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EP4079598A1 - Détection de voie d'un véhicule ferroviaire léger avant un branchement sans détecter la position de branchement - Google Patents

Détection de voie d'un véhicule ferroviaire léger avant un branchement sans détecter la position de branchement Download PDF

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Publication number
EP4079598A1
EP4079598A1 EP21169286.8A EP21169286A EP4079598A1 EP 4079598 A1 EP4079598 A1 EP 4079598A1 EP 21169286 A EP21169286 A EP 21169286A EP 4079598 A1 EP4079598 A1 EP 4079598A1
Authority
EP
European Patent Office
Prior art keywords
pathway
turnout
rail vehicle
light rail
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP21169286.8A
Other languages
German (de)
English (en)
Inventor
Gábor Nagy
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.)
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Priority to EP21169286.8A priority Critical patent/EP4079598A1/fr
Publication of EP4079598A1 publication Critical patent/EP4079598A1/fr
Withdrawn legal-status Critical Current

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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling

Definitions

  • the present invention refers to a method for anticipating a pathway of a light rail vehicle ahead of a turnout. Further, the present invention also refers to a light rail vehicle adapted to execute the method steps.
  • a driver assistance system for a rail vehicle can be set up, for example, to use a signalling device to warn a vehicle driver of an impending collision of the rail vehicle with an object and / or with a person.
  • the driver assistance system can optionally be set up to intervene autonomously or partially autonomously in the vehicle control of the rail vehicle, e.g. to brake the rail vehicle before an impending collision.
  • the driver assistance system issues a false warning due to a falsely predicted collision and / or intervenes unnecessarily in the vehicle control, since this can in particular worsen driving comfort for the vehicle occupants, e.g. by unnecessary and possibly strong braking. Strong braking of the rail vehicle could even pose a risk of accident for the vehicle occupants.
  • Prior art US 2004/0073342 A1 relates to a method and system for ensuring that a train does not pass a device such as a grade crossing gate or a track switch when that device is not properly configured.
  • US 2014/0247356 A1 discloses a method and system for determining track availability for a railway vehicle. The availability thereby is checked via images captured by a camera of the railway vehicle.
  • the problem to be solved by the present invention is to provide a method for anticipating a pathway of a light rail vehicle so that false collision warnings based on false anticipated pathways can be reduced.
  • the present invention specifies a method for anticipating a pathway of a light rail vehicle ahead of a turnout by excluding pathways of possible pathways by inspecting flangeways of the possible pathways with detection means and determining the possible pathway if the flangeways continue throughout the turnout, and/or determining the anticipated pathway if the speed of the vehicle is higher than an allowed speed of a possible pathway.
  • the anticipated pathway thereby is the pathway, which results from the method steps.
  • the light rail vehicle with the highest possibility will use this pathway after the turnout.
  • the flangeways are thereby an inner sideportion of the rails which permits a passage of the wheel flanges of the light rail vehicle.
  • the flangeways thereby preferably are detected by a detecting means like a camera, a LIDAR or a radar device. The detection of the flangeways has the advantage that the pathway is easily derivable.
  • the flangeway is not fully detectable by the detection means. This can be the case if the turnout for example is covered by snow or if the light train vehicle stops in front of the turnout. As the driver later on may switch the turnout the pathway cannot be determined. A further indication is the speed of the vehicle. It thereby is assumed that the driver is driving the vehicle on a proper speed for the pathway. This means that with this method step it is possible to derive the anticipated pathway on the basis of the speed. A possible pathway thereby can be excluded if the speed of the light rail vehicle is higher than the speed allowed on this pathway.
  • this speed preferably corresponds to the actual speed of the light rail vehicle or an anticipated speed when crossing the turnout.
  • the anticipated speed is calculated based on the actual speed before the turnout and the current acceleration/deceleration of the light rail vehicle. Accordingly, it is possible to achieve a result for the anticipated pathway having a high accuracy. False collision warnings based on a wrong pathway are avoided.
  • the allowed speed on a possible pathway is determined on the basis of drive signals for this pathway.
  • the drive signals shows a speed limit for a respective pathway.
  • a speed limit for a respective pathway for example also could be 0 km/h so that it is currently not allowed to drive on a respective pathway.
  • a speed limit for a pathway therefore can be derived from the drive signals.
  • the allowed speed on a possible pathway is determined on the basis of the geometry of the rails on this pathway.
  • the geometry of the rails thereby relates to the radius of a curve after the turnout for example.
