EP3526097A1 - Procédé, dispositif et véhicule sur voie, en particulier véhicule ferroviaire, pour la détection de voie en matière de trafic sur voie, en particulier pour la détection de voie ferrée en matière de trafic ferroviaire - Google Patents

Procédé, dispositif et véhicule sur voie, en particulier véhicule ferroviaire, pour la détection de voie en matière de trafic sur voie, en particulier pour la détection de voie ferrée en matière de trafic ferroviaire

Info

Publication number
EP3526097A1
EP3526097A1 EP17829137.3A EP17829137A EP3526097A1 EP 3526097 A1 EP3526097 A1 EP 3526097A1 EP 17829137 A EP17829137 A EP 17829137A EP 3526097 A1 EP3526097 A1 EP 3526097A1
Authority
EP
European Patent Office
Prior art keywords
information
lane
track
railway
detection
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.)
Pending
Application number
EP17829137.3A
Other languages
German (de)
English (en)
Inventor
Andreas Schönberger
Andreas Schaefer-Enkeler
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
Original Assignee
Siemens Mobility 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 Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP3526097A1 publication Critical patent/EP3526097A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/06—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling by electromagnetic or particle radiation, e.g. by light beam
    • B61L3/065—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling by electromagnetic or particle radiation, e.g. by light beam controlling optically
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/026—Relative localisation, e.g. using odometer
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06T—IMAGE DATA PROCESSING OR GENERATION, IN GENERAL
    • G06T7/00—Image analysis
    • G06T7/70—Determining position or orientation of objects or cameras
    • G06T7/73—Determining position or orientation of objects or cameras using feature-based methods
    • G06T7/74—Determining position or orientation of objects or cameras using feature-based methods involving reference images or patches
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V20/00—Scenes; Scene-specific elements
    • G06V20/50—Context or environment of the image
    • G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06T—IMAGE DATA PROCESSING OR GENERATION, IN GENERAL
    • G06T2207/00—Indexing scheme for image analysis or image enhancement
    • G06T2207/30—Subject of image; Context of image processing
    • G06T2207/30248—Vehicle exterior or interior
    • G06T2207/30252—Vehicle exterior; Vicinity of vehicle
    • G06T2207/30256—Lane; Road marking

Definitions

  • the invention relates to a method for lane detection in rail traffic, in particular for track detection in rail traffic, according to the preamble of claim 1, a device for lane detection in rail traffic, especially for track detection in rail traffic, according to the preamble of claim 19 and a railway vehicle for lane detection in Rail traffic, in particular a rail vehicle for track detection in rail traffic, according to the preamble of claim 43.
  • railway vehicles are part of a modern transport ⁇ infrastructure track-bound transport and transport, for example, rolling on or under of one or two rails (tracks), floating above or below a magnetic field or hanging on steel cables move.
  • track-bound transport and means of transport are rail vehicles based on a wheel-rail system, either a private traction drive (railcar) or pulled by a locomotive or pushed and where predominantly steel wheels with a flange on two steel rails or railways are the most widely used.
  • the track recognized by the driver is (for operational reasons) usually not passed on to the vehicle for automatic evaluation, so that certain vehicle functions are available only to a limited extent.
  • a driving recommendation wizard needs for the determina ⁇ tion of the ideal acceleration and braking points Informatio ⁇ nen over the speed limit. If necessary, this can vary for several routes laid in parallel. Then the driving recommendation assistant must know on which track he is driving.
  • the problem of track recognition has so far been complicated by additional investments in route infrastructure such as induction loops, computers along the route and communication systems between trains and route components. Corresponding solutions are therefore economical only on routes manageable length such as subways or trains between airport terminals.
  • the underlying the invention object is to provide a method, a device and a railway vehicle, insbesonde ⁇ re a railway vehicle for lane detection in rail traffic, in particular for track detection in the rail, specify with the or the lanes in the rail when rail vehicles on railway lines in railways are on the move, respectively rails in rail transport, when rail vehicles are traveling on rail lines in the rail network, are automatically detected.
  • the above-mentioned contextual object is achieved on the basis of the defined in the preamble of claim 19 lane / track recognition device by the features specified in the characterizing part of claim 19.
  • the above-mentioned contextual Resourcega ⁇ be, starting from the defined in the preamble of claim 43 railway vehicle, in particular rail vehicle, achieved by the features specified in characterizing portion of claim 43 features.
  • location-based reference information stored as reference data collected along a railway track in a railway network in terms of geographical environment and rail traffic lane usage in the form of reference location information, reference lane information and reference lane change information, context contextual and information and, where appropriate, additional related meta information as well as
  • Recognizing lane use on the railway line this being the case by evaluating the relevance and content of the information, if in the comparison, the detected Be ⁇ driving lane information or operation lane change information for the lane use is found, with respect to the Operation location information and the corresponding reference location information corresponding to a reference lane information contained in the reference data or reference lane change information, taking into account the context and hint information contained in the reference data and possibly additionally present meta information.
  • the basic principle of the invention is to automatically detect the traffic lane on the basis of position data and the adjustment of environmental images, by evaluation of already existing infrastructure components, and initialization information.
  • the automatic lane recognition can be in vorteilhaf ⁇ ter manner at least partly by the following steps Errei ⁇ chen:
  • images of points on the route and of lane-specific images on which rail vehicles are to drive automatically are recorded. Ideally, this includes images with different switch points, but if necessary, even a turnout point may be sufficient.
  • the exact position of the up ⁇ acquisition unit and if necessary, the angle of the recording device is detected relative to the vehicle and, consequently, relative to the lane for these images.
  • These images are then evaluated by human experts and the exact position of the points in the image and their standing to ⁇ is highlighted. For images intended to give an indication of ⁇ be extended lane is marked by a human expert, which lane is busy. If necessary, these manual activities can be replaced by image analysis algorithms for detecting switches in the image or by comparison with route metadata.
