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EP3414140B1 - Method and system for detecting obstacles in a hazardous area in front of a rail vehicle - Google Patents

Method and system for detecting obstacles in a hazardous area in front of a rail vehicle Download PDF

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Publication number
EP3414140B1
EP3414140B1 EP17707894.6A EP17707894A EP3414140B1 EP 3414140 B1 EP3414140 B1 EP 3414140B1 EP 17707894 A EP17707894 A EP 17707894A EP 3414140 B1 EP3414140 B1 EP 3414140B1
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EP
European Patent Office
Prior art keywords
obstacle detection
soll
ist
aufl
value
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EP17707894.6A
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German (de)
French (fr)
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EP3414140A1 (en
Inventor
Jens Braband
Bernhard Evers
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP3414140A1 publication Critical patent/EP3414140A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection

Definitions

  • a train driver of a rail vehicle must - for example according to the guideline 408.2341 of the Deutsche Bahn AG - observe the route to be traveled, signals, level crossings and the overhead line.
  • the maximum permissible speed at which a rail vehicle travels does not currently depend on the actual ability of the driver to observe.
  • a high-speed train e.g. an ICE
  • the route monitoring When driving automatically without a driver (or when driving without a driver being able to monitor the route), the route monitoring must be enabled by technical equipment.
  • the invention relates to a method in which an obstacle detection arrangement is used to detect obstacles in a hazardous area in front of the rail vehicle, in which a setpoint value for a variable characterizing the performance of the obstacle detection arrangement is determined and in which an actual value of the variable which characterizes the performance of the obstacle detection arrangement is determined is determined.
  • the invention also relates to a system in which an obstacle detection arrangement is designed to detect obstacles in a hazardous area in front of the rail vehicle, the system being designed to determine a setpoint value for a variable characterizing the performance of the obstacle detection arrangement, and the system being suitably designed is to determine an actual value of the variable characterizing the performance of the obstacle detection arrangement.
  • the invention is based on the object of specifying a method and a system of the generic type which enable improved autonomous driving of the rail vehicle or rail vehicles.
  • a value corresponding to the currently available technical visibility of the obstacle detection arrangement is provided as the actual value and a value corresponding to the currently required technical visibility for obstacle detection is provided as the setpoint and / or in the case of the actual value a value corresponding to the currently available technical resolution of the obstacle detection arrangement and a value corresponding to the currently required technical resolution for obstacle detection is provided as a setpoint.
  • the method according to the invention and the system according to the invention offer the particular advantage that operational and environmental boundary conditions can be defined and their implementation can be implemented by determining the setpoint as a specification for the performance of the obstacle detection arrangement during route monitoring, the specification being dynamically adapted to the given route conditions and is at least as good as the performance of a train driver under the same boundary conditions.
  • a control signal for adapting a driving behavior of the rail vehicle is formed as a function of the deviation of the actual value from the setpoint value.
  • the system is suitably designed to generate a control signal for adapting a driving behavior of the rail vehicle as a function of the deviation of the actual value from the setpoint value.
  • an obstacle detection arrangement on the vehicle side is preferably used as the obstacle detection arrangement.
  • the obstacle detection arrangement of the system according to the invention is therefore preferably an obstacle detection arrangement on the vehicle.
  • the setpoint value depends on information about the current braking distance of the rail vehicle and depending on information about the environmental visibility and / or distance given at the current location of the rail vehicle information about the topological visibility given at the current location of the rail vehicle is determined.
  • the system is suitably designed to set the setpoint as a function of information about the current braking distance of the rail vehicle and as a function of information about the environmental visibility at the current location of the rail vehicle and / or information about the current location to determine the topological visibility given the rail vehicle.
  • the actual value is preferably determined as a function of information about the type of obstacle detection device.
  • the system is thus preferably designed to determine the actual value as a function of information about the type of obstacle detection device.
  • the Figure 1 shows a route 1 with a rail vehicle 2, which is in particular a rail vehicle that moves automatically without a driver.
  • the route 1 is equipped with signals 3, 4, 5, 6, 7 - here in the form of light signals - the signals delimiting route sections 8, 9, 10, 11, 12, 13 of the route.
  • FIG. 1 a preferred embodiment 14 of the system according to the invention for recognizing obstacles 15, 16 in a hazardous area 17 on the route in front of the rail vehicle.
  • the system 14 includes trackside equipment 18 (trackside equipment) and on-board equipment 19 (vehicle equipment).
  • the route equipment 18 comprises a route-side obstacle detection arrangement 20 and a track-side transmission arrangement 21.
  • the vehicle equipment 19 comprises a vehicle-side obstacle detection arrangement 22 and a vehicle control arrangement 23.
  • the track-side obstacle detection arrangement 20 is an arrangement for obstacle detection that continuously detects the track 1 - it has a track-side sensor device 24 and a track-side evaluation device 25.
  • the trackside transmission arrangement 21 comprises communication units 26, 27, 28, 29, 30 and possibly repeaters (not shown here).
  • the communication units 26, 27, 28, 29, 30 are attached to the signals 3, 4, 5, 6, 7.
  • communication units known from Car2X technology are used that operate in the 5.9 GHz range.
  • the communication units 26, 27, 28, 29, 30 can send and receive in both directions 31, 32 of the route. Sending and receiving can take place without any retroactive effects.
  • the sending and receiving for example by feeding in the signal current of signals 3, 4, 5, 6, 7 or a current generated by solar modules, can take place in an energy self-sufficient manner.
  • repeaters are set up or other media are used so that the communication units 26, 27, 28, 29, 30 are used to form the Transmission arrangement 21 are signal-connected.
  • a so-called “Fiber Optic Distributed Sensor Technique”, in particular a “Distributed Acoustic Sensor Technique”, is used by way of example as the obstacle detection arrangement 20 on the route.
  • a so-called “Fiber Optic Distributed Sensor Technique” in particular a “Distributed Acoustic Sensor Technique”
  • the obstacle detection arrangement 20 on the route is used by way of example.
  • other track-side obstacle detection arrangements or hybrid arrangements made up of different track-side obstacle detection arrangements can also be used.
  • the sensor device 24 includes a fiber optic strand 33 laid along the route 1 in the hazardous area 17 with a connected transmitting and receiving unit 34. Signals received by the transmitting and receiving unit 34 are transmitted to the evaluation device 25 as obstacle signals sHS on the route.
  • the route-side evaluation device 25 is provided with an evaluation unit 35, a communication unit 36 and a route map unit 37, the route map unit 37 having a rough map of the route.
  • the roadside obstacle signals sHS are evaluated by means of filter algorithms.
  • an obstacle an event
  • this is classified by the evaluation unit 35.
  • the type of obstacle is determined by pattern recognition. Different reactions are triggered depending on the type.
  • a respective one of the obstacles (events) is assigned to the route section concerned. If the respective obstacle (the event) is relevant, the evaluation unit 35 sends a route-side evaluation signal via the communication unit 36 sAS: [sI.O, sI.T] off.
  • the evaluation signal sAS: [sI.O, sI.T] is reported to the communication units 29, 30 of the trackside communication system, which are attached to the signals 6, 7 that limit the track section 12 in which the relevant obstacle (event) 16 was recognized.
  • the evaluation unit 35 does not output an evaluation signal, since it classifies the bird as an obstacle of an irrelevant type.
  • the evaluation unit outputs the evaluation signal sAS: [sI.O, sI.T], since it classifies this as an obstacle of a relevant type.
  • the communication units 26, 27, 28, 29, 30 attached to the signals coordinate with one another, so that the communication unit knows the events in both directions 31, 32 about 3 km away from each of the signals.
  • the track-side sensor device 24 thus detects a respective 15 or 16 of the obstacles 15, 16 and outputs a track-side obstacle signal sHS indicating the respective obstacle 15 or 16 to the evaluation device 25.
  • the evaluation device 25 forms the trackside evaluation signal sAS: [sI.O, sI.T] from the trackside obstacle signal sHS and outputs this to the trackside transmission arrangement 21 for transmission to the rail vehicle 2 by means of its communication unit 36.
  • route-side evaluation signal sAS [sI.O, sI.T]
  • route-side information sI.T about the type of the relevant obstacle 16
  • route-side information sI.O about the location of the relevant obstacle 16 are provided.
  • the rail vehicle 2 approaching a signal denoted here by 4 receives the information relevant to the rail vehicle from the next three sections 10, 11, 12. If necessary, a section from the route map can also be transmitted. In the same way, events that have taken place can be taken back.
  • the vehicle-side obstacle detection arrangement 22 comprises a vehicle-side sensor device 38 and a vehicle-side evaluation device 39.
  • the vehicle control arrangement 23 has a communication unit 40 which is suitably designed to receive the trackside evaluation signal sAS: [sI.O, sI.T] from the trackside transmission arrangement 21.
  • the vehicle control arrangement 23 also has a setpoint value determination device 41, an actual value determination device 42 and a control device 43.
  • the vehicle control arrangement 23 also has a travel control device 44 in the form of a drive and brake control device, a warning device 45 - here in the form of a horn - and an alarm device 46 - here in the form of a means for alerting maintenance teams.
  • the vehicle control system 23 comprises a device 47 for outputting information I.Bw about the current braking distance of the rail vehicle, a device 48 for outputting information I.uSw about the environmental visibility given at the current location of the rail vehicle and a device 49 for outputting a Information I.tSw about the topological visibility given at the current location of the rail vehicle.
  • the environmental visibility can be limited, for example, by fog or darkness.
  • the topological visibility can be limited, for example, by curves or slopes.
  • the device 48 is connected to a brightness sensor 50, for example.
  • the device 49 has access to a route atlas 51, which includes a component describing the topology of the route.
  • control device 43 determines a control signal StS for adapting a driving behavior of the rail vehicle 2 and outputs this control signal to the driving control device 44, which then adapts the driving behavior of the rail vehicle to the control signal StS accordingly.
  • control device 43 determines a message signal MS and outputs it to the warning device 45 and to the alarm device 46.
  • the control device 43 forms the control signal StS as a function of a series of values and information.
  • an assigned setpoint Sw.Soll or Aufl.Soll of the at least one variable which characterizes the performance of the vehicle-side obstacle detection arrangement is output to the control device 43 for automatic driving without a driver.
  • both actual values and both setpoint values can be output to the control device 43.
  • control device 43 determines the control signal StS as a function of the trackside information sI.T about the type of the obstacle 16 and as a function of the trackside information sI.O about the location of the obstacle 16.
  • control device 43 also forms the control signal StS as a function of an evaluation signal fAS: [fI.O, fI.T] on the vehicle.
  • the sensor device 38 of the vehicle-side obstacle detection arrangement 22 - as soon as it detects the obstacle 16 - forms a vehicle-side obstacle signal fHS indicating the obstacle 16 and outputs this to the evaluation device 39.
  • the evaluation device 39 for its part forms the vehicle-side evaluation signal fAS: [fI.O, fI.T from the vehicle-side obstacle signal fHS and outputs this to the control device 43.
  • the vehicle-side evaluation device 39 also outputs information I.A about the type of obstacle detection arrangement 22.
  • the actual value determination device 42 determines, in particular, a value Sw.Ist corresponding to the currently available technical visual range (i.e. a value Sw.Ist corresponding to the currently available sensory range) of the obstacle detection arrangement 22, and accordingly the setpoint determination device 41 uses the currently required technical visual range for obstacle detection (i.e. a value Sw.Soll corresponding to the currently required sensor range for obstacle detection) is provided.
  • the actual value determination device determines a value embarkation value corresponding to the currently available technical resolution of the obstacle detection arrangement 22 as the actual value and accordingly a value embarkation value corresponding to the currently required technical resolution for obstacle detection is provided by the setpoint determination device 41 as the desired value.
  • the value Sw.Ist of the currently available technical visibility is determined by the actual value determination device depending on the information IA about the type of obstacle detection device 22, the trackside information sI.T about the type of the obstacle 16, the information I.uSw about the current location of the rail vehicle 2 given environmental visibility and the information I.tSw about the topological visibility given at the current location of the rail vehicle and output to the control device 43.
  • the value Sw.Soll of the currently required technical visibility is determined by the setpoint determination device, preferably as a function of the information I.Bw about the current braking distance of the rail vehicle, the information I.uSw about the environmental visibility given at the current location of the rail vehicle and the information I.tSw determined via the topological visibility given at the current location of the rail vehicle and output to the control device 43.
  • the value Sw.Soll forms the current location-related minimum of the required technical visibility for obstacle detection and is used as a specification for the currently available technical visibility of the vehicle-side obstacle detection arrangement and its sensor device (sensors, for example in the form of a radar system, a camera system, etc.) for the Route observation used.
  • the rail vehicle 2 can be operated at the maximum permissible speed.
  • the rail vehicle 2 must travel more slowly.
  • the speed of the rail vehicle 2 is limited, preferably by dynamic braking curve adaptation, such that it would be possible to stop in front of the obstacle 16.
  • Sw.Soll represents a yardstick for the required safety of the system 14 and in particular of its vehicle-side obstacle detection arrangement 22 and thus for its ability to be approved for automatic driving.
  • the system availability during automatic driving is increased, since a dynamic braking curve adaptation, based on a defined safety requirement, enables the rail vehicle 2 to be driven even in poor ambient conditions and in the case of topological conditions which deteriorate visibility - the rail vehicle does not necessarily have to be stopped.
  • the value Sw.Soll is used to define a design criterion for the sensors for automatic driving.
  • the method according to the invention and the system according to the invention offer the advantage that operational and environmental boundary conditions can be defined and their implementation can be implemented by determining the setpoint as a specification for the performance of the obstacle detection arrangement 22 during route observation, the specification being dynamically adapted to the adapts to the given route conditions and is at least as good as the performance of a train driver under the same boundary conditions.
  • the obstacle detection arrangement 22 of the rail vehicle 2 has a specific capability corresponding to its type, the current environmental conditions, the current topological conditions and the type of a respective obstacle with regard to its visual range and also a specific capability with regard to its resolution.
  • the rail vehicle 2 fits depending on the information sI.O about the location of the obstacle (and thus depending on its distance from the obstacle), depending on the information sI.T about the type of the obstacle and depending on the deviation of the actual value from the setpoint (and thus depending on the current performance of the vehicle-side obstacle detection arrangement 22 and the currently required performance for obstacle detection) his driving behavior dynamically recognizes and classifies the obstacle 16 from close up and initiates the corresponding reactions, e.g. B. horns or alert the maintenance crew, a.
  • the obstacle for example a large animal or a person, will have disappeared or can be driven away.
  • the rail vehicle 2 reports the cleared state back to the communication unit of the next signal that it passes by using a corresponding return signal RS.
  • the system 14 While in conventional operation the route would have to be blocked and cleared after an obstacle has been detected, the system 14 according to the invention enables the rail vehicle 2 to travel autonomously at the optimum speed.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Traffic Control Systems (AREA)

