GB2569640A

GB2569640A - Railway level crossing safety system

Info

Publication number: GB2569640A
Application number: GB1721682.1A
Authority: GB
Inventors: Otegui Van Leeuw Jon
Original assignee: Individual
Current assignee: Individual
Priority date: 2017-12-21
Filing date: 2017-12-21
Publication date: 2019-06-26
Also published as: GB201721682D0

Abstract

A railway level crossing system, comprising two gates, each having a sensor 2.19 at the end, allowing the distance and angle between the gates to be monitored, and a sensor 2.11, to monitor the inclination of the gates lower members 2.10. If at least one sensors indicates that at least one gate is not closed i.e. within pre-set parameters, a signal is sent from the gate controller 2.15 to a traffic light controller 2.12 that turns red 2.4, and an automatic braking system that is activated. The traffic light remains red until all the sensors indicate that the gates are closed, and braking system actuator 2.8 is position a safe braking distance from the crossing. The sensors may be infrared or microwave actuated. Preferably the driver has to acknowledge the safe automatic braking of the train by pressing a button before moving the train again. Preferably an additional traffic light is positioned to prior to the light warning the gate is not in position. Alternatively if only one gate is used, the sensor from the second gate is positioned on a rigid vertical mast beside the gate, to allow the lateral position of the individual gate to be monitored.

Description

Track connected level crossing monitoring system for the gates

Technical field:

Railway engineering

Description:

This invention comprises a system in which the controllers (2.18) of the gates (2.9) of a level crossing (2.17), are connected in a wired (2.6, 2.13, 2.16) or wireless connection to the traffic light (2.4) that is comprised in front of the train (2.1) when the gates (2.9) are actuated to be closed by the actuators. So, as the train (2.1) approaches the level crossing (2.17), the train (2.1) passes over a sensor which activates the closing of the gates (2.9). If at least one of the gates (2.9) is not closed and locked, the traffic light (2.4) remains turned on the red light (2.2) , hence closing the traffic to the trains (2.1). If the train (2.1) passes the red light (2.2), automatic breaking is applied to the train (2.1), which will make it (2.1) to stop. The gate controller (2.15) collects the data from all the gates (2.9) of the level crossing (2.17). If all gates (2.9) are closed and locked, the gate controller (2.15) controls if the lower members (2.10) of all the gates (2.9) are moved to an angle which is greater than 10 degrees. If this is the case, the traffic light (2.4) still remains turned to the red light (2.2). If the lower members (2.10) of all gates (2.9) remain moved at angles lower than 10 degrees, the gate controller (2.15) finally sends a go ahead signal to the traffic light controller (2.12), which then in turn turns the traffic light (2.4) to the green light (2.3). The gate controller (2.15) controls the movement of the lower gate members (2.10) until the train (2.1) passes the sensor (2.7) which is closest to the level crossing (2.17). If the lower members (2.10) of at least one gate (2.9) is moved to angles greater than 10 degrees, the actuator (2.8) applies the brakes to the train (2.1) automatically, which makes the train (2.1) stop. If the lower members (2.10) of the gates (2.9) remain moved at angles lower than 10 degrees, the actuator (2.8) remains inactivated, and the train (2.1) passes through the level crossing (2.17) as planned.

Figure 1 comprises a block diagram of the system actuators (2.5, 2.8) and pathways depending on the diagnostics of the gate sensors (2.11, 2.18) and gate locking controllers (2.15).

Figure 2 comprises a side view of the system concerned, illustrating the level crossing (2.17), along with the connections (2.6, 2.13, 2.16) to the gates (2.9) and gate controllers (2.15), and the system functionality as described on Figure 1.

Figure 3 comprises a top view of the level crossing (3.3), with a vehicle (3.5) having collided against one of the gates (3.1), with the sensors (3.4) monitoring the distance between each of these (3.4).

Figure 4 comprises a top view of a vehicle (4.5) having collided against the two gates (4.1, 4.4) simultaneously, such that the sensors (4.3) monitor the angle between the ends of the two gates (4.4) simultaneously where these (4.3) are comprised, hence guaranteeing the safety of the level crossing (4.2) without needing any additional equipment.

