EP2078659B1 - System und Verfahren zum Bereitstellen einer zuverlässigen Kollisionsgefahrerfassung - Google Patents

System und Verfahren zum Bereitstellen einer zuverlässigen Kollisionsgefahrerfassung Download PDF

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Publication number
EP2078659B1
EP2078659B1 EP08169286A EP08169286A EP2078659B1 EP 2078659 B1 EP2078659 B1 EP 2078659B1 EP 08169286 A EP08169286 A EP 08169286A EP 08169286 A EP08169286 A EP 08169286A EP 2078659 B1 EP2078659 B1 EP 2078659B1
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EP
European Patent Office
Prior art keywords
predefined area
train
processing unit
potentially hazardous
hazardous object
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Not-in-force
Application number
EP08169286A
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English (en)
French (fr)
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EP2078659A2 (de
EP2078659A3 (de
Inventor
Alon Offry
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Eldor Communication Technologies Ltd
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Eldor Communication Technologies Ltd
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Publication of EP2078659A3 publication Critical patent/EP2078659A3/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

Definitions

  • the present invention is in the field of railroad/railway collision hazard detection.
  • collision hazard detection systems should also be able to avoid, as much as possible, false alarms.
  • Electronic detection equipment may sometimes produce false alarms, for example, due to misleading conditions or incorrect analysis of reality.
  • Trains and railways are an expensive and crucial resource in modem society, and unnecessary downtime should be avoided but not at the cost of risking collisions and accidents.
  • US Patent No. 5,890,682 to Welk discloses a Railway Crossing Collision Avoidance System which alerts road vehicles in the vicinity of a railway crossing as a train approaches the crossing.
  • a signaling device operating in conjunction with a GPS receiver located in the train emits a signal to a receiver located at the railway crossing to provide an indication of the rail vehicle's location with respect to the railway crossing.
  • the signal is sent continuously at predetermined intervals to provide the railway crossing with sufficient data to estimate the velocity and time of arrival of the train or railway vehicle at the crossing.
  • the railway crossing processes the information and transmits an alarm signal to approaching road vehicles as the rail vehicle approaches the crossing.
  • the signal emitted by the crossing is received at the road vehicle which provides various levels of alarms depending on how close the rail vehicle is to the crossing.
  • the communications between the railroad vehicle and the crossing monitor are preferably by satellite link.
  • a sensor is also preferably provided at the crossing to detect an object on the crossing when the rail vehicle is approaching.
  • a system for detecting a collision hazard at a predefined area along a railroad may include:
  • the processing unit may be adapted to switch to the alert state while there is no train approaching or passing through the predefined area and when a potentially hazardous object has failed to complete a crossing of the predefined area within a time duration that is more than a first time threshold, and wherein the processing unit may be adapted to switch to the alarm mode, when while a train is approaching or passing through the predefined area an indication is received that a potentially hazardous object is detected as being within the predefined area for a duration that is more than a second threshold, and wherein the second time threshold is substantially shorter than the first threshold.
  • the processing unit may be responsive to receiving an indication from the train detectors that a train is in a vicinity of the system for entering an intermediate mode and for ignoring signals from the inductive loops while the system is in the intermediate mode.
  • the system may include a plurality of inductive loops arranged in sequence and each one of the plurality of inductive loops may be adapted to sense a presence of a potentially hazardous object within a respective one of a plurality of successive sectors, and wherein the processing unit may be adapted to process data received from the plurality of inductive loops to determine presence of a potentially hazardous object within the predefined area and to determine a sector location of the potentially hazardous object within the predefined area, and wherein the processing unit may be further adapted to characterize progress or lack thereof of the potentially hazardous object through the predefined area based on a sector location of the potentially hazardous object over time.
  • a system comprising a visible and/or non-visible light camera adapted to provide digital images of the predefined area, and wherein the processing unit may be adapted to determine, based on the digital images and based on information received from the inductive loops, whether a potentially hazardous object is located within the predefined area and/or the processing unit may be adapted to characterize, based on the digital images and based on information received from the inductive loops, a motion of a potentially hazardous object within the predefined area.
  • the system may further include an imaging reliability indicator selector that is adapted to obtain data with respect to relevant imaging conditions within or around the predefined area and to generate an imaging reliability indication based on the imaging conditions, and wherein the processing unit may be adapted to factorize each of the inductive loops and the visible and/or non-visible light camera inputs based on the imaging reliability indication.
  • an imaging reliability indicator selector that is adapted to obtain data with respect to relevant imaging conditions within or around the predefined area and to generate an imaging reliability indication based on the imaging conditions
  • the processing unit may be adapted to factorize each of the inductive loops and the visible and/or non-visible light camera inputs based on the imaging reliability indication.
  • the processing unit may be adapted to utilize geometric simulation to process, substantially in real-time, current and/or projected position of a potentially hazardous object that is located within or moving through the predefined area.
  • the system may include a communication module that is connectable to a local railway control facility via a Wide Area Network and/or to a railway central control facility via Wide Area Network and/or to a train approaching the predefined area via a wireless communication infrastructure, and wherein the processing module may be adapted to utilize the communication module to communicate an alert upon switching to the alert state, and an alarm upon switching to the alarm state.
