the hazard has cleared and it is safe to proceed. If a single yellow aspect is lit, this warns the driver that although the next section of track is clear, the subsequent section contains a risk and thus the following signal will be red. A pair of yellow aspects (a double yellow') indicates that the next two sections of track are clear of known danger (the next aspect will be a single yellow).

One common cause of SPADs is driver error caused as a result of the driver's attention being distracted from the sequence of signals. Incidents have occurred wherein the driver has been aware of passing a yellow light but his attention has been diverted for some reason causing him to forget that a red light is approaching further down the track. Such incidents have been costly in financial and human terms.

A number of systems and techniques are used in an attempt to eliminate or reduce the costs and risks arising from SPADs.

Firstly, the Train Protection Warning System (TPWS) consists of a transmitter placed on the track along side a signal. When the signal is red the transmitter is activated, applying the emergency brakes on any train that attempts to pass the red signal. Additionally, the TPWS will apply the brakes if a train approaches the red signal at an excessive speed.

Thus, this system can be useful in preventing collisions once a train has passed the red light but does not prevent the SPAD from occurring. Therefore, the cost of investigating SPADs is not reduced by TPWS.

UK trains are fitted with a system known as the Automatic Warning System (AWS). A magnet is placed approximately 183 yards in advance of a signal (or sometimes closer).

As the train passes the magnet, an input is transmitted to the AWS device on board the train. If the signal is green, a bell sounds in the driver's cab to indicate that a clear aspect is ahead. If the signal is yellow or red, a negative feed is given off as the train passes. This causes a horn to sound in the driver's cab, to alert him to the impending situation. The horn will sound continuously and without interruption until the driver resets the system. If the reset is not performed within one or two seconds of sounding the horn, the automatic brakes are applied to bring the train to a halt.

However, the horn of the AWS does not distinguish between the various types of aspects which may be encountered. Thus, when the horn sounds, the driver does not know if, for example, a red light is ahead or a yellow because the alert (i.e. horn) does not discriminate or convey additional information beyond the fact that the driver needs to be aware of what lies ahead. Thus, the AWS can be viewed as merely ensuring that the driver has noticed the light but does not continue to check or ensure that he continues to be aware or is reminded of the light.

Furthermore, once the driver has reset the horn, no more warnings or alerts will be sounded in respect of that signal. Thus, once the horn sounds and the driver becomes aware of the relevant aspect, he will reset the horn. However, if he is subsequently distracted or forgets the upcoming danger, the AWS will do nothing further to remind him to brake. By the time he remembers, the speed of the train may prevent him from halting in time. Thus, a SPAD may occur. This scenario may arise when, for example, a yellow signal is encountered on approaching a station. Many distractions compete for the driver's attention at the station, including passengers who want to ask for assistance. When the train pulls away from the station some time later, the driver may not remember that a red light is ahead and may not be able to stop the train in time, thus passing the red light. As the magnet is positioned approximately 183 yards from each signal, if the previous signal has not been noted, or has been forgotten, by the driver then the speed of the train may be too great to allow it to halt in time before the red light.

Another known system is the Driver Reminder Appliance (DRA) which comprises a switch provided in the driver's cab. In the event that the driver encounters a yellow aspect on approach to a station, or when waiting at a red light, he flicks the switch which causes it to turn red and disables the power supply to the train. Thus, the driver cannot move the train forward again until the switch has been reset. This is intended to remind the driver to check the signal before finally resuming the journey. Therefore, the DRA is only of use when the train has been at a standstill (either at a station or when waiting at a red light) and is not of use when the train is encountering signals whilst in motion.

Furthermore, the DRA (like the AWS) is not able to discriminate between different types of warnings or alert the driver to a particular sort of hazard. No additional hazard-related information can be conveyed by the system to the driver.

Another known technique for reminding train drivers of signals which they have passed (and therefore what is upcoming) is called Risk Trigger Commentary (RTC). RTC is a working practice whereby train drivers are required to recite out loud the colour of the signal they have just encountered and the colour of the next signal(s). The concept behind this technique is that human short term memory is capable of retaining only 5 to 7 items at any one time. As new events are encountered, previously encountered events are eliminated from short term memory. Thus, a train driver needs to be reminded of a passed signal every 30 seconds or so in order for that information to remain in memory. Whilst initial testing of this technique provided positive feedback, some negative feedback was also received. Firstly, drivers were reluctant to use RTC because it may appear to passengers overhearing them that they were talking to themselves. Thus, the drivers were often too self conscious to use the technique. Secondly, drivers complained that the act of repeatedly reciting messages out loud distracted them from driving. Thirdly, distractions such as workers on the side of the track, or passengers at station, often interrupt the driver who then forgets to resume the oral repetition.