  • the speed limit is given on the basis of the centripedal force allowed for the passengers. Further, the speed limit in a respective curve also can be given by the regulation for the railway network. Accordingly, the pathway can be determined in this way that if one pathway has a straight shape and the other pathway is a curve and the driver does not lower the speed to an allowed speed, it can be assumed that the anticipated pathway is the straight route. Accordingly, the anticipated pathway can be easily determined.
  • the geometry of the rails are visually detected.
  • the geometry is preferable detected by the camera of the detection means. With this camera it can be easily derived whether one pathway comprises of or continues with a curve in or after the turnout.
  • the geometry of the rails is derived from data of the railway track.
  • the advantage therefrom is that the geometry of the rails also can be determined if the track is not clearly visible e.g. during misty weather or in the dark. Accordingly, the geometry can be determined in each case and for far distances.
  • data of the railway track are derived by simultaneous localization and mapping.
  • the simultaneous localization and mapping is a method in which an ego vehicle simultaneously is constructing a map of an unknown environment and localizes itself in this map. The environment thereby is detected on the basis of various sensors. Accordingly, with this method it is possible to determine the position in a self-constructed map.
  • GNSS global navigation satellite system
  • Galileo Galileo
  • Glonass Galileo
  • Beidou Beidou
  • a specific embodiment specifies that the determined anticipated pathway is continuously transmitted to a collision avoidance system. By doing so, the collision avoidance system very early gets the anticipated pathway so that objects on this pathway can be detected very early. Although, it might be possible that the anticipated pathway may change e.g. due to a switched turnout, this change of the pathway is early transmitted to the collision avoidance system so that respective measures could be carried out in order to avoid a collision.
  • the method steps are conducted when visual contact to detectable items is possible.
  • a detectable item is an item like the point blades, the turnout position signal, the drive signal or traffic signs, which can be detected by the detection means in order to determine the anticipated pathway. With these detectable items it is possible to determine an anticipated pathway very early. Further, by these items it is recognized that a turnout is ahead of the light rail vehicle.
  • the invention further specifies a light rail vehicle comprising a visual detecting means and a processing unit, which is designed to conduct the method steps according to the present invention.
  • the processing unit is also designed to evaluate all the data recorded during the method steps. Accordingly, the light rail vehicle has the same advantages as described above for the method.
  • a light rail vehicle 1 is shown which is ahead of a turnout 2 switched to a left pathway 3.
  • the turnout 2 splits the actual way into two pathways 3.
  • point blades 4 of the turnout 2 are moved so that these point blades 4 are in contact with an outer rail 5 of the other pathway 3. Thereby this pathway 3 and a respective flangeway 6 is blocked.
  • the point blades 4 are in contact with the right side rail 5. The light rail vehicle 1 therefore will continue on the left pathway 3.
  • drive signals 7 which are used when the train driver is driving on sight. These drive signals 7 are separately provided for each direction and indicates whether the light rail vehicle 1 has to stop or can drive.
  • the light rail vehicle 1 comprises a detection means 8 like a camera and/or a LIDAR for inspecting the flangeways 6 and the drive signals 7.
  • the respective information is forwarded to a processing unit 9, which evaluates this data in order to determine an anticipated pathway 3.
  • this processing unit 9 it is determined, whether the flangeway 6 is continuously visible throughout the turnout 2 and which flangeway 6 is not blocked by for example the point blades 4. From this information, the anticipated pathway 3 can be derived.
  • the flangeways 6 may be not visible at the position of the point blades 4 due to the light rail vehicle 1 obstructing the view for the detection means 8.
  • the processing unit 9 derives an allowable speed from the drive signal 7 or from a curve radius. If the actual speed of the vehicle is higher than a speed allowed on a possible pathway this pathway could be excluded to determine the anticipated pathway 3.
  • This pathway 3 is transmitted to the collision avoidance system 10. From the data of the camera and the LIDAR, the collision avoidance system 10 recognize that an object 11 is on the anticipated pathway 3. In order to avoid a collision the train driver could be warned and/or a horn could be activated. If the train driver does not react, the collision avoidance system 10 also could conduct an emergency stop of the light rail vehicle 1.
  • Figure 2 shows the light rail vehicle 1 ahead of a turnout 2 which is switched to a right pathway 3.
  • the point blades 4 are in contact with the outer rail 5 of the left side so that the flangeways 6 continues on the straight track.
  • the light rail vehicle 1 therefore will drive on the right pathway 3.
  • no object 11 is on the track.
  • the object 11 is on the left pathway 3.
  • the method for anticipating the pathway 3 of the light rail vehicle 1 is proposed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP21169286.8A 2021-04-20 2021-04-20 Détection de voie d'un véhicule ferroviaire léger avant un branchement sans détecter la position de branchement Withdrawn EP4079598A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP21169286.8A EP4079598A1 (fr) 2021-04-20 2021-04-20 Détection de voie d'un véhicule ferroviaire léger avant un branchement sans détecter la position de branchement

