NL2038693B1

NL2038693B1 - A railway vehicle safety system, assembly, method and module

Info

Publication number: NL2038693B1
Application number: NL2038693A
Authority: NL
Inventors: Arnold Elderenbosch Willem
Original assignee: Wae Advies B V
Priority date: 2024-09-23
Filing date: 2024-09-23
Publication date: 2026-04-08

Abstract

A railway vehicle safety system comprising an independently drivable universal module, comprising a propulsion unit, designed as za reversibly connectible lead car 11) a separate train , said train comprising a power vehicle and an Automatic Train Protection system, wherein the universal module comprises another ATP system, wherein the system is designed to place braking of the train under the control of the ATP system of the universal module when connected. to the train, such as via mechanical and brake line namely a pneumatic brake line, coupling means comprised in the universal module, and wherein the ATP system of the universal module is designed to operate independently of the ATP system of the train when connected so that the ATP system of the train can be, such as must be, disabled for joint driving operations, and wherein the universal module is preferably designed to be fully electrically independent from the train when connected thereto for joint driving operations.

Description

A railway vehicle safety system, assembly, method and module

Technical Field

The present invention relates to the field of railway vehicle safety systems. More specifically, it concerns a railway vehicle safety system where enhanced safety and braking control are required, especially when integrated with Automatic Train

Protection (ATP) systems. Automatic Train Protection (ATP) systems are known by different names depending on the country, region, or specific technology used.

Background of the Invention

Modern railway systems rely heavily on sophisticated safety mechanisms to prevent accidents and ensure smooth operations.

One critical component of these safety systems is the Automatic

Train Protection (ATP) system, which monitors and controls train speeds, enforces signal adherence, and prevents unauthorized movements. ATP systems are essential for preventing collisions and derailments, especially in high-speed and densely trafficked railway networks.

Despite the effectiveness of ATP systems, there are scenarios where additional safety measures are desirable. For example, when trains operate in regions where varying ATP systems are in place, or where there is a need for a flexible lead car that can independently manage braking operations. As European countries gradually transition to adopting the European Rail Traffic

Management System (ERTMS), there remains a significant portion of railway tracks that have yet to be upgraded, while others have already been modernized. The same goes for the trains which have to be upgrade with an ATP system for ERTMS, which is called a European Train Control System (ETCS). The partially upgraded railway track and prevalence of un-upgraded trains creates a challenging environment where trains must operate across regions for which different Automatic Train Protection (ATP) systems should be in place, chief among which are the so-called Class B systems. Upgrading older rail vehicles to be compatible with these varying systems can be prohibitively expensive, making it impractical to retrofit every train for seamless operation across all regions. Refitting rail vehicles is further very challenging involving an extensive down-time, in which the train is withdrawn from service. It is also believed that this would lead to very high and recurring costs. System flexibility is particularly useful in situations where a train must be driven under different operational conditions or when additional control over the braking system is necessary. The present invention addresses these needs by introducing a universal module capable of acting as an independently drivable lead car equipped with its own ATP system.

A universal module can be understood to mean any rail vehicle that can be integrated into various types of trainsets without requiring significant modifications and being designed to be interoperable across different rail systems and networks. The person skilled in the art will appreciate that universality may be obtained through standardization of the module according to international, such as European, or national, such as Dutch, rail regulations. Preferably universality is obtained through the standardization of coupling means and braking means. The person skilled in the art will be aware of national, Dutch, regulations - NEN - and European Standards - CEN and UIC - as of 20 September 2024 for such standardization.

Summary of the Invention

The invention is a railway vehicle safety system comprising an independently drivable universal car (referred to herein as "the universal module”), which includes a propulsion unit designed to act as a reversibly connectible lead car to a separate train.

The train itself comprises a power vehicle and an Automatic

Train Protection (ATP) system. The key feature of this invention

- 3 = is that the universal module also includes its own ATP system.