Description

Ein Triebfahrzeugführer eines Schienenfahrzeugs muss - beispielsweise nach der Richtlinie 408.2341 der Deutschen Bahn AG - die zu befahrende Strecke, Signale, Bahnübergänge und die Oberleitung beobachten.A train driver of a rail vehicle must - for example according to the guideline 408.2341 of the Deutsche Bahn AG - observe the route to be traveled, signals, level crossings and the overhead line.

Die zulässige Höchstgeschwindigkeit, mit der ein Schienenfahrzeug fährt, hängt jedoch derzeit nicht von der tatsächlichen Beobachtungsfähigkeit durch den Triebfahrzeugführer ab. Beispielsweise darf ein Hochgeschwindigkeitszug (z.B. ein ICE) auch bei schlechter Sicht mit einer Geschwindigkeit fahren, die ein Auffahren auf ein Hindernis im Gefahrraum der Strecke bei Auslösung einer Bremsung nach Sichtung des Hindernisses, nicht verhindern würde.However, the maximum permissible speed at which a rail vehicle travels does not currently depend on the actual ability of the driver to observe. For example, a high-speed train (e.g. an ICE) may travel at a speed even in poor visibility that would not prevent an obstacle in the hazardous area of the route from being hit if braking was triggered after the obstacle was sighted.