The gate sensors (2.11) monitor continuously if the angles of inclination of the lower members (2.10) exceed 10 degrees. If so, the sensors (2.11) will send a command to the gate transmitter (2.18), which would in turn send a signal to the gate controller (2.15). Said gate controller (2.15) would finally send a signal to the traffic lights (2.4) to turn to red (2.2), or to the sensor (2.7) to order the actuator (2.8) to apply automatic breaking to the trains (2.1). The angle of inclination of said lower members (2.10) is allowed to be up to 10 degrees, because other features such as very strong winds, can also result in the lower members (2.10) of the gates (2.9) moving about. The angles of inclination of the lower members (2.10) are monitored across both the x and y axis planes. If any axis plane shows an inclination angle greater than 10 degrees, the sensor (2.11) will inform the gate controller (2.15) to issue a stop signal to the traffic lights (2.4) and sensors (2.7, 2.12), and so to close the traffic to the trains (2.1), hence impeding the trains (2.1) from accessing the level crossing (2.17). Said gate sensors (2.11) transmit the commands either via wire or wirelessly to the gate transmitters (2.18). All the gate transmitters (2.18) are connected to the gate controller (2.15).

The gates’ controllers (2.15) check if the gates (2.9) are comprised at the required angle, by receiving the data from the gate transmitters (2.18), which are in turn connected to the gate (2.9) actuators. In most cases, said locking level for the gates (2.9) would be in parallel to the ground plane level. This system measures that the gates (2.9) are properly closed. So, if a vehicle or person lifts the gates (2.9), the monitoring (2.15) system will automatically class it as a forced passage, and hence class said gate (2.9) as unlocked, and the traffic will be closed to the trains (2.1) from crossing the level crossing (2.17). This is done by the means of red lights (2.3) and the sensors (2.7, 2.12) which anatomically break the trains (2.1). The gates (2.9) have got a locking mechanism once these (2.9) are fully closed, hence making these (2.9) closed and locked automatically. After said gates (2.9) are closed and locked, will the traffic light (2.4) be turned to the green light (2.2). This is only if the lower members (2.10) of the gates (2.9) are not moved to angles greater than 10 degrees.

The advantages of this invention’s system, is that no modification is required to the rolling stock which is driven across the level crossings (2.17), hence minimising implementation costs, minimising time delays for system introduction, and especially increasing the safety of every user on level crossings (2.17), both on the road and on the trains (2.1). Said invention is hence conceived to bring the risk of a collision between the trains (2.1) and a vehicle or pedestrian, to a minimum.

For such a system, the train (2.1) passes over a sensor which is comprised at a fair distance from the traffic light (2.4) concerned, in order to supply enough time for the level crossing gates (2.9) to be closed, and to leave enough time for the train (2.1) to see a red light (2.2) if it happens for any obstacle comprised on the level crossing (2.17). If two tracks (2.14) are present parallel to each other (2.14), the systems operate simultaneously for both tracks (2.14), such that the traffic to both tracks (2.14) will still be closed with red light (2.2) on the traffic lights on both tracks (2.14), if the gates (2.9) are not properly closed, if the lower members (2.10) are moved at an angle greater than 10 degrees, or both. Said system can be applied to a plurality of tracks (2.14), with said level crossing (2.17) comprising two or more parallel projecting rail tracks (2.14). So, the gate controllers (2.15) will turn all traffic lights (2.4) on all tracks (2.14) to the red (2.2) if the gates (2.9) are not closed or the lower members (2.10) are moved to angles greater than 10 degrees. Similarly, if the gates (2.9) are moved upwards after any of the trains (2.1) passes through the green (2.3) traffic lights (2.4), the sensors on the tracks (2.7), comprised closer to the level crossing (2.17), will automatically break all the trains (2.1) to a stop prior of these (2.1) crossing the level crossing (2.17) concerned.

Each gate (2.9) comprises a sensor (2.11) which controls the movement of the lower members (2.10) of the gates (2.9), to check if said members (2.10) move at angles greater than 10 degrees. Said system is required, because obstacles such as vehicles, people or bicycles can be passed under the gates (2.9), and be impacted by the train (2.1). If the gates (2.9) are moved upwards after the train (2.1) passes through the traffic lights (2.4), the sensor (2.7) will still activate the actuator (2.8) to apply brakes of the train (2.1) automatically to bring it (2.1) to a stop, for safety reasons.