When the universal module is connected to the train, it assumes control over the braking operations, with the train’ s ATP system being optionally disabled. The universal module is preferably connectable to the front of a train by either the module’s rear or front face, so that its orientation is never prohibitive of a connection, making it versatile. This means that the coupling means are provided on both sides, that is to say both faces, of the vehicle.

Also, separately from this example and compatible with all embodiments of the invention at least some of the detection means, such as a receiver or radio communication unit, are furnished as a plurality of, such as four, separate corner modules. This beneficially prevents any signaling delays as a result of the orientation of the universal module. The corner modules may further project downwardly from a frame of the universal module to improve reception.

Throughout the entire text the term train is interchangeably used with the term railway vehicle. Wherever the term train is mentioned it can be understood that the term railway vehicle is intended. The term train is merely used to aid the reader’s visualization.

The power vehicle may be understood to be a locomotive for either freight, passenger services, and track maintenance railway vehicles more specifically. Track maintenance railway vehicles are also known as On Track Machines (OTMs).

The universal module is preferably designed to operate independently of the train’s power and control systems, ensuring that it can function autonomously even when connected to the train. This feature is particularly advantageous in scenarios where the train's onboard ATP system is either disabled or needs to be overridden for safety or operational reasons.

In another aspect, the universal module comprises detection means compatible with the European Train Control System (ETCS) and can switch between ETCS and various national Class B systems when corresponding detection means are also comprised in the universal module, ensuring broad compatibility across different railway networks. The universal module’s ATP system is equipped with a computer programmed to process detected railway signals, enabling it to automatically enforce safe operation by executing braking operations as necessary.

Further, the universal module is equipped with braking means, such as pneumatic brakes, which can be coupled with the train’s braking system to enable coordinated braking efforts.

The universal module also features electrical power generating capabilities, with the ability to store (re-)generated energy in a battery for additional powering the detection means and other onboard systems. More specifically, the propulsion unit may comprise a motor-generator unit designed to act as a motor when the system is driven independently and to act as a generator when the system is pushed along the track by the railway vehicle.

In yet another example the system may simply feature a dynamo on board of the universal module to draw power from the motion of the system. In such embodiment the dynamo is preferably selectable engageable so that the dynamo can be disengaged for when the system is driven independently.

The system can be understood to be able to operate in two distinct modes: an independent mode where the universal module drives separately along the track, and a joint mode where it is connected to the train for integrated operations. In the latter mode, the universal module's propulsion unit can be disabled for purposes of propulsion to conserve energy, or for at least partially relying instead on the train’s kinetic energy to power essential functions via a separate dynamo or regeneration through the propulsion unit itself.

It is optionally possible to rely on an diesel-electric generator to power the detection means, possibly but not necessarily in combination with a battery, wherein the system is designed to automatically engage the propulsion unit or a separate dynamo to act as en electric back-up system for energy regeneration from the system’ s movement, when in the joint mode, should the generator and/or, if present, the battery fail.

Finally, the invention includes a user interface device that allows the train’s operator to monitor and control the universal module via wireless communication, providing real-time feedback on speed, track information, and system alerts.

Detailed Description of the Invention

Overview of the Universal module

The universal module is a key component of the railway vehicle safety system. It is designed as a lead car that can be reversibly connected to a train, which (as mentioned) will typically comprise a power vehicle and its own an onboard ATP system. It stands to reason that train’s ATP system is usually furnished in the power vehicle, the power vehicle generally comprising its own sensors, processor means and human-machine interface for processing railway signals, conducting braking operations and warning a user.

The universal module is here equipped with its own propulsion unit and ATP system, allowing it to operate both independently and in conjunction with the train.

When connected to the train, the universal module’s ATP system of the universal module takes control of the braking operations of both the universal module and the train, ensuring that the train can be safely operated even if its onboard ATP system is disabled. This capability is particularly useful in situations where enhanced safety is required, such as when traversing complex railway networks with varying signal systems.

