Field of the invention

The present invention concerns the technical field relative to the safety in the field of transport on railways, such as trains and underground systems.

In particular, the invention refers to an innovative safety device able to detect beforehand the presence of an obstacle on the tracks so as to give the engine driver time to execute a braking manoeuvre in complete safety.

Background Art

It is well known that the dense railway network goes through built-up centres or areas so as to connect a city to another one or an area of a city to another area. For that reason, various strategic ^" points to allow the possible pedestrian and/or vehicular crossing are commonly arranged along the railway network, where it is necessary. Such crossings are regulated, as everyone knows, by level crossings.

A level crossing, however, cannot guarantee an optimal safety level.

The level crossing can in fact be ignored by pedestrians, which cross by passing below the bar, therefore risking their lives. There have been several fatal . accidents due to this.

Last, it may happen that, even if a pedestrian or a vehicle starts crossing when the bar is normally lifted, the pedestrian or the vehicle can still remain trapped between the tracks. In that case, currently, there is no way of communicating promptly the presence of the obstacle to the train in transit. Such a risk is naturally higher for a vehicle which engine can, for example, turn off by chance exactly during the transit of the level crossing. It is clear that the impact of the train with the vehicle can have really devastating consequences.

Moreover, crossing points which are provided only with traffic light signalling and not with a level crossing are not at all uncommon, and they clearly render the crossing even more risky.

Brief description of the invention

^' It is therefore the aim of the present invention to provide a safety device for monitoring the crossing points of a railway line, for example a risk zone or a level crossing, which is capable of resolving at least in . part the above-mentioned inconveniences.

In particular, it is the aim of the present invention to provide a safety device for monitoring the crossing points of a railway line that detects the presence of a possible obstacle on the line and that, at the same time, is able to interact with the engine driver so as to allow him to brake well in advance.

These and other aims are reached with the present safety device for monitoring the crossing points of a railway line, in accordance with claim 1.

In accordance with the invention, one or a plurality of sentinel apparatus (3) are provided, placed along the route of the train (1) in correspondence of the crossing points · (2) that want to be monitored. Each sentinel apparatus (3) is provided with an. image acquisition device (5) and transmission means (6) for transmitting the images acquired. In such a manner, it is possible to acquire images relative to a point of interest to be monitored and send them live to a receiving device (10), when in use installed on the train, which displays them on a screen. Thus, the engine driver has the possibility, of seeing. live the shots relative ^' to the crossing point that he is approaching, being able to possibly brake in advance in case an obstacle is present on the line.

In order to select ^" an exclusive acquisition of the images only relative to the critical point that the train is approaching, and thus avoiding the acquisition of images .relative to other sentinel apparatus placed .in other points at a distance, appropriate activation means (11, 12, 13, 14) are provided, which prepare the receiving device (10) for the reception of the images (5) of interest only when the train reaches, along the route direction, a pre-established activation distance from the specific sentinel apparatus (3). Likewise, de-activation means (11, 12, 13, 14) are configured to de-activate the reception of the said images in correspondence of the overcoming of the train of the said sentinel apparatus of a pre-established minimum de-activation distance.

In such a manner, as soon as the image appears on the screen, ^' the engine driver understands that he ^' is approaching a critical area and he has the possibility of checking the presence of obstacles. Once the critical area has been overcome, the screen is de-activated and held in stand-by until it is activated again when a new critical area is reached.

Advantageously, the minimum activation distance can be set, in the route direction of the train, in about 1.500 metres from the sentinel apparatus, while the deactivation distance can be set in about 100 metres from the overcoming of the sentinel apparatus.

Advantageously, the sentinel apparatus (3) further comprises:

- A power supply device (8);

- A loudspeaker/microphone device (7). Advantageously, the power, supply means (8) can comprise one or more photovoltaic panels.

Advantageously, . a remote control unit can be further provided, in communication with one or. more sentinel apparatus so as to monitor the placement areas of · these sentinel apparatus.

Advantageously, the remote control unit . comprises a video communication with all the sentinel apparatus (3) so as to display on a screen of the control unit the shots (5) of these sentinel apparatus and a vocal communication with the sentinel apparatus through the loudspeakers/microphones (7) arranged on the sentinel apparatus so that the operator can, from the operations centre, hear and communicate directly with the monitored area.