Beim automatischen Fahren ohne Triebfahrzeugführer (oder beim Fahren ohne Streckenbeobachtung durch einen Triebfahrzeugführer) muss die Streckenbeobachtung durch eine technische Ausrüstung ermöglicht werden.When driving automatically without a driver (or when driving without a driver being able to monitor the route), the route monitoring must be enabled by technical equipment.

Aus der deutschen Patentanmeldung 102015212019.8 sind ein Verfahren und ein System zum Erkennen von Hindernissen in einem Gefahrraum vor einem Schienenfahrzeug bekannt.From the German patent application 102015212019.8 a method and a system for recognizing obstacles in a hazardous area in front of a rail vehicle are known.

Die Erfindung betrifft ein Verfahren, bei dem eine Hinderniserkennungsanordnung verwendet wird, um Hindernisse in einem Gefahrraum vor dem Schienenfahrzeug zu erkennen, bei dem ein Sollwert für eine die Leistungsfähigkeit der Hinderniserkennungsanordnung charakterisierende Größe bestimmt wird und bei dem ein Istwert der die Leistungsfähigkeit der Hinderniserkennungsanordnung charakterisierenden Größe bestimmt wird.The invention relates to a method in which an obstacle detection arrangement is used to detect obstacles in a hazardous area in front of the rail vehicle, in which a setpoint value for a variable characterizing the performance of the obstacle detection arrangement is determined and in which an actual value of the variable which characterizes the performance of the obstacle detection arrangement is determined is determined.

Die Erfindung betrifft auch ein System, bei dem eine Hinderniserkennungsanordnung geeignet ausgebildet ist, Hindernisse in einem Gefahrraum vor dem Schienenfahrzeug zu erkennen, wobei das System geeignet ausgebildet ist, einen Sollwert für eine die Leistungsfähigkeit der Hinderniserkennungsanordnung charakterisierende Größe zu bestimmen und wobei das System geeignet ausgebildet ist, einen Istwert der die Leistungsfähigkeit der Hinderniserkennungsanordnung charakterisierenden Größe zu bestimmen.The invention also relates to a system in which an obstacle detection arrangement is designed to detect obstacles in a hazardous area in front of the rail vehicle, the system being designed to determine a setpoint value for a variable characterizing the performance of the obstacle detection arrangement, and the system being suitably designed is to determine an actual value of the variable characterizing the performance of the obstacle detection arrangement.

Ein derartiges Verfahren und ein derartiges System sind aus der Druckschrift WO 2015/015494 A1 bekannt.Such a method and such a system are from the document WO 2015/015494 A1 known.

Der Erfindung liegt die Aufgabe zu Grunde, ein Verfahren und ein System gattungsgemäßer Art anzugeben, die ein verbessertes autonomes Fahren des Schienenfahrzeugs bzw. von Schienenfahrzeugen ermöglichen.The invention is based on the object of specifying a method and a system of the generic type which enable improved autonomous driving of the rail vehicle or rail vehicles.

Gelöst wird diese Aufgabe durch ein Verfahren mit den Merkmalen des Patentanspruches 1, bei dem als Istwert ein der aktuell vorliegenden technischen Sichtweite der Hinderniserkennungsanordnung entsprechender Wert und als Sollwert ein der aktuell erforderlichen technischen Sichtweitet zur Hinderniserkennung entsprechender Wert bereitgestellt wird und/oder bei dem als Istwert ein der aktuell vorliegenden technische Auflösung der Hinderniserkennungsanordnung entsprechender Wert und als Sollwert ein der aktuell erforderlichen technischen Auflösung zur Hinderniserkennung entsprechender Wert bereitgestellt wird.This object is achieved by a method with the features of claim 1, in which a value corresponding to the currently available technical visibility of the obstacle detection arrangement is provided as the actual value and a value corresponding to the currently required technical visibility for obstacle detection is provided as the setpoint and / or in the case of the actual value a value corresponding to the currently available technical resolution of the obstacle detection arrangement and a value corresponding to the currently required technical resolution for obstacle detection is provided as a setpoint.

Gelöst wird diese Aufgabe in entsprechender Weise auch durch ein System mit den Merkmalen des Patentanspruches 9, welches geeignet ausgebildet ist, als Istwert einen der aktuell vorliegenden technischen Sichtweite der Hinderniserkennungsanordnung (22) entsprechenden Wert und als Sollwert einen der aktuell erforderlichen technischen Sichtweitet zur Hinderniserkennung entsprechenden Wert bereitzustellen und/oder welches geeignet ausgebildet ist, als Istwert einen der der aktuell vorliegenden technische Auflösung der Hinderniserkennungsanordnung entsprechenden Wert und als Sollwert einen der aktuell erforderlichen technischen Auflösung zur Hinderniserkennung entsprechenden Wert bereitzustellen.This object is achieved in a corresponding manner by a system with the features of claim 9, which is suitably designed, as the actual value a value corresponding to the currently available technical visibility of the obstacle detection arrangement (22) and as a setpoint one of the currently required technical visibility for obstacle detection Provide a value and / or which is suitably designed, one of the currently available technical resolution of the obstacle detection arrangement and provide a value corresponding to the currently required technical resolution for obstacle detection as a setpoint value.

Das erfindungsgemäße Verfahren und das erfindungsgemäße System bieten insbesondere den Vorteil, dass betriebliche und umweltbedingte Randbedingungen definiert sowie deren Umsetzung durch die Ermittlung des Sollwertes als Vorgabe für die Leistungsfähigkeit der Hinderniserkennungsanordnung bei der Streckenbeobachtung realisiert werden kann, wobei sich die Vorgabe dynamisch den gegebenen Streckenverhältnissen anpasst und dabei mindestens so gut ist, wie die Leistungsfähigkeit eines Triebfahrzeugführers unter den gleichen Randbedingungen.The method according to the invention and the system according to the invention offer the particular advantage that operational and environmental boundary conditions can be defined and their implementation can be implemented by determining the setpoint as a specification for the performance of the obstacle detection arrangement during route monitoring, the specification being dynamically adapted to the given route conditions and is at least as good as the performance of a train driver under the same boundary conditions.

Verfahrensgemäß wird es als vorteilhaft angesehen, wenn ein Steuersignal zur Anpassung eines Fahrverhaltens des Schienenfahrzeugs in Abhängigkeit der Abweichung des Istwertes von dem Sollwert gebildet wird.According to the method, it is considered advantageous if a control signal for adapting a driving behavior of the rail vehicle is formed as a function of the deviation of the actual value from the setpoint value.

Entsprechend wird es systemgemäß als vorteilhaft angesehen, wenn das System geeignet ausgebildet ist, ein Steuersignal zur Anpassung eines Fahrverhaltens des Schienenfahrzeugs in Abhängigkeit der Abweichung des Istwertes von dem Sollwert zu bilden.According to the system, it is accordingly regarded as advantageous if the system is suitably designed to generate a control signal for adapting a driving behavior of the rail vehicle as a function of the deviation of the actual value from the setpoint value.

Vorzugsweise wird verfahrensgemäß als Hinderniserkennungsanordnung eine fahrzeugseitige Hinderniserkennungsanordnung verwendet wird. Die Hinderniserkennungsanordnung des erfindungsgemäßen Systems ist also vorzugsweise eine fahrzeugseitige Hinderniserkennungsanordnung.According to the method, an obstacle detection arrangement on the vehicle side is preferably used as the obstacle detection arrangement. The obstacle detection arrangement of the system according to the invention is therefore preferably an obstacle detection arrangement on the vehicle.

Darüber hinaus wird es verfahrensgemäß als vorteilhaft angesehen, wenn der Sollwert in Abhängigkeit einer Information über den aktuellen Bremsweg des Schienenfahrzeugs sowie in Abhängigkeit einer Information über die am aktuellen Ort des Schienenfahrzeugs gegebene umweltbedingte Sichtweite und/oder einer Information über die am aktuellen Ort des Schienenfahrzeugs gegebene topologische Sichtweite bestimmt wird.In addition, according to the method, it is considered to be advantageous if the setpoint value depends on information about the current braking distance of the rail vehicle and depending on information about the environmental visibility and / or distance given at the current location of the rail vehicle information about the topological visibility given at the current location of the rail vehicle is determined.