The universal module is designed to be fully electrically independent from the train, ensuring that it can function autonomously even during joint operations. This independence is achieved through the inclusion of a dedicated power source, such as a generator or battery, which powers the unit’s propulsion and detection systems. Preferably, the power source is a diesel- electric hybrid, wherein the system is designed to charge the battery on which the detection means onboard of the universal module rely.

Propulsion and Braking Systems

The universal module is equipped with a propulsion unit that allows it to be driven independently along the track. This propulsion unit can be used to position the universal module ahead of the train or to drive it independently to the train’s location for connection.

Once connected, the universal module's propulsion unit can be disabled, and the system switches to a mode where the universal module is driven by the train's power. In this mode, the propulsion unit may act as a dynamo, converting kinetic energy into electrical power to support the universal module’s onboard systems, including the ATP system and detection means. In this manner, the universal module may remain electrically independent from the train, which should be interpreted as there being no electrical connection required between train and universal module for the purpose of supplying the detection means onboard the universal module with power.

The universal module comprises a braking system which is designed to work in conjunction with the train's braking system.

It includes pneumatic brakes that can be coupled with the train's braking system through coupling means. These coupling means provide a mechanical connection and a pneumatic brake line connection, enabling coordinated braking operations.

Automatic Train Protection (ATP) System

The ATP system of the universal module is central to its safety functionality. It comprises detection means for identifying railway signals and processing this information to ensure safe train operations. The detection means are compatible with the

European Train Control System (ETCS), allowing the universal module to operate seamlessly within European railway networks.

The ATP system may also be designed to be compatible with various

Class B systems, which are national train protection systems that predate the ETCS. This compatibility is achieved through a combination of magnetic sensors, electric coils and beacon antennas, which detect and interpret signals from these older systems.

The ATP system is in any case managed by a computer programmed to process the detected signals and execute necessary safety operations, such as braking. This computer is also responsible for switching between different detection modes (Class B system,

ETCS) based on the type of railway system in operation.

Detection Means and Signal Processing

The detection means of the universal module are designed to interact with a variety of railway signal systems. For ETCS, the unit comprises a Euroloop receiver for inductive coupling with trackside antennas, allowing it to receive and process continuous information about track conditions and speed limits.

Additionally, a radio communication unit, such as GSM-R or 5G,

-g - is included for real-time communication with radio block centers, which can provide instructions and updates regarding train operations. Other features that were previously mentioned may be present also, but the Euroloop receiver and GSM-R are first and foremost among the detection means for ETCS.

For compatibility with Class B systems, the detection means may comprise magnetic sensors capable of detecting beacons, such as permanent or induction magnets, placed along the track. A beacon antenna, such as a coil, further aids in receiving passive transmissions from these beacons, ensuring that the universal module can correctly interpret signals from older signaling systems.

The computer processes signals from both ETCS and Class B systems, automatically switching between them as necessary. This dual compatibility allows the universal module to operate across different regions and under varying operational conditions, providing a versatile solution for railway safety.

Below is a list of several Class B systems in Europe and ETCS, along with the onboard detection means that might be provided to be present onboard the universal module for each: 1. PZB (Punktförmige Zugbeeinflussung) / LZB (Linienzugbeeinflussung) — Germany e PZB Sensors: o Inductive Pickup Coils: These are used to interact with trackside magnets placed before signals to detect signal status and ensure the train adheres to speed restrictions. « LZB Sensors: o LZB Loop Antenna: Mounted under the train to interact with continuous loops in the trackbed, allowing for real-time communication with the control center for speed and braking commands.

2. KVB (Contrôle de Vitesse par Balises) — France o Balise Antenna: Positioned under the train to read data from trackside balises, which communicate speed limits, signal aspects, and braking curves. o Speed Sensors: Used to continuously monitor the train’s speed and ensure compliance with KVB commands. 3. AWS (Automatic Warning System) / TPWS (Train Protection &

