EP3569470A1 - Collision protection system for a vehicle and method for same - Google Patents

Abstract

The present invention relates to a collision avoidance system (10) which is installed in at least one vehicle (12), in particular a rail vehicle (12), with several sensor devices (14) for the respective detection of at least one object (O) outside the vehicle (12) ) and for generating corresponding object data, wherein the sensor devices (14) are arranged at different sensor positions (P) on the vehicle (12), with at least one interface element (16) for providing several operating parameters of the vehicle (12), and with at least one evaluation device (18), which is in data connection with the interface element (16) and the sensor devices (14), the operating parameters provided by the interface element (16) and the object data can be evaluated by means of the evaluation device (18) and in the event of an impending collision between the object (O) and vehicle (12) at least one collision avoidance signal to we At least one collision avoidance device (20) can be transmitted, the collision avoidance device (20) having a plurality of output devices for (22) outputting the collision avoidance signal to at least one vehicle driver (F), which can be output by one or more output devices (22) in such a way that the collision avoidance signal is a or several corresponding sensor positions (P). Furthermore, the present invention relates to a method for operating such a collision avoidance system (10) and a vehicle with a collision avoidance system (10).

Description

The present invention relates to a collision avoidance system for a vehicle, in particular a rail vehicle. Furthermore, the present invention relates to a method for operating such a collision avoidance system.

Collision avoidance systems or collision warning systems are already known from the prior art which, in the event of an imminent collision, acoustically and visually warn the driver of the vehicle by means of corresponding output devices and, if appropriate, initiate automatic braking of the vehicle.

From the DE 10 2014 225 881 A1 and the DE 10 2014 221 034 A1 Collision warning systems are already known. The DE 10 2014 220 778 A1 as well as the DE 10 2015 214 425 A1 deal with the monitoring of track sections for rail vehicles.

Furthermore, in the WO 2008/122547 A1 a rail vehicle having a vehicle control and at least one detection device connected to the vehicle control, wherein the vehicle control is designed to influence at least one state parameter of the vehicle, the at least one detection device being configured to display a current state parameter of the vehicle and / or the surroundings of the vehicle to capture and output a corresponding status signal.

Furthermore, the shows WO 2016/042352 A1 a safety system for avoiding a collision of a vehicle, having a calculation unit that is capable of calculating a plurality of regions of zones, having one or more radar sensors configured to detect a relative position of an object to the vehicle and having a determination unit that is suitable to determine a zone in which the object is positioned, based on the relative position, which is detected by the one or more radar sensors, and with a Safety unit capable of taking measures to avoid a collision between the vehicle and the object.

In addition, the shows WO 2017/042044 A1 Method for warning road users in a rail vehicle by means of sound signals or light signals. In addition, the shows WO 97/31810 A1 a system for warning a driver of a vehicle of the presence of an obstacle in a lane of the vehicle.

In addition, the WO 2015/150340 A1 a method for automatically assisting a driver of a lane-bound vehicle, in particular a rail vehicle.

Furthermore, the shows EP 2 808 224 A1 a system for monitoring the danger zone of a railway machine with a detection device for detecting objects located in a surveillance area.

In addition, in the US 9,321,470 B1 discloses a system and method for realizing advanced object collision avoidance for (rail) vehicles as a track break detection system.

Due to the little vivid or understandable information output of warning signals to a driver of a rail vehicle, the collision avoidance systems or collision warning systems mentioned in the prior art are always subject to certain security restrictions.

It is the object of the present invention to develop a collision avoidance system of the type mentioned in an advantageous manner, in particular to the effect that the interaction ability of the collision avoidance system with a driver is improved.

This object is achieved by a collision avoidance system with the features of claim 1. Thereafter, it is provided that a collision avoidance system for a vehicle, in particular a rail vehicle is provided with a plurality of sensor means for respectively detecting at least one object outside the vehicle and generating corresponding object data, wherein the sensor means are arranged at different sensor positions on the vehicle, with at least one interface element for connection to a subsystem, in particular a brake control system, a traction control system a power supply system or leveling system of a rail vehicle, and / or to a data supply system, in particular electrical system and / or bus system, of the vehicle for providing a plurality of operating parameters of the vehicle in the collision avoidance system, and at least one evaluation device, which is in data communication with the interface element and the sensor devices, wherein by means of the evaluation device, the operating parameters provided by the interface element and the object data can be evaluated and in the case of an impending K ollision between the object and the vehicle, at least one collision avoidance signal can be transmitted to at least one collision avoidance device, wherein the collision avoidance device has a plurality of output devices for outputting the collision avoidance signal to at least one driver that can be output by one or more output devices such that the collision avoidance signal is associated with one or more corresponding sensor positions ,

The invention is based on the basic idea that an assignable collision avoidance signal is output to a driver of a vehicle in the event of an imminent collision with an object. The vehicle is otherwise designed as a rail vehicle. This assignable collision avoidance signal may provide the driver with additional information about the position of the object relative to the vehicle. For detecting the position of the object relative to the vehicle, the collision avoidance system therefore has a plurality of sensors or sensor devices. Since these are arranged at different positions of the vehicle, the collision avoidance signal in addition to the actual collision information may have at least one additional information on the position of the object relative to the vehicle. For example, a sensor device arranged on the front of the vehicle can detect an object which is located in Direction of travel are located in front of the vehicle and are issued accordingly by one or more output devices, which are also arranged in the driver's cab corresponding to the sensor position in front of the driver. However, it may equally well be provided that the collision avoidance signal is output by one or more output devices that is not assigned to a corresponding sensor position, but only outputs the collision avoidance signal assigned to the respective sensor position. The above-described object position in the direction of travel in front of the vehicle is to be understood purely as an example and can of course also apply to objects which are positioned behind the vehicle or respectively laterally of the vehicle. In addition, it can be provided that the object data include direction and / or position data of the object, which moves relative to a current position of the vehicle.

The collision avoidance system can be connected to the interface element either to a subsystem of a vehicle, in particular rail vehicle. It is also conceivable that the interface element can be connected to a data supply system.

A subsystem of the vehicle, in particular of a rail vehicle, may be the brake control system, the traction control system, the energy supply system or the leveling system of the vehicle, in particular rail vehicle. The data supply system can be, in particular, the on-board network or the bus system. It is conceivable that each of the mentioned systems can be used alone or in combination with one of the other systems here.

Incidentally, it may be provided that the operating parameters comprise one or more coefficients of friction between the vehicle and at least one roadway carrying the vehicle. An operating parameter that is essential for the operation of the collision avoidance device is the friction coefficient between the vehicle and the roadway on which the vehicle is traveling or which carries the vehicle. The knowledge of the friction coefficient is therefore particularly important because this is the current change the lane state most current and most realistic reflects and has a major impact on the braking distance of the vehicle and its collision probability. Furthermore, the roadway is designed according to a track with at least two rails. Based on the knowledge of the friction coefficient is a possible or probable collision between an object that participates in the traffic, even more accurate or realistic determined by the evaluation device. As a result, road safety can be further improved, especially in rail transport. Further operating parameters of the vehicle which are important for the operation of the collision avoidance device and for calculating the vehicle brake travel are its acceleration, its speed, its load, its vehicle weight, direction of travel, etc. The direction of travel can be detected in particular by a sensor device arranged in the direction of travel at the beginning region of the rail vehicle. Such objects may be, for example, only temporary objects participating in the transport such as other vehicles or pedestrians, traffic signs (eg warning signs) and / or traffic facilities (such as traffic light systems). The sensor device for detecting at least one object outside the vehicle is designed as a radar device, LIDAR device, camera device, infrared camera device, night vision camera device, stereo camera device and / or ultrasonic distance sensor or as any combination of these sensor devices.

