EP0976640B1 - Kollisionsschutzsystem für Bahnübergang - Google Patents

Kollisionsschutzsystem für Bahnübergang Download PDF

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Publication number
EP0976640B1
EP0976640B1 EP99401857A EP99401857A EP0976640B1 EP 0976640 B1 EP0976640 B1 EP 0976640B1 EP 99401857 A EP99401857 A EP 99401857A EP 99401857 A EP99401857 A EP 99401857A EP 0976640 B1 EP0976640 B1 EP 0976640B1
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EP
European Patent Office
Prior art keywords
level crossing
collision system
train
obstacle
crossing
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.)
Expired - Lifetime
Application number
EP99401857A
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English (en)
French (fr)
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EP0976640A2 (de
EP0976640A3 (de
Inventor
Jacques Pore
Michel Chassaing
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.)
Alstom Holdings SA
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Alstom Holdings SA
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Filing date
Publication date
Application filed by Alstom Holdings SA filed Critical Alstom Holdings SA
Priority to DK99401857T priority Critical patent/DK0976640T3/da
Publication of EP0976640A2 publication Critical patent/EP0976640A2/de
Publication of EP0976640A3 publication Critical patent/EP0976640A3/de
Application granted granted Critical
Publication of EP0976640B1 publication Critical patent/EP0976640B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
    • B61L29/24—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning
    • B61L29/28—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning electrically operated
    • B61L29/30—Supervision, e.g. monitoring arrangements
    • 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