Advantageously, the sentinel apparatus can comprise a turret (4) on which the image acquisition device (5) and the transmission means (6) are arranged.

Advantageously, the image acquisition means (5) comprise one or more than one cameras (5) .

Advantageously, the receiving device (10) can comprise in an integrated manner the activation and de-activation means .

Advantageously, .the ^■ receiving device comprises:

- A monitor (10) provided with a screen for displaying the images;

- A receiving channel (12) for receiving the images sent by a sentinel apparatus (3);

- A GPS receiver (11) for receiving a current position signal from a satellite (15);

- A memory (13) containing the placement coordinates of the said sentinel apparatus (3);

- And wherein a processor (14) is further provided and configured to compare the coordinates received from the satellite with the ones contained in memory (13) so as · to configure the monitor for the reception of the images of a- specific sentinel apparatus in correspondence of the train' s reaching the activation distance from the said sentinel apparatus.

Advantageously, the receiving channel (12) comprises a plurality of channels each channel with one frequency such that each frequency result associated to one sentinel apparatus (3) so that the processor can selectively choose the corresponding channel for the reception of the images.

It is further described a railway line comprising a train (1) and the route made _. by the said train and characterized in that the railway line further comprises:

- One, preferably a plurality of sentinel apparatus (3) installed along the route made by the train (1) in correspondence of the crossing points (2), each sentinel apparatus (3) comprising an image acquisition device (5) and transmission means (6) of the images acquired;

- A receiving device (10), installed on the train, and configured so as to acquire the images (5) sent by the transmission means (6) and display them on a screen;

- Activation means (11, 12, 13, 14) configured so as to enable the receiving device (10) to receive the images only (5) sent by only one sentinel apparatus in correspondence of the train' s approaching, along the motion direction, of a pre-established activation distance from the said sentinel apparatus (3), so that, once the said activation distance has been reached, the screen displays the images received relative to the said crossing point, and;

- De-activation means (11, 12, 13, 14) configured to de-activate the reception of the said images in correspondence of the overcoming of the said sentinel apparatus of a pre-established minimum de-activation distance.

It is also described here a railway network characterized in that it comprises more than one railway lines,, as described.

Last, it is also described here a method for monitoring one or more than one potential crossing points of a railway line comprising the operations of:

- Acquisition of images (5) in correspondence ^' of a crossing point (2);

- Transmission of the images acquired to a receiving device (10) installed on the train in transit towards the said crossing point (2);

- Reception of the images on the said receiving device (10) and display of the images received on a screen, the said operation of reception of the images being controlled through enabling the receiving device for the reception of the images (5) only sent from a sentinel apparatus in correspondence of the train's reaching, along the route direction, of a pre-established activation distance from the said s.entinel apparatus (3), so that, once the said activation distance, has been- reached, the engine driver can see on the screen the crossing point, and;

- De-activation of the receiving device (10) in co.rrespondence of the overcoming of the train of the said sentinel apparatus of a pre-established minimum deactivation distance.

Advantageously, the operation of acquisition of the images comprises a shot through one or more than one cameras (5) that film in continuous operation or in correspondence of the passing of the train.

Advantageously, the acquisition of the images exclusively in correspondence of the passing of the train is controlled through the acquisition of a closure signal of the level crossing and sending of the said signal to the camera (5), which is activated. .

Advantageously, the memorization of the data sent by the satellite (15) is comprised, the said data being GPS geographic coordinates, date, time and speed- of the train.

Brief description of the drawings

Further features and advantages of the invention will result clearer with the description of some of - its embodiments that follows, made to illustrate but not to limit, with reference to the annexed drawings, wherein: - Figure 1 represents a perspective view in accordance with the present invention;

- Figure 2 represents in detail the receiving device 10;

- Figures 3 and 4 represent the activation and de- activation points and, as a consequence, an approaching and moving away phase of the train from the said points;

- Figure 5 schematically represents a satellite- that sends a GPS signal to the device 10 and, at the same time, the reception of a signal from a specific turret 4 following the activation of the correct reception channel;

- Figure 6 represents a flow chart of selection of the correct channel to acquire the images sent by a turret 4.