Es ist also von Vorteil, wenn das System geeignet ausgebildet ist, den Sollwert in Abhängigkeit einer Information über den aktuellen Bremsweg des Schienenfahrzeugs sowie in Abhängigkeit einer Information über die am aktuellen Ort des Schienenfahrzeugs gegebene umweltbedingte Sichtweite und/oder einer Information über die am aktuellen Ort des Schienenfahrzeugs gegebene topologische Sichtweite zu bestimmen.It is therefore advantageous if the system is suitably designed to set the setpoint as a function of information about the current braking distance of the rail vehicle and as a function of information about the environmental visibility at the current location of the rail vehicle and / or information about the current location to determine the topological visibility given the rail vehicle.

Vorzugsweise wird der der Istwert in Abhängigkeit einer Information über die Art der Hinderniserkennungseinrichtung bestimmt - Das System ist also vorzugsweise geeignet ausgebildet, den Istwert in Abhängigkeit einer Information über die Art der Hinderniserkennungseinrichtung zu bestimmen.The actual value is preferably determined as a function of information about the type of obstacle detection device. The system is thus preferably designed to determine the actual value as a function of information about the type of obstacle detection device.

Die Erfindung ist im Weiteren anhand von Figuren näher erläutert. Dabei zeigen die

Figur 1
ein Schienenfahrzeug auf einer Strecke und ein erfindungsgemäße System zur Erkennung von Hindernisses in einem Gefahrraum der Strecke vor dem Schienenfahrzeug, und
Figur 2
das Schienenfahrzeug gemäß Figur 1.
The invention is explained in more detail below with reference to figures. They show
Figure 1
a rail vehicle on a route and a system according to the invention for detecting obstacles in a hazardous area on the route in front of the rail vehicle, and
Figure 2
the rail vehicle according to Figure 1 .

Die Figur 1 zeigt eine Strecke 1 mit einem Schienenfahrzeug 2, bei dem es sich insbesondere um ein automatisch ohne Triebfahrzeugführer fahrendes Schienenfahrzeug handelt.The Figure 1 shows a route 1 with a rail vehicle 2, which is in particular a rail vehicle that moves automatically without a driver.

Die Strecke 1 ist mit Signalen 3, 4, 5, 6, 7 - hier in Form von Lichtsignalen - ausgerüstet, wobei die Signale Streckenabschnitte 8, 9, 10, 11, 12, 13 der Strecke begrenzen.The route 1 is equipped with signals 3, 4, 5, 6, 7 - here in the form of light signals - the signals delimiting route sections 8, 9, 10, 11, 12, 13 of the route.

Weiterhin zeigt die Figur 1 eine bevorzugte Ausführungsform 14 des erfindungsgemäßen Systems zum Erkennen von Hindernissen 15, 16 in einem Gefahrraum 17 der Strecke vor dem Schienenfahrzeug.Furthermore shows the Figure 1 a preferred embodiment 14 of the system according to the invention for recognizing obstacles 15, 16 in a hazardous area 17 on the route in front of the rail vehicle.

Das System 14 umfasst eine streckenseitige Ausrüstung 18 (Streckenausrüstung) und eine fahrzeugseitige Ausrüstung 19 (Fahrzeugausrüstung). Die Streckenausrüstung 18 umfasst eine streckenseitige Hinderniserkennungsanordnung 20 und eine streckenseitige Übertragungsanordnung 21. Die Fahrzeugausrüstung 19 umfasst eine fahrzeugseitige Hinderniserkennungsanordnung 22 und eine Fahrzeugsteueranordnung 23.The system 14 includes trackside equipment 18 (trackside equipment) and on-board equipment 19 (vehicle equipment). The route equipment 18 comprises a route-side obstacle detection arrangement 20 and a track-side transmission arrangement 21. The vehicle equipment 19 comprises a vehicle-side obstacle detection arrangement 22 and a vehicle control arrangement 23.

Die streckenseitige Hinderniserkennungsanordnung 20 ist eine die Strecke 1 kontinuierlich erfassende Anordnung zur Hinderniserkennung - sie weist eine streckenseitige Sensoreinrichtung 24 und eine streckenseitige Auswerteeinrichtung 25 auf.The track-side obstacle detection arrangement 20 is an arrangement for obstacle detection that continuously detects the track 1 - it has a track-side sensor device 24 and a track-side evaluation device 25.

Die streckenseitige Übertragungsanordnung 21 umfasst Kommunikationseinheiten 26, 27, 28, 29, 30 und ggf. hier nicht gezeigte Repeater.The trackside transmission arrangement 21 comprises communication units 26, 27, 28, 29, 30 and possibly repeaters (not shown here).

Die Kommunikationseinheiten 26, 27, 28, 29, 30 sind an den Signalen 3, 4, 5, 6, 7 angebracht. Bei der gezeigten bevorzugten Ausführungsform 14 des erfindungsgemäßen Systems kommen aus der Car2XTechnologie bekannte Kommunikationseinheiten zum Einsatz, die im 5,9Ghz Bereich arbeiten. Die Kommunikationseinheiten 26, 27, 28, 29, 30 können in beide Richtungen 31, 32 der Strecke senden und empfangen. Das Senden und Empfangen kann rückwirkungsfrei erfolgen. Außerdem kann das Senden und Empfangen, beispielsweise durch Einspeisung des Signalstroms der Signale 3, 4, 5, 6, 7 oder eines von Solarmodulen erzeugten Stromes, energieautark erfolgen.The communication units 26, 27, 28, 29, 30 are attached to the signals 3, 4, 5, 6, 7. In the shown preferred embodiment 14 of the system according to the invention, communication units known from Car2X technology are used that operate in the 5.9 GHz range. The communication units 26, 27, 28, 29, 30 can send and receive in both directions 31, 32 of the route. Sending and receiving can take place without any retroactive effects. In addition, the sending and receiving, for example by feeding in the signal current of signals 3, 4, 5, 6, 7 or a current generated by solar modules, can take place in an energy self-sufficient manner.

Dort, wo die direkte Verbindung zwischen den an den Signalen angebrachten Kommunikationseinheiten 26, 27, 28, 29, 30 nicht gegeben ist, werden Repeater aufgestellt oder andere Medien benutzt, so dass die Kommunikationseinheiten 26, 27, 28, 29, 30 zur Ausbildung der Übertragungsanordnung 21 signaltechnisch verbunden sind.Where there is no direct connection between the communication units 26, 27, 28, 29, 30 attached to the signals, repeaters are set up or other media are used so that the communication units 26, 27, 28, 29, 30 are used to form the Transmission arrangement 21 are signal-connected.

Bei der gezeigten Ausführungsform 14 des erfindungsgemäßen Systems kommt beispielhaft als streckenseitige Hinderniserkennungsanordnung 20 eine sogenannte "Fiber Optic Distributed Sensor Technique", insbesondere eine "Distributed Acoustic Sensor Technique" zum Einsatz. Alternativ oder zusätzlich sind aber auch andere streckenseitige Hinderniserkennungsanordnungen oder hybride Anordnungen aus verschiedenen streckenseitigen Hinderniserkennungsanordnungen einsetzbar.In the shown embodiment 14 of the system according to the invention, a so-called “Fiber Optic Distributed Sensor Technique”, in particular a “Distributed Acoustic Sensor Technique”, is used by way of example as the obstacle detection arrangement 20 on the route. Alternatively or in addition, however, other track-side obstacle detection arrangements or hybrid arrangements made up of different track-side obstacle detection arrangements can also be used.

Die Sensoreinrichtung 24 umfasst einen entlang der Strecke 1 in dem Gefahrraum 17 verlegten Glasfaserstrang 33 mit angeschlossener Sende- und Empfangseinheit 34. Von der Sende- und Empfangseinheit 34 empfangene Signale werden als streckenseitige Hindernissignale sHS an die Auswerteeinrichtung 25 übermittelt.The sensor device 24 includes a fiber optic strand 33 laid along the route 1 in the hazardous area 17 with a connected transmitting and receiving unit 34. Signals received by the transmitting and receiving unit 34 are transmitted to the evaluation device 25 as obstacle signals sHS on the route.