  • the present invention relates to an anti-collision system for switching to level.
  • Such collisions are first caused by the presence of a vehicle car immobilized on the railway, due either to a breakdown of the vehicle or to a imprisonment of the latter between the gates of the crossing.
  • railway accidents can also be caused by a abnormal behavior of road users, resulting in non-compliance with the road regulations.
  • An example of faulty behavior is the anti-incursion barriers at the level crossings.
  • the object of the invention is to provide an anti-collision system for passage to level capable of providing an alternative to the removal of crossings at levels while being efficient and cheap.
  • an anti-collision system for level crossing including roadside equipment in the vicinity of the roadway level to indicate the approach of a railway train and to stop the vehicles traveling on the roadway, characterized in that it comprises detection means obstacles on the railroad tracks of the crossing, located in the vicinity of the railway crossing and connected to control means for stopping railway convoys traveling in upstream of the crossing, in the presence of an obstacle on the latter.
  • FIG. 1 shows a level crossing of the signaling type automatic light (SAL) with an anti-collision system according to the invention.
  • SAL signaling type automatic light
  • the reference numeral 10 denotes the railroad of a network railway and the reference numeral 12 designates a roadway of a road network.
  • the crossing is equipped with road equipment intended to indicate to road users the approach of a convoy and stop the vehicles on the road, and equipment intended to stop convoys traveling upstream of the level, in the presence of an obstacle.
  • the roadside equipment includes two half-barriers automatic anti-incursion respectively 14 and 16 arranged on both sides of the Railroad Crossing.
  • These barriers 14 and 16 are controlled at the opening and closing by convoy detection means (not shown in this figure) arranged on the track railway upstream of the level crossing, considering the direction of movement of the convoys rail.
  • detection means are means of conventional type and suitable for the intended use. They will not be described in detail later. We will note however they are not example constituted by a detection device of the type "pedal "classically equipping the rail networks.
  • FIG. 1 also shows that the road surface is equipped with retarders 18 and 20 arranged on both sides of the crossing so as to avoid a crossing of the lane 10 at high speed.
  • Signs, respectively 22 and 24, driven by the convoy detection means are arranged on both sides of the crossing. indicate to road users the impending closure of barriers 14 and 16 and the coming arrival of a railway convoy.
  • the traffic signs 22 and 24 are constituted by electroluminescent or liquid crystal display panels for displaying variable information sequences to warn road users of the status of the transition to level, that is to say the imminent closing of the barriers, their closure in progress, ...
  • the level crossing is provided with flashing optical devices, of the "flash” type or flash lamp, making it possible to dramatically materialize the closing of the barriers.
  • FIG. 1 also shows that in the example shown which has two half-gates each extending, in the closed position, on one of the roads, the roadside equipment also includes a set of obstacles, such as 25, separating the tracks from the roadway 12 so as to prevent the transition to a chicane crossing.
  • the roadside equipment also includes a set of obstacles, such as 25, separating the tracks from the roadway 12 so as to prevent the transition to a chicane crossing.
  • these obstacles are constituted by terminals or implanted islands in the middle axis of the roadway.
  • roadside equipment can be supplemented by located upstream and downstream of the level crossing to regulate the flow of shifting the lines of waiting motor vehicles upstream of the level crossing, by example of retractable complementary barriers.
  • railway equipment enabling stopping railway convoys traveling upstream of the level crossing, in the presence of a obstacle on the latter include means for detecting obstacles associated with control means for stopping railway convoys.
  • the obstacle detection means comprise a set of cameras of 26, 28, 30 and 32, located in the vicinity of the railway line of the railway crossing and directed towards the latter. They are connected to a central processing unit 34, constituted by a computer in which is stored an image processing algorithm and recognition of the type of obstacle present on the track.
  • control means of the railway train stop include, connected to the central processing unit 34 and receiving input an obstacle detection signal issued by the latter, a device 36 of speed control of railway convoys.
  • Such a device also known as “KVB device” includes a speed setting unit 38 intended to be imposed on the trains, consisting of a digital coding device connected to a set of beacons, such as 40, arranged along the railway line 10 upstream of Rail Crossing.
  • These tags 40 also known as "KVB tags” are each intended to communicate with a speed management device (no represented), of a conventional type, embarked on board railway convoys traveling on the track railway and adapted to enslave the speed of the latter on the value of the speed instructions which is transmitted to them by the beacons 40.
  • control device 36 comprises, in input, a control relay 42 connected to the processing unit 34 and to which is delivered the obstacle detection signal, this relay controlling the commissioning of the coding device 38 for the purpose of developing speed regulations to be imposed on railway convoys.
  • the anti-collision system is equipped with railway signaling optics (not shown) located along the railway line in upstream of the level crossing and controlled by the relay 42 so as to respond to an order of braking to the driver of the railway train.
  • the device 36 is completed by a conventional power supply unit 44 supplying the encoder device 38 and the central processing unit 34 with that the supply of lighting devices equipping the railway crossing so as to allow the detection of obstacles in low light conditions.
  • the central processing unit 34 receives as input, in addition to the images provided by the cameras, signals delivered by the equipment of the crossing, such as signals indicating the state of the barriers, detection signals of a railway train, signals indicating the status of track circuits, with a view to providing a indication of the position of the railway train, ..., so as to adapt the value of speed instructions according to these parameters, as will be described later.