  • meta data such as the type of switch can be recorded.
  • calibrated images of the different states of the points can be recorded for the respective type of points (eg in a special image lab).
  • the images along the route, the marking and evaluation by human experts as well as possibly other metadata and possibly calibrated images are stored in a Schmda ⁇ tenbank on the rail vehicle.
  • the rail vehicle determines the current position of the vehicle based ei ⁇ ner position determining component. This position determination component is assumed to be given. On the basis of this position information, the railway vehicle determines with the aid of a "continuous lane recognition component" which, on the basis of image same method the busy lane recognizes which lane is currently being traveled. Should not be determined on the basis of environmental images such information, for example, because in terminal stations in the surrounding images not adequately provide information for determining the lane, an initialization can be taken to help the stores to ⁇ last traffic lane and the position (in the first time the train is started, the lane information can be entered manually).
  • Continuous lane determination by the "Continuous Lane Detection Component” ensures that no abnormal operations (vehicle moving by crane, unexpected deletion of system memory due to overvoltages) will result in misjudgment of the lane. (Theoretically, it is not necessary to continuously detect the lane).
  • an "event-driven lane recognition component” can be used to evaluate information from the infrastructure and thus also recognize the lane (eg telegram transmission by a beacon or detection of vibration by crossing a turnout and subsequent image analysis). Based on the initialization component of the lane can be reliably detected “kontinuierli ⁇ chen lane detection component” and the "event argue your ⁇ th lane detection component.” For the timely detection of the lane and beyond the recognition of the traffic lane next to the lane change a component analysis is set one ⁇ . On the basis of position, lane and route data knows the lane information component, when a switch is overrun during loading ⁇ drive next.
  • the component for lane change analysis can be controlled, which then takes a picture of the next switch and recognizes on the basis of the comparison of the image with pre ⁇ existing turnouts on which lane the Weiche next. So that just the next driven lane can be detected.
  • positional data is used to determine when to capture video from the environment via an image acquisition component.
  • the image acquisition component then takes a plurality of images of the environment and the lane infrastructure in close temporal distance and forwards them to the position compensation component . If necessary, this calculates a position compensation of the captured images on the basis of the position data, ie images may be slightly distorted. These images are then passed to the image matching component based on the existing artwork, its rating,
  • Metadata and Calibration Images recognize the state of the turnout or busy lane. On the basis of the lane or the lane change recognized in this way, corresponding driving actions can be calculated automatically, which can be displayed to the driver as recommendations, can be used to validate the driving commands of the driver or for automatic implementation by a knowledge of the technical driving rules and vehicle capabilities automatic driving system can be passed on.
  • the busy / can be detected reliably next traffic lane in for adverse ⁇ gen visibility than by train drivers; - Train drivers are no longer needed for recognizing the busy track, so that regardless of their availability, the busy lane can be detected.
  • the following components / modules are preferably included:
  • a calculation / evaluation device designed as a lane information component:
  • This device holds information about a busy lane. Calculated based on position and Drereckenda ⁇ th when a lane change analysis must be made.
  • the device stores the last traffic lane and the position. Must be switched on before the first revolution of the wheel. Detects movements of the vehicle in the disarmed state, e.g. by moving a shunting locomotive in the case of a rail transport system.
  • An identification device designed as an event-controlled lane validation component for event-controlled recognition of lanes :
  • the device evaluates infrastructure elements detected by an infrastructure element recognition component, which actively transmit information (balises), or are recognized passively (vibrations caused by a switch).
  • an infrastructure element recognition component which actively transmit information (balises), or are recognized passively (vibrations caused by a switch).
  • an image based lane detection method of continuous lane detection when infrastructure elements There is not enough information to identify the track.
  • An information registering device constituted as an infrastructure element recognition component:
  • the device recognizes based on environmental and track ⁇ images the busy lane.
  • the device changes the detection intervals depending on position and speed data, e.g. it is not necessary at Tempo 200, continuously, to detect the lane.
  • the lanes e.g. Rails
  • edge detection algorithms detected by edge detection algorithms in the image and aligned with route information.
  • the device evaluates the images of a previous switch and compensates this with images of the possible Wei ⁇ chenwolfen. Recognizes which lane will be used next.
  • a storage device designed as a route and vehicle database contains information about the number of lanes that are laid in parallel, position data of points, but also information about the mounting of the cameras used (image acquisition components).
  • a configured as position determining component posi ⁇ tion determining means :
  • the means determines the geographical position of the accelerator ⁇ zeugs in a conventional manner.
  • a position compensation component formed position ⁇ compensation device 8.
  • the device determines any necessary distortions of the image material, if the existing image material of the image database was not recorded exactly in the same place as the images taken for the ride.
  • a detection device designed as an image recorder or image acquisition component:
  • the device includes an ordinary video camera, infra ⁇ rotk, thermal imaging camera or similar device that can record imagery in the area.
  • these re ⁇ redundantly should be available to at least limited operation in case of damage, loss or contamination to ermögli ⁇ chen.
  • a position matching device designed as an image matching component for lane recognition:
  • the facility compares the images taken during a journey with the images marked and rated by the experts, possibly further metadata and calibration images, in order to recognize the traffic lane. It uses the mark of the experts to be able to define the relevant image section as precisely as possible and also to distinguish between relevant and irrelevant image parts. For color matching, prominent image elements in the environment of the signal may be used like white signs.
  • the device evaluates how many lanes, e.g. Rails, can be seen in a captured during the ride image and determined by comparison with track metadata currently driving lane.
  • lanes e.g. Rails
  • a position adjustment device designed as an image adjustment component for the point analysis:
  • An image database configured as a storage device: The device includes the distance images, the exact posi ⁇ tion their inclusion, if necessary, the angle of the recording, metadata such as the type of the switch and possibly calibration images. These are recorded as follows.
  • the footage in the database is regularly supplemented by the images taken during the rides.