Therefore, there is a need for a warning system to remind or alert train drivers of any potential risks which lie ahead so as to prevent SPAD events from occurring, and which: -is able to discriminate between the different types of risk or situation which a driver may encounter; -is able to repeat a descriptive alert on an iterative basis, thus providing the benefit of the RTC system, whilst automating the technique so as to overcome the RTC drawbacks of driver distraction and/or self-consciousness -is cheap and easy to install; -is easy to learn, requiring little training on behalf of the train drivers, thus minimising costs for the TOCs; -can be retro-fitted to existing railway equipment.

Thus, the present invention provides an improved alert device for reminding or informing a vehicle operator of a given situation, and eliminates or at least alleviates the problems associated with known solutions.

Thus, in accordance with the present invention, there is provided a vehicle alert device in accordance with the accompanying claims.

In accordance with the invention there is provided an alert device for alerting a vehicle operator to a potential hazard, the device comprising: input means for receiving an input indicative of a pre-determined type of situation; and communication means configured to communicate an alert corresponding to the input; wherein the communication means communicates the alert repeatedly to the vehicle operator until a subsequent input is received.

In accordance with the present invention there is also provided a method of alerting a vehicle operator to a potential hazard, the method comprising the steps: i) providing an input indicative of a pre-determined type of situation to an alert device according to any preceding claim; ii) communicating an alert to the vehicle operator if the received input corresponds to a hazardous situation; iii) repeating the communication of step ii) until a further input is received.

According to a preferred embodiment of the invention, the vehicle is a train and the vehicle operator is a train driver.

Also according to a preferred embodiment of the invention, the device comprises input means configured to enable the input of at least one input indicative of a pre-determined scenario. Preferably, the device comprises a plurality of input means, each input means corresponding to a different type of scenario. The scenario may, for example, be red light', yellow light', per-way workers', token exchange and signal check required' or green light/reset'. This list is not intended to be exhaustive, and other types of scenario may be input into the device as dictated by the TOC.

Thus, each input means corresponds to a respective given situation. Selection of the alert corresponding to a given input may be performed by physical or non physical means, and may be performed by a computing device provided either within the alert device or external to the alert device. This provides the advantage of an increased level of descriptiveness over the prior art solutions which indicate or warn of only one type of hazard (e.g. a red light).

Preferably, the input means is a push button or a plurality of push buttons. However, other input means may be used such as switches, touch screens or pads, or voice recognition. In an alternative embodiment, a variety of technologies may be utilised for the input means.

For example, the device may be provided with push buttons and voice recognition technology.

Preferably, each input means is provided with a visual indication of the type of scenario that the means represents. The visual indication may be a colour. The colour may be applied to the input means itself. For example, a red push button may pressed to indicate that a red signal has been sighted. Alternatively, a green button may be pressed to instruct the device that a green light has been sighted. Preferably, each visual indication is unique with respect to the plurality of input means. Alternatively or in addition to the use of colour, the visual indication may be a label, and may consist of words, letters, digits or other visual forms. The visual indication assists the vehicle operator in his choice of input means and reduces the risk of an incorrect input means being selected.

The input may be received from a source or transmitter outside the train, rather than from means provided within the cab. The transmitter may be positioned on a signal or on the track such that the input is transmitted to, and received by, the device automatically without any input from the driver himself This transmission may be effected by physical or non-physical means.

Alternatively, the transmitter may be provided on a per-way worker working in the vicinity of the track. In such an embodiment, the per-way worker may wear an item of clothing containing or carrying a transmitter which outputs a signal to be received by the device such that the driver can be alerted to the presence of the personnel.

Such external transmission means may be provided instead of or in addition to the in-vehicle input means (e.g. push buttons). This provides the advantage that the device may be manually operated, fully automated or partially-automated.