  • the communication module may be connected to the railway central control facility via a Wide Area Network.
  • the communication module may be connected to the train approaching the predefined area via a wireless communication network.
  • FIG. 1 is a high level illustration of a system for detecting a collision hazard that is installed at a level-crossing where on one level a railway line and a road intersect, in accordance with some embodiments of the invention
  • FIG. 2 is an exploded view of the system for detecting a collision hazard of FIG. 1 ;
  • FIG. 3 is a flowchart illustration of a method of detecting a collision hazard within a predefined area, according to some embodiments of the invention.
  • FIG. 1 there is shown a system for detecting a collision hazard that is installed at a level-crossing where on one level a railway line and a road intersect, in accordance with some embodiments of the invention. Similar hazard detection systems may be located at other level-crossing locations along the same or other railway lines or at other areas of interest along the railway, such as railway switches. In accordance with another example, several units of the system 10 may be installed at predefined intervals along the railway 52 or along a segment of the railway 52 to provide substantially full coverage of an extended area,
  • the system for detecting a collision hazard 10 may include a network interface card (NIC) 12 or some other network interface module to enable the hazard detection system to establish a data link with other facilities or systems.
  • the hazard detection system 10 may be connected to a remote location via a WAN network 41 .
  • the system may also be connected to network infrastructure via a physical medium such as twisted-pair wires, optical cables, coaxial cables, etc and may use any suitable protocol (or protocol suite), such as TCP ⁇ IP for example, to communicate over the network.
  • the hazard detection system may be adapted to communicate wirelessly, for example, using RF communication 42 to transfer alarm/alert status and images to the train 70 driver.
  • RF communication 42 may be used: WiFi wireless communication (WiFi 802.11x ), WiMAX (Worldwide Interoperability for Microwave Access), MESH, 3G and future data cellular communication (a commonly used term relating to the third generation of wide area cellular telephone networks).
  • WiFi wireless communication WiFi 802.11x
  • WiMAX Worldwide Interoperability for Microwave Access
  • MESH Worldwide Interoperability for Microwave Access
  • 3G Third Generation
  • future data cellular communication a commonly used term relating to the third generation of wide area cellular telephone networks.
  • the system 10 may include a wireless communication module 14 and an antenna 16 to facilitate the wireless communication.
  • the system for detecting a collision hazard 10 may be connected via the WAN network 41 to a railway central control facility 60 .
  • the system 10 may be connected via a wireless infrastructure 42 installed along the railway, to a train 70 traveling along the railway 52 .
  • the system 10 may be adapted to connect to any train that is within range of its wireless communication equipment. More specifically, the system 10 may be adapted to connect to a computer onboard a train 70 , such as the one used by an operator of the train to monitor and control the operation of the train 70 .
  • the system 10 may be also connected to a local railway control station facility 65 and possibly also to additional control facilities which are associated with other areas of the railway 52 . Communication to and from the system 10 may be encrypted to avoid interception by non-addressees. It would be appreciated that the system 10 may include other communication equipment either in addition or as alternative to that which was described above, and that the system 10 may be adapted to use any currently known or yet to be devised in the future communication technology to communicate with the train 70 , the central control facility 60 or the local railway control station 65 .
  • the communication links may also be used to enable remote configuration, calibration maintenance, and control of the various components of the system 10 .
  • a setup of a routine and periodic recalibration sequence may be initiated and implemented with respect to the system 10 over a network link.
  • the sequence may include, for example, resetting of imaging equipment unit(s) (described in greater detail below) imaging parameters and direction, resetting image analysis and processing procedures, reconfiguring storage devices-
  • downloading/uploading of data such as system data and content such as video files, data stream from various other input devices may also take place.
  • Logging or archiving data and content is a further activity which may involve utilizing a communication link with the system 10 .
  • the system 10 may include or may be associated with one or more inductive loops 18 , train detectors 20 and a processing unit 22 .
  • the processing unit 22 may include a railway control interface 24 that is adapted to receive railway control information indicative of an approach by a train 70 to the predefined area 50 and/or that is indicative of a passage of a train 70 through the predefined area 50
  • the inductive loops 18 may be adapted to sense a presence of a potentially hazardous object 75 , for example, a motorized vehicle, within the predefined area 50 with which the system 10 is associated.
  • the inductive loops 18 may be adapted to provide information indicative of a potentially hazardous object 75 entering or exiting the predefined area 50 or the presence of the object 75 within the predefined area 50 .
  • the inductive loops 18 may also provide an indication with respect to a progress of the potentially hazardous object 75 through the predefined area 50 (or a lack of progress). The operation and the functionality of the inductive loops 18 shall be described in greater detail below.
  • the train detector(s) 20 may be adapted to provide information indicative of a train 70 entering or being in a vicinity of the predefined area 50
  • the processing unit 22 may be adapted to process data received from the inductive loop(s) 18 and to process data received from the train detector(s) 20
  • the processing unit 22 may be configured to switch to different states according to the inputs from the inductive loop(s) 18 , from the train detector(s) 20 and from the railway control interface 24
  • the processing unit 22 may be configured to take into account data from other sources as will be described in detail below.