  • the following components / modules may preferably be included as an extension of the lane recognition device: a. A correction component for the detection means involving in the evaluation of the artwork weather and Hellig ⁇ keitschal. b. A focal length change component for the acquisition ⁇ device which selects a function of the distance from the gate or, depending on the position of the right camera angle, so the evaluation of the image optimally under support alarm ⁇ zen. This not only allows the distance to the switch to be taken into account, but also different shooting situations. For example, then recording situations on the open road (require images from a long distance to respond in time due to the speed) as well as shooting situations in the station area (require high-width images) are suitable. c.
  • An illumination component for the detection device such as a headlight operating inside or outside the human visible region, by which the quality of the image material taken by the image acquisition component at night or in bad weather improves.
  • a land-side evaluation station which is preferably connected via mobile radio, and receives images for which an evaluation is possible only with a high uncertainty factor.
  • On the land-side evaluation station can also be matched and distributed the image material of rail vehicles of a vehicle fleet or multiple fleets.
  • a mobile device of a train driver or comparable rail employee who in any case travels on the railway vehicle for the purpose of passenger handling and, as in d), evaluates images with a high uncertainty factor.
  • FIGURE 1 in a reference mode, the detection of ortsbezo ⁇ genes reference information with respect to geographic location and use of lanes for railway traffic on a partially illustrated railroad track of a railway network by a lane detection apparatus in a rail vehicle in relation to a particular geographical position of the railway vehicle on the railway track
  • FIGURE 2 starting from the FIGURE 1 in a Fahrspurerken- voltage operation of the rail vehicle on the portion of the web ⁇ track of the railway network to a particular spatial coordinate of the track vehicle from this railway line detection of Be ⁇ operating location information in terms of geographical environment and a Operation- Lane information or operation lane change information relating to the train traffic lane utilization by the lane recognition device in the railway vehicle;
  • FIG. 3 shows the basic structure of the Fahrspurerkennungsvor- device for recognizing lanes due or not due to a lane change based on the detected Re ⁇ conference information in the reference operating according to the FIGURE 1 and the detected operation information in the lane / track detection operation according to FIGURE 2,
  • FIG. 4 shows the basic structure of a recognition device for the continuous recognition of lanes as contained in the lane recognition device according to FIG. 3, FIG.
  • FIG. 5 shows the basic structure of a recognition device for lane change-related recognition of traffic lanes, as contained in the traffic lane recognition device according to FIG.
  • FIG. 1 shows a railway traffic BVK in which, in a reference operation, location-based in the form of reference location information
  • ROI and lane-specific reference information RFI, RFWI in terms of geographical environment such as according to the depicting ⁇ lung in FIGURE 1 with respect to a station area with egg ⁇ nem typical train network ESD and conventional railway infrastructure in the form of switches WCH, a platform BSG, a web ⁇ Hofspar BHG etc., and lane use of a railway vehicle BFZ, which is on a lanes shown in sections BST of the railway network BNE on lanes FS, FS W un ⁇ terwegs, by a lane detection device FEV are detected or detected.
  • the rail traffic BVK is a rail traffic SVK, in which, in a reference operation, location-related in the form of the reference location information ROI and of track-specific reference information RGI, RGWI with respect to geographical Umge ⁇ exercise, eg 1 with respect to a station area with a typical rail network SNE and conventional railway infrastructure in the form of points WCH, the platform BSG, the station building BHG, etc., and track ⁇ use of a rail vehicle SFZ, along ei ⁇ ner sections shown Rail track SNE railroad track SST on GL, GL W road is through a track detection device GEV are detected or can be detected.
  • the detection of the reference information can happen, for example, by special trips with the rail vehicle. But the reference information related local ⁇ can be generated in a different way than through special trips. For example, by appropriately suitable rail vehicle-independent recording method or due to targeted detection of the geographical environment and the track use by the staff of the rail vehicle on the rail track in the rail network (manual detection).
  • any other x-any short or long distance based web transport system is here also conceivable as a white ⁇ teres embodiment of the invention, because of a ⁇ gangs guided discussion and imaginable. So as for example would be a maglev traffic system ⁇ (Stw .: Transrapid Maglev etc.) with a entspre ⁇ accordingly comparable infrastructure consisting of railway network, railway and rail vehicle in question.
  • ⁇ maglev traffic system
  • the track detection device GEV is accommodated in a railcar TRW of the rail vehicle SFZ with a driver's control station TFS and an integrated display device AZE in which the workstation of the vehicle driver FZF is located.
  • the track detection device GEV for this purpose includes a detection device EFE, which is preferably as image recording device BAZG, eg as ordinary Videokame ⁇ ra, laser sensor, thermal imaging camera, radar device, infrared camera, etc., trained and is also referred to as image acquisition device for acquisition of images.
  • the detection device EFE or the image recording device BAZG is accommodated in the railcar TRW of the rail vehicle SFZ, it is advantageous if more than one detection device EFE or one image recording device BAZG is used.
  • the detection of the reference information when, for example, fails a Erfas ⁇ sungs strengthened EFE or an image recording apparatus BAZG by damage or contamination, the detection of the reference information and, in any case, be Amor- sets.
  • the rail vehicle SFZ will / will be in the driver's seat TFS from the perspective of the railcar driver FZF of the railcar TRW and / or from a fixed, rail-observing position in or on the vehicle SFZ, the reference location information ROI and reference track information RGI can be detected / detected.
  • the reference location information ROI and reference track change information RGWI is, however, for the running on the track rails GL ⁇ vehicle SFZ a conditional through a switch WCH track change to GLW, are / are detected / recognized.
  • the rail vehicle SFZ no longer runs on the track GL, but on a track GL W.
  • the reference location information ROI and the reference track information RGI are / are then again detectable / detected by the detection device EFE or the image recording device BAZG from the rail vehicle SFZ.
  • a lane change FSW conditioned by a diverter WCH is present for the train vehicle BFZ traveling on the traffic lane FS
  • the reference location information ROI and reference lane change information RFWI are / can be detected / detected.