  • signals delivered by the equipment of the crossing such as signals indicating the state of the barriers, detection signals of a railway train, signals indicating the status of track circuits, with a view to providing a indication of the position of the railway train, ..., so as to adapt the value of speed instructions according to these parameters, as will be described later.
  • control device 36 may be provided with a transmitter radio wave driven by the actuator 42 so as to transmit alarm signals to a corresponding receiver boarded railway convoys traveling on the track railway.
  • a modulator-demodulator (not shown) is connected to the central processing unit 34 for the transmission of all the information relating to the operation of the system to a central monitoring station, using a telephone network.
  • the central processing unit 34 is provided with memory means, type "black box”, allowing the periodic storage of the images delivered by the cameras 26,28,30 and 32.
  • the processing unit 34 is also capable, by stereoscopic processing, to discriminate between a detected flat object, such as a shadow, a reflection, ... and an object in three dimensions (motor vehicle, pedestrian, ).
  • Such stereoscopic processing is performed by comparing the images obtained by the cameras of each pair, the images coinciding for flat objects and being in offset for three-dimensional objects.
  • Such treatment is also carried out comparing the dimensions of the non visible areas of the roadway due to the presence of a obstacle, which differs from one camera to another for three-dimensional objects.
  • the detection of obstacles located on the crossing is done by processing the images delivered by the cameras 26, 28, 30 and 32.
  • the obstacles likely to be present on track 10 at the approach of a railway convoy may be of different natures, it will be considered, in the following the description, that these obstacles are constituted either by motor vehicles stationary on track 10, for example because of a breakdown, or by vehicles cars crossing railway line 10 during the closing of gates 14 and 16 or when they are closed, despite the use of obstacles designed to crossing in a chicane of the crossing.
  • the behavior to be obtained from a convoy approach is adapted according to the distance to which the convoy of the type is obstacle detected and possibly the position of the anti-incursion barriers 14 and 16.
  • each camera delivers to the central processing unit 34 a set of images in the form of pixels each associated with a value luminance, that is to say, for monochrome cameras, values each corresponding to a gray level.
  • An image processing algorithm stored in the processing unit 34, performs a filtering of the pixels delivered by the cameras, by comparison of the values of luminance with one or more threshold values for detecting the contour of an obstacle.
  • the rest of the treatment uses a classical technique of recognition of forms capable of determining the type of obstacle present on the crossing, by example by extracting characteristic parameters from detected objects and comparing of these parameters with predetermined parameters obtained by prior learning and each corresponding to a type of obstacle.
  • the central processing unit 34 operates the relay 42 so as to transmit a stop command signal to the railway train and then to provoke emergency braking or to ensure that the locomotive engineer braking necessary to stop the railway convoy.
  • relay 42 activates optical devices for railway signaling located along the railway line so as to warn the locomotive engineer of the risk of collision.
  • Speed setpoint signals and stop commands sent to beacons KVB are developed based on the distance to which the rail convoy is type of obstacle detected, namely a vehicle immobilized before closing the gates or vehicle attempting to cross the crossing during the closure of the crossing or after closing and, possibly, the position of the barriers.
  • the positioning of the pedal electronics 46 for detecting railway convoy and controlling the closing of barriers 14 and 16 is the distance traveled by a railway train during the closing time of the barriers. This distance is usually called “distance Ad ".
  • the announcement distance is related to the maximum speed of movement of convoys but is independent of the stopping distance of the latter.
  • the stopping distance being generally greater than the advertisement distance, one distinguishes three distinct modes of detection and action on the convoy, corresponding respectively to the cases illustrated in Figures 3,4 and 5.
  • a railway train 47 travels next to a first group of KVB 48 beacons located at the stopping distance, that is to say a distance from the level crossing corresponding to the distance required for convoy 47 stops according to the deceleration curve C1 shown in this figure.
  • the anti-collision system When a motor vehicle 50 immobilized on the crossing is detected while the convoy is at such a distance, the anti-collision system generates speed instructions so as to control the deceleration of the convoy 47 according to the curve C1, so as to avoid any collision.
  • the convoy 47 is located at the announcement distance and runs next to the electronic pedal 46 allowing the detection of the convoy and controlling the closing of the barriers 14 and 16.
  • the detection of a vehicle immobilized or incursion in the crossing causes the emission of an emergency braking signal triggered by the KVB control device by transmission, at the level of a second group of KVB 52 beacons, with a zero speed reference value (curve C2), so as to slow convoy 47 as much as possible to limit the consequences of a collision in the where the vehicle does not have the possibility to disengage.
  • an emergency braking signal triggered by the KVB control device by transmission, at the level of a second group of KVB 52 beacons, with a zero speed reference value (curve C2)
  • the detection of a vehicle immobilized or incursion causes the emergency braking of the convoy 47.
  • the detection of any obstacle while the barriers 14 and 16 are in a closed position causes the emission, by a third group of beacons 54, a setpoint signal C3 identical to the signal of reference C2 mentioned above so as to minimize the consequences of a collision.
  • the anti-collision system ensures, besides Detection of immobilized vehicles, detection of moving vehicles, that is to say in incursion.
  • the detection of a vehicle immobile or incursion causes groups of beacons 62 and 64 to transmit setpoint signals C5 from emergency braking.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Air Bags (AREA)
  • Paper (AREA)
  • Laying Of Electric Cables Or Lines Outside (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
  • Radar Systems Or Details Thereof (AREA)
  • Details Of Aerials (AREA)
  • Handcart (AREA)