Preferably, the alert device comprises means for communicating an audio alert to the vehicle operator. The communication means may be a device such as a media player, tape recorder/player or other playback means arranged and configured to play a stored, pre-recorded message or other audio alert. The playback may be achieved via digital or analogue means. The communication means may be configured to receive input via wired or wireless means.

According to a preferred embodiment storage means are provided, the storage means being arranged and configured to store at least one alert. The storage means may be provided as digital storage means or analogue. The storage means may be a tape, disk or other form of memory. The at least one alert stored in the storage means may be arranged and configured for playback or broadcast to the vehicle operator via the communication means.

It is preferred that the content stored in the storage means is capable of being changed, deleted and/or updated such that the contents and/or number of pre-determined alert(s) may be altered over time. The update may be performed by a computer capable of receiving instructions regarding new alerts. The computer may comprise translation means for converting the new alert into a choice of languages. This provides the advantage of a device which is easily adaptable and capable of update.

The audio alert may be a particular type of sound indicative of the type of scenario encountered (or to be encountered) by the vehicle operator (driver). It is preferred that a spoken or oral message is conveyed. The spoken message may be tailored to describe the particular type of scenario which the alert represents. For example, if a red light is ahead, the alert message may be Red light ahead'. This provides the advantage that the driver is immediately aware of the nature of the risk as soon as he hears it, without any delay. As the device may warn of a variety of situations, the customised message aids the operator's understanding of his environment and provides more detailed and informative alerts than those provided by known systems.

It is preferred that the alert message is repeated at spaced and/or timed intervals until a further input overrides the current alert. The interval between iterations of the alert may be decided by the TOC and may be varied. The further input may change the alert being currently communicated to a different alert, the device thus remaining in alert' status, or may reset the device to non-alert' status thus cancelling any alert being currently broadcast. In non-alert' mode, any previous input is rest. This repetition provides the advantage that the vehicle operator continues to be reminded of his environment until a clear aspect is input, if he has been distracted, the repeating message will remind him of the situation.

It is also preferred that the device comprises a case or box in which the device components are contained. Preferably, the case is fluid-tight so as to prevent the ingress of moisture and/or dirt, thus protecting the device components within. It is preferred that the case or box includes a speaker to facilitate broadcast of the audible alert.

It is also preferred that the device has an onloff means such as a switch or button to enable the power supply to the device to be connected/disconnected. The onloff switch may be protected behind a breakable seal, membrane or collar so that the seal would have to be broken to gain access to the on/off switch. This provides the advantage that the vehicle operator may not easily or accidentally disable the device, thus ensuring that it remains operative during the entire journey.

Power may be supplied to the device by a variety of known means (e.g. battery or via the train's electrical system).

In an alternative embodiment, an optical warning means such as a tight may be provided for communicating the alert to the driver. The warning light may be a low voltage bulb.

Alternatively, a pturality of optical alerts may be provided such that each optical alert corresponds to a given type of situation. For example, a red warning light may be indicative of a red light ahead, whilst a green light may be indicative of a clear path ahead.

The warning lights may flash intermittently when activated (i.e. when an alert is being transmitted) or may be illuminated without interruption until the alert is superseded by a fresh input. The optical communication means may be provided in addition to, or instead of, the audio communication means.

Alternative embodiments may also include other types of optical alert, such as pop-up flags or message screens, and the present invention is not intended to be timited in this respect.

This provides the advantage that the atert is brought to the operator's attention via more than one sense (sound and sight) and increases the chance of the vehicle operator being aware of the situation.

These and other aspects of the present invention will be apparent from, and elucidated with reference to the embodiment described herein.

An embodiment of the present invention will now be described by way of example only and with reference to the accompanying drawings, in which: Figure 1 shows a diagrammatic representation of signal sequences used in relation to rait networks.

Figure 2 shows a preferred embodiment of the present invention.

Turning to Figure 2, a railway alert device 1 is provided with a case or box 2 to contain the various device components and to protect them from the ingress of dirt, moisture etc. The device 1 is also provided with a speaker 3 to facilitate the communication of an audible alert to the train driver. An optical alert (warning light) 4 is also provided, the warning light being configured to flash or illuminate when an alert is activated. Although only one warning light 4 is shown in Figure 2, a plurality of warning lights may be provided, each light indicating a different type of scenario by means of a distinct colour.