  • the rail vehicle BFZ no longer drives on the lane FS, but on a lane FS W.
  • FIG. 2 shows starting from FIG. 1 a railway traffic BVK in which location information in the form of operating location information BOI and lane-specific operating information BFI, BFWI in relation to geographical surroundings, eg as shown in FIG 2 with regard to the station area with the typical rail network BNE and the usual railway infrastructure in the form of the points WCH, the platform BSG, the station building BHG, etc., from the railway vehicle BFZ, which is along the sections shown path BST of the railway network BNE on the lanes FS, FS W on the road, can be detected by the lane detection device FEV or detected ,
  • Location-specific for the lane detection operation means that for each arbitrary location on the railway line BST on which the railway vehicle BFZ is movable, a railway location coordinate BOK can be determined with which the position of the railway vehicle BFZ can be sufficiently specified and to which one
  • Operation location information BOI and a lane-specific operation information BFI, BFWI can be detected.
  • the rail traffic BVK is a rail traffic SVK in which in a track detection operation location-related in the form of the operation location information BOI and track-specific operation information BGI, BGWI with respect to geographic environment, eg, as shown in the FIGURE 2 with respect to the station area with the typical rail network SNE and the usual railway infrastructure in the form of points WCH, the platform BSG, the station building BHG, etc., of the rail vehicle SFZ, along the sections shown rail track SST of the rail network BNE on the tracks FS , FS W is on the way, can be detected by the track detection device GEV or be detected.
  • a track detection operation location-related in the form of the operation location information BOI and track-specific operation information BGI, BGWI with respect to geographic environment, eg, as shown in the FIGURE 2 with respect to the station area with the typical rail network SNE and the usual railway infrastructure in the form of points WCH, the platform BSG, the station building BHG, etc., of the rail vehicle SFZ, along the
  • Location-specific for the track detection operation means that for each arbitrary location on the railway line BST, on which the rail vehicle SFZ is movable, a rail location coordinate SOK can be determined, with the Positi ⁇ on the rail vehicle SFZ is sufficiently specified and to the in each case an operation location information BOI and a track ⁇ specific operation information BGI, BGWI can be detected.
  • the rail transport system is in a railcar TRW of the rail vehicle SFZ with the engine cab TFS and the integrated display device AZE in which the work of the driver FZF is housed, the track recognition apparatus GEV for the detection of the operation-Informati ⁇ ones.
  • the track recognition apparatus GEV includes this again the detecting means EFE, which is preferably formed as image on ⁇ drawing device BAZG, eg as an ordinary video camera, La ⁇ sersensor, thermal imager, radar device Infrarotkame ⁇ ra etc., and also referred to as an image acquisition device for acquiring images becomes.
  • the detection device EFE or the image recording device BAZG is accommodated in the railcar TRW of the rail vehicle SFZ.
  • more than one detection device EFE or one image recording device BAZG is used.
  • the Erfas- solution of the reference information when, for example, fails a Erfas ⁇ sungs Huawei EFE or an image recording apparatus BAZG by damage or contamination, the Erfas- solution of the reference information and be continued in any case.
  • an operation location information BOI and an operation track change information BGWI can be detected / recorded for each rail location coordinate SOK.
  • the rail vehicle SFZ no longer runs on the track GL, but on a track GL W.
  • an operation location information BOI and an operation track information BGI are / are then again detectable by the detection device EFE or the image recording device BAZG from the rail vehicle SFZ for each rail location coordinate SOK.
  • the image recording apparatus BAZG / are, if no related by a switch WCH lane change FSW is pending for the traveling on the lane FS railway vehicle BFZ, from the railway vehicle BFZ, for example, from the perspective of the drive ⁇ motorman FZF in the driver's seat TFS of the railcar TRW and / or from a stationary, lane-based position in or on the vehicle BFZ, for each rail location coordinate BOK a first operation location information BOI1 and an operation lane information BFI detected / detected.
  • a second operation location information BOI2 and an operation lane change information BFWI can be detected / recorded for each rail location coordinate BOK.
  • the railway vehicle BFZ no longer drives the lane FS, but on a lane FS W.
  • a third operation location information BOI3 and an operating lane information BFI are / are then again detectable / detected by the detection vehicle EFE or the image recording device BAZG from the railway vehicle BFZ for each rail location coordinate BOK.
  • a wheel rotation counter RUZE is again housed in addition to the track detection device GEV with the detection device EFE or the image recording device BAZG, with the wheel revolutions of the rail vehicle SFZ on the track GL are detected and connected to the control, when the wheel revolutions are to be detected by the track detection device GEV with this (see also FIGURE 3 with the accompanying description).
  • FIG. 3 shows the basic structure of the lane recognition device FEV, GEV for recognizing lanes FS, FS W , GL, GL W conditioned or not conditioned by a lane change FSW, GLW on the basis of the acquired reference information ROI, RFI, RGI, RFWI, RGWI in the reference mode according to FIG. 1 and the acquired operating information BOI1, BOI2, BOI3, BFI, BGI, BFWI, BGWI in the lane detection mode according to FIG. 2.
  • GEV Central components of this recognition in the lane recognition device FEV, GEV are a recognition means for continuously detecting lanes EKE KEF and he ⁇ detection means for lane-change-related recognition of lanes EKE WEF.
  • the functional interaction of these two components with the others shown in FIG. Components of the lane recognition device FEV, GEV will be explained with reference to FIGURES 4 and 5.
  • FIG. 4 shows the basic structure of the recognition device for the continuous recognition of traffic lanes EKE KEF .
  • the starting point for this lane recognition forms, according to the statements on FIGURES 1 and 2, the detection device EFE, BAZG, the or the reference location information ROI and the first and third operation location information
  • the detection of the information in the reference mode preferably automatically, but also manually suc ⁇ conditions, while the detection of information in the lane detection operation preferably always takes place automatically.