If all the gates (2.9) would not be locked, the traffic lights (2.4) remain on the red light (2.3) for all tracks (2.14) until all gates (2.9) are locked. After all gates (2.9) are locked, said traffic light (2.4) is given the go ahead to turn to the green (2.3). This is however if also the lower members (2.10) are not inclined at angles greater than 10 degrees. If said lower members (2.10) are inclined at angles greater than 10 degrees, said lights (2.4) will remain on the red (2.2). If the gates (2.9) are lifted, or said lower members (2.10) are moved to angles greater than 10 degrees, the sensor (2.7) will automatically break the train (2.1) and bring it (2.1) to a safe stop. The driver can then acknowledge the stop, and bring the train (2.1) back to movement. At that time, the driver will have a clear view of the level crossing (2.17), hence allowing him to cross at a reduced speed, or to stop if any obstacle is present on the level crossing (2.17). Said sensor (2.7) will apply automatic breaking to the train (2.1) as long as said gates (2.9) are lifted or said lower members (2.10) are moved at angles greater than 10 degrees. So, said sensor (2.7) can stop the train (2.1) more than one or two times if required. The distance of the track (2.14) for said system is calculated such that the driver will have a view of the level crossing (2.17) when moving again, still at a low speed. Furthermore, the safe stop will point out to the driver that there is an issue at said level crossing (2.17), and that hence, he will have to move the train towards it (2.17) at a reduced speed to allow him to execute a safe stop if any obstacle still persists on the level crossing (2.17).

The traffic lights (2.4) are each connected to an actuator (2.5) which applies automatic braking to the trains (2.1) if said trains pass said traffic light(s) (2.4) on red light (2.3). The sensors (2.11) of the lower members (2.10) detect the angle of inclination of said lower members (2.10) by an infrared monitor of the bar (2.10) closest to the actuators of said gates (2.9), or by a radar detector. So, the system can constantly calculate the angle of inclination of said lower members (2.10). The sensor (2.5) of the traffic light (2.4) is connected to the traffic light control system (2.12), which controls both the sensor (2.5) and said traffic lights (2.4).

The actuators (2.5, 2.8) on the tracks (2.14) actuate an electromagnetic field, which applies automatic braking to the trains (2.1) when said trains pass over the sensor housings (2.7, 2.12) concerned, in which said sensors (2.7, 2.12) are housed.

The traffic light controller (2.12) actuates the braking actuator (2.5) as long as the light is on the red (2.2). So, if the train (2.1) passes said traffic light (2.4) when being on the red (2.2), said train (2.1) will brake automatically, and will reach a safe stop, prior of reaching the next sensor (2.7) closer to the level crossing (2.17). The control system (2.7) of the sensor (2.7) applies a braking command to the actuator (2.8) if the gates (2.9) are not locked properly, or if the lower members (2.10) are moved at angles greater than 10 degrees.

The gate control system (2.15) is connected via cables (2.16) to all the gates (2.9) of the level crossing. Said gate controller (2.15) is also connected to the closer sensor (2.7) by the means of cabals (2.13). A cable also connects said gate controller (2.15) to the traffic light controller (2.12) by the means of a cable (2.6). Said traffic light controller (2.12) in turn connects to the traffic light (2.4) functioning systems (2.2, 2.3).

Sensors (2.19) are comprised at the ends of the gates (2.9). So, if the distance between said sensors (2.19) is greater than 20 cm, the gate transmitter (2.18) will also automatically send a command to the gate controller (2.15). Said gate controller (2.15) will in turn send a command to the traffic light controller (2.12) in order to turn the traffic light to the red (2.2). If the train (2.1) is already positioned after said traffic light (2.4), said actuator (2.8) closer to the level crossing (2.17) will actuate a braking command to the train (2.1), which will make it (2.1) brake to a safe stop. The sensors (2.19) can be infrared or microwave based, such that the system calculates the distance between both sensors (2.19). Said system is important, as vehicles move the gates (2.9) towards the tracks if these collide against said gates (2.9). If a vehicle tries to exit the level crossing, its bumps to the gates (2.9) will move said gates (2.9) away. So, said sensors (2.19) will save the lives of drivers and pedestrians in the level crossing (2.17), as well as for people on the train (2.1), by avoiding any collisions.