Description of some preferred embodiments

With reference to the enclosed figures, it is described in detail a safety device for monitoring the crossing points of a railway line or of a risk area, in accordance with the invention.

Figure 1 shows a train 1 in transit through a crossing area 2 (pedestrian and/or vehicular) represented by a level crossing. Always figure 1 shows a sentinel apparatus 3 arranged in proximity of the crossing area so as to be able to perform its function, which will be described below.

Structurally, the sentinel apparatus 3 comprises a turret 4 that serves as a ^' support for some components. In particular, image acquisition devices 5 are comprised, such as for example one or more than one camera 5, which are installed on the turret so as to be able to aim and acquire images relative to the crossing area 2.

One or more than one directional antenna 6, preferably two, are arranged on the turret, generally on the top of it in an appropriate position to perform their function. The turret 4 also serves as a support to a loudspeaker/microphone device 7.

The power supply of the systems described ^' above can be provided through solar panels 8 or, alternatively, through the railway electric network.

Always figure 1 shows further accessories, such as backstairs to access to a step-on platform (for example, for the maintenance of the cameras) and a cupboard 9 for containing the supply and control systems of the components described above.

Such turrets 4 are therefore installed on the railway network along the various railway ^" lines in correspondence of all the areas that want to be monitored, naturally independently of the fact that such areas are provided with a level crossing or not.

Figure 2 schematically shows a second element which is part of the present safety device and comprising a receiving device 10, destined to be installed on the train, and configured so as to be able to receive the images sent by a sentinel apparatus 3 and to see them on a screen. In particular, the receiving device comprises a monitor 10 provided with a screen.

The receiving device operates in a 2,4 Ghz band.

It is therefore clear that in all the railway network a plurality of sentinel apparatus 3 can be provided, placed in various areas and, at the same time, a plurality of monitors 10, each one of them installed on a train. In this case, in accordance with the scopes pre- established by the present invention, and as better described in the section regarding its functioning, it is necessary that each monitor 10 is able to choose and acquire information selectively from only one sentinel apparatus 3, that is from that one that is. into a predetermined range of action in which the train is transiting.

The range of action is substantially defined through an activation point and a de-activation point for each sentinel apparatus 3.. The activation point represents, along the motion direction of the train, the minimum distance of the train from the specific turret 4, which, once reached, the reception on the monitor of the images sent by this specific turret is enabled, hindering the reception of other signals. The de-activation point, always along the motion direction of the train, represents the overcoming distance of the turret, beyond which the monitor de-activates the reception of the images sent from the. said turret, that is it interrupts the communication.

Figure 3 schematically shows a train travelling along a direction and highlights the above mentioned activation point that, once reached, the monitor 10 configures itself to acquire the signals, in particular the images, sent from the turret .4 through the two antennas 6. In such a manner, the images are displayed on the screen of the monitor 10. Just . for clarity purposes, the monitor has been represented outside the train's operating cab.

As shown in figure 4, once the de-activation point has been reached (and therefore left behind the said turret 4), the monitor 10 de-activates the reception and remains on stand-by to be configured to- admit the reception of signal of a subsequent turret that it finds along the route.

Preferably, the activation distance can be set in about 1.500 metres and the de-activation distance in about 100 metres. Naturally, different ranges can be pre-chosen without for this moving apart from the present inventive concept. In particular, the activation distance can be increased so as to allow a greater brake margin.

In order to select the correct reception of images, the monitor is provided with a plurality of reception channels, each one in a specific frequency so that each channel is enabled to receive the signal emitted by only one specific turret 4. In such a manner, once a channel has been selected, the monitor receives the signal of the said turret, hindering the other information relative to all the other emitting turrets.

The discriminatory element that allows the monitor 10 to switch from a reception channel to another one, according to the need, involves the use of a GPS , as described immediately below. More in detail, as schematically represented in figure 2 and figure 5, the monitor 10 is provided with a GPS receiver 11 and a video receiver 12 responsible for the reception of the video images sent by the cameras 5 of a turret 4. The GPS receiver 11 , receives, according to a certain time sequence, the information of the position of the train from a satellite 15. The monitor (or separately from .the monitor) comprises a memory 13 and a micro-controller 14, for example a processor, which work in combination with the satellite signal 15 received.