Incidentally, it may be provided that the collision avoidance system and / or the vehicle has at least one device for continuously determining the coefficients of friction. Determining the coefficient of friction directly inside the vehicle provides the most accurate and shortest possible time to grasp the friction coefficient. Since fractions of a second decide on a possible collision in a collision avoidance system, a particularly rapid and reliable provision or determination of this coefficient is particularly advantageous, especially with regard to increased traffic safety. For this purpose, the device for continuously determining the coefficients of friction of at least one corresponding sensor device. In this context, it is conceivable that the sensor device is designed as a sensor device for detecting at least one rotational speed of at least one wheel of the vehicle. Furthermore, can Also, a plurality of sensor devices may each be arranged in the region of a vehicle wheel in order to detect its rotational speed. By means of the rotational speed of the respective vehicle wheels, the device for continuously determining the coefficients of friction can determine the respective wheel slip. The wheel slip can be determined in particular during acceleration or deceleration phases of the vehicle. This is achieved by balancing the tangential velocity of the vehicle wheel at the point of contact with the rail and the actual vehicle speed. The actual vehicle speed can be determined, for example, via a GPS device and / or a hodometer of the vehicle. Furthermore, it can be provided that the sensor device has at least one sensor element for detecting at least one control current of at least one magnetic rail brake and at least one sensor element for detecting at least one force which acts on at least one suspension of the magnetic rail brake. In this case, the means for continuously determining the friction coefficients from a ratio of a tensile force acting on the magnetic rail brake (depending on the control current) and the force acting in the suspension can determine the corresponding friction coefficient. Furthermore, a plurality of such sensor devices can also be arranged in each case in the region of a magnetic rail brake in order to detect the correspondingly acting forces. In addition, it is conceivable that the device for determining the friction coefficients has at least one sensor device for detecting at least one property of the roadway, in particular at least one rail. Such properties of the roadway or a rail may be, for example, brightness, roughness, conductivity, color, etc. The detection of the property of the roadway can be done either contactless or by contact of the sensor device with the rail. Furthermore, a plurality of such sensor devices can also be arranged in each case in the region of a rail run over by the vehicle, in order to detect the corresponding properties of the rail. If the device for continuously determining the coefficients of friction has a plurality of the aforementioned sensor devices, it is conceivable that this averages the determined friction coefficients. It is also conceivable that the device for the continuous determination of the friction coefficients is in data connection with the interface element and by means of which the continuously determined friction coefficients can be transmitted to the interface element. Furthermore It is conceivable that by means of a data transmission interface of the vehicle, friction coefficients of one or more vehicles and / or a central vehicle monitoring server can be received and transmitted to the interface element.

It is further conceivable for the collision avoidance system to have at least one computing device for calculating at least one vehicle braking path and for generating corresponding vehicle braking path data, wherein the calculation of the vehicle braking path can be carried out at least partially on the basis of one or more friction coefficients. The calculation of the vehicle braking path takes place during the driving operation of the vehicle continuously or at determinable intervals. This calculation contributes significantly to the increase in vehicle safety and thus also to traffic safety in general, as by knowing the current braking distance a much more accurate and insightful assessment of a possible imminent collision situation of the vehicle with an object is vornehmbar. The calculation of the braking distance can be updated, for example, if the computing device is provided with an updated friction coefficient by means of the interface element. However, the calculation of the braking distance can be performed even at regular intervals regardless of a condition of a current friction coefficient. Further operating parameters which can be provided to the computing device via the interface element are the current vehicle speed, vehicle acceleration, vehicle weight, vehicle load, direction of travel, etc. The direction of travel can be detected in particular by a sensor device arranged in the direction of travel at the start region of the rail vehicle. The recalculation of the braking distance can be updated, for example, if the computing device is provided with at least one updated, additional operating parameter by means of the interface element.

In addition, it is conceivable that a first vehicle braking path, which is assigned to a normal service braking zone of the vehicle, can be calculated at least partially on the basis of one or more friction coefficients by means of the computing device, and wherein at least partially based on a or a plurality of friction coefficients, a second vehicle braking distance is assigned, which is assigned to an emergency operating brake zone of the vehicle. The assignment of the braking distance with respect to a normal operating braking zone and an emergency operating braking zone is very important for a targeted output of the collision avoidance signal. Accordingly, the collision avoidance system can determine at any time or in real time the appropriate braking zones and inform the driver much more detailed about the expected collision. Such an assignment thus significantly increases vehicle safety.

It is also possible that a vehicle driver warning zone and an object warning zone can be calculated by means of the computing device on the basis of the calculated normal service braking zone and the emergency service braking zone. These two additional computed zones continue to increase system safety, as the driver may already be warned in certain situations where he may be exposing the collision-prone object, e.g. does not even notice. Through the knowledge of a possibly impending collision, he can thus devote his full attention to the current traffic situation, which results in improved traffic safety. The object warning zone is particularly advantageous because an object (e.g., a human or an animal) associated with that zone can be warned first, thus avoiding a possible collision relatively easily, quickly and without damage to the vehicle or object.

In addition, it is conceivable that the object data of the emergency service braking zone, normal service braking zone, vehicle driver warning zone and / or object warning zone can be assigned by means of the evaluation device and the collision avoidance signal can be generated therefrom. The assignment of the object data with respect to a certain zone simplifies the operation of the collision avoidance system on the one hand. Further, such assignment increases the uniqueness of the actions to be performed by the collision avoidance system. Because the system is at any time for each object unique zones known that require the system a clear action. As a result, the error probability of the collision avoidance system can be further reduced and the corresponding Functional reliability or its functional reliability can be further increased. Furthermore, it can be provided that the evaluation device has an allocation device for the assignment of the object data with respect to the zones described above. Furthermore, it can be provided that the dynamic behavior of the object in the form of an object velocity, an object acceleration and / or an object trajectory can be determined by means of the evaluation device on the basis of the object data. It is also conceivable that at least one future object trajectory can be determined by means of the evaluation device on the basis of the determined dynamic behavior of the object. In this way, by means of the evaluation device on the future dynamic behavior of the object can be closed even more precisely, which in turn has a positive effect on the overall accuracy of the collision avoidance system. In addition, it is conceivable that the computing device is a component of the evaluation device. By means of the dynamic behavior of the object, consequently, the assignment of the object data can be made even more accurate and realistic, whereby the collision avoidance signal can be output more targeted and earlier to the driver and the object.