So, if a vehicle bumps onto the gates (2.9) from outside or on the track (2.14), the sensors (2.19) will send an obstacle command to the gate controller (2.15), which will in turn, turn the traffic light (2.4) to the red (2.2) and said actuators (2.5, 2.8) simultaneously to the breaking position. The bumps will result in the gates (2.9) moving, hence increasing the distance between the two gates (2.9) on each side above the tolerated safe limit, which will close the traffic to trains (2.1) on the level crossing (2.17). The angle tolerance is such that said gates (2.9) remain well far from the track (2.14) when being on the tolerated angle limits between the two said sensors (2.19). A 5 degree angle is recommended as a maximum tolerance limit.

Said sensors (2.19) are positioned in front of each other when the gates (2.9) are closed. The sensors (2.19) also monitor the angle of incidence between the two sensors (2.19). So, if said sensors (2.19) are inclined at more than 5 degrees to each other, the traffic to the trains (2.1) will also be closed on the level crossing (2.17), by the means of red lights (2.2) and braking systems (2.5, 2.8). This system also needs to be implemented, as a vehicle can also collide on the middle of the level crossing, hence moving the two gates (2.9) of said crossing (2.17) simultaneously. So, said system needs to also monitor the angles between the two sensors in order to ensure that said level crossing (2.17) is on a safe mode to allow the trains to pass through it (2.17). The second sensor (2.19) can be comprised on a static mast if the level crossing (2.17) comprises only one gate (2.9) at each side.

If no data is sent from either sensor or locking mechanisms, the trains (2.1) will also be ordered to stop, as the traffic light (2.4) will remain on the red light (2.2), and the actuators (2.5, 2.8) on the track (2.14) will be turned to the automatic braking position. Said failure can be due to a collision of a vehicle to said gates (2.9), or due to a power failure. However, safety needs to be prioritised at all times. The sensors (2.19) can be connected to the gate transmitters (2.18) via a wire or wirelessly. Said gate transmitters (2.18) are connected to the gate controller (2.15) by cables (2.16).

The sensors (3.4) are comprised at the end of the gates (3.1), and can hence measure the distance (3.2) between the two sensors (3.4) once the gates (3.1) are closed and locked. The level crossing (3.3) is therefore safer even when a vehicle (3.5) drives against one of the gates (3.1) . If the distance (3.2) is greater than 20 cm, the sensors (3.4) will send a signal to the gate controller (2.15), which will close the traffic to trains (2.1) on the level crossing (2.17) by the means of red lights (2.2) and automatic breaking actuators (2.5, 2.8).

If a vehicle (4.5) collides with the two gates (4.1, 4.4) simultaneously on a level crossing (4.2) , the sensors (4.3) measure the distance between the two of said sensors (4.3), in order to determine if the angle between the two sensors (4.3) is still within the safe limit. An angle of 5 degrees is recommended as the safe limit. Each sensor (4.3) is comprised at the end of each gate (4.1), such that the two gates (4.4) are monitored by the sensors (4.3), even if a vehicle (4.5) collides with said gates (4.1, 4.4) simultaneously. If the angle between the two sensors (4.3) is greater than 5 degrees, the sensors (4.3) will send a signal to the gate controller (2.15), which will close the traffic to trains (2.1) on the level crossing (2.17) by the means of red lights (2.2) and automatic breaking actuators (2.5, 2.8). Each sensor (4.3) is attached rigidly to the ends of the gates (4.1, 4.4).

The maximum angle of said lower members (2.10) is a recommended maximum of 10 degrees, but can be any angle according to the specification of designers that implement said system. The same occurs for the angle between the two sensors (2.19, 3.4, 4.3), which is recommended to be a maximum of 5 degrees, and the distance between the two gates (2.9,

3.1, 4.1), which is recommended to be a maximum of 20 cm. These parameters can be any different data, according to the weather conditions of the terrain where the level crossing (2.17) is situated, and the data programmed by the engineers on the control computers, which are in the gate controller (2.15).