  • the inductive loop(s) 18 are capable of detecting metal objects 75 or objects which include metal parts, such as vehicles of different sizes. Typically, when a vehicle 75 passes over an inductive loop, the loop's inductance changes and a readable signal which reflects the change can be obtained.
  • the processing unit 22 may be adapted to determine whether an object 75 , such as a vehicle, is in the loop's 18 vicinity. The processing unit 22 may also be adapted to determine whether the object 75 detected by the loop is in motion or is immobile. The processing unit 22 may also be adapted to use the signal from the inductive loops 18 to determine an object's 75 rate of progress. It would be appreciated that the inductive loop(s) 18 may be capable of detecting a range of metal object sizes and vehicles starting with motorcycles and up to larger vehicles such as busses or trucks.
  • the signal received from the inductive loop(s) 18 may be used to classify the detected object 75.
  • the processing unit 22 may be adapted to process the signal received from the loops 18 to obtain a "footprint" pattern of an object 75 detected by the loop(s) 18 , and the processing unit 22 may classify the object 75 according to its footprint.
  • the processing unit 22 may classify the object as a sedan or as a truck based on the object's 75 footprint pattern which corresponds to the signal provided by the inductive loops in connection with that object 75 .
  • the processing unit 22 may be adapted to associate a different set of attributes to different classes of objects and some of the system's 10 functions and operations may be adapted according to an object's 75 class For example, if it is determined that the object is a bus or a truck special alarms and/or containment measures may be triggered in case of a collision hazard.
  • the system 10 may also include a railway control interface 24 which is configured to receive an indication that a train 70 is approaching the predefined area 50 .
  • the processing unit 22 may be adapted to determine whether a train 70 is approaching the predefined area or not. For example, as long as no indication is received through the railway control interface 24 that a train 70 is approaching the predefined area, the processing unit 22 may be configured to determine that there is no train that is currently approaching the predefined area.
  • the source of the signal received through railway control interface may be based on a sensing system of the train signalization system or may be a manually induced signal, for example, generated by the operator of an upstream train station.
  • the railway control interface 24 may be connected to a railway signalization system (not shown).
  • the railway control information may be used to determine whether or not a train 70 is approaching the predefined area 50 .
  • the railway control interface 24 may be adapted to receive an indication that a train is approaching the predefined area 50 from other sources, for example, via a sensor that is adapted to detect that a barrier at a level crossing is being lowered (or is being elevated) or via a sensor that is adapted to detect that a signal light 58 is signaling that a train 70 is approaching the predefined area 50 (or not).
  • the data received through the railway control interface 24 may enable pre-warning and a significant reaction time in advance of the train's 70 arrival at the predefined area 50 , as will be described below.
  • the processing unit 22 is adapted to switch to the alert state when, while there is no train approaching or passing through the predefined area 50 , a potentially hazardous object 75 fails to complete a crossing of the predefined area 50 within a time duration that is more than a first time threshold.
  • the processing unit 22 may be adapted to switch to the alert state when, while there is no train 70 (or any other) in the vicinity of predefined level-crossing 50 or that is approaching the level-crossing 50 , a potentially hazardous object 75 , e.g., a motorized vehicle, has failed to complete a crossing of the level-crossing 50 within a time duration that is more than a first time threshold.
  • an inductive loop 18 may be used to sense the presence or the vicinity of a vehicle, and when properly positioned within the predefined area 50 , the information provided by the inductive loop 18 may be used to determine the duration of the vehicle's presence within the predefined area 50 .
  • the first trigger (threshold) that is used to invoke the alert state may be selected so that it represents total immobility or at least a very slow crossing of the level crossing 50 .
  • the first threshold may be in the order of several seconds to few tens of seconds. This threshold may be adjustable, for example, according to customer demand and/or safety regulations.
  • the processing unit 22 is adapted to switch to the alarm state when, while a train 70 is approaching or passing through the predefined area 50 , an indication is received that a potentially hazardous object 75 is detected as being within the predefined area 50 for a duration that is more than a second threshold, and wherein the second time threshold is substantially shorter than the first threshold.
  • the second trigger (threshold) that is implemented by the processing unit 22 for triggering an alarm state may be relatively short, in order to enable the system 10 a short response time in case of immediate danger, e.g., a vehicle is within a potential collision danger zone.
  • the second threshold may be long enough to substantially eliminate false-positive detection.
  • This threshold may be adjustable, for example, according to customer demand and/or safety regulations. It would be appreciated that an inductive loop 18 may be used to sense the entry of a vehicle (typically being at least partially metallic) into a potential collision danger zone. According to some embodiments of the invention, the alert state may be triggered substantially immediately upon detection of a potentially hazardous object 75 entering into the danger zone or area.
  • the system 10 may include its own train detector(s) 20 .
  • the system's train detector 20 may be adapted to detect a train 70 when it is in the vicinity (i.e., within a relatively short distance) of the system 10 .
  • the train detector(s) 20 may be adapted to detect a train 70 from a distance of few tens of meters while the train 70 is traveling at various speeds. It would be appreciated that a train 70 , being a substantially large metal mass, when entering the vicinity of the system 10 , and particularly the vicinity of the inductive loop 18 , may trigger false alarms.