Furthermore, it is possible that the output devices are embodied in the form of acoustic and / or optical output devices, wherein the acoustic output devices are arranged in at least one driver's cab such that they surround the vehicle driver, and wherein the optical output devices are arranged in the driver's cab such that they are in a field of vision of the driver. The surrounding arrangement of the acoustic output devices has the particular advantage that the collision avoidance signal can be output dimensionally to the driver. Consequently, the position of an object relative to the vehicle can be output in a position corresponding to the respective sensor position in accordance with the vehicle driver and the acoustic output device. This can give the driver even more realistic and accurate information about a possibly occurring collision. Incidentally, the acoustic output devices have the advantage that the driver with full information content does not have to direct his eyes off the road. By means of optical output devices, the information available to the driver can be issued even more clearly recognizable. Incidentally, the redundant output device important for the traffic safety of the collision avoidance system is provided by the optical output devices. In addition, the driver can be issued particularly clearly visible signal colors or warning colors, which further increases its attention and thus the traffic safety. In addition, it is conceivable that the optical output devices have a projection device which project the collision avoidance signal onto a windshield.

In addition, it can be provided that the collision avoidance device has at least one optical object warning device and at least one acoustic object warning device. The optical and acoustic object warning device is particularly advantageous for living objects because they can respond very quickly to the acoustic and visual warnings starting from the object warning device. Thus, collisions can be averted well before a critical stage, since the warned object instinctively leaves the collision-prone area or the zones defined by the collision avoidance system. Such an object warning device thus ensures a further improvement of the security of the collision avoidance system.

It is also conceivable that if the object data of the emergency service braking zone are assigned by means of the evaluation device, the collision avoidance signal in the form of an emergency service brake command can be output by one or more optical and / or acoustic output devices such that the vehicle driver provides direction and / or position information of the object relative to the vehicle Vehicle position can be detected, wherein collision avoidance signal can also be output by means of the optical and acoustic object warning device. The issuance of an emergency service brake command provides an unequivocal and consequently prompt prompt to the driver to initiate emergency braking, and thus may be used to promptly and safely execute emergency braking by the vehicle operator. The driver can also be issued by such an output the safety information that despite the immediate emergency service brake command, a collision is still avoidable because the emergency service braking zone always includes some safety tolerance zone. Incidentally, knowledge of the position of the collision-endangering object provides the vehicle driver with an even more sound possibility of assessing and responding to the potentially imminent collision. Incidentally, it may be provided that the acoustic output of the collision avoidance signal in the form of an emergency service brake command is louder than when the collision avoidance signal is output in response to the assignment of the object data of the normal service braking zone, driver warning zone and / or object warning zone. Furthermore, it can be provided in this regard that the collision avoidance signal is emitted continuously as the distance between object and vehicle decreases, or louder continuously in terms of intervals. It is also conceivable that the optical output of the collision avoidance signal in the form of an emergency service brake command is made brighter than when the collision avoidance signal is output in response to the assignment of the object data of the normal service braking zone, driver warning zone and / or object warning zone. Furthermore, it is therefore conceivable that the collision avoidance signal with decreasing distance between the object and the vehicle is output continuously or at intervals brighter or more clearly and / or more visibly more visible. In such an emergency situation, to output the collision avoidance signal additionally to the object is also particularly important in terms of increasing traffic safety. Finally, the object despite its assignment with respect to a Notfallbetriebsbremszone still remain enough time to avoid a collision with the vehicle as easily and quickly.

It is also conceivable that if the object data of the emergency service brake zone are assigned by means of the evaluation device and if the vehicle driver does not react to the collision avoidance signal within a certain period of time, a braking system of the vehicle can be automatically converted into the emergency operating mode by means of the collision avoidance device and the collision avoidance signal can also be converted by means of the optical and acoustic object warning device can be output. The automatic transfer of the brake system of the vehicle into the emergency mode of operation is particularly advantageous for improving vehicle safety important and advantageous. In addition, by means of the automatic transfer, a further redundant fallback level can be provided, which is particularly important and advantageous for increasing vehicle and traffic safety. In such an emergency situation, to output the collision avoidance signal additionally to the object is also particularly important in terms of increasing traffic safety.

Moreover, if the object data of the normal operating brake zone are assigned by means of the evaluation device, the collision avoidance signal in the form of a normal service brake command can be output by one or more optical and / or acoustic output devices in such a way that the vehicle driver provides direction and / or position information of the object relative to the vehicle Vehicle position can be detected, wherein the collision avoidance signal can also be output by means of the optical and acoustic object warning device. The issuance of a normal service brake command to the driver provides an unmistakable and consequently prompt or prompt request to the driver to initiate service braking. The request can thus be used to perform the normal operation braking immediately and safely by the driver. Also, the vehicle operator may be issued by such output the safety information that despite the normal operation brake command to be executed immediately, a collision is still avoidable because the object is not yet in the emergency service braking zone. Incidentally, knowledge of the position of the collision-endangering object provides the vehicle driver with an even more sound possibility of assessing and responding to the potentially imminent collision. Incidentally, it can be provided that the acoustic output of the collision avoidance signal in the form of a normal operation braking command is louder than when the collision avoidance signal is output in response to the assignment of the object data of the driver warning zone and / or object warning zone. Furthermore, it can be provided in this regard that the collision avoidance signal is emitted continuously as the distance between object and vehicle decreases, or louder continuously in terms of intervals. In addition, it is conceivable that the optical output of the collision avoidance signal in the form of a normal operation braking command is made brighter than when the collision avoidance signal is in Response to the assignment of the object data of the driver warning zone and / or object warning zone is output. Furthermore, it is therefore conceivable that this collision avoidance signal with decreasing distance between object and vehicle is output continuously or at intervals brighter or clearer and / or more visibly rich. In such a normal operating situation, to output the collision avoidance signal additionally to the object is also particularly important in terms of increasing traffic safety. Finally, the object may still have enough time to avoid a collision with the vehicle, despite its assignment with respect to a normal operating brake zone.

• Erfassen von wenigstens einem Objekt außerhalb des Fahrzeugs mittels einer oder mehreren Sensoreinrichtungen und Erzeugen entsprechender Objektdaten, wobei die Sensoreinrichtungen an verschiedenen Sensorpositionen an dem Fahrzeug angeordnet werden;
• Bereitstellen mehrerer Betriebsparameter des Fahrzeugs;
• Auswerten der bereitgestellten Betriebsparameter sowie der Objektdaten;
• Übertragen wenigstens eines Kollisionsvermeidungssignals an wenigstens eine Kollisionsvermeidungseinrichtung im Falle einer bevorstehenden Kollision zwischen Objekt und Fahrzeug, wobei die Kollisionsvermeidungseinrichtung mehrere Ausgabeeinrichtungen aufweist;
• Ausgabe des Kollisionsvermeidungssignals an wenigstens einen Fahrzeugführer mittels einer oder mehreren der Ausgabeeinrichtungen derart, dass das Kollisionsvermeidungssignal einer oder mehreren korrespondierenden Sensorpositionen zugeordnet wird.