If one of the gates (2.9, 3.1, 4.1) remains opened, and the system is sabotaged, the sensors (2.11) that monitor the inclination of the lower members (2.10) will still send a stop signal to the gate controller (2.15), which will close the traffic to the trains (2.1) on the level crossing (2.17) . This is because the lower members (2.10) would be inclined at much more than 10 degrees to the direction of projection of the gate (2.9, 3.1, 4.1), if said gate (2.9, 3.1, 4.1) is opened. Furthermore, the sensors (2.19, 3.4, 4.3) that monitor the angle and distance between the two of said sensors (2.19, 3.4, 4.3), will not detect the other sensor at a close enough distance and close enough angle, which will hence also drive the gate controller (2.15) to close the traffic to the trains (2.1) on the level crossing.

A traffic light comprised further down the track (2.14), turns a red light to warn the driver that said train (2.1) has to start braking before reaching the fully red traffic light (2.4, 2.3) if said gates (2.9, 3.1, 4.1) at the level crossing (2.17) are not closed or positioned as required.

The angle between the directions of projection of the two adjacent gates (2.9, 3.1, 4.1) is recommended to be a maximum of 5 degrees between these (2.9, 3.1, 4.1), but can be any higher or lower angle according to the data programmed by engineers on the system, as long as the gate (2.9, 3.1, 4.1) is not allowed to be present closer to the railway track (2.14) than the safe distance limit.

The present invention comprises a railway level crossing safety system, where sensors (2.19, 3.4, 4.3) are comprised at the end of the gates (2.9, 3.1, 4.1) to measure the distance (3.2) between the two gates (2.9, 3.1,4.1), as well as the angle between said gates (2.9, 3.1,4.1), as well as comprising sensors (2.11) which measure the angles of inclination of the lower members (2.10) of said gates (2.9, 3.1, 4.1), and also comprising a system monitor, which monitors the angle between the two adjacent positioned closed gates (2.9, 3.1, 4.1), hence monitoring if said gates (2.9, 3.1, 4.1) are closed as required, such that said gates (2.9, 3.1,

4.1) are connected wirelessly or via a wire (2.16) to a gate controller (2.15), which is in turn connected wirelessly or via independent wires (2.6, 2.13) to a traffic light controller (2.12) and an actuation sensor (2.7), hence allowing the traffic light (2.4) to be turned to the red (2.2) and said actuators (2.5, 2.8) offering automatic braking, if one of the three conditions mentioned is not fulfilled on at least one of the gates (2.9, 3.1, 4.1).

The preferred embodiments are the following.

A railway level crossing safety system according to the above, in which said traffic light (2.2) remains on the red light until said safety systems supply a go ahead signal to the traffic light controller (2.12), which controls the traffic light.

A railway crossing safety system according to the above in which said traffic light (2.4) is comprised at a safe breaking distance from the actuator (2.8) comprised closer to the level crossing (2.17), which is in turn comprised at a safe breaking distance from the level crossing concerned.

A railway level crossing safety system according to the above, in which the other lateral sensor (2.19, 3.4, 4.3) beside the one (2.19, 3.4, 4.3) comprised on the gate (2.9, 3.1, 4.1) is comprised on a rigid vertical mast beside the gate (2.9, 3.1, 4.1) if only one gate (2.9, 3.1,

4.1) is comprised at each side.

A railway level crossing safety system according to the above, in which the monitoring sensors (2.9, 2.19, 3.4, 4.3) are infrared, or microwave actuated, such that the systems of said sensors (2.9, 2.19, 3.4, 4.3) can map an accurate picture of the situation at all times, hence avoiding any misinformation to the railway track (2.14) monitoring systems.

A railway level crossing safety system according to the above, in which the traffic light (2.4) and the actuators (2.5, 2.8) remain to the red light and automatic braking positions before and as long as the gate controller (2.15) issues a stop signal to the traffic light (2.4) controller (2.12) and to the actuating sensors (2.7), which would turn the actuators (2.5, 2.8) to the automatic braking position and the traffic light (2.4) to the red light (2.2), if the gates (2.9,

3.1, 4.1) are not locked as required at an angle of 0 degrees to the plane of the road (2.17, 3.3,

4.2), until said gates (2.9, 3.1, 4.1) are locked in the required position.