Die streckenseitige Auswerteeinrichtung 25 ist mit einer Auswerteeinheit 35, einer Kommunikationseinheit 36 sowie einer Streckenkarteneinheit 37 versehen, wobei die Streckenkarteneinheit 37 eine grobe Karte der Strecke besitzt.The route-side evaluation device 25 is provided with an evaluation unit 35, a communication unit 36 and a route map unit 37, the route map unit 37 having a rough map of the route.

In der Auswerteeinheit 35 werden die streckenseitigen Hindernissignale sHS mittels Filteralgorithmen ausgewertet.In the evaluation unit 35, the roadside obstacle signals sHS are evaluated by means of filter algorithms.

Wenn durch die Auswerteeinheit 35 der streckenseitigen Hinderniserkennungsanordnung ein Hindernis (ein Ereignis) erkannt wird, so wird dieses durch die Auswerteeinheit 35 klassifiziert. Dabei wird per Mustererkennung der Typ des Hindernisses ermittelt. Je nach Typ werden unterschiedliche Reaktionen veranlasst. Außerdem wird unter Heranziehung von Informationen I.S hinsichtlich der Streckenabschnitte und der die Streckenabschnitte begrenzenden Signale, die die Auswerteeinheit 34 aus der Streckenkarteneinheit 36 ausliest, ein jeweiliges der Hindernisse (Ereignisse) dem betroffenen Streckenabschnitt zugeordnet. Bei Relevanz des jeweiligen Hindernisses (des Ereignisses) sendet die Auswerteeinheit 35 über die Kommunikationseinheit 36 ein streckenseitiges Auswertesignal sAS:[sI.O, sI.T] aus. Das Auswertesignal sAS:[sI.O, sI.T] wird an die Kommunikationseinheiten 29, 30 der streckenseitigen Kommunikationsanordnung gemeldet wird, welche an den Signalen 6, 7 angebracht sind, die den Streckenabschnitt 12 begrenzen, in dem das relevante Hindernis (Ereignis) 16 erkannt wurde.If an obstacle (an event) is recognized by the evaluation unit 35 of the track-side obstacle recognition arrangement, this is classified by the evaluation unit 35. The type of obstacle is determined by pattern recognition. Different reactions are triggered depending on the type. In addition, using information IS with regard to the route sections and the signals limiting the route sections, which the evaluation unit 34 reads from the route map unit 36, a respective one of the obstacles (events) is assigned to the route section concerned. If the respective obstacle (the event) is relevant, the evaluation unit 35 sends a route-side evaluation signal via the communication unit 36 sAS: [sI.O, sI.T] off. The evaluation signal sAS: [sI.O, sI.T] is reported to the communication units 29, 30 of the trackside communication system, which are attached to the signals 6, 7 that limit the track section 12 in which the relevant obstacle (event) 16 was recognized.

Bezüglich des gezeigten Vogels 15 über dem Streckenabschnitt 12, den die streckenseitige Hinderniserkennungsanordnung als solchen erkennt, gibt die Auswerteeinheit 35 kein Auswertesignal aus, da es den Vogel als Hindernis eines nicht relevanten Typs klassifiziert. Hinsichtlich des mit 16 bezeichneten Hindernisses gibt die Auswerteeinheit das Auswertesignal sAS:[sI.O, sI.T] aus, da es dieses als Hindernis eines relevanten Typs klassifiziert.With regard to the bird 15 shown above the route section 12, which the route-side obstacle recognition arrangement recognizes as such, the evaluation unit 35 does not output an evaluation signal, since it classifies the bird as an obstacle of an irrelevant type. With regard to the obstacle labeled 16, the evaluation unit outputs the evaluation signal sAS: [sI.O, sI.T], since it classifies this as an obstacle of a relevant type.

Die an den Signalen angebrachten Kommunikationseinheiten 26, 27, 28, 29, 30 koordinieren sich untereinander, so dass die Kommunikationseinheit jedes der Signale die Ereignisse in beide Richtungen 31, 32 in ca. 3 km Entfernung kennt.The communication units 26, 27, 28, 29, 30 attached to the signals coordinate with one another, so that the communication unit knows the events in both directions 31, 32 about 3 km away from each of the signals.

Die streckenseitige Sensoreinrichtung 24 erkennt also ein jeweiliges 15 bzw. 16 der Hindernisse 15, 16 und gibt ein das jeweilige Hindernis 15 bzw. 16 anzeigendes streckenseitiges Hindernissignal sHS an die Auswerteeinrichtung 25 aus. Und die Auswerteeinrichtung 25 bildet aus dem streckenseitigen Hindernissignal sHS das streckenseitiges Auswertesignal sAS:[sI.O, sI.T] und gibt dieses mittels seiner Kommunikationseinheit 36 zur Übertragung an das Schienenfahrzeug 2 an die streckenseitige Übertragungsanordnung 21 aus.The track-side sensor device 24 thus detects a respective 15 or 16 of the obstacles 15, 16 and outputs a track-side obstacle signal sHS indicating the respective obstacle 15 or 16 to the evaluation device 25. And the evaluation device 25 forms the trackside evaluation signal sAS: [sI.O, sI.T] from the trackside obstacle signal sHS and outputs this to the trackside transmission arrangement 21 for transmission to the rail vehicle 2 by means of its communication unit 36.

Dabei wird anhand des streckenseitigen Auswertesignals sAS:[sI.O, sI.T] eine streckenseitige Information sI.T über den Typ des relevanten Hindernisses 16 und eine streckenseitige Information sI.O über den Ort des relevanten Hindernisses 16 bereitstellt.In this case, on the basis of the route-side evaluation signal sAS: [sI.O, sI.T], route-side information sI.T about the type of the relevant obstacle 16 and route-side information sI.O about the location of the relevant obstacle 16 are provided.

Das sich einem hier mit 4 bezeichneten Signal nähernde Schienenfahrzeug 2 empfängt die für das Schienenfahrzeug relevanten Informationen der nächsten drei Abschnitte 10, 11, 12. Bei Bedarf kann auch noch ein Ausschnitt aus der Streckenkarte mit übertragen werden. Genauso können Ereignisse zurückgenommen werden, die sich erledigt haben.The rail vehicle 2 approaching a signal denoted here by 4 receives the information relevant to the rail vehicle from the next three sections 10, 11, 12. If necessary, a section from the route map can also be transmitted. In the same way, events that have taken place can be taken back.

Die fahrzeugseitige Hinderniserkennungsanordnung 22 umfasst eine fahrzeugseitige Sensoreinrichtung 38 und eine fahrzeugseitige Auswerteeinrichtung 39.The vehicle-side obstacle detection arrangement 22 comprises a vehicle-side sensor device 38 and a vehicle-side evaluation device 39.

Die Fahrzeugsteueranordnung 23 weist eine Kommunikationseinheit 40 auf, die geeignet ausgebildet ist, das streckenseitige Auswertesignal sAS:[sI.O, sI.T] von der streckenseitigen Übertragungsanordnung 21 zu empfangen.The vehicle control arrangement 23 has a communication unit 40 which is suitably designed to receive the trackside evaluation signal sAS: [sI.O, sI.T] from the trackside transmission arrangement 21.

Weiterhin weist die Fahrzeugsteueranordnung 23 eine Sollwertbestimmungseinrichtung 41, eine Istwertbestimmungseinrichtung 42 und eine Steuereinrichtung 43 auf.The vehicle control arrangement 23 also has a setpoint value determination device 41, an actual value determination device 42 and a control device 43.

Außerdem weist die Fahrzeugsteueranordnung 23 eine Fahrsteuereinrichtung 44 in Form einer Antriebs- und Bremssteuereinrichtung, eine Warneinrichtung 45 - hier in Form einer Hupe - und eine Alarmierungseinrichtung 46 - hier in Form eines Mittels zum Alarmieren von Wartungstrupps auf.The vehicle control arrangement 23 also has a travel control device 44 in the form of a drive and brake control device, a warning device 45 - here in the form of a horn - and an alarm device 46 - here in the form of a means for alerting maintenance teams.