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP21169286.8A EP4079598A1 (fr) 2021-04-20 2021-04-20 Détection de voie d'un véhicule ferroviaire léger avant un branchement sans détecter la position de branchement

Publications (1)

Publication Number Publication Date
EP4079598A1 true EP4079598A1 (fr) 2022-10-26

Family

ID=75588100

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21169286.8A Withdrawn EP4079598A1 (fr) 2021-04-20 2021-04-20 Détection de voie d'un véhicule ferroviaire léger avant un branchement sans détecter la position de branchement

Country Status (1)

Country Link
EP (1) EP4079598A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040073342A1 (en) 2002-10-10 2004-04-15 Kane Mark Edward Method and system for ensuring that a train does not pass an improperly configured device
US20140247356A1 (en) 2011-09-30 2014-09-04 Siemens S.A.S. Method and system for determining the availability of a lane for a guided vehicle
DE102014220778A1 (de) * 2014-10-14 2016-04-14 Robert Bosch Gmbh Verfahren zum Überwachen von Gleisabschnitten bei einem Schienenfahrzeug
WO2020012475A1 (fr) * 2018-07-10 2020-01-16 Rail Vision Ltd Procédé et systèmes de détection d'obstacles sur voies ferrées fondés sur une segmentation de rails
JP2020179798A (ja) * 2019-04-26 2020-11-05 株式会社明電舎 分岐器検出装置及び分岐器検出方法

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040073342A1 (en) 2002-10-10 2004-04-15 Kane Mark Edward Method and system for ensuring that a train does not pass an improperly configured device
US20140247356A1 (en) 2011-09-30 2014-09-04 Siemens S.A.S. Method and system for determining the availability of a lane for a guided vehicle
DE102014220778A1 (de) * 2014-10-14 2016-04-14 Robert Bosch Gmbh Verfahren zum Überwachen von Gleisabschnitten bei einem Schienenfahrzeug
WO2020012475A1 (fr) * 2018-07-10 2020-01-16 Rail Vision Ltd Procédé et systèmes de détection d'obstacles sur voies ferrées fondés sur une segmentation de rails
JP2020179798A (ja) * 2019-04-26 2020-11-05 株式会社明電舎 分岐器検出装置及び分岐器検出方法

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
GUO ZIMING ET AL: "Frog and Blade Based Branching Direction Detection in LiDAR Data", 2019 IEEE INTELLIGENT TRANSPORTATION SYSTEMS CONFERENCE (ITSC), IEEE, 27 October 2019 (2019-10-27), pages 2687 - 2692, XP033668699, DOI: 10.1109/ITSC.2019.8917377 *

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