Warning System) — United Kingdom e AWS Sensors: o Inductive Pickup Coil: Interacts with permanent magnets placed on the track to warn the driver of signal status (clear or caution). « TPWS Sensors: o Overspeed Sensor: Monitors the train's speed and compares it with the safe speed limit. o Loop Antenna: Positioned to detect signals from trackside transmitters that trigger emergency braking if the train passes a signal at danger or exceeds the safe speed limit. 4. ATB (Automatische TreinBeinvloeding) - Netherlands o Electric coils: Installed under the train to interact with trackside equipment that sends signals related to speed restrictions and signal status. o Speed Sensors: Continuously monitor the train's speed to enforce speed limits. 5. SCMT (Sistema Controllo Marcia Treno) — Italy o Balise Reader: Reads data from trackside balises that communicate speed restrictions and signal aspects. o Odometry Sensors: Measure the train’s speed and distance traveled to ensure compliance with SCMT commands. 6. TBL1+ (Transmission Balise-Locomotive) — Belgium o Balise Antenna: Detects data from trackside balises to enforce speed restrictions and signal aspects. o Speed Sensors: Monitors the train’s speed for compliance with TBL1+ requirements. 7. ASFA (Anuncio de Sefiales y Frenado Automático) — Spain o Inductive Coils: Interact with trackside beacons to communicate signal aspects and speed limits.

o Speed Sensors: Ensure the train adheres to speed restrictions as dictated by the ASFA system. 8. Crocodile — France and Belgium o Crocodile Antenna: Interacts with a trackside

"Crocodile" device that triggers a visual or audible signal in the cab depending on the signal status.

o Inductive Pickup: Reads signals directly from the trackside Crocodile device to ensure compliance with signal indications.

9. LS (Liniovy Systém) — Czech Republic and Slovakia o Inductive Pickup Coil: Detects signals from trackside inductive loops, providing information on signal status and speed restrictions.

o Speed Sensors: Ensure the train complies with speed limits as indicated by the LS system. 10. ZUB (Zugbeeinflussung) — Switzerland, Denmark o Balise Reader: Reads data from trackside balises to communicate speed limits and signal aspects.

co Speed Sensors: Continuously monitor the train’s speed to enforce compliance with ZUB commands.

11. Integra-Signum — Switzerland o Inductive Pickup: Interacts with trackside magnets to detect signal aspects and enforce braking if necessary.

o Speed Sensors: Monitor the train's speed for compliance with Integra-Signum requirements. 12. Indusi - Austria o Inductive Pickup Coils: Interact with trackside magnets to provide information about signal status and enforce speed limits.

o Speed Sensors: Monitor and control the train's speed to ensure adherence to safety requirements. 13. European Train Control System (ETCS) - Europe o Balise Transmission Module (BTM): This sensor is responsible for communicating with trackside balises (electronic beacons) that are placed along the track.

The balises transmit data to the train, such as signal aspects, speed limits, and route information. co Euroloop Receiver: This sensor is used to pick up continuous data transmission from trackside Euroloop antennas. The Euroloop system provides additional information to the train over a short distance, which can include speed restrictions and signal status updates. o GSM-R Radio Communication Unit: The GSM-R (Global

System for Mobile Communications — Railway) unit is a critical component for real-time communication between the train and the Radio Block Center (RBC).

It ensures that the train receives up-to-date information regarding track conditions, signals, and instructions from the central control system. Besides the GSM-R, or alternative to the GSM-R there may be another Radio communication unit, namely a 5G radio communication unit, such as the Future Railway Mobile

Communication System (FRMCS) based on orthogonal frequency-division multiplexing (OFDM). o Odometry Sensors: These sensors measure the train's speed, distance traveled, and position along the track. Accurate odometry data is essential for ensuring that the train maintains safe speeds and adheres to the movement authority given by the ERTMS. o Antenna for Trackside Beacons: This antenna is used to receive signals {from trackside beacons that transmit information related to train operation. It works in conjunction with the BTM to ensure accurate communication with trackside equipment.

A key feature of the ATP system is its ability to switch between

ERTMS and Class B system operations automatically. This capability ensures that the universal module can adapt to different railway environments, maintaining safety regardless of the specific signaling system in use.