The device 1 is also provided with a plurality of input means (push buttons), each push button 5 being representative of, and corresponding to, a particular type of scenario which may be encountered by the train driver. Examples of such situations may include: Red signal', Yellow signal', Token exchange' Green signal/reset' or Per-way Workers on track'. Each input button 5 may be accompanied by a label 6 indicating the nature of the input (i.e. situation) to which it corresponds. This reduces the chance of the driver pressing the wrong button by mistake.

Each input is indicative or representative of a pre-determined type of situation. The selection of the appropriate alert which corresponds to the given input can be achieved by either physical means (e.g. wires or other mechanical connection means) or by nonphysical means. The selection of the appropriate alert may be performed by a computing device provided either within the device or external to the device.

The situation may be a potential hazard that the driver needs to be mindful of (e.g. if a red light has been sighted, there is a risk ahead). Alternatively, the driver may have sighted a green aspect in which case the track section ahead is clear of known risks. Pressing the green button will reset the device to cancel any previous input and terminate any alert which is currently being communicated. Thus, the green button may be thought of as a reset' button or a cancel alert' button. When an alert is being communicated, the device may be termed as in alert mode' or alert status'. Conversely, when no alert is being broadcast, the device can be tenTned as being in non-alert mode' or non' alert status'.

The alert may be stored within the device (for example on a tape or on a disk provided within the device 1) or it may be transmitted to the device from an external source in response to an input.

The device I is provided with an onloff switch 6 which can be used to enable power to be connected or disconnected. The switch 6 may be provided behind a breakable member (not shown) to prevent inadvertent use of the switch.

In use, a train driver progresses his journey along a railway track (see Figure 1). When a signal or other scenario is encountered (such as a red, green or yellow aspect, workers on the track, or the need to exchange a token) he presses the appropriate button 5 corresponding to the type of situation he has encountered. For example, if he encounters a yellow light, he presses the yellow button on the device 1. The yellow input button may light up in response to being pushed. A pre-recorded message appropriate to the indicated type of scenario is then broadcast to the driver via the loud speaker 3. The alert may constitute a spoken message such as yellow signal received, red signal ahead'.

Alternatively, if a green signal is sighted the green button is pushed, and the alert may state Green signal received, clear ahead'. The invention is not intended to be limited in regard to the number or type of alert messages which are communicated to the driver, or the number or type of scenarios to which the alerts correspond.

By way of example, if a driver passes a yellow aspect, he pushes the yellow button. A pre-recorded alert corresponding to this situation is played to the driver saying, for example, yellow signal received, red signal ahead'. The message is repeated at timed intervals and continues to repeat until the driver sees the red signal and presses the red input button.

This would reset the yellow button, and activate the alert corresponding to the red button (e.g. red ahead, apply brake'). If, however, the next signal was another yellow instead of a red, the driver would leave the yellow alert active until a different aspect or situation was encountered and a corresponding input is fed into the device to override the yellow button.

This would be of particular relevance when a yellow aspect has been encountered on approach to a station. The driver would be reminded of the passed yellow signal and forthcoming red signal before pulling away. Thus, if he has been distracted at the station, the potential risk is brought to his attention again.

If the train is to transition from a bi-directional track to a uni-directional track, or vice versa, the driver will need to exit the cab, exchange a token in a track-side enclosure and then check the signal again before continuing the journey. Thus, when a change of track is encountered, the driver would press the Token' input button to indicate that there is a need for a token exchange. The device would repeat an alert such as Exchange token, check signal' until the driver presses the green button to indicate that these tasks have been completed. The Token' input is thus reset and overridden by the green input.

In use, the warning light(s) 4 illuminate to attract the driver's attention to the situation.

There may be a warning light for each input button 5. Thus the audio and visual alerts both work together to remind the driver of the relevant scenario or bring it to his attention for the first time.

In an embodiment wherein the signal is transmitted to the device from a source external to the train (e.g., from a transmitter on the track, on or near a signal, or on a per-way worker), the driver may not need to input all of the inputs described above. He may, for example, only need a green (i.e. cancel') input means to indicate that a token has been exchanged, or that a green light has been sighted. The other inputs (such as red light' or per-way workers on track') could be received from the external transmission device without the driver's assistance. Alternatively, the external transmission device may be supplied in addition to the in-cab input means described above, so as to supplement one another.