Darüber hinaus umfasst die Fahrzeugsteueranordnung 23 eine Einrichtung 47 zur Ausgabe einer Information I.Bw über den aktuellen Bremsweg des Schienenfahrzeugs, eine Einrichtung 48 zur Ausgabe einer Information I.uSw über die am aktuellen Ort des Schienenfahrzeugs gegebene umweltbedingte Sichtweite und eine Einrichtung 49 zur Ausgabe einer Information I.tSw über die am aktuellen Ort des Schienenfahrzeugs gegebene topologische Sichtweite. Die umweltbedingte Sichtweite kann beispielsweise durch Nebel oder Dunkelheit begrenzt sein. Die topologische Sichtweite kann beispielsweise durch Kurven oder Gefälle begrenzt sein.In addition, the vehicle control system 23 comprises a device 47 for outputting information I.Bw about the current braking distance of the rail vehicle, a device 48 for outputting information I.uSw about the environmental visibility given at the current location of the rail vehicle and a device 49 for outputting a Information I.tSw about the topological visibility given at the current location of the rail vehicle. The environmental visibility can be limited, for example, by fog or darkness. The topological visibility can be limited, for example, by curves or slopes.

Die Einrichtung 48 ist beispielsweise mit einem Helligkeitssensor 50 verbunden. Die Einrichtung 49 hat Zugriff auf einen Streckenatlas 51, der eine die Topologie der Strecke beschreibende Komponente umfasst.The device 48 is connected to a brightness sensor 50, for example. The device 49 has access to a route atlas 51, which includes a component describing the topology of the route.

Bei Annäherung an das Hindernis 16 werden Reaktionen des Schienenfahrzeugs 2 in Abhängigkeit des Auswertesignals sAS:[sI.O, sI.T] der streckenseitigen Hinderniserkennungsanordnung 20 und in Anhängigkeit zumindest eines der hier mit Sw.Ist und Aufl.Ist bezeichneten Istwerte, jeweils einer die Leistungsfähigkeit der fahrzeugseitigen Hinderniserkennungsanordnung 22 charakterisierenden Größe abgeleitet.When approaching the obstacle 16, reactions of the rail vehicle 2 are dependent on the evaluation signal sAS: [sI.O, sI.T] of the trackside obstacle detection arrangement 20 and depending on at least one of the actual values designated here with Sw.Ist and Aufl.Ist, one in each case the performance of the vehicle-side obstacle detection arrangement 22 characterizing variable derived.

Eine der abgeleiteten Reaktionen besteht darin, dass die Steuereinrichtung 43 ein Steuersignal StS zur Anpassung eines Fahrverhaltens des Schienenfahrzeugs 2 bestimmt und dieses Steuersignal an die Fahrsteuereinrichtung 44 ausgibt, die dann das Fahrverhaltens des Schienenfahrzeugs dem Steuersignal StS entsprechend anpasst.One of the derived reactions is that the control device 43 determines a control signal StS for adapting a driving behavior of the rail vehicle 2 and outputs this control signal to the driving control device 44, which then adapts the driving behavior of the rail vehicle to the control signal StS accordingly.

Eine weitere Reaktion besteht darin, dass die Steuereinrichtung 43 ein Meldesignal MS bestimmt und an die Warneinrichtung 45 sowie an die Alarmierungseinrichtung 46 ausgibt.Another reaction is that the control device 43 determines a message signal MS and outputs it to the warning device 45 and to the alarm device 46.

Die Steuereinrichtung 43 bildet das Steuersignal StS in Anhängigkeit einer Reihe von Werten und Informationen.The control device 43 forms the control signal StS as a function of a series of values and information.

So wird zum automatischen Fahren ohne Triebfahrzeugführer an die Steuereinrichtung 43 neben dem zumindest einen Istwert Sw.Ist oder Aufl.Ist auch ein zugeordneter Sollwert Sw.Soll bzw. Aufl.Soll der zumindest einen die Leistungsfähigkeit der fahrzeugseitigen Hinderniserkennungsanordnung charakterisierenden Größe ausgegeben. Alternativ hierzu können auch beide Istwerte und beide Sollwerte an die Steuereinrichtung 43 ausgegeben werden.In addition to the at least one actual value Sw.Ist or Aufl.Ist, an assigned setpoint Sw.Soll or Aufl.Soll of the at least one variable which characterizes the performance of the vehicle-side obstacle detection arrangement is output to the control device 43 for automatic driving without a driver. As an alternative to this, both actual values and both setpoint values can be output to the control device 43.

Die Steuereinrichtung 43 bestimmt dann die Abweichung A.Sw=Sw.Ist-Sw.Soll und/oder die Abweichung A.Ausl=Ausl.Ist-Ausl.Soll des jeweiligen Istwertes von dem zugeordneten Sollwert, so dass die Reaktionen - also das Steuersignal StS und das Meldesignal MS - in Abhängigkeit des streckenseitigen Auswertesignals sAS:[sI.O, sI.T] und in Anhängigkeit von der ermittelten Abweichung A.Sw und/oder der ermittelten Abweichung A.Ausl abgeleitet werden.The control device 43 then determines the deviation A.Sw = Sw.Ist-Sw.Soll and / or the deviation A.Ausl = Ausl.Ist-Ausl.Soll of the respective actual value from the assigned setpoint, so that the reactions - i.e. the control signal StS and the message signal MS - are dependent on the trackside evaluation signal sAS: [sI.O, sI.T] and depending on the determined deviation A.Sw and / or the determined deviation A.Ausl.

Außerdem bestimmt die Steuereinrichtung 43 das Steuersignal StS auch in Abhängigkeit der streckenseitigen Information sI.T über den Typ des Hindernisses 16 und in Abhängigkeit der streckenseitigen Information sI.O über den Ort des Hindernisses 16.In addition, the control device 43 determines the control signal StS as a function of the trackside information sI.T about the type of the obstacle 16 and as a function of the trackside information sI.O about the location of the obstacle 16.

Darüber hinaus bildet die Steuereinrichtung 43 das Steuersignal StS auch in Abhängigkeit eines fahrzeugseitigen Auswertesignals fAS:[fI.O, fI.T]. Hierzu bildet die Sensoreinrichtung 38 der fahrzeugseitigen Hinderniserkennungsanordnung 22 - sobald sie das Hindernis 16 erkennt - ein das Hindernis 16 anzeigendes fahrzeugseitiges Hindernissignal fHS und gibt dieses an die Auswerteeinrichtung 39 aus. Die Auswerteeinrichtung 39 bildet ihrerseits aus dem fahrzeugseitigen Hindernissignal fHS das fahrzeugseitiges Auswertesignal fAS:[fI.O, fI.T und gibt dieses an die Steuereinrichtung 43 aus. Die fahrzeugseitige Auswerteeinrichtung 39 gibt auch eine Information I.A über die Art der Hinderniserkennungsanordnung 22 aus.In addition, the control device 43 also forms the control signal StS as a function of an evaluation signal fAS: [fI.O, fI.T] on the vehicle. For this purpose, the sensor device 38 of the vehicle-side obstacle detection arrangement 22 - as soon as it detects the obstacle 16 - forms a vehicle-side obstacle signal fHS indicating the obstacle 16 and outputs this to the evaluation device 39. The evaluation device 39 for its part forms the vehicle-side evaluation signal fAS: [fI.O, fI.T from the vehicle-side obstacle signal fHS and outputs this to the control device 43. The vehicle-side evaluation device 39 also outputs information I.A about the type of obstacle detection arrangement 22.

Als Istwert wird von der Istwertbestimmungseinrichtung 42 insbesondere ein der aktuell vorliegenden technischen Sichtweite (also ein der aktuell vorliegenden sensorischen Reichweite) der Hinderniserkennungsanordnung 22 entsprechender Wert Sw.Ist bestimmt und entsprechend wird von der Sollwertbestimmungseinrichtung 41 als Sollwert ein der aktuell erforderlichen technischen Sichtweitet zur Hinderniserkennung (also ein der aktuell erforderlichen sensorischen Reichweite zur Hinderniserkennung) entsprechender Wert Sw.Soll bereitgestellt.As the actual value, the actual value determination device 42 determines, in particular, a value Sw.Ist corresponding to the currently available technical visual range (i.e. a value Sw.Ist corresponding to the currently available sensory range) of the obstacle detection arrangement 22, and accordingly the setpoint determination device 41 uses the currently required technical visual range for obstacle detection ( i.e. a value Sw.Soll corresponding to the currently required sensor range for obstacle detection) is provided.