In a preferred embodiment the system, more specifically the universal module, is provided with the detection means of 1

Class B system and ETCS: 4. ATB - Netherlands (Class B) 13. ETCS — Europe (ETCS)

The sensor combinations of the following systems are most practical:

PZB and ETCS;

LZB and ETCS;

PZB and LZB and ETCS;

KVB and ETCS;

AMS and ETCS;

TPWS and ETCS;

AMS and TPWS and ETCS.

As described herein above. The computer of the system being provided to be operably switchable between these systems

Optionally, the system further comprises the detection means belonging to at least one more Class B system from the following list, preferably all: 1. PZB (Punktförmige Zugbeeinflussung)

LZB (Linienzugbeeinflussung) - Germany 2. KVB (Contrôle de Vitesse par Balises) — France 3. AWS (Automatic Warning System)

TPWS (Train Protection & Warning System) — United Kingdom

The computer of the system being programmed to be operably switchable between all present Class B systems and ETCS. Where different safety systems rely on substantially the same sensors no duplicate sensors need to be present onboard the universal module.

Switching between systems may comprise deactivating some detections means of systems not actively being used by the ETCS or Class B system to which the universal module has switched.

This may conserve energy.

Alternatively, all detection means remain active so as to monitor signals in parallel for allowing immediate switching and providing monitoring data for analysis purposes.

In yet another example, a GPS unit may be provided to the universal module, such that the computer may determine its location, such as country and proximity to a country’s border, and wherein the computer determines, based on its location which

Class B system railway signals it is likely to encounter in addition to ERTMS railway signals, thereby allowing certain detection means, belonging to countries in which it is not located to be switched off.

Operational Modes

The universal module is designed to operate in two primary modes: se First Mode (Independent Mode): In this mode, the universal module operates independently from the train. It can be driven along the track, preferably at a maximum of 40 km/h,using its propulsion unit, allowing it to be positioned as needed or to travel independently to the train’s location for connection. e Second Mode (Joint Mode): In this mode, the universal module is connected to the train and operates in conjunction with it. The propulsion unit of the universal module is typically disabled, and the system relies on the train’s kinetic energy for movement. The universal module's

ATP system assumes control of braking operations, with the train’ s ATP system being disabled to avoid conflicts.

The ability to switch between these modes provides significant operational flexibility, allowing the universal module to be used in various scenarios, from independent operation to integrated braking control when connected to a train.

Power Independence and Regenerative Braking

The universal module is designed to be fully energy independent, with its own power source, such as a generator or battery, ensuring that it can operate autonomously even when connected to a train. This independence is crucial for maintaining the functionality of the ATP system and detection means, particularly in scenarios where the train’s power systems are compromised.

The inclusion of regenerative braking further enhances the system’s efficiency. When the universal module’s brakes are applied, the kinetic energy generated during braking is converted into electrical energy, which is then stored in the battery. This energy can be used to power the detection means and other onboard systems, reducing the overall energy consumption and improving sustainability.

User Interface and Wireless Communication

To facilitate ease of operation, the universal module includes a user interface device, This is also called a driver machine interface (DMI). The interface is suitable for wireless communication. This device, which may be located in the driver's cabin, provides real-time feedback on the train’s operations, which may comprise speed commands, track information, alerts,

driver direction warnings and also reset/restart options for the universal module itself. The latter has the separate benefit that an operator needn’t exit his or her train cabin.

The user interface is connected to the universal module's computer via wireless communication means, allowing the operator to monitor and control the unit’s functions remotely. This interface ensures that the operator is fully informed about the status of the universal module and can make necessary adjustments to ensure safe operation.

Assembly with a Train

The universal module is designed to be easily integrated with a train, forming an assembly where the universal module acts as the lead car. In this configuration, the onboard ATP system of the train is typically disabled, and the universal module’s ATP system takes over the control of braking operations.

This assembly provides a robust safety solution, particularly in situations where the train’s ATP system needs to be overridden or where additional control over braking 1s required. The universal module ensures that the train can be operated safely and efficiently, even in complex railway environments.