  • the signal from the inductive loop(s) 18 may be blocked or ignored by the system 10 .
  • the train 70 may be regarded as being in the vicinity of the system 10 as long as no indication to the contrary, i.e., that the train 70 had left the vicinity of the system 10 , is received from the train detector 20 .
  • the train detector 20 only issues indications about the train's 70 vicinity to the system 10 and only while such vicinity exists.
  • the train 70 may be regarded as being in the vicinity of the system 10 only during a period at which the vicinity indications are received (and once the indications stop, it is concluded that the train 70 is no longer in the vicinity of the system 10 ). Normal operation of the inductive loops 18 is resumed.
  • the system 10 may continue to operate in other respects, and may continue to monitor the predefined area, for example, using the imaging units which shall be described below.
  • the system 10 may also continue recording events as captured by its sensors during the intermediate mode, for example, for purposes o f post mortem investigation, training and/or as legal evidence.
  • the train detector(s) 20 may include Infrared (IR) sensors 24 .
  • the IR sensors 24 may be capable of detecting an IR signature of a train 70 while the train is within a certain distance from the predefined area 50, for example, few tens of meters.
  • the system 10 may be implemented with a plurality of inductive loops 18A-18C .
  • the plurality of inductive loops 18A-18C may be arranged in sequence and each one of the plurality of inductive loops 18A-18C is adapted to sense a presence of a potentially hazardous object 75 within a respective one of a plurality of successive sectors.
  • the processing unit 22 is adapted to process data received from the plurality of inductive loops 18A-18C to determine presence of a potentially hazardous object 75 within the predefined area 50 and to determine a sector location of the potentially hazardous object within the predefined area 50 .
  • the reading of data may be synchronized across the plurality of inductive loops 18A-181
  • the processing unit 22 may be further adapted to characterize progress or lack thereof of the potentially hazardous object 75 through the predefined area 50 based on a sector location of the potentially hazardous object 75 over time.
  • the reading of data or the processing of data from the inductive loops 18A-18C may be synchronous. Synchronization among the inductive loops 18A-18C may be used to overcome interference among the plurality of inductive loops 18A-18C .
  • the inductive loops 18A-18C may be installed in proximity to one another. When a vehicle travels over the loops 18A-18C it can affect the electromagnetic field of two or more loops concurrently, depending on the relative size of the loops and the vehicle. Therefore, interference may occur.
  • the processing unit 22 may be configured to multiplex the inputs from the various inductive loops 18A-18C , such that the inputs from the loops 18A-18C are processed one by one in a synchronized sequence, to thereby eliminate or substantially reduce effects of mutual interference of adjacent loops. It would be appreciated, that multiplexing the inputs from the various inductive loops 18A-18C may enhance the detection capabilities of the inductive loops 18A-18C .
  • the processing unit 22 may be adapted to use the input from the sequential inductive loops 18A-18C to more accurately position the potentially hazardous object 75 within the predefined area or to improve the reliability of the information provided by the inductive loops 18A-18C (e.g., by cross referencing the information from several different inductive loops).
  • the input from the sequential inductive loops 18A-18C may provide a more detailed representation of the hazardous object 75 progress through the predefined area 50 or some portion tlrereof.
  • a plurality of inductive loops may also be necessary in case that the predefined area 50 is characterized by multiple lanes and/or intersecting traffic (traffic which crosses the railway line) arriving from multiple directions.
  • the system for detecting a collision hazard 10 includes one or more inductive loops 18 used for detecting a presence of a potentially hazardous object 75 and a progress of the potentially hazardous object 75 within the predefined area 50 or the lack thereof.
  • the system for detecting a collision hazard 10 may further include a visible light imaging unit 27 and/or non-visible light imaging unit(s) 26 .
  • the imaging unit(s) 26, 27 may be adapted to provide digital images of the predefined area 50 .
  • the imaging unites) 26, 27 may be adapted to provide color images during the day and high sensitivity monochrome images at nigh Further by way of example, the imaging unites) 26, 27 may be adapted to generate Motion JPEG or MPEG images or RS170 composite video stream or some other digital video output.
  • the imaging unit(s) 26, 27 may be weather resistant and be suitable for being operated outdoors. Still further by way of example, the imaging unit(s) 26, 27 may be mounted on a motorized gimbal to enable pan and tilt of the imaging unit(s) 26, 27 to adjust the image frame as desired.
  • the motorized gimbal may be operated automatically (e.g., a wide scan may be routinely performed) and/or may be operated manually, for example, by a remote operator and possibly over a network connection.
  • the imaging unites) 26 may also be adapted to zoom in and out and remote zooming may also be enabled (e.g.. by a remote operator).
  • the imaging unit 26 may include a thermal imaging device operating in the infrared spectrum of the light.
  • the imaging unit(s) 26 may include an uncooled microbolometric camera and a day/night CCD camera 27 .
  • Alternative day/night imaging technologies may also be used.
  • the cameras may be NTSC or PAL or may generate Motion JPEG or MPEG or some other digital video output.