  • the detection device EFE or the image recording device BAZG is manually activated or triggered during manual detection, automatic detection of a corresponding external impulse is required.
  • the lane recognition device FEV, GEV has a position determination device PBE, with which the geographical position of the railway vehicle BFZ, SFZ on the traveled railway BST, SST is determined and according to FIG.
  • the position determining device PBE therefore, in particular in the lane detection mode, for each x-arbitrary gene location on the railway line BST, SST on which the railway vehicle BFZ, SFZ is movable, the railway location coordinate BOK, SOK determined and thereby indicate the position of the vehicle sufficiently.
  • BAZG is from the position determining means PBE a railway line information BSI, in particular a rail path information SSI generated, that said detecting means EFE or the image recording apparatus BAZG for the said purpose supplied ⁇ leads.
  • the detection device EFE, BAZG has for this purpose a control interface STSS. With the Bruumblenin ⁇ formation BSI, SSI the detection device EFE, BAZG is controllable such that this
  • the detection device EFE, BAZG is preferably designed such that, for the assessment of the geographical environment and the use of the lane in the detection context, the the exact location and / or angle of coverage of the geographic environment and lane.
  • the recording device EFE, BAZG also contains a processing component BKO with which the geographical environment and the lane usage are evaluated in the context of the recording and, in particular, provided with additional markings.
  • the processing component BKO has role in play as a user interface not explicitly shown in FIGURE 3 ⁇ , via which the acquired reference information, such as images captured, judged by human experts, including the driver, and the exact position of the lane recorded in the Picture as well as their condition are marked.
  • the rated in the detection context and in particular ⁇ sondere additional markings provided geo- graphical environment and lane use provides the processing component ⁇ BKO corresponding location-related context and outward pointing information KHI.
  • This location-related context and information information KHI together with the reference location information ROI and the reference traffic lane information RFI, RGI and possibly for the lane recognition helpful and provided by the detection device EFE, BAZG location and detection context related meta information MI location-related reference data RDA, the for lane detection are stored in a storage device SPE.
  • the reference data RDA are preferably generated and stored statically in special journeys or on the railway network in the railway network through targeted detection of the geographical environment and the use of lanes by the staff of the railway vehicle.
  • the static detection of the stored Refe rence ⁇ data RDA may also be optimized in an advantageous manner by these static data dynamically by the respectively detected operating location information Boi1, BOI3 and JE because detected operating lane information BFI, BGI are supplemented and stored.
  • SPE are generally formulated all needed for lane detection reference data including Metain- formations and contain all Bruregal- and Bruinfrapatentedda ⁇ th.
  • the storage device SPE as shown in FIGURE 3 is either (option "A") outside the lane detection device FEV, GEV, eg as a storage database in the railcar or in a data cloud, the recognition device for continuous Detecting lanes EKE KEF associated with the detection device contained therein EFE, BAZG or connectable to this or (option "B") as a component of the lane detection device FEV, GEV with the detection device for the continuous recognition of lanes EKE KEF and the detection device contained therein EFE, BAZG connected accordingly.
  • the meta-information MI is preferably optionally provided by the detection device EFE, BAZG in order to
  • calibrated images eg from a special image lab
  • the metadata MI is generally information that literally refers to features or characteristics of the information collected and the information obtained in the detection context by evaluation, and indicates how the way the lane is used is generated by generated calibration information.
  • the image recording device BAZG as a preferred embodiment of the detection device EFE, BAZG, preferably contains, for improving the detection of the reference location information ROI and the operation location information BOI1, BOI3 with respect to the geo-spatial information.
  • Graphical environment and the reference lane information RFI, RGI and the operation lane information BFI, BGI with respect to the lane use three more components, a correction component KOK, a focal length change ⁇ component BVK and a lighting component BLK.
  • the focal length variation component BVK is elected in depen ⁇ dependence on the distance to the signal of the right camera angle so as to support the multiple evaluation of the lane optimal.
  • the distance to the lane can be considered, but also different recording situations.
  • the lighting component BLK which is formed for example as a spotlight operating inside or outside the human visual range, the Quali ty of ⁇ recorded by the image recording apparatus BAZG at night or in bad weather image material is improved.
  • the position compensating device PAUE which is for the lane detection of a position adjustment device PAE, in the lane detection a Informationsab- is performed equal between the operation information and the location-related reference information upstream changed preferably for the particular Bruortsko ⁇ ordinate BOK, SOK operation location information BOI1, BOI3 detected by the detection device EFE, BAZG for compensating the detection inaccuracy of reference location information ROI and operation location information BOI for the information adjustment.
  • the change made in the position compensation device PAUE is brought about by technical distortion measures.
  • the changed operation location information BOI1, BOI3 and the operation lane information BFI, BGI are then used for the already mentioned information matching given to the position adjustment device PAE or forwarded to this.
  • the two operating information preferably changed operating location information BOI1, BOI3 and the operating lane information BFI, BGI, are then compared with the location-related reference data RDA stored in the memory device SPE.
  • This adjustment is made such that the operation location information BOI1, BOI3 with the reference location information ROI and the operation lane information BFI, BGI with the reference lane information RFI, RGI with respect to the operation location information BOI1, BOI3 and the corresponding thereto ⁇ be reconciled based on the stored reference data RDA such that the detected operating lane information BFI, BGI for the lane detection, in which for each particular Bruortkoordinate BOK, SOK used by the railway vehicle BFZ, SFZ lane FS, GL and / or one of the railway vehicle BFZ, SFZ due to a lane change FSW, GLW used lane FS W , GL W is detected is found when the operation lane information BFI, BGI with respect to the operation location information BOI1 , BOI3 and the corresponding reference location information ROI to a reference lane information contained in the reference data RDA n RFI, RGI taking into account the context and information KHI contained in the reference data RDA or the context and information K
  • the position adjustment device PAE is preferably designed such that the information matching for the detection of the lanes FS, FS W , GL, GL W is carried out continuously.
