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EP3414140B1 - Procédé et système de détection d'obstacles dans une zone de danger devant un véhicule ferroviaire - Google Patents

Procédé et système de détection d'obstacles dans une zone de danger devant un véhicule ferroviaire 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
Prior art date
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Application number
EP17707894.6A
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German (de)
English (en)
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EP3414140A1 (fr
Inventor
Jens Braband
Bernhard Evers
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP3414140A1 publication Critical patent/EP3414140A1/fr
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Classifications

    • 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)

Claims (10)

  1. Procédé, dans lequel on utilise un système (20, 22) de détection d'obstacles pour détecter des obstacles (15, 16) dans un espace (17) de danger devant le véhicule (2) ferroviaire, dans lequel on détermine une valeur (Sw.Soll, Aufl.Soll) de consigne d'une grandeur caractérisant l'efficacité du système (22) de détection d'obstacles et
    dans lequel on détermine une valeur (Sw.Ist, Aufl.Ist ) réelle de la grandeur caractérisant l'efficacité du système de détection d'obstacle,
    caractérisé en ce que
    l'on se procure, comme valeur réelle, une valeur (Sw.Ist ) correspondant à la visibilité technique présente actuellement du système (22) de détection d'obstacles et, comme valeur de consigne, une valeur (Sw.Soll) correspondant à la visibilité technique nécessaire actuellement pour la détection d'obstacles et/ou on se procure, comme valeur réelle, une valeur (Aufl.Ist correspondant à la résolution technique présente actuellement du système (22) de détection d'obstacles et, comme valeur de consigne, une valeur (Aufl.Soll) correspondant à la résolution technique nécessaire actuellement pour la détection d'obstacles.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    on forme un signal (StS) de commande pour l'adaptation d'un comportement de marche du véhicule (2) ferroviaire en fonction de l'écart (A.Sw=Sw.Ist-Sw.Soll, A.Aufl=Aufl.Ist-Aufl.Soll) de la valeur (Sw.Ist, Aufl.Ist) réelle à la valeur (Sw.Soll, Aufl.Soll) de consigne.
  3. Procédé suivant l'une des revendications 1 ou 2,
    caractérisé en ce que
    l'on utilise, comme système de détection d'obstacles, un système (22) de détection d'obstacles embarqué.
  4. Procédé suivant l'une des revendications 1 à 3,
    caractérisé en ce que
    l'on détermine la valeur (Sw.Soll) de consigne en fonction d'une information (I.Bw) sur la distance de freinage actuelle du véhicule (2) ferroviaire, ainsi qu'en fonction d'une information (I.uSw) sur la visibilité due à l'atmosphère environnante donnée à l'emplacement actuel du véhicule ferroviaire et/ou d'une information (I.tSw) sur la visibilité topologique donnée à l'emplacement actuel du véhicule ferroviaire.
  5. Procédé suivant l'une des revendications 1 à 4,
    caractérisé en ce que
    l'on détermine la valeur (Sw.Ist ) réelle en fonction d'une information (I.A) sur le type du dispositif (22) de détection d'obstacles.
  6. Système (14), dans lequel un système (20, 22) de détection d'obstacles est constitué de manière appropriée pour détecter des obstacles (15, 16) dans un espace (17) de danger devant le véhicule (2) ferroviaire,
    dans lequel le système (14) est constitué de manière propre à déterminer une valeur (Sw.Soll, Aufl.Soll) de consigne d'une grandeur caractérisant l'efficacité du système (22) de détection d'obstacles et
    dans lequel le système (14) est constitué de manière appropriée pour déterminer une valeur (Sw.Ist, Aufl.Ist) réelle de la grandeur caractérisant l'efficacité du système (22) de détection d'obstacles,
    caractérisé en ce que
    le système (14) est constitué de manière appropriée pour procurer, comme valeur réelle, une valeur (Sw.Ist) correspondant à la visibilité technique présente actuellement du système (22) de détection d'obstacles et, comme valeur de consigne, une valeur (Sw.Soll) correspondant à la visibilité technique nécessaire actuellement pour la détection d'obstacles et/ou
    le système (14) est constitué de manière appropriée pour procurer, comme valeur réelle, une valeur (Aufl.Ist) correspondant à la résolution technique présente actuellement du système (22) de détection d'obstacle et, comme valeur de consigne, une valeur (Aufl.Soll) correspondant à la résolution technique nécessaire actuellement pour la détection d'obstacles.
  7. Système (14) suivant la revendication 6,
    caractérisé en ce qu'
    il est constitué de manière appropriée pour former un signal (StS) de commande, afin d'adapter un comportement de marche du véhicule ferroviaire en fonction de l'écart (A.Sw=Sw.Ist-Sw.Soll, A.Aufl=Aufl.Ist-Aufl.Soll) de la valeur (Sw.Ist, Aufl.Ist) réelle à la valeur (Sw.Soll, Aufl.Soll) de consigne.
  8. Système (14) suivant l'une des revendications 6 ou 7,
    caractérisé en ce que
    le système de détection d'obstacles est un système (22) de détection d'obstacles embarqué.
  9. Système (14) suivant l'une des revendications 6 à 8,
    caractérisé en ce qu'il est constitué de manière appropriée pour déterminer la valeur (Sw.Soll) de consigne en fonction d'une information I.Bw) sur la distance de freinage actuelle du véhicule (2) ferroviaire, ainsi qu'en fonction d'une information (I.uSw) sur la visibilité due à l'atmosphère environnante donnée à l'emplacement actuel du véhicule ferroviaire et/ou d'une information (I.tSw) sur la visibilité topologique donnée à l'emplacement actuel du véhicule ferroviaire.
  10. Système (14) suivant l'une des revendications 6 à 9,
    caractérisé en ce qu'
    il est constitué de manière appropriée pour déterminer la valeur (Sw.Ist) réelle en fonction d'une information (I.A) sur le type du dispositif (22) de détection d'obstacles.
EP17707894.6A 2016-03-31 2017-03-01 Procédé et système de détection d'obstacles dans une zone de danger devant un véhicule ferroviaire Active EP3414140B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016205330.2A DE102016205330A1 (de) 2016-03-31 2016-03-31 Verfahren und System zum Erkennen von Hindernissen in einem Gefahrraum vor einem Schienenfahrzeug
PCT/EP2017/054758 WO2017167529A1 (fr) 2016-03-31 2017-03-01 Procédé et système de détection d'obstacles dans une zone de danger devant un véhicule ferroviaire