Thus, the present invention overcomes or alleviates at least some of the drawbacks of the known solutions, in that the device heightens the train driver's awareness of the current situation and potential hazards which may lie ahead by reducing the risk of driver distraction or forgetfulness. As the device continues to repeat the alert until the driver intentionally resets the device to green', the driver is relieved of the burden of having to remember the potential hazard for himself He is, therefore, able to pay attention to the task of driving whilst being assured that the alert will make him aware of any risks when necessary. For example, when a yellow aspect is passed on approach to a station, the alert yellow signal passed, red ahead' will still be sounding in the cab when the driver attempts to pull away, thus reminding him of the danger ahead. The alert will inform the driver of the nature of the risk, thus providing a more detailed, flexible and informative solution than provided by known systems. Thus, the heightened awareness provided by the present invention leads to fewer SPAD events on railways, leading in turn to decreased costs for the TOCs and increased safety for rail users.

The present invention may be utilised as a warning device in relation to a variety of transportation systems and types of vehicles. Although the present application describes the use of the invention in relation to railway systems and trains, this is by way of example only and the invention is not intended to be limited in this regard. For example, it may be used in relation to aircraft on runways.

It should be noted that the above-mentioned embodiment illustrates rather than limits the invention, and that those skilled in the art will be capable of designing many alternative embodiments without departing from the scope of the invention as defined by the appended claims. In the claims, any reference signs placed in parentheses shall not be construed as limiting the claims. The words "comprising" and "comprises", and the like, do not exclude the presence of elements or steps other than those listed in any claim or the specification as a whole. The singular reference of an element does not exclude the plural reference of such elements and vice-versa. n a device claim enumerating several means, several of these means may be embodied by one and the same item of hardware. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage.

Claims

CLAIMS: 1. An alert device for alerting a vehicle operator to a potential hazard, the device comprising: input means for receiving an input indicative of a pre-determined type of situation; and communication means configured to communicate an alert corresponding to the input; wherein the communication means communicates the alert repeatedly to the vehicle operator until a subsequent input is received.
2. An alert device according to claim 1 wherein the subsequent input is received from the vehicle operator.
3. An alert device according to claim 1 or 2, wherein the alert is a visual and/or audio alert.
4. An alert device according to claim 3, wherein the alert is a flashing light or oral message.
5. An alert device according to any preceding claim, wherein the input means is a push button, switch, touch screen or voice recognition component.
6. An alert device according to any preceding claim and comprising a plurality of input means, each of the plurality of input means corresponding to one of a plurality of pre-determined situations.
7. An alert device according to any preceding claim, wherein the subsequent input may trigger a further alert or reset the previous input.
8. An alert device according to any preceding claim, wherein the input means is provided with a visual indication of the type of scenario it corresponds to.
9. An alert device according to claim 8 wherein the visual indication is a symbol or label or colour.
10. An alert device according to any preceding claim, wherein the input means is configured to receive the input from a source external to the vehicle.
11. An alert device according to claim 10 wherein the input source is a transmitter provided on a signal, on or near a track, or on a per-way worker.
12. An alert device according to any preceding claim, wherein the vehicle is a train and the vehicle operator is a train driver.
13. An alert device according to any preceding claim, further comprising an onioff means provided behind a breakable seal, membrane or collar.
14. An alert device according to any preceding claim, wherein selection of the alert corresponding to a given input may be performed by physical or non physical means;
15. An alert device according to claim 14 wherein the selection of the corresponding alert is performed by a computing device provided either within the alert device or external to the alert device.
16. An alert device according to any preceding claim, further comprising storage means for storing at least one alert.
17. An alert device according to claim 16 wherein the at least one alert may be updated or deleted from the storage means.
18. A method of alerting a vehicle operator to a potential hazard, the method comprising the steps: i) providing an input indicative of a pre-determined type of situation to an alert device according to any preceding claim; ii) communicating an alert to the vehicle operator if the received input corresponds to a hazardous situation; iii) repeating the communication of step ii) until a further input is received.
19. A method according to claim 18 wherein the alert is a spoken message indicative of the type of input and/or situation.
20. A method according to claim 18 or 19 wherein the input is provided by the vehicle operator or from a source external to the vehicle.