A feature that is expected and suitable for each embodiment is that a maximum power output of the propulsion unit of the system is lower than the maximum power output of the railway vehicle, in particular its power vehicle. More preferably the maximum power output of the propulsion unit is 10-490 kW, preferably below 20-300 kW

Method of Operation

The invention also includes a method for safely driving a train along a railway track using the universal module. The method involves connecting the universal module to the train,

deactivating the train’s ATP system, and relying on the universal module’s ATP system to manage braking operations. The universal module leads the train along the track, ensuring safe operation by detecting signals and executing braking as needed.

In situations where the train operates in regions with both

ERTMS compatible, namely the European Train Control system (ECTS) and national railway compatible, namely Class B systems, the method includes switching between these systems, ensuring that the universal module can adapt to the local signaling environment and maintain safety at all times.

The railway vehicle safety system described herein provides a versatile and robust solution for enhancing train safety. By integrating an independently drivable universal module with its own ATP system, the invention offers flexibility, energy independence, and broad compatibility with various railway systems. This system is particularly useful in scenarios where additional safety measures are required, ensuring that trains can be operated safely and efficiently across different railway networks.

The invention’s ability to switch between independent and joint modes, combined with its compatibility with both ERTMS and national railway systems, makes it a valuable tool for modern railway operations. It allows non-upgraded railway vehicles to remain in service without undue downtime or unnecessary expenses while the national railway tracks are gradually being upgraded to the new European standard. Also, newer trains already designed for the European standard can be made compatible to traverse the yet to be upgraded national railway tracks. The invention is therefore a compatibility tool allowing a smooth transition into the future. Additionally, the regenerative braking system and wireless user interface further enhance its functionality, providing a comprehensive solution for railway safety management.

It is lastly remarked that the propulsion unit of the system preferably has a maximum electrical power output between 10-490 kW, more preferably 20-300 kW.

This is below that of shunting locomotives, light regional or suburban passenger trains and far below freight locomotives.

While the before mentioned effectively prevents the system from functioning as a power vehicle itself it provides the benefit of reduced maintenance and manufacturing costs.

It is further believed that a universal unit within the mentioned preferred range of 20-300 kW offers additional crash safety.

Most preferably the power output is between 30-150 kW, so as to further reduce the weight of a battery if present.

Claims

CONCLUSIONS

1. A safety system for a rail vehicle, comprising an independently drivable universal module, comprising a drive unit, designed as a lead car that is reversibly coupleable to a separate rail vehicle, where the said rail vehicle comprises a traction vehicle and an Automatic Train Protection (ATP) system, where the universal module comprises another ATP system, where the system is designed to place the braking of the rail vehicle under the control of the ATP system of the universal module when connected to the rail vehicle, as via coupling means included in the universal module, and where the ATP system of the universal module is designed to operate independently of the ATP system of the rail vehicle when connected, so that the ATP system of the rail vehicle can be, as must be, deactivated for joint driving operations, and where the universal module is preferably designed to be fully electrically independent of the rail vehicle when connected for joint driving operations.

2. The system within claim 1, where the ATP system of the universal module comprises detection devices for detecting track signals, compatible with the European Rail Traffic Management System, and where the universal module comprises: — braking devices, such as pneumatic brakes, for braking the universal module; and — coupling devices for forming a mechanical and a pneumatic brake line connection between the braking devices of the system and a braking device of the rail vehicle to enable joint braking movements, where the ATP system of the universal module further comprises a computer programmed to process the detected track signals in order to automatically maintain safe operation, such as by performing braking movements, of the system and thereby also of the rail vehicle.

3. The system under claim 2, where the detection devices compatible with the European Train Control System (ETCS) comprise: — a receiver capable of inductive coupling, such as a Euroloop receiver, fitted to the vehicle for receiving track signals, such as from Euroloop antennas; and — a radio communication unit, such as GSM-R or 5G, for real-time communication with radio block centres for receiving instructions, such as regarding speed.