  • the same device Positionsab ⁇ PAE is formed such that the infor- mationsab Eisen is performed for the detection of lanes FS, GL, FS W GL W in detection intervals, wherein for the festministerde correspondence a similarity Zvi ⁇ rule two detected in the operating mode lane information BFI, BGI is calculated with respect to at least two case with detected Be ⁇ operating location information BOI or as part of a visual detection of the detected operating Operation- lane information BFI, BGI with respect to at least two case with the detected operating location information BOI by means of edge detection algorithms of the course of the lane FS, GL, FS W GL W used by the rail vehicle BFZ, SFZ by a changing in the captured image image portion of the lane FS, GL, FS W , GL W is detected to
  • the marker is used to determine the relevant image detail as accurately as possible and to distinguish between relevant and irrelevant lanes (eg lane of a branch line). For color matching, prominent image elements in the vicinity of the traffic lane may be used, such as white signs.
  • This first lane information FSH according to the depicting ⁇ lung in FIGURE 3 by the detecting means for continuously detecting lanes EKE KEF to a calculation tion / evaluation BAWE in the lane detection device FEV, GEV transmitted.
  • FIG. 5 shows the basic structure of a recognition device for lane change-related recognition of traffic lanes EKE WEF .
  • the starting point for this lane change caused Fahrspurer ⁇ identifier forms according to the embodiments of FIGS 1 and 2, the detection device EFE, BAZG machine or the reference location information ROI and the second operating location information BOI2 in terms of geographical environment and the reference Lane change information RFWI, RGWI and the operation lane change information BFWI, BGWI detected.
  • the detection of the information in the reference operation may preferably automatically, but also manually ⁇ SUC gene, while the detection of information in the lane change conditional lane detection mode automatically takes place preferably in ⁇ mer. While manual detection of the detection device EFE or the image recorder BAZG is manually activated or triggered, it requires the automatic detection of a corresponding external impulse.
  • the lane recognition device FEV, GEV, the position determination device PBE, with the geographic position of the railway vehicle BFZ, SFZ on the be ⁇ traveled rail BST, SST is determined and according to FIG 3, the indirectly via the calculation / evaluation BAWE is connected to the recognition device for lane-change-related recognition of traffic lanes EKE WEF is.
  • the manner in which the position is determined is of minor importance for the explanation of the embodiment of the invention and can be carried out in the generally known, usual way. For example on the basis of a GPS-based system or a GPS-based technology.
  • the position determining device PBE can thus, in particular in the lane detection operation, for each x-arbitri ⁇ gen locus on the railway BST, SST on which the Brufahr- tool BFZ, SFZ is movable, the Bruortskoordinate BOK, SOK determined and thereby the position of the vehicle be sufficiently stated.
  • the track determination device PBE In view of the abovementioned trigger for the detection device EFE, BAZG, the track determination device PBE generates a track information BSI, in particular a track information SSI.
  • This track information BSI, SSI is supplied to the detection device EFE or the image recording device BAZG as shown in FIG. 3 via the calculation / evaluation device BAWE in the form of a corresponding trigger information TI, wherein the trigger information TI in the Calculation / evaluation device BAWE is generated on the basis of the train path information BSI, SSI and the first traffic lane information FSH which are received there, which provide the initiation or the trigger.
  • the recognition means for lane change caused recognizing lanes EKE WEF and thus the detection device contained therein EFE, BAZG are about the connection "calculation / evaluation BAWE and position-determining device PBE" owned by the specified by the Bruortskoordinate BOK, SOK position of railway ⁇ vehicle BFZ, SFZ.
  • the detector EFE, BAZG has a STEU ⁇ ertenstelle STSS.
  • SSI is the capture device EFE, BAZG so controllable that this
  • the detection device EFE, BAZG is preferably designed in such a way that the exact position and / or the angle of the detection of the geographical environment and the lane are taken into account for the assessment of the geographical environment and the lane change-related lane usage in the detection context.
  • a processing component BKO is further included, with which assesses the geographic ⁇ specific environment and the lane change caused Fahrspurnut ⁇ cutting in the context of detection and is provided in particular with at ⁇ sharmlichen markings.
  • the processing component BKO has, for example, a user interface, which is not explicitly shown in FIG. 3, via which the acquired reference information, eg the recorded images, can be read by human experts, eg the vehicle operator. guide, evaluates and marks the exact position of the lane in the recorded image as well as its condition.
  • the rated in the detection context and in particular with additional markings provided geo- graphical environment and lane change conditional lane use provides the processing component BKO corresponding ortsbe ⁇ plated context and guidance information KHI.
  • This location-related context and information information KHI together with the reference location information ROI and the reference lane information RFI, RGI and possibly for the lane detection helpful and location-and acquisition context related meta-information MI provided by the detection device EFE, BAZG location-related
  • Reference data RDA which are stored for the lane change caused Fahr ⁇ lane detection in a memory device SPE.
  • the reference data RDA are preferably statically generated in tours or due to specific detection of the geographical environment and the lane use by the personnel of the rail vehicle on the railway track in the rail network and stores ⁇ ge.
  • the static detection of the stored reference data RDA can also be optimized in an advantageous manner in that these static data are dynamically supplemented and stored by the respectively acquired operating location information BOI2 and the respectively detected operating lane change information BFWI, BGWI.
  • this memory device SPE are generally formulated all required for driving ⁇ track detection reference data including the meta information and all Bahn Steven- and rail infrastructure data.
  • the place for storing the reference data RDA is the
  • Memory device SPE as shown in FIGURE 3 either (option "A") outside the lane detection device FEV, GEV, eg as a memory database in the engine carriage or in a data cloud, the detection means for lane change-related recognition of lanes EKE WEF associated with the detection device EFE, BAZG associated with this or connectable or (option “B") as a component of the lane detection device FEV, GEV with the recognition device for lane change Recognition of lanes EKE WEF and the detection device contained therein EFE, BAZG connected accordingly.