  • the signal received from the thermal imaging unit 26 may be adjusted (for example, by a controller of the imaging unit) and adapted for day and night operation.
  • the thermal imaging unit 26 may also be calibrated from time to time including for day and night operation in order to substantially reduce the rate of false alarms.
  • thermal imaging unit when properly calibrated, a thermal imaging unit is typically not significantly impacted by harsh light conditions during the day or by a reduction of light intensity during the night. Furthermore, a thermal imaging unit is typically also largely insensitive to harsh weather conditions which in other imaging technologies may lead to low visibility, shadows and light spots. Still further, thermal imaging technology can be used to overcome some of the potential false detection issues related to a misleading interpretation caused by vehicle headlights.
  • the output from the imaging unit(s) 26 may be fed to the processing unit 22 and possibly may also be stored on a local or remote hard derive (not shown) for backup and archiving
  • the processing unit 22 may be adapted to utilize geometric simulation to process, substantially in real-time, current and/or projected position of the potentially hazardous object 75 .
  • the processing unit 22 may cross reference or otherwise process the data that is based on the inputs from the imaging unit(s) 26 , 27 and from the inductive loops 18 to determine the position and/or the movement of a hazardous object within the predefined area 50 .
  • the processing unit 22 may be adapted to implement one or more processing steps with respect to input from each of the visible light camera 27 , the thermal imaging unit 26 and possibly also the inductive loops 18 and the train detector 20 .
  • the processing unit 22 may be adapted to implement a combined processing step in which the inputs (or the processed inputs) from each of the visible light camera 27 , the thermal imaging unit 26 and possibly also the inductive loops 18 and the train detector 20 are used in the decision process logic. Based on the decision logic the processing unit 22 may draw some conclusion, for example, determine whether one or more conditions for switching to standby mode, alert mode or alarm mode are met.
  • An example of a processing algorithm which may be implemented by the processing unit 22 as part of the processing of the video feed or video stream from the imaging unit(s) 26, 27 and possibly also of the inputs arriving from the inductive loops 18 shall be provided below.
  • the system for detecting a collision hazard 10 may further include a weather/visibility conditions sensor 28 .
  • the weather/visibility conditions sensor 28 may be adapted to sense various weather and/or visibility related parameters. Further by way of example, the weather/visibility conditions sensor 28 may be adapted to sense visibility effecting conditions such as fog, dust and low visibility (such as during night) and may provide a signal which reflects the effect of such conditions on visibility.
  • the input from the weather/visibility conditions sensor 28 may be used during processing, for example by the processing unit 22 , to determine if and/or how to use the inputs from the various sources.
  • the input from the thermal imaging unit and the input from the inductive loops 18 may be used while the visible spectrum camera is ignored in case the weather/visibility conditions sensor 28 indicates that the current visibility conditions are poor.
  • the signal from the weather/visibility conditions sensor 28 may be used prior to the processing stage to pre-eliminate certain inputs which are less reliable during certain visibility conditions. For example, during low visibility conditions the input from the visible spectrum camera may be disregarded.
  • the output from the imaging unit(s) 26, 27 may also be provided to one or more of: the central control facility 60 , the local railway control station facility 65 and a computer onboard the train 70 , possibly in compressed form.
  • MPEG 4 or any other suitable format
  • video stream may be transmitted from the system 10 the central control facility 60
  • the connectivity with each of the central control facility 60 , the local railway control station facility 65 and a computer onboard the train 70 was discussed above.
  • the output from the imaging unit(s) 26 , 27 may be selectively distributed and routed, so that the addressee receives only information which is relevant to him/her at any specific time.
  • a train 70 operator may receive a video stream and/or alarm/alert indication only for one or more areas ahead of this specific train 70 and not the entire data for the entire railway.
  • the system 10 may be adapted to take into account visibility conditions for selectively distributed, and possibly also for selectively archiving the output of the imaging unit(s) 26 , 27 .
  • the system 10 may be adapted to remove the input from the visible spectrum camera 27 from the video stream (or any other data) that is transmitted to external subscribers of the system 10 , such as the central control facility 60 , the local railway control station facility 65 and a computer onboard the train 70 .
  • the system 10 may include or may be associated with user interface units which are adapted to issue an alert and/or an alarm indication according to the state determined by the processing unit 22 .
  • the alert and/or the alarm indication may be acoustic, visual, physical or any other kind of indication which is suitable for capturing the attention of a person that is some way involved in the situation.
  • the processing unit 22 may be connected, either directly or through the railway control interface 24 and through the railway signalization system to the signal light 58 or to the Stop/Slow Down signals along the railway line 52 and may use the signal light 58 and the other signals to indicate an alert and/or an alarm state or some measures which should be taken in connection with the alert and/or an alarm state.
  • the processing unit 22 may be connected to a road barrier 59 which may be used to block the path of vehicles so that they are prevented from entering the level crossing. Still further by way of example, the processing unit 22 may be connected to a dedicated alarm/alert component, such as a loudspeaker and may issue the alert notice/alarm through the dedicated alarm/alert component.