Alternativ oder zusätzlich wird von der Istwertbestimmungseinrichtung als Istwert ein der der aktuell vorliegenden technische Auflösung der Hinderniserkennungsanordnung 22 entsprechenden Wert Aufl.Ist bestimmt und entsprechend wird von der Sollwertbestimmungseinrichtung 41 als Sollwert ein der aktuell erforderlichen technischen Auflösung zur Hinderniserkennung entsprechenden Wert Aufl.Soll bereitgestellt.Alternatively or in addition, the actual value determination device determines a value Aufl.Ist corresponding to the currently available technical resolution of the obstacle detection arrangement 22 as the actual value and accordingly a value Aufl.Soll corresponding to the currently required technical resolution for obstacle detection is provided by the setpoint determination device 41 as the desired value.

Insbesondere der Wert Sw.Ist der aktuell vorliegenden technischen Sichtweite wird von der Istwertbestimmungseinrichtung in Abhängigkeit der Information I.A über die Art der Hinderniserkennungseinrichtung 22, der streckenseitigen Information sI.T über den Typ des Hindernisses 16, der Information I.uSw über die am aktuellen Ort des Schienenfahrzeugs 2 gegebene umweltbedingte Sichtweite und der Information I.tSw über die am aktuellen Ort des Schienenfahrzeugs gegebenen topologischen Sichtweite bestimmt und an die Steuereinrichtung 43 ausgegeben.In particular, the value Sw.Ist of the currently available technical visibility is determined by the actual value determination device depending on the information IA about the type of obstacle detection device 22, the trackside information sI.T about the type of the obstacle 16, the information I.uSw about the current location of the rail vehicle 2 given environmental visibility and the information I.tSw about the topological visibility given at the current location of the rail vehicle and output to the control device 43.

Der Wert Sw.Soll der aktuell erforderlichen technischen Sichtweite wird von der Sollwertbestimmungseinrichtung vorzugsweise in Abhängigkeit der Information I.Bw über den aktuellen Bremsweg des Schienenfahrzeugs, der Information I.uSw über die am aktuellen Ort des Schienenfahrzeugs gegebene umweltbedingte Sichtweite und der Information I.tSw über die am aktuellen Ort des Schienenfahrzeugs gegebene topologische Sichtweite bestimmt und an die Steuereinrichtung 43 ausgegeben.The value Sw.Soll of the currently required technical visibility is determined by the setpoint determination device, preferably as a function of the information I.Bw about the current braking distance of the rail vehicle, the information I.uSw about the environmental visibility given at the current location of the rail vehicle and the information I.tSw determined via the topological visibility given at the current location of the rail vehicle and output to the control device 43.

Der Wert Sw.Soll bildet dabei das aktuelle ortsbezogene Minimum der erforderlichen technischen Sichtweite zur Hinderniserkennung und wird als Vorgabe für die aktuell vorliegende technische Sichtweite der fahrzeugseitigen Hinderniserkennungsanordnung und deren Sensoreinrichtung (Sensorik, beispielsweise in Form eines Radarsystems, eines Kamerasystems, etc.) für die Streckenbeobachtung herangezogen.The value Sw.Soll forms the current location-related minimum of the required technical visibility for obstacle detection and is used as a specification for the currently available technical visibility of the vehicle-side obstacle detection arrangement and its sensor device (sensors, for example in the form of a radar system, a camera system, etc.) for the Route observation used.

Ist der Wert der aktuell vorliegenden technischen Sichtweite der Hinderniserkennungsanordnung 22 größer oder gleich dem aktuell erforderlichen Wert der technischen Sichtweite zur Hinderniserkennung (A.Sw≥0), so kann das Schienenfahrzeug 2 mit der maximal zulässigen Geschwindigkeit betrieben werden.If the value of the currently available technical visibility of the obstacle detection arrangement 22 is greater than or equal to the currently required value of the technical visibility for obstacle detection (A.Sw≥0), then the rail vehicle 2 can be operated at the maximum permissible speed.

Ist der Wert der aktuell vorliegenden technischen Sichtweite der Hinderniserkennungsanordnung 22 kleiner als der aktuell erforderliche Wert der technischen Sichtweite zur Hinderniserkennung (A.Sw<0), so muss das Schienenfahrzeug 2 langsamer fahren. Mittels des Steuersignals StS erfolgt vorzugsweise durch eine dynamische Bremskurvenanpassung eine Begrenzung der Geschwindigkeit des Schienenfahrzeugs 2 derart, dass ein Halten vor dem Hindernis 16 möglich wäre.If the value of the currently available technical visual range of the obstacle detection arrangement 22 is less than the currently required value of the technical visual range for obstacle detection (A.Sw <0), the rail vehicle 2 must travel more slowly. By means of the control signal StS, the speed of the rail vehicle 2 is limited, preferably by dynamic braking curve adaptation, such that it would be possible to stop in front of the obstacle 16.

Insbesondere aus der Ermittlung des Wertes Sw.Soll der aktuell erforderlichen technischen Sichtweite zur Hinderniserkennung basierend auf den oben genannten Informationen I.Bw, I.uSw, I.tSw als vorgegebenes Minimum für die technische Sichtweite (als vorgegebenes Minimum für die sensorische Reichweite) ergeben sich eine Reihe von Vorteilen.In particular, from the determination of the value Sw., The currently required technical visual range for obstacle detection based on the above information I.Bw, I.uSw, I.tSw result as the specified minimum for the technical visual range (as the specified minimum for the sensory range) a number of advantages.

So stellt der Wert Sw.Soll einen Maßstab für die erforderliche Sicherheit des Systems 14 und insbesondere seiner fahrzeugseitigen Hinderniserkennungsanordnung 22 und damit für deren Zulassungsfähigkeit für das automatische Fahren dar.The value Sw.Soll represents a yardstick for the required safety of the system 14 and in particular of its vehicle-side obstacle detection arrangement 22 and thus for its ability to be approved for automatic driving.

Die Systemverfügbarkeit beim automatischen Fahren ist erhöht, da eine dynamische Bremskurvenanpassung, basierend auf einer definierten Sicherheitsanforderung, auch bei schlechten Umgebungsbedingungen und bei die Sicht verschlechternden topologischen Bedingungen ein Fahren des Schienenfahrzeugs 2 ermöglicht - das Schienenfahrzeug muss nicht zwangsläufig angehalten werden.The system availability during automatic driving is increased, since a dynamic braking curve adaptation, based on a defined safety requirement, enables the rail vehicle 2 to be driven even in poor ambient conditions and in the case of topological conditions which deteriorate visibility - the rail vehicle does not necessarily have to be stopped.

Es besteht Rückwirkungsfreiheit zu bestehenden Zugbeeinflussungssystemen.There is no interaction with existing train control systems.

Der Wert Sw.Soll dient als Festlegung eines Designkriteriums für die Sensorik für das automatische Fahren.The value Sw.Soll is used to define a design criterion for the sensors for automatic driving.

Und das erfindungsgemäße Verfahren und das erfindungsgemäße System bieten den Vorteil, dass betriebliche und umweltbedingte Randbedingungen definiert werden können sowie deren Umsetzung durch die Ermittlung des Sollwertes als Vorgabe für die Leistungsfähigkeit der Hinderniserkennungsanordnung 22 bei der Streckenbeobachtung realisiert werden kann, wobei sich die Vorgabe dynamisch an die gegebenen Streckenverhältnissen anpasst und dabei mindestens so gut ist, wie die Leistungsfähigkeit eines Triebfahrzeugführers unter den gleichen Randbedingungen.And the method according to the invention and the system according to the invention offer the advantage that operational and environmental boundary conditions can be defined and their implementation can be implemented by determining the setpoint as a specification for the performance of the obstacle detection arrangement 22 during route observation, the specification being dynamically adapted to the adapts to the given route conditions and is at least as good as the performance of a train driver under the same boundary conditions.