  • the meta MI provided by the detector EFE, BAZG preferably optional to better and safer recognize lanes FS, FS W, GL, GL W.
  • calibrated images eg from a special image lab
  • calibrated images can be used as additional meta-information from different perspectives of the respective lane change-related
  • the meta-information MI is generally information that literally refers to features or characteristics of the information collected and the information obtained in the detection context by assessment, and indicates how the manner of lane change-related lane usage is performed by generated calibration information.
  • the image recording device BAZG as a preferred embodiment of the detection device EFE, BAZG preferably for improving the detection of the reference location information ROI and the operation location information BOI2 with respect to the geographical environment and the reference lane change information RFWI, RGWI and the operation lane change information BFWI, BGWI with respect to the lane change-related driving ⁇ track use three additional components, a correction component KOK, a focal length change component BVK and a lighting component BLK.
  • the lighting component BLK which is formed for example as a spotlight operating inside or outside the human visual range, the Quali ty of ⁇ recorded by the image recording apparatus BAZG at night or in bad weather image material is improved.
  • the images acquired by the detection device EFE, BAZG on the basis of the operating location coordinates BOK, SOK determined by the position-determining device PBE comprise operation-location information BOI2, preferably in the form of a plurality of images recorded at close intervals from the geographical environment and the lane change-related lane usage and operation lane change information BFWI, BGWI are supplied together with the operation location coordinate BOK, SOK to a position compensation device PAUE.
  • the position compensation device PAUE which is connected upstream of the lane change-related lane recognition of a position adjustment device PAE in which an information comparison between the operation information and the location-related reference information is performed for lane recognition, preferably changes the one for the particular one Bruortkoordinate BOK, SOK detected by the detection device EFE, BAZG operation location information BOI2 to compensate for the detection inaccuracy of reference location information ROI and operation location information BOI for information matching.
  • the change made in the position compensation device PAUE is brought about by technical distortion measures.
  • the changed operating location information BOI2 and the operating lane change information BFWI, BGWI are then given or forwarded to the position matching device PAE for the already mentioned information matching.
  • the two operating information preferably changed operating location information BOI2 and the operating lane change information BFWI, BGWI, are then compared with the location-related reference data RDA stored in the memory device SPE.
  • This adjustment is done in such a way that the Operation location information BOI2 with the reference location information ROI and the operation lane change information BFWI, BGWI with the reference lane change information RFWI, RGWI with respect to the operation location information BOI2 and the corresponding reference location information ROI such based on the stored reference data RDA be matched, that the detected operating lane change ⁇ information BFWI, BGI for the lane change due driving ⁇ lane detection, in which for the particular train location coordinate BOK, SOK a for the railway vehicle BFZ, SFZ pending lane change FSW, GLW is found, is found if the operation-lane change information BFWI, BGWI with respect to the operating location information BOI2 and to corresponding reference location information ROI to a contained in the reference data RDA reference lane change Informa ⁇ tion RFWI, RGWI taking account of the context andrapinformat contained in the reference data RDA KHI or the context and information information KHI and the meta-information MI corresponds.
  • the position adjustment device PAE is preferably designed such that the information adjustment for the recognition of the lane changes FSW, GLW is carried out continuously.
  • the marker is used to determine the relevant image detail as accurately as possible and to distinguish between relevant and irrelevant lane changes (eg turnout of a branch line). For color matching, prominent picture elements in the surroundings of the switch may be used as white signs.
  • Lane FS W GL W lane information FSI W generated.
  • this lane information FSI W is transmitted by the recognition device for lane change-related recognition of traffic lanes EKE WEF to the calculation / evaluation device BAWE in the lane recognition device FEV, GEV.
  • Lane information FSI W in the calculation / evaluation device BAWE of the lane recognition device FEV, GEV continues to be described in connection with the further description of FIG. Before, however, received this, other components of the lane recognition device FEV, GEV be presented and in connection with FIGURE 3 whose function ⁇ oncan explained in connection with some of the aforementioned components.
  • the lane recognition device FEV, GEV preferably also contains a recognition device for event-controlled recognition of lanes EKE EEF , which is embodied in such a way and is connected to an information registration device IRE
  • Ver ⁇ bond which is formed for example as a cellular connection, provided to an external evaluation station AWS, wherein the thus created functional unit is designed such that the reference data statically generated RDA or the reference data RDA statically generated and added to dynamically generated operating data BOI, BFI, BGI, BFWI, BGWI be matched externally with corresponding data of other railway vehicles of a common railway fleet and distributed for this purpose.
  • the function of, for example, the landward evaluation station AWS is that where the lane detection device FEV, GEV based on the captured images (the operating data BFI, BGI, BFWI, BGWI) lane detection is possible only with a high uncertainty factor in the evaluation station AWS stored images, data and information of the lane detection device FEV, GEV be provided for a modified evaluation. These images, data and information can then be evaluated by a human expert and this information can in turn be fed back into the storage device SPE of the lane recognition device FEV, GEV.
  • the image material of rail vehicles of a fleet or several fleets can be compared and distributed via the onshore evaluation station AWS.
  • the track recognition apparatus GEV in the case of railway vehicles according to the FIGURE 2 the Schienenortskoordinate SOK, which indicates the position of the rail vehicle SFZ, in addition to or alterna to that provided by the position determining device PBE Schienenortskoordinate SOK is ⁇ tiv generated, in- a functional unit consisting of (a) an initialization device ISE connected to that of the calculation / evaluation device BAWE and the position determination device PBE, (b) the wheel revolution counting device RUZE connected to the calculation / evaluation device BAWE, (c) the Calculation / evaluation BAWE, (d) of the position determining means PBE, and (e) of the recognition device for continuous recognition of lanes / tracks EKE KEF or the recognition device lane change-related recognition of lanes EKE WEF is formed, is designed such that
  • the position determined for the marked route point in this way is both the new initialized track position and the generated rail location coordinate SOK which is stored in the initialization device ISE or is storable and is supplied to the position determination device PBE can be supplied / are.