On the memory 13 all the positions on the territory of the sentinel apparatus 3 placed are memorized, through GPS geographic coordinates. For example, for each sentinel apparatus, the activation and de-activation point can be memorized.

The monitor 10 therefore receives the signal from, the satellite 15 through the GPS receiver 11 so as to identify continuously the current position of the train and of the. monitor ..installed on it. The processor 14, through an. appropriate software and algorithm, compares continuously the current, coordinates received from the satellite 15 with the ones memorized on the memory 13.

From such a comparison, as soon as it identifies a substantial equivalence between a coordinate received from the satellite and a . coordinate contained in the memory, the processor elaborates such a coordinate and elaborates the information. The processor will find the frequency associated to such a coordinate and will be therefore able to activate the corresponding channel of the monitor for the reception of the images.

The de-activation takes place in exactly the same way, once the train has reached the de-activation point and the processor has recognized such a condition.

Figure 5 highlights the sending of the signal from the satellite 15 and the acquisition of the images when the monitor is synchronized on the correct channel once the activation point has been reached. Figure 4 shows the de-activation of the reception, that is the switching off of the reception channel of the monitor, once the processor has verified that the current position coincides with, a position memorized in memory to which the deactivation corresponds.

The flow chart of figure .6 schematically shows the system of functioning described. The flow chart 6 shows the. calculation "loop" in which the processor compares the current position with the ones memorized so as to recognize when the train approaches a sentinel apparatus 3 to activate its reception channel and switch off the reception one the de-activation point has been reached.

Advantageously, the coordinates in memory could possibly be organized in two groups, that is the _. group of activation points and the group of de-activation points.

In accordance with the present invention, a remote control operations centre can be. further involved, so that an operator can monitor continuously, or during the transit of trains, one or more than one critical crossing points. The operator can communicate with any sentinel apparatus 3. For example, through twisted pair telephone, he can talk and hear with a pre-chosen sentinel apparatus through the . loudspeaker and the microphone 7, respectively.

The acquisition of the images by the cameras can take place in a continuous cycle or only in correspondence of the approaching of a train. In particular, in the case of the monitoring of areas provided with level crossings, the acquisition of images and transmission of them can be foreseen in correspondence of. the passing the train, acquiring, for example, the closure signal of the bars and using this for the beginning of the shot.

Otherwise, for the areas to be monitored not provided with a level crossing, the acquisition and transmission of images in a continuous _. cycle will be required.

Having structurally described the basic aspects _. of the present invention, we now pass onto a description of its functioning.

. Going back to figure 1, the train is in transit along a track of a railway network and approaches a monitored area 2 , for example the level crossing described. The satellite 15, during the passing of the train, sends the position signals in a continuous way and these signals are acquired by the monitor 10 and compared with the ones memorized 13 through the processor 14. Once a current position, has been recognized that coincides with one of the coordinates, memorized . on the memory 13 (or a specific activation point at a specific turret .4 is recognized), the processor 14 selects and activates a reception channel enabled to the reception of the images of the said specific turret 4. Figure 1 therefore represents a hypothesis in which the monitor, among all the turrets arranged on the railway network, receives the signal of the turret represented in figure and that the train is approaching. Once the pre-established activation distance has been reached, for . example- 1.500 metres, the channel is activated and acquires the images sent by the cameras.

In such a manner, in the case of the presence of an obstacle on the tracks, the engine driver sees it on the monitor in advance and, on the basis of the activation distance set, has time to brake in complete safety.

Contemporarily, the operations centre can intervene through the loudspeaker and the microphone 7, for. example by instructing the person blocked in the crossing, point and calming him.

Removed the obstacle and overcoming the deactivation distance, the channel is de-activated closing the image to. prepare itself for a new reception as soon as the train enters into the range of action defined by the activation point of a subsequent turret along the route.

Although the said description, for simplicity purposes, makes reference to a train, it is anyway clear that the present invention can be extended also to subways or urban trams that travel on tracks, without for this moving apart from the present inventive concept.