Die Hinderniserkennungsanordnung 22 des Schienenfahrzeugs 2 besitzt eine ihrer Art, den aktuellen Umweltbedingungen, den aktuellen topologischen Bedingungen und dem Typ eines jeweiligen Hindernisses entsprechende spezifische Leistungsfähigkeit hinsichtlich ihrer Sichtweite und auch eine spezifische Leistungsfähigkeit hinsichtlich ihrer Auflösung.The obstacle detection arrangement 22 of the rail vehicle 2 has a specific capability corresponding to its type, the current environmental conditions, the current topological conditions and the type of a respective obstacle with regard to its visual range and also a specific capability with regard to its resolution.

In jedem Fall passt das Schienenfahrzeug 2 in Abhängigkeit der Information sI.O über den Ort des Hindernisses (und damit in Abhängigkeit von seiner Entfernung vom Hindernis), in Anhängigkeit der Information sI.T über den Typ des Hindernisses und in Abhängigkeit der Abweichung des Istwertes von dem Sollwert (und damit in Abhängigkeit von der aktuell vorliegenden Leistungsfähigkeit der fahrzeugseitigen Hinderniserkennungsanordnung 22 und der aktuell erforderlichen Leistungsfähigkeit zur Hinderniserkennung) sein Fahrverhalten dynamisch an, erkennt und klassifiziert das Hindernis 16 aus der Nähe und leitet die entsprechenden Reaktionen, z. B. Hupen oder Wartungstrupp alarmieren, ein. In den meisten Fällen wird das Hindernis z.B. ein großes Tier oder ein Mensch verschwunden sein oder lässt sich vertreiben. In diesem Fall meldet das Schienenfahrzeug 2 durch ein entsprechendes Rücksignal RS den geräumten Zustand zurück an die Kommunikationseinheit des nächsten Signals, das es passiert.In any case, the rail vehicle 2 fits depending on the information sI.O about the location of the obstacle (and thus depending on its distance from the obstacle), depending on the information sI.T about the type of the obstacle and depending on the deviation of the actual value from the setpoint (and thus depending on the current performance of the vehicle-side obstacle detection arrangement 22 and the currently required performance for obstacle detection) his driving behavior dynamically recognizes and classifies the obstacle 16 from close up and initiates the corresponding reactions, e.g. B. horns or alert the maintenance crew, a. In most cases the obstacle, for example a large animal or a person, will have disappeared or can be driven away. In this case, the rail vehicle 2 reports the cleared state back to the communication unit of the next signal that it passes by using a corresponding return signal RS.

Während bei herkömmlichem Betrieb die Strecke nach Erkennen eines des Hindernisses gesperrt und geräumt werden müsste, ermöglicht das erfindungsgemäße System 14 ein autonomes Fahren des Schienenfahrzeugs 2 mit optimaler Geschwindigkeit.While in conventional operation the route would have to be blocked and cleared after an obstacle has been detected, the system 14 according to the invention enables the rail vehicle 2 to travel autonomously at the optimum speed.

Claims (10)

  1. Method in which an obstacle detection arrangement (20, 22) is used to detect obstacles (15, 16) in a hazardous area (17) in front of the rail vehicle (2),
    wherein a target value (Sw.Soll, Aufl.Soll) for a variable which characterises the performance of the obstacle detection arrangement (22) is determined and
    wherein an actual value (Sw.Ist, Aufl.Ist) of the variable which characterises the performance of the obstacle detection arrangement is determined,
    characterised in that
    a value (Sw.Ist) corresponding to the currently existing technical visibility distance of the obstacle detection arrangement (22) is provided as an actual value, and a value (Sw.Soll) corresponding to the currently required technical visibility distance for obstacle detection is provided as a target value
    and/or
    a value (Aufl.Ist) corresponding to the currently existing technical resolution of the obstacle detection arrangement (22) is provided as an actual value, and a value (Aufl.Soll) corresponding to the currently required technical resolution for obstacle detection is provided as a target value.
  2. Method according to claim 2,
    characterised in that
    a control signal (StS) for adapting a driving strategy of the rail vehicle (2) is generated as a function of the deviation (A.Sw=Sw.Ist-Sw.Soll, A.Aufl=Aufl.Ist-Aufl.Soll) of the actual value (Sw.Ist, Aufl.Ist) from the target value (Sw.Soll, Aufl.Soll).
  3. Method according to one of the claims 1 or 2,
    characterised in that
    an on-board obstacle detection arrangement (22) is used as an obstacle detection arrangement.
  4. Method according to one of the claims 1 to 3,
    characterised in that
    the target value (Sw.Soll) is determined as a function of information (I.Bw) relating to the current braking distance of the rail vehicle (2) and as a function of information (I.uSw) relating to the given environmental visibility distance at the current location of the rail vehicle and/or information (I.tSw) relating to the given topological visibility distance at the current location of the rail vehicle.
  5. Method according to one of the claims 1 to 4,
    characterised in that
    the actual value (Sw.Ist) is determined as a function of information (I.A) relating to the type of the obstacle detection device (22).
  6. System (14) in which an obstacle detection arrangement (20, 22) is suitably embodied to detect obstacles (15, 16) in a hazardous area (17) in front of the rail vehicle (2), wherein the system (14) is suitably embodied to determine a target value (Sw.Soll, Aufl.Soll) for a variable which characterises the performance of the obstacle detection arrangement (22) and
    wherein the system (14) is suitably embodied to determine an actual value (Sw.Ist, Aufl.Ist) of the variable which characterises the performance of the obstacle detection arrangement (22)
    characterised in that
    the system (14) is suitably embodied to provide a value (Sw.Ist) corresponding to the currently existing technical visibility distance of the obstacle detection arrangement (22) as an actual value, and a value (Sw.Soll) corresponding to the currently required technical visibility distance for obstacle detection as a target value
    and/or
    the system (14) is suitably embodied to provide a value (Aufl.Ist) corresponding to the currently existing technical resolution of the obstacle detection arrangement (22) as an actual value, and a value (Aufl.Soll) corresponding to the currently required technical resolution for obstacle detection as a target value.
  7. System (14) according to claim 6,
    characterised in that
    it is suitably embodied to generate a control signal (StS) for adapting a driving strategy of the rail vehicle (2) as a function of the deviation (A.Sw=Sw.Ist-Sw.Soll, A.Aufl=Aufl.Ist-Aufl.Soll) of the actual value (Sw.Ist, Aufl.Ist) from the target value (Sw.Soll, Aufl.Soll).
  8. System (14) according to one of the claims 6 or 7,
    characterised in that
    the obstacle detection arrangement is an on-board obstacle detection arrangement (22).
  9. System (14) according to one of the claims 6 to 8,
    characterised in that
    it is suitably embodied to determine the target value (Sw.Soll) as a function of information (I.Bw) relating to the current braking distance of the rail vehicle and as a function of information (I.uSw) relating to the given environmental visibility distance at the current location of the rail vehicle and/or information (I.tSw) relating to the given topological visibility distance at the current location of the rail vehicle.
  10. System (14) according to one of the claims 6 to 9,
    characterised in that
    it is suitably embodied to determine the actual value (Sw.Ist) as a function of information (I.A) relating to the type of the obstacle detection device (22).
EP17707894.6A 2016-03-31 2017-03-01 Method and system for detecting obstacles in a hazardous area in front of a rail vehicle Active EP3414140B1 (en)

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DE102016205330.2A DE102016205330A1 (en) 2016-03-31 2016-03-31 Method and system for detecting obstacles in a danger area in front of a rail vehicle
PCT/EP2017/054758 WO2017167529A1 (en) 2016-03-31 2017-03-01 Method and system for detecting obstacles in a hazardous area in front of a rail vehicle

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GB2598087A (en) 2020-08-04 2022-02-23 Dromos Tech Ag A method and infrastructure for communication of perturbation information in an autonomous transportation network
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US20190126958A1 (en) 2019-05-02
ES2840002T3 (en) 2021-07-06
US10875557B2 (en) 2020-12-29
DK3414140T3 (en) 2020-11-23
CN109311496A (en) 2019-02-05
CN109311496B (en) 2021-02-23
DE102016205330A1 (en) 2017-10-05
WO2017167529A1 (en) 2017-10-05

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