  • a dedicated alarm/alert component such as a loudspeaker
  • system 10 The configuration of the system 10 described above is one example of a possible configuration of the system according to some embodiments of the invention. However, it will be readily appreciated by those ordinary skill in the art that the system may be otherwise configured to enable detection of a collision hazard at a predefined area along a railroad. For example, as is illustrated in FIG. 1 , the system 10 may be adapted to monitor and to protect a two-lane level crossing 54 , and possibly also more complex level crossings where more than two lanes intersect. As is shown in FIG.
  • the system 10 may also include a second set of one or more inductive loops 18A'-18C' which are adapted to sense a presence of a potentially hazardous object 75 within a second lane 57 of the level crossing 54 .
  • the system 10 may be operatively connected to the signal light 58 ' and to the road barrier 59 ' which are associated with the second lane 57 .
  • the system 10 may interact with the signal light 58' and the road barrier 59 ' in a similar manner to that which was described above with reference to the signal light 58 and the road barrier 59 that are associated with the first lane 55 .
  • the system 10 may be adapted to use a common set of imaging equipment for monitoring both the first and the second lanes 55 and 57 of the level crossing 54 .
  • the field of view of the imaging equipment, and specifically of the visible light imaging unit 27 and/or the non-visible light imaging unit(s) 26 may be sufficient to cover the entire area of interest 50 and specifically both lanes 55 and 57 of the level crossing 54 -
  • additional imaging units may be included and deployed by the system 10 in order to completely and fully cover the predefined area 50 .
  • the imaging units 26 and 27 may be installed on a single mast or pole, or the imaging units 26 and 27 may be installed on several different poles (not shown) in order to cover the entire predefined area and/or to provide different views of the predefined area 50 .
  • FIG. 3 is a flowchart illustration of a method of detecting a collision hazard within a predefined area, according to some embodiments of the invention.
  • FIG. 3 is a flowchart illustration of a method of detecting a collision hazard within a predefined area, according to some embodiments of the invention.
  • signals may be received from time to time or continuously from a visible spectrum video camera system 27 (block 302) and from a thermal camera 26 (block 305) .
  • the input from both the visible spectrum video camera and the thermal camera may relate to at least a portion of the predefined area.
  • the image data from the thermal camera is fed to a first stage detection process (block 310) .
  • the image data input from the thermal camera is processed in order to detect a potentially hazardous object motion or immobility within the predefined area of interest.
  • image processing and motion detection techniques There are various known image processing and motion detection techniques which may be used for processing the input from the thermal camera.
  • the output of the thermal imaging camera and the output of the visible light camera may be input to a splitter and a switch (block 314) , which may feed the input from each of the thermal imaging camera and the visible light camera to a second stage detection process.
  • the second stage detection process may include both a motion detection process (block 315) and a non-motion detection process (block 316)
  • the splitter/switch may receive a further input from a weather/visibility sensor 28 (block 303) , which provide an indication with respect to the visibility or weather conditions at the area of interest.
  • a weather/visibility sensor may provide a signal which reflects the effect of various conditions on visibility.
  • the input from the weather/visibility conditions sensor may be used by the splitter/switch to determine how to switch the data from the thermal imaging camera and/or the visible light camera among the second stage motion detection process and the non-motion detection process. According to the logical input from the weather sensor at block 303 the video image can be used with the thermal image (or not).
  • the results of the first stage detection process and the second stage detection process are fed to a decision process logic (blocks 320) .
  • the decision process logic at block 320 may include cross checking the results of the first stage detection process and the second stage detection process in order to determine whether an object is detected and whether the object is (or is expected to become at a relevant time) a hazardous obstacle on the railway path.
  • Geometric simulation was mentioned above as an example of a technique which may be used to determine the possibility of a safety hazard scenario, however any other suitable processing technique may be used.
  • the result of applying the decision process logic at block 320 to the outputs from the first stage detection process and the second stage detection process is one of the inputs of an aggregate decision process (block 330 ) which shall be described below following the description of the other inputs.
  • the aggregate decision process at block 330 may further receive a signal from or related to inductive loops array 18 (block 304) .
  • the input from the inductive loops array may possibly undergo some processing stage (not shown). For example, as part of the inductive loops signal processing, it may be determined whether an object is detected as being within the predefined area or within a certain portion of the predefined area based on the inductive loops signal. The processing of the inductive loops signal may be used to determine whether a detected object is progressing through the predefined area or whether it is immobile.
  • the processing of the inductive loops signal may also be used to determine which type of object this is (a private car or a large vehicle for instance) and the sector location of the object at a certain point in time. It would be appreciated that other information may also be achieved by processing the signal received from the inductive loops array.
  • the processed signal may be input to the aggregate decision process (block 330).
  • a further input may be received from the train detectors.
  • the train detectors input may include input from the a train detector array 20 (block 306) , such as the IR sensor 24 that was described above and may also include input from a railway signalization system (block 308) with respect to approaching trains.
  • the input from the railway signalization system may include a stop-light state indication and/or a barrier status (both relating to the relevant area).
  • Predefined logic may be implemented in respect of the input from the train detectors and/or to the input from the railway signalization system (block 322) to provide to the aggregate decision process (block 330) information relating to the location and/or progress of the train and possibly other information related to the train.