It can further be provided that if the object data of the normal operating brake zone are assigned by means of the evaluation device and if the driver does not respond to the collision avoidance signal within a certain period of time, the vehicle's brake system can be automatically converted into the normal operating mode by means of the collision avoidance device and the collision avoidance signal is further transmitted by means of the optical system and acoustic object warning device can be output. The automatic transfer of the brake system of the vehicle in the normal operation braking mode is particularly important and advantageous for improving vehicle safety. In addition, by means of the automatic transfer, a further redundant fallback level can be provided, which is particularly important and advantageous for increasing vehicle and traffic safety. In such a normal operating situation, to output the collision avoidance signal additionally to the object is also particularly important in terms of increasing traffic safety. In addition, it is conceivable in this connection that if the object data of the vehicle driver warning zone are assigned by means of the evaluation device, the collision avoidance signal can be output in the form of a normal service braking command from one or more optical and / or acoustic output devices. The collision avoidance signal can be output in such a way that direction and / or position information of the object relative to the vehicle position can also be detected by the vehicle driver. Furthermore, the collision avoidance signal can also be output in turn by means of the optical and acoustic object warning device. Furthermore, the present invention relates to a method for operating at least one collision avoidance system which is installed in at least one vehicle, in particular a rail vehicle, the method comprising the following steps:

• Detecting at least one object outside the vehicle by means of one or more sensor devices and generating corresponding object data, wherein the sensor devices are arranged at different sensor positions on the vehicle;
• Providing a plurality of operating parameters of the vehicle;
• Evaluating the provided operating parameters as well as the object data;
• Transmitting at least one collision avoidance signal to at least one collision avoidance device in the event of an imminent collision between the object and the vehicle, the collision avoidance device having a plurality of output devices;
• Outputting the collision avoidance signal to at least one vehicle driver by means of one or more of the output devices such that the collision avoidance signal is assigned to one or more corresponding sensor positions.

All structural and functional features disclosed in connection with the above-described collision avoidance system according to the invention and its possible embodiments can also be provided alone or in combination in the method according to the invention for operating the collision avoidance system and the associated advantages can be achieved.

In this context, it is therefore conceivable that the operating parameters include one or more coefficients of friction between the vehicle and at least one roadway bearing the vehicle.

Furthermore, it is possible that at least one vehicle braking distance is calculated and corresponding vehicle braking distance data are generated, wherein the vehicle braking distance is calculated at least partially on the basis of one or more friction coefficients.

It is also conceivable for a first vehicle braking distance, which is assigned to a normal operating braking zone of the vehicle, to be calculated at least partially on the basis of one or more friction coefficients, and also a second vehicle braking distance, which is an emergency operating braking zone of the vehicle, to be calculated at least partially on the basis of one or more friction coefficients is assigned.

It is also possible that a vehicle operator warning zone and an object warning zone are calculated based on the calculated normal service braking zone and the emergency service braking zone.

It can further be provided that the dynamic behavior of the object in the form of an object velocity, an object acceleration and / or an object trajectory is determined on the basis of the object data.

It is also conceivable that at least one future object trajectory is determined on the basis of the determined dynamic behavior of the object.

It is likewise conceivable for the object data to be assigned to the emergency service braking zone, normal service braking zone, vehicle driver warning zone and / or object warning zone, and the collision avoidance signal to be generated therefrom.

It is also possible that when the object data is assigned to the emergency service braking zone, the collision avoidance signal is output in the form of an emergency service brake command such that the vehicle operator can detect direction and / or position information of the object relative to the vehicle position, the collision avoidance signal also being visually and acoustically coupled to the vehicle Object is output.

Incidentally, it is conceivable that if the object data are assigned to the emergency service braking zone and if the driver does not respond to the collision avoidance signal within a certain period of time, the brake system of the Vehicle is automatically transferred to the emergency operating mode and the collision avoidance signal is also issued visually and acoustically to the object.

It is also conceivable that when the object data are assigned to the normal operation braking zone, the collision avoidance signal is output in the form of a normal operation braking command such that the vehicle driver can detect the direction and / or position information of the object relative to the vehicle position, the collision avoidance signal also being visually and acoustically coupled to the vehicle Object is output.

In addition, it is possible that when the object data is assigned to the normal operation braking zone and when the driver does not respond to the collision avoidance signal within a certain period of time, the vehicle's brake system is automatically transferred to the normal operation mode and the collision avoidance signal is also optically and acoustically output to the object.

In addition, it can be provided that when the object data are assigned to the vehicle driver warning zone, the collision avoidance signal is output in the form of a normal service braking command such that the vehicle driver can detect the direction and / or position information of the object relative to the vehicle position and also visually and acoustically to the collision avoidance signal Object is output.

Furthermore, the present invention relates to a vehicle, in particular a rail vehicle with a collision avoidance system as described above.

Further details and advantages of the invention will now be explained in more detail with reference to an embodiment shown in the drawings.

Fig. 1

eine schematische Darstellung eines Ausführungsbeispiels eines erfindungsgemäßen Kollisionsvermeidungssystems; und

Fig. 2

ein Flussdiagramm eines Ausführungsbeispiels eines erfindungsgemäßen Verfahrens zum Betrieb des Kollisionsvermeidungssystems gemäß Fig. 1.

Show it:

Fig. 1

a schematic representation of an embodiment of a collision avoidance system according to the invention; and

Fig. 2

a flowchart of an embodiment of a method according to the invention for operating the collision avoidance system according to Fig. 1 ,

Fig. 1 shows a schematic representation of an embodiment of a collision avoidance system 10 according to the invention.

The collision avoidance system 10 is installed in a rail vehicle 12.

The collision avoidance system 10 has a plurality of sensor devices 14 for respectively detecting an object O outside the vehicle 12 and generating corresponding object data.

The sensor devices 14 are according to Fig. 1 arranged at different sensor positions P on the vehicle 12.

The sensor devices 14 in a start region and in an end region (in relation to the direction of travel) of the rail vehicle 12 each have a far-range radar device, a near-range radar device, a LIDAR device (Light Detection and Ranging) and a stereo camera device on.

By means of the long-range radar device, objects O can be detected outside the vehicle 12 at a distance of up to about 300 m.

The far-range radar device has a horizontal radiation angle with respect to a longitudinal axis of the vehicle 12 of about -10 ° to about + 10 °.

Furthermore, the long-range radar device has a vertical radiation angle with respect to a longitudinal axis of the vehicle 12 from about -20 ° to about + 20 °.

In addition, objects O outside the vehicle 12 can be detected at a distance of up to approximately 100 m by means of the near-range radar device.

The short-range radar device has a horizontal emission angle with respect to a longitudinal axis of the vehicle 12 of approximately -60 ° to approximately + 60 °.

Furthermore, the short-range radar device has a vertical radiation angle with respect to a longitudinal axis of the vehicle 12 of about -10 ° to about + 10 °.

Incidentally, the rail vehicle 12 may have a plurality of sensor devices 14 at corresponding sensor positions P in its two side regions (relative to the direction of travel).

In the Fig.1 shown number of sensor devices 14 and their respective sensor positions are purely exemplary to understand.

The sensor devices 14 arranged in the side regions may each have a short-range radar device, a LIDAR device (Light Detection and Ranging), as well as a camera device or stereo camera device.

In addition, the sensor device 14 may have an infrared camera device, a night-vision camera device or an ultrasonic distance sensor at the respective sensor position.