Claims (11)

  1. Kollisionsverhinderungssystem für höhengleichen Bahnübergang, mit Verkehrseinrichtungen (14, 16, 18, 20, 22, 24), die in der Nähe der Straße (12) des höhengleichen Bahnübergangs angeordnet sind, um die Annäherung eines Eisenbahnzugs anzuzeigen und um das Anhalten der Fahrzeuge, die auf der Straße fahren, zu veranlassen, und mit Mitteln (26, 28, 30, 32, 34) zum Erfassen von Hindernissen auf dem Schienenweg (10) des höhengleichen Bahnübergangs, die in der Nähe dieses letzteren angeordnet und mit Mitteln (36) zum Steuern des Anhaltens von Eisenbahnzügen, die sich vor dem höhengleichen Bahnübergang bewegen, wenn auf diesem letzteren ein Hindernis vorhanden ist, verbunden sind, wobei die Erfassungsmittel wenigstens eine Bildaufnahmevorrichtung (26, 28, 30, 32) umfassen, die zu dem höhengleichen Bahnübergang gerichtet ist, dadurch gekennzeichnet, dass die Bildaufnahmevorrichtung(en) mit einer Zentraleinheit (34) verbunden ist (sind), die Mittel zur Bildverarbeitung und zum Erkennen des Typs des auf dem Weg vorhandenen Hindernisses umfasst.
  2. Kollisionsverhinderungssystem nach Anspruch 1, dadurch gekennzeichnet, dass dann, wenn die oder jede Bildaufnahmevorrichtung (26, 28, 30, 32) Bilder des höhengleichen Bahnübergangs in Form einer Gesamtheit von Pixeln liefern, wovon jedem ein digitaler Helligkeitswert zugeordnet ist, die Bildverarbeitungsmittel Mittel zum Filtern der Pixel durch Vergleichen der digitalen Werte mit wenigstens einem Erfassungsschwellenwert des Umrisses des Hindernisses umfassen.
  3. Kollisionsverhinderungssystem nach einem der Ansprüche 1 und 2, dadurch gekennzeichnet, dass es eine Gesamtheit von Bildaufnahmevorrichtungen (26, 28, 30, 32) umfasst, die paarweise beiderseits der Straße des höhengleichen Bahnübergangs angeordnet sind, wobei die Verarbeitungseinheit eine stereoskopische Verarbeitung (34) der von den Bildaufnahmevorrichtungen erzeugten Bilder gewährleistet.
  4. Kollisionsverhinderungssystem nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass die Mittel (36) zum Steuern des Anhaltens des Eisenbahnzugs eine Vorrichtung zur Kontrolle der Geschwindigkeit von Eisenbahnzügen umfassen, die mit der Zentraleinheit (34) verbunden ist und am Eingang ein von dieser letzteren geliefertes Hinderniserfassungssignal empfängt und eine Einheit (38) umfasst, die Geschwindigkeitssollwerte auswertet und mit einer Gesamtheit von längs des Schienenwergs (10) vor dem höhengleichen Bahnübergang angeordneten Baken (40) verbunden ist, die dazu bestimmt sind, jeweils mit einer an Bord des Eisenbahnzugs eingebauten Geschwindigkeitssteuerungsvorrichtung in Verbindung zu treten, wenn dieser Eisenbahnzug sich in der Nähe jeder Bake (40) vorbeibewegt.
  5. Kollisionsverhinderungssystem nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass die Mittel (36) zum Steuern des Anhaltens des Zuges optische Eisenbahnsignalgebungsvorrichtungen umfassen, die längs des Schienenwegs (10) vor dem höhengleichen Bahnübergang angeordnet und durch die Hinderniserfassungsmittel (26, 28, 30, 32) gesteuert werden.
  6. Kollisionsverhinderungssystem nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die Mittel (36) zum Steuern des Anhaltens des Zugs Mittel zum Aussenden von Alarmsignalen in Richtung eines entsprechenden Empfängers, der an Bord des Eisenbahnzugs eingebaut ist, umfassen.
  7. Kollisionsverhinderungssystem nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass es einen mit der Zentraleinheit (34) verbundenen Modulator/Demodulator umfasst, um eine Kommunikationsverbindung zwischen dem Kollisionsverhinderungssystem und einer Fernüberwachungszentrale über ein Telephonnetz herzustellen.
  8. Kollisionsverhinderungssystem nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass die Verkehrseinrichtungen automatische Eindringverhinderungssperren (14, 16) umfassen, die beiderseits des höhengleichen Bahnübergangs angeordnet und durch Zugerfassungsmittel (46; 60), die auf dem Schienenweg (10) vor dem höhengleichen Bahnübergang angeordnet sind, gesteuert werden.
  9. Kollisionsverhinderungssystem nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass die Straße beiderseits des höhengleichen Bahnübergangs Mittel (18, 20) zum Verzögern von auf ihr fahrenden Fahrzeugen umfasst.
  10. Kollisionsverhinderungssystem nach einem der Ansprüche 8 und 9, dadurch gekennzeichnet, dass es zwei Eindringverhinderungssperren (14, 16) umfasst, wovon jeweils eine auf einer der Fahrbahnen der Straße angeordnet ist, und dass es mit Hindernissen (25) versehen ist, die die Fahrbahnen trennen, um zu verhindern, dass der höhengleiche Bahnübergang zickzackförmig überquert wird.
  11. Kollisionsverhinderungssystem nach einem der Ansprüche 2 bis 10, dadurch gekennzeichnet, dass die Zentraleinheit (34) außerdem Mittel zum periodischen Speichern von Bildern, die von den Bildaufnahmevorrichtungen geliefert werden, umfasst.
EP99401857A 1998-07-30 1999-07-22 Kollisionsschutzsystem für Bahnübergang Expired - Lifetime EP0976640B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DK99401857T DK0976640T3 (da) 1998-07-30 1999-07-22 Antikollisionssystem til jernbaneoverskæring