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EP3414140A1 EP3414140A1 (fr) 2018-12-19
EP3414140B1 true EP3414140B1 (fr) 2020-09-30

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Country Link
US (1) US10875557B2 (fr)
EP (1) EP3414140B1 (fr)
CN (1) CN109311496B (fr)
DE (1) DE102016205330A1 (fr)
DK (1) DK3414140T3 (fr)
ES (1) ES2840002T3 (fr)
WO (1) WO2017167529A1 (fr)

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DE102018222723A1 (de) * 2018-12-21 2020-06-25 Siemens Mobility GmbH Verfahren und Einrichtung zur Objekterkennung
JP7349318B2 (ja) * 2019-10-18 2023-09-22 株式会社日立製作所 センサ性能評価システム及び方法、並びに、自動運転システム
US11827255B2 (en) 2019-12-09 2023-11-28 Thales Canada Inc System and method for vehicle control
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JP7458344B2 (ja) * 2021-04-15 2024-03-29 株式会社東芝 鉄道車両運転制御装置

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Publication number Publication date
CN109311496A (zh) 2019-02-05
US10875557B2 (en) 2020-12-29
DK3414140T3 (da) 2020-11-23
ES2840002T3 (es) 2021-07-06
WO2017167529A1 (fr) 2017-10-05
US20190126958A1 (en) 2019-05-02
CN109311496B (zh) 2021-02-23
EP3414140A1 (fr) 2018-12-19
DE102016205330A1 (de) 2017-10-05

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