The sensor devices 14 can each also be designed in the form of all combinations of these sensor devices 14.

However, the sensor device 14 can also be arranged at the aforementioned sensor positions P at least partially in a roof region of the rail vehicle.

The collision avoidance system 10 further includes an interface element 16 for providing a plurality of operating parameters of the vehicle 12.

The interface element 16 is provided or designed for connection to a data supply system, in this case to the electrical system or to the fieldbus system, which is likewise part of the rail vehicle 12.

The interface element 16 provides a plurality of operating parameters of the vehicle 12 in the collision avoidance system 10.

The collision avoidance system 10 has an evaluation device 18.

The evaluation device 18 is designed as a data processing device for the object data and the operating parameters.

The evaluation device 18 can also have an image processing or image evaluation device for the object data.

In addition, it is conceivable that the evaluation device 18 has an artificial intelligence device and / or a neural network.

Furthermore, the evaluation device 18 may be designed as a self-learning evaluation device 18.

The evaluation device 18 is in data connection with the interface element 16 and the sensor devices 14.

The collision avoidance system 10 includes a collision avoidance device 20.

The collision avoidance device 20 in turn has a plurality of output devices 22 for outputting the collision avoidance signal to a driver F.

The output devices 22 are in the form of acoustic output devices 22a.

The acoustic output devices 22a are in the form of electrical loudspeakers.

Further, the output devices 22 are each in the form of optical output devices 22b.

The optical output devices 22b are each in the form of luminous elements.

Furthermore, the optical output devices 22b may also be partially or completely formed as an electronic screen or electronic display.

Incidentally, the operating parameters include one or more friction coefficients between the vehicle 12 and a roadway 24 supporting the vehicle 12.

The roadway is according to Fig. 1 shown as a track with two mutually parallel rails on which the rail vehicle 12 is arranged in the ready state.

The collision avoidance system 10 also includes a calculator 26 for calculating a vehicle braking distance and generating corresponding vehicle braking distance data.

The computing device 26 is designed as an electronic computing device 26.

Furthermore, the computing device 26 may also have an electronic data processing device.

The evaluation device 18 further has an allocation device 28.

The acoustic output devices 22a are further arranged in a vehicle operator's cab 30 so as to surround the driver F in a vehicle-carrying state.

The acoustic output devices 22a are arranged at output positions relative to the vehicle driver F, which are assigned to corresponding sensor positions P.

Thus, for example, a first and a second acoustic output device 22a are arranged in the direction of travel in front of the vehicle driver F in the vehicle cabin 30, which are assigned to a corresponding sensor position P of the sensor device 14 in the starting region of the rail vehicle 12.

Thus, for example, a third and a fourth acoustic output device 22a are arranged in the direction of travel behind the driver F in the vehicle cabin 30, which are assigned to a corresponding sensor position P of the sensor device 14 in the end region of the rail vehicle 12.

In addition, one or more acoustic output device 22a in the direction of travel laterally left and laterally arranged to the right of the driver F in the vehicle cabin 30, the one or more corresponding sensor positions P one or more sensor device 14 in the left and right side region associated with respect to the direction of travel of the rail vehicle 12 are.

Further, the optical output devices 22b are arranged in the vehicle operator's cab 30 so as to be in a field of vision of the vehicle driver F.

The optical output devices 22b can also be arranged corresponding to the respective sensor positions P of the sensor devices 14 in the driver's cab 30, comparable to the acoustic output devices 22a.

The only arrangement difference to the acoustic output devices 22a is that all optical output devices 22b are arranged in front of the vehicle driver F in the vehicle-carrying state in the vehicle driver's cab 30 in the direction of travel.

The collision avoidance device 10 furthermore has an optical object warning device 32 and an acoustic object warning device 34.

The optical object warning device 32 is designed as a signal or warning light device.

The optical object warning device 32 is arranged in a roof area of the start and end area of the rail vehicle 12.

The acoustic object warning device 34 is designed as a microphone.

The acoustic object warning device 34 is arranged at the beginning and end region of the rail vehicle 12.

Furthermore, the rail vehicle 12 has a brake system 36.

The collision avoidance device 20 is also in data communication with a control and regulation device 38 of the vehicle.

Incidentally, the evaluation device 18 is also in data connection with the control and regulating device 38 of the rail vehicle 12.

The function of the collision avoidance system 10 can now be described as follows:
For a safe driving operation of the rail vehicle 12, the use of the previously structurally described collision avoidance system 10 is particularly important.

For this purpose, the collision avoidance system 10 has the sensor devices 14 which are set up to detect the surroundings of the rail vehicle 12.

The sensor devices 14 furthermore serve to generate corresponding object data relating to one or more detected objects outside the rail vehicle 12.

The object data also include position and direction data of one or more detected objects with respect to a current position of the rail vehicle 12.

The currently detected position of the rail vehicle 12 may otherwise be provided to the evaluation device 18 for evaluating the object data by a GPS device (not in FIG Fig. 1 shown) by means of the interface element 16, since the GPS device is also in data communication with the interface element 16.

Alternatively, instead of a GPS device, any other location information acquisition device can also be used. In the context of this application, location information is also simply called "GPS coordinates". Alternatively (and / or additionally) to the GPS system, all other known methods for position determination can be used, both with regard to satellite-supported location determination (for example GLONASS, Galileo), as well as methods of inertial navigation. The use of location-based services (LBS) is also conceivable.

In a case where no GPS signal is available, the location information may be, for example, via fixed and / or known points. It is conceivable, in particular, for a distance measurement to be carried out at the fixed and / or known points. The defined and / or known points may in particular be a rail vehicle device such as a beacon, a transition, an intersection, a stop, a signal, a traffic light or the like.

It is also conceivable, alternatively and / or additionally, to use further positioning systems such as Galileo or mobile radio network (for example determination of the surrounding mobile radio cells and then location determination via triangulation in known mobile telephone masts).

The detected object data can then be transmitted from the respective sensor devices 14 to the evaluation device 18 directly or via the interface element 16.

As explained above, the collision avoidance system 10 includes a calculator 26 for calculating the vehicle braking distance and generating corresponding vehicle braking distance data.

The calculation of the vehicle brake travel is at least partially feasible based on one or more friction coefficients.

Furthermore, the calculation of the vehicle braking path can also be carried out on the basis of the further vehicle operating parameters.

Consequently, the computing device 26 also carries out the calculation of the vehicle braking path on the basis of the further operating parameters, which are provided to it by means of the interface element 16.

Since the computing device 26 is also in data communication with the evaluation device 18, by means of the evaluation device 18 in addition to the operating parameters and the Fahrzeugbremswegdaten and the object data can be adjusted and evaluated.

By means of the computing device 26 is in this context at least partially on the basis of one or more coefficients of friction, a first Fahrzeugbremsweg calculated.

In this context, the computing device can calculate the first vehicle braking path which can be reached with the brake system 36 of the rail vehicle 12 in a normal operating mode.

This first vehicle braking path is consequently assigned to a normal operating braking zone of the vehicle 12 by means of the computing device 26.

In addition, at least partially based on one or more friction coefficients, a second vehicle braking distance can be calculated by means of the computing device 26.