  • the data related to each of the thermal camera, the visible spectrum camera, the inductive loops array, the train detectors and the railway signalization system may be fed to an aggregate decision process (block 3.30 ).
  • an aggregate decision process may be implemented with respect to both the location of a potentially hazardous object and the train.
  • the aggregate decision process may implement predefined rules and thresholds to determine, based on the inputs mentioned above, which system state should be selected (triggered or maintained). According to further embodiments, the state may be selected from amongst an alarm state, an alert state and a standby state.
  • the result of the aggregate decision process (block 330) may be reported to various subscribers of the system, such as the railroad signalization system and/or a station control system. The report may be issued routinely or when a certain status is triggered, for example, when the system changes its state. Certain results of the aggregate decision process (block 330) may also trigger alert, alarm and/or containment measures, such as audio or visual alerts or alarms,
  • FIG. 3 is merely and example of a decision process which may be implemented by the system according to some embodiments of the invention.
  • the system may be adapted to implement a decision process that is based on inputs from the inductive loop(s), the train detector(s) and data received from the railway signalization system through the railway control interface. Based on these inputs it may be determined which system state should be selected (triggered or maintained).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (9)

  1. Ein System (10) zur Erkennung einer Zusammenstoßgefahr für einen festgelegten Bereich an einer Bahnlinie entlang (52). Das System besteht aus:
    - einer oder mehreren Induktionsschleifen (18) zur Aufspürung eines potentiell gefährlichen Objekts innerhalb des festgelegten Bereichs (50) der Bahnlinie (52) und zur Lieferung von Information, welche den Verlauf des potentiell gefährlichen Objekts (75) innerhalb des festgelegten Bereichs (50) oder das Fehlen einer solchen Information anzeigt;
    - einem oder mehreren Zugmeldern (20), welche darauf abgestimmt sind, einen, sich dem System nähernden (10) Zug (70) anzuzeigen;
    - einer Schnittstelle zur Kontrolle der Bahnlinie (24), die darauf ausgerichtet ist, Kontrollinformation bezüglich der Bahnlinie zu empfangen, welche die Annäherung eines Zuges (70) zu dem festgelegten Bereich (50) und/oder die Durchfahrt eines Zuges (70) durch den festgelegten Bereich (50) anzeigt;
    Es zeichnet sich durch Folgendes aus:
    - einer Verarbeitungseinheit (22), die darauf ausgerichtet ist, die Daten, welche von einer oder mehreren Induktionsschleifen (18), von einem oder mehreren Zugmeidern (20) und von der Schnittstelle zur Kontrolle der Bahnlinie (24) gewonnen werden, zu verarbeiten,
    - worin die Verarbeitungseinheit (22) darauf ausgerichtet ist, sich von einem Standby Modus zu einem Warnmodus umzuschalten im Falle, ein potentiell gefährliches Objekt (75) befindet sich im festgelegten Bereich (50) und ist im Wesentlichen unbeweglich, und
    - worin die Verarbeitungseinheit (22) darauf ausgerichtet ist, sich vom Standby Modus oder vom Warnmodus zu einem Alarmmodus umzuschalten im Falle, es wurde festgestellt, dass sich beim Annähern des Zuges (70) an den festgelegten Bereich der (50) beim Durchqueren eines Zuges (70) des festgelegten Bereich (50) ein potentiell gefährliches Objekt (75) im festgelegten Bereich (50) befindet.
  2. Das System (10), dem Anspruch 1 zufolge, worin die Verarbeitungseinheit (22) darauf ausgerichtet ist, in den Alarmmodus versetzt zu werden, während sich kein Zug (70) in der Annäherung befindet oder den festgelegten Bereich (50) durchfährt und wenn ein potentiell gefährliches Objekt (75) es nicht geschafft hat, den festgelegten Bereich (50) in einer Dauer von länger als einem ersten Zeitschwellenwert vollständig zu durchqueren und worin die Verarbeitungseinheit (22) darauf ausgerichtet ist, in den Alarmmodus versetzt zu werden, wenn in der Zeit, in der ein Zug (70) den festgelegten Bereich annähert oder durchquert, angezeigt wird, dass ein potentiell gefährliches Objekt (75) im festgelegten Bereich (50) für eine Dauer von mehr als einem zweiten Schwellenwert aufgespürt wurde und worin der zweite Schwellenwert wesentlich kürzer ist als der erste Schwellenwert.
  3. Das System (10), dem Anspruch 1 zufolge, worin die Verarbeitungseinheit (22) damit auf ein Zeichen von den Zugmeidern (20), dass sich ein Zug (70) in einer Nähe des Systems (10) befindet, reagiert, einen Zwischenmodus zu betreten und Signale der Induktionsschleifen (18) zu ignorieren, während sich das System (10) im Zwischenmodus befindet.