  • the calculation / evaluation device BAWE generates from the mentioned lane information FSH, FSI W , FSI2 a control information STI, which is transmitted to a control device STE.
  • the control device STE is preferably included in the lane recognition device FEV, GEV (option "C” in FIG. 3). Alternatively, however, it is also possible that it is integrated, implemented or accommodated outside the lane recognition device FEV, GEV, for example in the driver's seat TFS of the rail vehicle BFZ, SFZ (option "D" in FIG. 3).
  • the control device STE is now designed such that from the transmitted lane information FSH, FSI W , FSI2 with respect to the recognized used lane FS, FS W , GL, GL W and taking into account stored in a database (DAB) Brusch- / Brutechnik time BFBTI, in particular rail vehicle / rail technology information SFSTI, the rail vehicle technical, in particular rails ⁇ vehicle technical rules and railway vehicle attributes and capabilities, in particular rail vehicle attributes and capabilities concern, and are read from the control unit STE from the database DAB, at least one Fahr forcing FAK calculated or derived, the driver FZF in the driver's seat TFS of the railway vehicle BFZ, SFZ displayed as a recommendation on the display device AZE, used as a validation of a travel command or passed to an Automa ⁇ tables driving system AFS of the railway vehicle BFZ, SFZ for automatic implementation of the driving FAK.
  • DAB database
  • the lane recognition device FEV, GEV an automated (autonomous) or assisted driving of the railway vehicle BFZ, SFZ may be assisted without additional ⁇ Liche infrastructure along a route or even realized. This is especially given if the lane detection device FEV, GEV is implemented as a virtual machine that is madebil ⁇ det in terms of "Software Defined signal recognition of Rail Traffic Systems" and working.

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  • Engineering & Computer Science (AREA)
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  • General Physics & Mathematics (AREA)
  • Theoretical Computer Science (AREA)
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Abstract

Le but de l'invention est de permettre de détecter automatiquement des voies (FS, GL) en matière de trafic sur voie (BVK, SVK) lorsque des véhicules sur voie (BFZ, SFZ) se déplacent sur des tronçons de ligne ferroviaire (BST, SST) dans un réseau ferroviaire (BNE, SNE). À cet effet, une utilisation de voie sur un tronçon de ligne ferroviaire (BST, SST) est détectée sur la base (i) d'informations de référence liées au lieu, acquises le long de ce tronçon de ligne ferroviaire dans le réseau ferroviaire par rapport à l'environnement géographique et à l'utilisation de voie pour le trafic sur voie, et mémorisées en tant que données de référence (RDA), lesquelles informations se présentent sous la forme d'informations de lieu de référence (ROI), d'informations de voie de référence (RFI, RGI), d'informations de changement de voie de référence (RFWI, RGWI), d'informations de contexte et d'indication (KHI) obtenues en contexte d'acquisition et éventuellement de méta-informations (MI) supplémentaires associées, ainsi que (ii) de la comparaison entre des informations de lieu de service (BOI) et informations de voie de service (BFI, BGI) ou informations de changement de voie de service (BFWI, BGWI), acquises dans un mode de détection de voie à l'aide de données de position, et les données de référence (RDA) mémorisées. Une utilisation de voie est avérée si, en évaluant la pertinence et le contenu de ces informations, on trouve, lors de la comparaison, l'information de voie de service ou l'information de changement de voie de service acquise dans le cadre de la détection de voie, laquelle information correspond, par rapport à l'information de lieu de service (BOI) et à l'information de lieu de référence (ROI) correspondante à celle-ci, à une information de voie de référence ou une information de changement de voie de référence contenue dans les données de référence (RDA), en tenant compte des informations de contexte et d'indication (KHI), contenues dans les données de référence, ainsi que des méta-informations (MI) supplémentaires éventuellement présentes.
EP17829137.3A 2016-12-07 2017-12-07 Procédé, dispositif et véhicule sur voie, en particulier véhicule ferroviaire, pour la détection de voie en matière de trafic sur voie, en particulier pour la détection de voie ferrée en matière de trafic ferroviaire Pending EP3526097A1 (fr)

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PCT/EP2017/081890 WO2018104477A1 (fr) 2016-12-07 2017-12-07 Procédé, dispositif et véhicule sur voie, en particulier véhicule ferroviaire, pour la détection de voie en matière de trafic sur voie, en particulier pour la détection de voie ferrée en matière de trafic ferroviaire

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DE102018215697A1 (de) 2018-09-14 2020-03-19 Siemens Mobility GmbH Automatisiertes fahrzeugseitiges Steuerungssystem für ein Schienenfahrzeug
CN110826464A (zh) * 2019-10-31 2020-02-21 北京海纳川汽车部件股份有限公司 目标分类方法、装置及汽车
CN111783536A (zh) * 2020-05-29 2020-10-16 北京百度网讯科技有限公司 变道合理性评估方法、装置、设备以及存储介质
CN112017428B (zh) * 2020-07-09 2021-12-17 惠州市德赛西威智能交通技术研究院有限公司 路侧车联网装置、高架桥路段识别方法及车载车联网装置
CN111791922B (zh) * 2020-07-23 2022-09-16 北京天润海图科技有限公司 智能轨道车的分岔轨道识别方法和装置
CN112462359A (zh) * 2020-11-30 2021-03-09 北京博途智控科技有限公司 一种基于二次雷达的线路识别方法和系统
EP4067202A1 (fr) * 2021-03-31 2022-10-05 Siemens Mobility GmbH Procédé et agencement de localisation d'un véhicule guidé sur rails dans un réseau d'itinéraires après la mise en service du véhicule
CN113806465B (zh) * 2021-09-22 2022-05-03 公安部交通管理科学研究所 基于新能源汽车轨迹数据的卡口位置经纬度纠偏方法

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