In this context, the computing device can calculate the second vehicle braking distance, which can be reached with the brake system 36 of the rail vehicle 12 in an emergency operating mode.

The second vehicle braking path is thus assigned by means of the computing device 26 to an emergency service braking zone of the vehicle.

In addition, a vehicle operator warning zone and an object warning zone are calculated by the computing device 26 on the basis of the calculated normal service braking zone and the emergency service braking zone.

The Fahrzeugbremswegdaten and the correspondingly assigned zones are therefore also to be regarded as operating parameters according to the above description.

Important for a realistic classification of the collision probability between rail vehicle 12 and one or more detected objects 12 by collision avoidance system 10 is an association of the one or more detected objects 12 in one of the aforementioned zones.

Accordingly, by means of the evaluation device 18, the object data of the emergency service brake zone, normal service brake zone, vehicle driver warning zone and object warning zone can be assigned.

Incidentally, the collision avoidance signal can be generated in this context by means of the evaluation device 18 from this assignment.

Furthermore, it can be provided that the evaluation device 18 can have an assignment device 28 for the assignment of the object data with respect to the zones described above.

Thus, by means of the evaluation device 18 in the event of an imminent collision between the object O and the vehicle 12, a collision avoidance signal can be transmitted to the collision avoidance device 20.

The collision avoidance signal can be output by one or more output devices 22 in accordance with the above explanations in such a way that the collision avoidance signal is assigned to one or more corresponding sensor positions P.

Regarding the output of the collision avoidance signal by the various output devices 22a, 22b of the collision avoidance system 10, before a possibly imminent collision between the object O and the vehicle 12, several cases are conceivable, which will be described below.

In the event that the object data of the emergency service brake zone are assigned by means of the evaluation device 18, the collision avoidance signal in the form of an emergency service brake command of one or more optical and acoustic output devices 22a, 22 can be output.

The collision avoidance signal can then be output by those acoustic and optical output devices 22a, 22b at whose corresponding sensor position P the respective sensor devices 14 have detected one or more objects.

The acoustic output by the acoustic output devices 22a can each be made by a human voice with information about the detected object O.

Further, the acoustic output by the acoustic output devices 22a may be made by an associated noise characteristic of the detected object O, respectively.

Incidentally, the acoustic output by the acoustic output devices 22a can be carried out continuously or intermittently by a beep.

The respective collision avoidance signal can also be output louder with decreasing distance between object O and vehicle or be output at higher frequency in the case of an interval-like beep.

The optical output by the optical output devices 22b can be made by flashing or continuously lighting the respective lighting elements (e.g., light-emitting diodes).

The respective collision avoidance signal can also be emitted with decreasing distance between object O and vehicle brighter or higher contrast or be issued with a higher flashing frequency.

The collision avoidance signal can also be output to the vehicle driver by means of a haptic output device 22c by vibration.

The haptic collision avoidance signal may be further output with decreasing distance between the object O and the vehicle by the haptic output device 22c having a larger vibration frequency and a larger vibration amplitude.

The haptic output device 22c may for example be part of a travel switch and / or an actuating element of the safety drive circuit.

If the detected object O has been detected, for example, in the direction of travel to the right in front of the rail vehicle 12, the collision avoidance signal is output by the first acoustic and first optical output device 22a, 22b arranged in front of the driver F in the direction of travel.

However, if the detected object O has been detected in the direction of travel to the left in front of the rail vehicle 12, the collision avoidance signal is output by the second acoustic and second optical output device 22a, 22b arranged in front of the driver F in the direction of travel.

However, when the detected object O has been detected laterally to the left of the rail vehicle 12 in the direction of travel, the collision avoidance signal is outputted through the third acoustic output device 22a located laterally to the left of the driver F in the direction of travel.

This collision avoidance signal is further outputted by the third optical output device 22b, which is arranged in the direction of travel laterally to the left and behind the second optical output device 22b, but in a field of view of the driver F, ie in the direction of travel in front of him.

Further, when the detected object O is detected laterally to the right of the rail vehicle 12 in the traveling direction, the collision avoidance signal is outputted through the fourth acoustic output device 22a arranged laterally to the right of the driver F in the traveling direction.

This collision avoidance signal is further outputted by the fourth optical output device 22b, which is arranged in the direction of travel laterally to the right and behind the first optical output device 22b, but in a field of view of the driver F, ie in the direction of travel in front of him.

However, when the detected object O has been detected in the right direction behind the rail vehicle 12, the collision avoidance signal is transmitted through issued in the direction of travel right behind the driver F Fifth acoustic output device 22a.

This collision avoidance signal, in turn, is further output by the fifth optical output device 22b, which is arranged in the direction of travel behind the first optical output device 22b, but in a field of view of the driver F, ie in the direction of travel in front of him, is arranged.

If, however, the detected object O has been detected in the direction of travel to the left behind the rail vehicle 12, the collision avoidance signal is emitted by the sixth acoustic output device 22a arranged behind the driver F in the direction of travel.

This collision avoidance signal, in turn, is output by the sixth optical output device 22b, which is arranged behind the second optical output device 22b in the direction of travel, but is arranged in a field of vision of the vehicle driver F, ie in the direction of travel in front of him.

As has already been described above, the collision avoidance signal can be output in such a way that the driver F can detect direction and position information of the object O relative to the vehicle position.

In addition, the collision avoidance signal is output by means of the optical and acoustic object warning device 32, 34.

The collision avoidance signal can also be output to the object O as the distance between object O and vehicle 12 decreases by means of the optical and acoustic object warning device 32, 34 with increasing brightness or increasing volume.

For the further case that the object data of the emergency service brake zone are assigned by means of the evaluation device 18 and if the vehicle driver F does not react to the collision avoidance signal within a certain period of time, it is by means of the collision avoidance device 20 or by means of the evaluation device 18, the brake system 36 of the vehicle 12 automatically into the emergency operating mode can be transferred.

For this purpose, by means of the evaluation device 18 or by means of the collision avoidance device 20, the collision avoidance signal is transmitted to the control and regulation device 38 of the rail vehicle 12, which transfers the brake system 36 of the vehicle 12 accordingly into the emergency operating mode.

In addition, in this case, the collision avoidance signal can be output by means of the optical and acoustic object warning device 32, 34 to the object.

In this case as well, the collision avoidance signal can also be output to the object O as the distance between the object O and the vehicle 12 decreases by means of the optical and acoustic object warning device 32, 34 with increasing brightness or increasing volume.

In a further case, if the object data of the normal operating brake zone are assigned by means of the evaluation device 18, the collision avoidance signal can be output in the form of a normal service brake command from one or more optical and acoustic output devices 22a, 22b.

The collision avoidance signal can also be output in such a way that the driver F can detect direction and position information of the object O relative to the vehicle position.

In this case, the collision avoidance signal can also be output to the object by means of the optical and acoustic object warning device 32, 34.

With regard to the output of the collision avoidance signal by means of the optical and acoustic output devices 22a, 22b or object warning devices 32, 34, in the present case the assignment of the object data with respect to the Normalbetriebsbremszone referred to the corresponding and above-described case of the assignment of the object data with respect to the emergency service braking zone.