  4. Das System (10), dem Anspruch 1 zufolge, welches eine Vielzahl an Induktionsschleifen (18) enthält, welche der Reihe nach angeordnet sind und jede der Vielzahl der Induktionsschleifen (18) ist darauf ausgerichtet, eine Anwesenheit eines potentiell gefährlichen Objekts (75) in einem bestimmten Sektor der Vielzahl der aufeinanderfolgenden Sektoren aufzuspüren und worin die Verarbeitungseinheit (22) darauf ausgerichtet ist, Daten, welche von der Vielzahl der Induktionsschleifen (18) gewonnen wurde, zu verarbeiten, um die Anwesenheit eines potentiell gefährlichen Objekts (75) innerhalb des festgelegten Bereichs (50) zu bestimmen und eine Sektorposition des potentiell gefährlichen Objekts (75) innerhalb des festgelegten Bereichs (50) zu bestimmen und worin die Verarbeitungseinheit (22) außerdem dazu in derlage ist, den Verlauf oder das Ausbleiben eines Verlaufs des potentiell gefährlichen Objekts (75) durch den festgelegten Bereich (50), basierend auf einer Sektorposition des potentiell gefährlichen Objekts (50) im Laufe der Zeit zu charakterisieren.
  5. Das System (10), dem Anspruch 1 zufolge, enthält außerdem eine sichtbare und/oder unsichtbare Lichtkamera (27, 26), welche dazu in der Lage ist, digitale Bilder des festgelegten Bereichs (50) zu liefern und worin die Verarbeitungseinheit (22) darauf ausgerichtet ist, auf der Grundlage der digitalen Bilder und der von den Induktionsschleifen (18) gewonnenen Information, festzustellen; ob sich ein potentiell gefährliches Objekt (75) innerhalb des festgelegten Bereichs (50) befindet und/oder die Verarbeitungseinheit (22) darauf ausgerichtet ist, auf der Grundlage der digitalen Bilder und der von den Induktionsschleifen (18) gewonnenen Information, eine Bewegung eines potentiell gefährlichen Objekts (75) innerhalb des festgelegten Bereichs (50) zu charakterisieren.
  6. Das System (10), dem Anspruch 5 zufolge, enthält außerdem einen bildgebenden Selektor, welcher die Verlasslichkeit anzeigt und weicher darauf ausgerichtet ist, in Bezug auf relevante bildgebende Bedingungen innerhalb des oder um den festgelegten Bereich (50) herum, Daten zu erhalten und eine bildgebende Verlässlichkeitsangabe zu generieren, welche auf den bildgebenden Bedingungen basiert und worin die Verarbeitungseinheit (22) darauf ausgerichtet ist, jede der Indikationsschleifen (18) und die Inputs der sichtbaren und/oder unsichtbaren Lichtkameras (27, 26) auf der Grundlage der bildgebenden Verlässlichkeitsangabe zu faktorisieren.
  7. Das System (10), dem Anspruch 5 zufolge, worin die Verarbeitungseinheit (22) darauf ausgerichtet ist, eine geometrische Simulation zu verwenden, um, im Wesentlichen in Echtzeit, die gegenwärtige und/oder prognostizierte Position eines potentiell gefährlichen Objekts (75), welches sich im festgelegten Bereich (50) befindet oder den festgelegten Bereich (50) durchquert, zu verarbeiten,
  8. Das System (10), dem Anspruch 1 zufolge, enthält außerdem ein Kommunikationsmodul (12), welches mit einer örtlichen Bahnstreckenkontrollbehörde (65) durch ein Großraumnetzwerk verbunden werden kann und/oder durch ein Großraumnetzwerk mit einer zentralen Bahnstreckenkontrollbehörde (60) und/oder durch eine kabellose Kommunikationsinfrastruktur (42) mit einem Zug (70), welcher sich an den festgelegten Bereich (50) annähert und worin die Verarbeitungseinheit (22) darauf ausgerichtet ist, das Kommunikationsmodul (12) dazu zu verwenden, eine Warnung durch das Umschalten in den Warnmodus und einen Alarm durch das Umschalten zum Alarmmodus mitzuteilen.
  9. Das System (10), dem Anspruch 8 zufolge, worin das kabellose Kommunikationsmodul (14) durch ein kabelloses Kommunikationsnetzwerk mit dem Zug (70) verbunden ist, welcher sich dem festgelegten Bereich (50) annähert.
EP08169286A 2008-01-10 2008-11-17 System und Verfahren zum Bereitstellen einer zuverlässigen Kollisionsgefahrerfassung Not-in-force EP2078659B1 (de)

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Publication number Priority date Publication date Assignee Title
US20130194423A1 (en) * 2010-03-02 2013-08-01 Qr Limited Railroad Crossing Warning System
GB2498564B (en) * 2012-01-20 2014-06-11 Siemens Plc Rail crossing protection system
WO2017021932A1 (en) * 2015-08-06 2017-02-09 Khosla Aarti An improved control network for safety systems such as traffic gates
FR3050426B1 (fr) * 2016-04-20 2020-08-14 Philippe Dubois Installation de securite d'un passage a niveau
FR3103442B1 (fr) * 2019-11-27 2023-08-11 Thales Sa Dispositif et procede de surveillance autonome d'un passage a niveau

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US5699986A (en) * 1996-07-15 1997-12-23 Alternative Safety Technologies Railway crossing collision avoidance system
US20020185571A1 (en) * 2001-05-01 2002-12-12 Bryant Jackie D. Automated railroad crossing gate management system

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