4. The system within the meaning of claim 2 or 3, where the detection devices are also compatible with at least one Class B system and where the computer is programmed to switch, such as to switch automatically, between operations of the European Rail Traffic Management System and at least one Class B system, such as by switching between ETCS and Class B system-specific detection devices.

5. The system within the meaning of claim 4, where the detection devices are compatible with multiple mutually different Class B systems, and where the computer is programmed to switch, such as automatic switching, between mutually different Class B system operations, such as by switching between mutually different Class B system-specific detection devices.

6. The system within the meaning of claim 4 or 5, where the detection devices compatible with at least one Class B system comprise: - magnetic sensors for detecting magnetic beacons, such as permanent magnets and/or induction magnets along the track; and/or - a beacon antenna, such as a coil, for receiving passive transmissions, such as by electromagnetic induction, from beacons along or alongside the track.

7. The system in accordance with one of claims 1-6, whereby the universal module includes an energy source, such as a generator and/or a battery, to be completely energy independent of the rail vehicle.

8. The system in accordance with claims 2-7, where the system further comprises an electrical regenerative element, such as a dynamo, preferably selectively switchable; or where the drive unit comprises a motor-generator unit designed to act as a motor when the system is to be driven independently of the rail vehicle and to act as a generator when the system is pushed along the track by the rail vehicle; where the energy source comprises at least a battery, and where the system is designed to feed regenerated energy back to the battery to power the detection devices.

9. The system in accordance with one of claims 1-8, where the system is designed to switch between: - a first mode, where the universal module can be driven independently over the track, separate from the rail vehicle, such as to be driven independently to the rail vehicle, using the drive unit; and — a second mode, where the universal module is connected to the rail vehicle for joint braking movements, such as without receiving electrical energy from the rail vehicle to power the drive unit, and where the drive unit is preferably switched off for drive in the second mode.

10. The system according to claim 9, where the drive unit comprises a dynamo or is designed to function as a dynamo to extract kinetic energy from the system to power the detection devices when the system is powered by the rail vehicle in second mode.

11. The system pursuant to one of claims 1-10, comprising a user interface device capable of wireless communication, where the universal module includes wireless communication means to connect the computer to said user interface device, to provide the user with an ATP dashboard for at least one of speed commands, track information, alarm notifications and warnings.

12. A rail vehicle assembly comprising a traction vehicle equipped with an integrated Automatic Train Protection system comprising its own detection means for detecting track signals, and a system in accordance with one of claims 1-9, where the system has adopted the second mode as the lead car, and where the integrated Automatic Train Protection system of the rail vehicle is deactivated, so that it relies on the computer of the universal module to automatically enforce safe operation of the rail vehicle.

13. The assembly within the meaning of Claim 11, comprising a system within the meaning of Claim 7, where the user interface device is provided in the driver's cab of the rail vehicle.

14. A method for the safe operation of a rail vehicle along a railway, where the said rail vehicle comprises a traction vehicle and an Automatic Train Protection (ATP) system, such as the ATP system being provided in the traction vehicle, comprising the steps of: — forming an assembly of a system according to one of claims 1-10, and the rail vehicle, where the universal module is connected to the rail vehicle for joint braking operations; — deactivating the ATP system of the rail vehicle; — driving the assembly along a track, such that the universal vehicle is propelled along the track in front of the rail vehicle; and — relying on the ATP system of the universal vehicle for braking operations.

15. The method under claim 14, whereby the detection means (3) of the system are compatible with the European Rail Traffic Management System and at least one Class B system, comprising the step of: - switching between operations of the European Rail Traffic Management System and at least one Class B system, such as by switching between ETCS and Class B system-specific sensors.

16. An electrically independently driveable universal module, comprising mechanical and brake line connection parts for connection to a rail vehicle to function as a lead car, comprising a drive system and an Automatic Train Protection (ATP) system, where the ATP system comprises a computer and ETCS-compatible detection means, and where the module is designed to serve as a lead car both independently of the rail vehicle and in cooperation with the braking systems of the rail vehicle.