For a further case, if the object data of the normal operating brake zone are assigned by means of the evaluation device 18 and if the driver F does not react to the collision avoidance signal within a certain period of time, the brake system 36 of the vehicle 12 is automatically integrated into the vehicle by means of the collision avoidance device 20 or by the evaluation device 18 Normal operating mode convertible.

For this purpose, by means of the evaluation device 18 or by means of the collision avoidance device 20, the collision avoidance signal is transmitted to the control and regulating device of the rail vehicle 12, which converts the brake system 36 of the vehicle 12 into the normal operating mode.

The collision avoidance signal can also be output in this case by means of the optical and acoustic object warning device 32, 34.

Fig. 2 further shows a flowchart of an embodiment of a method according to the invention for operating the above-described collision avoidance system 10 according to FIG Fig. 1 , which is installed in a rail vehicle 12.

According to a first step S1, an object O outside the vehicle 12 is detected by means of one or more sensor devices 14 and corresponding object data are generated.

The sensor devices 14 are arranged here at different sensor positions P on the rail vehicle 12.

In a second step S2, a plurality of operating parameters of the rail vehicle 12 are provided by means of the interface element 16 of the evaluation device 18. The operating parameters further include one or more coefficients of friction between the vehicle 12 and a roadway 24 supporting the vehicle 12.

The operating parameters provided by the interface element 16 and the object data can then be evaluated by the evaluation device 18 as follows:
According to a third step, a vehicle brake path is first calculated by means of a computing device 26 and corresponding vehicle brake travel data is generated.

The vehicle braking distance is here partly calculated on the basis of one or more friction coefficients.

The calculation of the vehicle braking path also includes calculating, based in part on one or more coefficients of friction, a first vehicle braking distance that is associated with a normal operating braking zone of the vehicle.

In this context, the computing device can calculate the first vehicle braking path, which can be reached with the brake system 36 of the rail vehicle 12 in a normal operating mode and can be assigned to a corresponding normal service braking zone.

Further, the calculation of the vehicle braking path includes partially calculating, based on one or more friction coefficients, a second vehicle braking distance that is assigned to an emergency service braking zone of the vehicle.

In this regard, the computing device can further calculate the second vehicle braking distance, which can be reached with the brake system 36 of the rail vehicle 12 in an emergency operating mode and can be assigned to a corresponding emergency service braking zone.

Further operating parameters of the vehicle which are important for the calculation of the vehicle braking distance are its acceleration, its speed, its load, its vehicle weight, its direction of travel, etc.

The direction of travel can be detected in particular by a sensor device 14 arranged in the direction of travel at the starting region of the rail vehicle 12.

On the basis of the normal operating brake zone calculated and / or assigned by the computing device 26 and the emergency service braking zone, a vehicle driver warning zone and an object warning zone can be calculated in accordance with a fourth step S4.

The object data are then, according to a fifth step S5, assigned to an emergency service braking zone, normal service braking zone, vehicle driver warning zone and an object warning zone by means of the evaluation device 18 and the collision avoidance signal is generated therefrom.

In the event of an impending collision between object O and vehicle 12, a collision avoidance signal is transmitted to collision avoidance device 20 by evaluation device 18 in accordance with a sixth step.

The output of the collision avoidance signal to the vehicle driver F by means of one or more of the output devices 22 takes place such that the collision avoidance signal is assigned to one or more corresponding sensor positions P.

The collision avoidance device 20 has a plurality of output devices 22a, 22b as described above.

The output of the collision avoidance signal to the driver F can be made below according to two different basic cases and corresponding steps.

For the first basic case, when the object data of the emergency service braking zone are assigned by means of the evaluation device 18, the collision avoidance signal is outputted by the output devices 22 according to a seventh step in the form of an emergency service brake command.

The signal is output according to this seventh step S7 such that the driver F can detect direction and position information of the object O relative to the vehicle position.

Furthermore, according to an eighth step S8, the collision avoidance signal is optically and acoustically output to the object O by means of the acoustic and optical object warning device 32, 34.

Another related case results from the fact that when the driver does not respond to the collision avoidance signal within a certain period of time and the object data are assigned by means of the evaluation device 18 of the emergency service brake zone.

In this case, according to a ninth step S9, a brake system 36 of the vehicle 12 is automatically transferred to the emergency operating mode by means of the control and regulation device of the rail vehicle 12.

Furthermore, the collision avoidance signal is further output optically and acoustically to the object O by means of the acoustic and optical object warning device 32, 34.

For the second basic case, in turn, when the object data of the normal operation braking zone are assigned by means of the evaluation device 18, the collision avoidance signal is output by the output devices 22 according to a seventh parallel step S7.1 in the form of a normal operation braking command.

The signal is output according to this seventh parallel step S7.1 such that the driver F can detect direction and position information of the object O relative to the vehicle position.

Furthermore, the collision avoidance signal is optically and acoustically output to the object O by means of the optical and acoustic object warning devices 32, 34 according to an eighth parallel step S8.1.

Another case results from the fact that if the driver does not respond to the collision avoidance signal within a certain period of time and the object data are still assigned to the normal service braking zone by means of the evaluation device 18.

In this case, according to a ninth parallel step S9.1, a brake system 36 of the vehicle 12 is automatically transferred to the normal operating mode by means of the control and regulation device 38 of the rail vehicle 12.

Furthermore, the collision avoidance signal is further output optically and acoustically to the object O by means of the acoustic and optical object warning device 32, 34.

All the above-described method steps can be carried out automatically by means of the collision avoidance system 10.

Further, the collision avoidance system automatically returns to step 1 after performing the ninth step S9.

Further, it is conceivable that the collision avoidance system 10 performs a plurality of steps S1 to S9 in parallel with each other.

LIST OF REFERENCE NUMBERS

10

Collision avoidance system

12

Vehicle, in particular rail vehicle

14

sensor devices

16

Interface element

18

evaluation device

20

Collision avoidance device

22

output devices

22a

acoustic output devices

22b

optical output devices

22c

haptic output device

24

roadway

26

computing device

28

allocator

30

Vehicle cab

32

optical object warning device

34

acoustic object warning device

36

braking system

38

Control and regulation device

O

object

P

sensor positions

F

driver

Claims (23)