A railway level crossing safety system according to the above, in which the traffic light (2.4) and the actuators (2.5, 2.8) remain to the red light and automatic braking positions before and as long as the gate controller (2.15) issues a stop signal to the traffic light (2.4) controller (2.12) and to the actuating sensors (2.7), which would turn the actuators (2.5, 2.8) to the automatic braking position and the traffic light (2.4) to the red light (2.2), if the gate (2.9, 3.1,

4.1) sensors (2.19, 3.4, 4.3) detect an inclined position of greater than the safe limit (preferably 10 degrees) to the lower members (2.10) of said gates (2.9, 3.1, 4.1), until said lower members (2.10) are positioned at angles lower than the safe limit (preferably 10 degrees) to the required position.

4.1) sensors (2.19, 3.4, 4.3) detect an inclination angle greater than the required limit (preferably 5 degrees) between the directions of projection of the two adjacent positioned gates (2.9, 3.1, 4.1) and/or the distance between the ends of the two gates (2.9, 3.1, 4.1) position of greater than the safe limit (preferably 20 cm), until said gates (2.9, 3.1, 4.1) are positioned at the required positions.

A railway crossing safety system according to the above, in which said system proceedings of claims 6 to 8, are controlled one after the other in a followed and ordered manner by the gate controller (2.15) before issuing the go ahead signal to the traffic light controller (2.12), which would turn the light to green (2.3) and bring the actuators (2.5, 2.8) to the inactivated position, with said gate controller (2.15) issuing a stop signal if one of said systems as described on claims 6 to 8 do not provide the required specification for the gates (2.9, 3.1,

4.1).

A railway crossing safety system according to the above, in which the driver of the train (2.1) has to acknowledged the safe automatic braking stop by said actuators (2.5, 2.8) by pressing a bottom before moving the train again, with said sensors (2.5, 2.8) being activated to the automatic braking position each time that said gates (2.9, 3.1, 4.1) are not locked in the appropriate manner, hence being able to stop the train (2.1) one, two or more times if necessary.

A railway level crossing safety system according to the above, in which a plurality of tracks (2.14) can be comprised on the level crossing concerned (2.17), with the railway traffic lights (2.4) and automatic braking systems (2.5, 2.8) working simultaneously for all tracks (2.14), hence closing the traffic to all trains (2.1) on all tracks (2.14) if one gate (2.9, 3.1, 4.1) is not closed properly or not closed up to specification.

A railway level crossing safety system according to the above, in which a traffic light comprised further down the track (2.14), turns a red light to warn the driver that said train (2.1) has to start braking before reaching the fully red traffic light (2.4, 2.3) if said gates (2.9,

3.1, 4.1) at the level crossing are not closed or positioned as required.

Claims

1) A railway level crossing safety system, where sensors (2.19, 3.4, 4.3) are comprised at the end of the gates (2.9, 3.1, 4.1) to measure the distance (3.2) between the two gates (2.9,

3.1, 4.1), as well as the angle between said gates (2.9, 3.1, 4.1), as well as comprising sensors (2.11) which measure the angles of inclination of the lower members (2.10) of said gates (2.9, 3.1, 4.1), and also comprising a system monitor, which monitors the angle between the two adjacent positioned closed gates (2.9, 3.1, 4.1), hence monitoring if said gates (2.9, 3.1, 4.1) are closed as required, such that said gates (2.9, 3.1, 4.1) are connected wirelessly or via a wire (2.16) to a gate controller (2.15), which is in turn connected wirelessly or via independent wires (2.6, 2.13) to a traffic light controller (2.12) and an actuation sensor (2.7), hence allowing the traffic light (2.4) to be turned to the red (2.2) and said actuators (2.5, 2.8) offering automatic braking, if one of the three conditions mentioned is not fulfilled on at least one of the gates (2.9, 3.1, 4.1).

2) A railway level crossing safety system according to claim 1, in which said traffic light (2.2) remains on the red light until said safety systems supply a go ahead signal to the traffic light controller (2.12), which controls the traffic light.

3.1,

4.1) is comprised on a rigid vertical mast beside the gate (2.9, 3.1, 4.1) if only one gate (2.9, 3.1, 4.1) is comprised at each side.

5) A railway level crossing safety system according to claims 1 to 4, in which the monitoring sensors (2.9, 2.19, 3.4, 4.3) are infrared, or microwave actuated, such that the systems of said sensors (2.9, 2.19, 3.4, 4.3) can map an accurate picture of the situation at all times, hence avoiding any misinformation to the railway track (2.14) monitoring systems.