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9809790 1998-07-30
FR9809790A FR2781744B1 (fr) 1998-07-30 1998-07-30 Systeme anti-collision pour passage a niveau

Publications (3)

Publication Number Publication Date
EP0976640A2 EP0976640A2 (de) 2000-02-02
EP0976640A3 EP0976640A3 (de) 2000-02-23
EP0976640B1 true EP0976640B1 (de) 2004-10-06

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EP99401857A Expired - Lifetime EP0976640B1 (de) 1998-07-30 1999-07-22 Kollisionsschutzsystem für Bahnübergang

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EP (1) EP0976640B1 (de)
AT (1) ATE278591T1 (de)
DE (1) DE69920829T2 (de)
DK (1) DK0976640T3 (de)
ES (1) ES2230819T3 (de)
FR (1) FR2781744B1 (de)
PT (1) PT976640E (de)

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DE202008003947U1 (de) 2008-03-20 2008-07-31 Hoy, Christian, Dr.-Ing.habil. Warnsignaleinrichtung zur Warnung von Kfz-Führern vor Annäherung von Eisenbahnfahrzeugen an höhengleiche Bahnübergänge ohne technische Sicherung

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FR2936481A1 (fr) * 2008-09-26 2010-04-02 Pierre Aknin Sauve-garde concept de neutralisation de la circulation assistee de video-surveillance et de controle a distance.
DE102009008077A1 (de) * 2009-02-10 2010-08-19 Siemens Aktiengesellschaft Anordnung und Verfahren zur Detektion von Wärmestrahlung emittierenden Objekten auf Gleiskörpern
TR200906687A1 (tr) 2009-08-31 2011-03-21 Teknoray Teknoloji̇k Ray Si̇nyali̇zasyon Si̇stemleri̇ Bi̇lgi̇sayar Elektroni̇k Telekomüni̇kasyon Yazilim Ve İnşaat Li̇mi̇ted Şi̇rketi̇ Bir hemzemin geçit sistemi.
US20140334677A1 (en) * 2013-05-13 2014-11-13 China Engineering Consultants, Inc. Multi-computer vision recognition system for level crossing obstacle
US20180222506A1 (en) * 2015-07-31 2018-08-09 Vladimir Kranz System for securing of safety of railroad crossing against vehicle entry during warning signaling
CN105923023A (zh) * 2016-05-24 2016-09-07 桂林市思奇通信设备有限公司 一种铁道口安全系统
FR3058556B1 (fr) * 2016-11-04 2021-07-23 Alstom Transp Tech Dispositif de prevention de collision pour un vehicule de transport public urbain
DE102017209766A1 (de) * 2017-06-09 2018-12-13 Siemens Aktiengesellschaft Verfahren sowie Vorrichtung zur Überwachung eines Gefahrenraumes eines Bahnübergangs
DE102018200466A1 (de) 2018-01-12 2019-07-18 Siemens Aktiengesellschaft Verfahren sowie Vorrichtung zur Überwachung eines Gefahrenraumes eines Bahnübergangs
CN112406961B (zh) * 2020-11-24 2023-01-24 南京康尼电子科技有限公司 站台门视频障碍物探测控制系统及方法

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Publication number Priority date Publication date Assignee Title
DE202008003947U1 (de) 2008-03-20 2008-07-31 Hoy, Christian, Dr.-Ing.habil. Warnsignaleinrichtung zur Warnung von Kfz-Führern vor Annäherung von Eisenbahnfahrzeugen an höhengleiche Bahnübergänge ohne technische Sicherung

Also Published As

Publication number Publication date
PT976640E (pt) 2005-02-28
EP0976640A2 (de) 2000-02-02
DE69920829D1 (de) 2004-11-11
ATE278591T1 (de) 2004-10-15
FR2781744B1 (fr) 2002-11-29
FR2781744A1 (fr) 2000-02-04
DK0976640T3 (da) 2005-02-14
EP0976640A3 (de) 2000-02-23
ES2230819T3 (es) 2005-05-01
DE69920829T2 (de) 2005-10-13

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