A collision avoidance system (10) for a vehicle (12), in particular a rail vehicle (12), having a plurality of sensor devices (14) for respectively detecting at least one object (O) outside the vehicle (12) and generating corresponding object data, wherein the sensor devices ( 14) are arranged at different sensor positions (P) on the vehicle (12), with at least one interface element (16) for connection to a subsystem, in particular a brake control system, a traction control system, a power supply system or leveling system of a rail vehicle, and / or to a data supply system , in particular vehicle electrical system and / or bus system, of the vehicle for providing a plurality of operating parameters of the vehicle (12) in the collision avoidance system (10), and with at least one evaluation device (18) in data communication with the interface element (16) and the sensor devices (14) , wherein by means of the evaluation device (18) the at least one collision avoidance signal can be transmitted to at least one collision avoidance device (20) in the event of an imminent collision between object (O) and vehicle (12), the collision avoidance device (20) having a plurality of output devices for (22) outputting the collision avoidance signal to at least one vehicle driver (F) which can be output by one or more output devices (22) in such a way that the collision avoidance signal is assigned to one or more corresponding sensor positions (P). A collision avoidance system (10) according to claim 1,
characterized in that
the operating parameters include one or more coefficients of friction between the vehicle (12) and at least one roadway (24) supporting the vehicle (12). Collision avoidance system (10) claim 2,
characterized in that
the collision avoidance system (10) comprises at least one computing device (26) for calculating at least one vehicle braking distance and for generating corresponding vehicle braking distance data, wherein the calculation of the vehicle braking distance can be carried out at least partially on the basis of one or more friction coefficients. A collision avoidance system (10) according to claim 2 or claim 3,
characterized in that
at least partially based on one or more coefficients of friction, a first vehicle braking distance, which is assigned to a normal operating braking zone of the vehicle (12), and wherein at least partially based on one or more friction coefficients by means of the computing device (26) second Fahrzeugbremsweg is calculated, which is assigned to an emergency operating brake zone of the vehicle. A collision avoidance system (10) according to any one of claims 2 to 4,
characterized in that
a vehicle driver warning zone and an object warning zone can be calculated by the computing device (26) on the basis of the calculated normal service braking zone and the emergency service braking zone. Collision avoidance system (10) according to one of the preceding claims,
characterized in that
by means of the evaluation device (18) the object data of the emergency service brake zone, normal service brake zone, vehicle driver warning zone and / or object warning zone can be assigned and from this the collision avoidance signal can be generated. A collision avoidance system (10) according to claim 1,
characterized in that
the output devices (22) are in the form of acoustic and / or optical output devices (22a, 22b), wherein the acoustic output devices (22a) are arranged in at least one vehicle operator cab (30) so as to surround the vehicle driver (F), and the optical Output devices (22b) are arranged in the vehicle driver's cab (30) such that they are located in a field of vision of the vehicle driver (F). Collision avoidance system (10) according to one of the preceding claims,
characterized in that
the collision avoidance device (10) has at least one optical object warning device (32) and at least one acoustic object warning device (34). Collision avoidance system (10) according to one of the preceding claims,
characterized in that
if by means of the evaluation device (18) the object data are assigned to the emergency service braking zone, the collision avoidance signal in the form of an emergency service brake command can be issued by one or more optical and / or acoustic output devices (22a, 22b) such that the driver (F) can directionally and / or or position information of the object (O) relative to the vehicle position can be detected, wherein the collision avoidance signal can also be output by means of the optical and acoustic object warning device (32, 34). Collision avoidance system (10) according to one of the preceding claims,
characterized in that
if by means of the evaluation device (18) the object data of the emergency service brake zone are assigned and if the driver (F) does not respond to the collision avoidance signal within a certain period of time, by means of the collision avoidance device (20) a brake system (36) of the vehicle (12) automatically in the emergency mode of operation can be converted and the collision avoidance signal can also be output by means of the optical and acoustic object warning device (32, 34). Collision avoidance system (10) according to one of the preceding claims,
characterized in that
if by means of the evaluation device (18) the object data of the normal operating brake zone are assigned, the collision avoidance signal in the form a normal service brake command is output from one or more optical and / or acoustic output devices (22a, 22b) such that the vehicle driver (F) can detect direction and / or position information of the object (O) relative to the vehicle position, the collision avoidance signal also being detected by means of the optical and acoustic object warning device (32, 34) can be output. Collision avoidance system (10) according to one of the preceding claims,
characterized in that
if by means of the evaluation device (18) the object data of the normal operation braking zone are assigned and if the driver (F) does not respond to the collision avoidance signal within a certain period of time, by means of the collision avoidance device (20), the brake system (36) of the vehicle (12) automatically in the normal operating mode can be converted and the collision avoidance signal can also be output by means of the optical and acoustic object warning device (32, 34). Method for operating at least one collision avoidance system (10) installed in at least one vehicle (12), in particular a rail vehicle (12), the method comprising the following steps: - Detecting at least one object (O) outside the vehicle (12) by means of one or more sensor means (14) and generating corresponding object data, wherein the sensor means (14) at different sensor positions (P) on the vehicle (12) are arranged; Providing a plurality of operating parameters of the vehicle (12); - evaluating the provided operating parameters and the object data; - transmitting at least one collision avoidance signal to at least one collision avoidance device (20) in the event of an impending collision between the object (O) and the vehicle (12), the collision avoidance device (20) having a plurality of output devices (22), Outputting the collision avoidance signal to at least one vehicle driver (F) by means of one or more of the output devices (22) such that the Collision avoidance signal is associated with one or more corresponding sensor positions (P). Method according to claim 13,
characterized in that
the operating parameters include one or more coefficients of friction between the vehicle (12) and at least one roadway (24) supporting the vehicle (12). A method according to claim 13 or claim 14,
characterized in that
at least one vehicle braking distance is calculated and corresponding vehicle braking distance data is generated, the vehicle braking distance being calculated at least in part on the basis of one or more friction coefficients. A method according to claim 14 or claim 15,
characterized in that
at least partially, based on one or more friction coefficients, calculating a first vehicle braking distance associated with a normal service braking zone of the vehicle (12) and further calculating, based at least in part on one or more friction coefficients, a second vehicle braking distance corresponding to an emergency service braking zone of the vehicle (12 ). Method according to one of claims 14 to 16,
characterized in that
a vehicle operator warning zone and an object warning zone are calculated based on the calculated normal service braking zone and the emergency service braking zone. Method according to one of claims 13 to 17,
characterized in that
the object data of the emergency service brake zone, normal service brake zone, driver warning zone and / or object warning zone
are assigned and from the collision avoidance signal is generated and transmitted to the output device. Method according to one of claims 13 to 18,
characterized in that
when the object data is assigned to the emergency service braking zone, the collision avoidance signal is issued in the form of an emergency service brake command such that the vehicle operator (F) can detect direction and / or position information of the object (O) relative to the vehicle position, the collision avoidance signal also being visually and acoustically coupled to the vehicle Object is output. Method according to one of claims 13 to 19,
characterized in that
if the object data is assigned to the emergency service braking zone and if the driver (F) does not respond to the collision avoidance signal within a certain period of time, the brake system (36) of the vehicle (12) is automatically transferred to the emergency operation mode and the collision avoidance signal is also optically and acoustically transmitted to the object (O) is output. Method according to one of claims 13 to 20,
characterized in that
when the object data is assigned to the normal operation braking zone, the collision avoidance signal is output in the form of a normal operation braking command such that the vehicle driver (F) can detect the direction and / or position information of the object (O) relative to the vehicle position, the collision avoidance signal further optically and acoustically the object (O) is output. Method according to one of claims 13 to 21,
characterized in that
if the object data is assigned to the normal operation braking zone and if the driver (F) does not respond to the collision avoidance signal within a certain period of time, the brake system (36) of the vehicle (12) is automatically transferred to the normal operation mode and the collision avoidance signal is further optically and acoustically transmitted to the object (O) is output. Vehicle (12, 12 '), in particular a rail vehicle (12, 12') with at least one collision avoidance system (10, 10 ') according to one of Claims 1 to 12.

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