6) A railway level crossing safety system according to claims 1 to 5, in which the traffic light (2.4) and the actuators (2.5, 2.8) remain to the red light and automatic braking positions before and as long as the gate controller (2.15) issues a stop signal to the traffic light (2.4) controller (2.12) and to the actuating sensors (2.7), which would turn the actuators (2.5, 2.8) to the automatic braking position and the traffic light (2.4) to the red light (2.2), if the gates (2.9, 3.1, 4.1) are not locked as required at an angle of 0 degrees to the plane of the road (2.17, 3.3, 4.2), until said gates (2.9, 3.1, 4.1) are locked in the required position.

7) A railway level crossing safety system according to claims 1 to 6, in which the traffic light (2.4) and the actuators (2.5, 2.8) remain to the red light and automatic braking positions before and as long as the gate controller (2.15) issues a stop signal to the traffic light (2.4) controller (2.12) and to the actuating sensors (2.7), which would turn the actuators (2.5, 2.8) to the automatic braking position and the traffic light (2.4) to the red light (2.2), if the gate (2.9, 3.1, 4.1) sensors (2.19, 3.4, 4.3) detect an inclined position of greater than the safe limit (preferably 10 degrees) to the lower members (2.10) of said gates (2.9, 3.1, 4.1), until said lower members (2.10) are positioned at angles lower than the safe limit (preferably 10 degrees) to the required position.

8) A railway level crossing safety system according to claims 1 to 7, in which the traffic light (2.4) and the actuators (2.5, 2.8) remain to the red light and automatic braking positions before and as long as the gate controller (2.15) issues a stop signal to the traffic light (2.4) controller (2.12) and to the actuating sensors (2.7), which would turn the actuators (2.5, 2.8) to the automatic braking position and the traffic light (2.4) to the red light (2.2), if the gate (2.9, 3.1, 4.1) sensors (2.19, 3.4, 4.3) detect an inclination angle greater than the required limit (preferably 5 degrees) between the directions of projection of the two adjacent positioned gates (2.9, 3.1, 4.1) and/or the distance between the ends of the two gates (2.9, 3.1, 4.1) position of greater than the safe limit (preferably 20 cm), until said gates (2.9, 3.1, 4.1) are positioned at the required positions.

9) A railway crossing safety system according to claims 1 to 8, in which said system proceedings of claims 6 to 8, are controlled one after the other in a followed and ordered manner by the gate controller (2.15) before issuing the go ahead signal to the traffic light controller (2.12), which would turn the light to green (2.3) and bring the actuators (2.5, 2.8) to the inactivated position, with said gate controller (2.15) issuing a stop signal if one of said systems as described on claims 6 to 8 do not provide the required specification for the gates (2.9, 3.1, 4.1).

10) A railway crossing safety system according to claims 1 to 9, in which the driver of the train (2.1) has to acknowledged the safe automatic braking stop by said actuators (2.5, 2.8) by pressing a bottom before moving the train again, with said sensors (2.5, 2.8) being activated to the automatic braking position each time that said gates (2.9, 3.1, 4.1) are not locked in the appropriate manner, hence being able to stop the train (2.1) one, two or more times if necessary.

11) A railway level crossing safety system according to claims 1 to 10, in which a plurality of tracks (2.14) can be comprised on the level crossing concerned (2.17), with the railway traffic lights (2.4) and automatic braking systems (2.5, 2.8) working simultaneously for all tracks (2.14), hence closing the traffic to all trains (2.1) on all tracks (2.14) if one gate (2.9, 3.1, 4.1) is not closed properly or not closed up to specification.

12) A railway level crossing safety system according to claims 1 to 11, in which a traffic light comprised further down the track (2.14), turns a red light to warn the driver that said train (2.1) has to start braking before reaching the fully red traffic light (2.4, 2.3) if said gates (2.9, 3.1, 4.1) at the level crossing (2.17) are not closed or positioned as required.

3) A railway crossing safety system according to claims 1 to 2 in which said traffic light (2.4) is comprised at a safe breaking distance from the actuator (2.8) comprised closer to the level crossing (2.17), which is in turn comprised at a safe breaking distance from the level crossing concerned.

4) A railway level crossing safety system according to claims 1 to 3, in which the other lateral sensor (2.19, 3.4, 4.3) beside the one (2.19, 3.4, 4.3) comprised on the gate (2.9,