US20220063691A1

US20220063691A1 - Method and system for warning a motor vehicle of a collision with a railway vehicle

Info

Publication number: US20220063691A1
Application number: US17/299,092
Authority: US
Inventors: Mathias Hartl; Michael Hafner; Peter Lammers; Michael Grimm
Original assignee: Daimler AG
Current assignee: Mercedes Benz Group AG
Priority date: 2018-12-03
Filing date: 2019-11-05
Publication date: 2022-03-03
Also published as: CN113165679A; WO2020114698A1; DE102018009486B3

Abstract

A method for warning a motor vehicle of a collision with a rail vehicle, in which, using an electronic computing device arranged externally of the vehicle, first movement data of the rail vehicle, which characterize a position and/or a speed of the rail vehicle, are received from a sensor device permanently installed in a rail network and/or are determined as a function of an electronic timetable. A hazardous situation is determined as a function of the first movement data and position data of at least one level crossing, which position data characterize a position of the level crossing. A hazard information signal, which can be called up by the motor vehicle and characterizes the hazardous situation, is provided for the motor vehicle as a function of the hazardous situation.

Description

BACKGROUND AND SUMMARY OF THE INVENTION

Exemplary embodiments of the invention relate to a method and a system for warning a motor vehicle of a collision with a rail vehicle.
DE 10 2005 046 875 A1 discloses a railway warning device for warning road users of the approach of railway vehicles towards danger zones. The railway warning device comprises proximity signal units, which can be installed in railway vehicles for transmitting a proximity warning signal by radio directly or indirectly to other road users. Furthermore, the railway warning device comprises a warning signal device for installation in vehicles of other road users that are equipped to receive the proximity warning signals. The proximity signal device has access to a current location position of the railway vehicle and a list with location positions of danger zones. The proximity signaling device can emit the proximity warning signal depending on the location position of the next danger zone in the list. The warning signal device, when installed in a vehicle, has access to the current location position of the vehicle in order to generate a warning signal after receiving the proximity warning signal, depending on the current location position of the vehicle and the location position of the danger zone associated with the proximity warning signal. Consequently, the railway warning device in the vehicle determines whether or not the warning signal is generated.
US 2013/0194 423 A1 relates to a warning system for displaying a warning message to a vehicle approaching a level crossing. The level crossing includes a railway along which a train may travel and a road which crosses the railway and along which the vehicle may travel. The warning system includes an identification system for identifying at least one identity feature relating to the vehicle (e.g., number plate, vehicle type, etc.). A train detection system detects at least one train characteristic (e.g., presence, position, speed) relating to the train approaching the level crossing along the railway. A vehicle detection system detects at least one vehicle characteristic (e.g., presence, position, speed) in relation to the vehicle approaching the level crossing along the road. The warning system further includes a display system for displaying the warning message to the vehicle, responsive to the detection both of train characteristics and vehicle characteristics.
Exemplary embodiments of the present invention are directed to a method and a system for warning a motor vehicle of a collision with a rail vehicle, by means of which the motor vehicle can be warned of the collision in a particularly simple way.
Exemplary embodiments of the invention relate to a method for warning a motor vehicle of a collision with a rail vehicle, in which first movement data of the rail vehicle, which characterize a position and/or a speed of the rail vehicle, are received by means of an electronic computing device arranged externally of the vehicle. In order to determine the second movement data in a particularly advantageous way and to ensure a particularly high up-to-dateness of the position data, the first movement data of the rail vehicle are received by means of the electronic computing device arranged externally of the vehicle from a sensor device permanently installed in a rail network and/or are determined as a function of an electronic timetable. The first movement data of the rail vehicle are determined by the sensor device, which is permanently installed and thus fixed in the rail network, in particular on the tracks on which the rail vehicle moves. The sensor device is arranged, for example, in a near range of a track of the rail network in such a way that the first movement data can be determined by means of the sensor device when the rail vehicle passes over a predetermined section of track. The first movement data can be determined particularly precisely and reliably via the sensor device and can be made available to the computing device. Further, alternatively, or additionally, the first movement data are determined as a function of electronic timetable data of the rail vehicle. The electronic timetable data can, in particular, comprise predetermined target positions for the rail vehicle at respective assigned times. The first movement data of the rail vehicle can be determined based on the electronic timetable data and respective times. The electronic timetable data can, for example, be stored in the electronic computing device arranged externally of the vehicle. The electronic timetable data can be used to predict a future movement of the rail vehicle particularly reliably, so that the first movement data can be determined particularly precisely. In particular, for a particularly accurate determination of the first movement data, the electronic timetable data can be compared with first movement data determined by the sensor device in order to verify this first movement data and/or to determine an accuracy of the first movement data.
In the method, it is further provided that a hazardous situation is determined as a function of the first movement data and as a function of position data of at least one level crossing, which position data characterize a position of the level crossing, and, as a function of the hazardous situation, a hazardous information signal that can be called up by the motor vehicle and characterizes the hazardous situation is provided for the motor vehicle. This means that the distance at which the rail vehicle is located relative to the level crossing and/or the speed at which the rail vehicle is moving towards or away from the level crossing is determined by means of the electronic computing device. The hazardous situation is determined depending on the distance and/or the speed of the rail vehicle. In this case, the first movement data can characterize a direction of movement of the rail vehicle in addition to the position and/or the speed. The position data of the at least one level crossing can be stored in the computing device and/or received by means of the computing device from a further electronic computing device. In the method, a limit distance to the position of the level crossing can be determined by means of the computing device as a function of the first movement data, and the hazardous situation can be determined if the rail vehicle undershoots the limit distance. In other words, the limit distance for the rail vehicle is determined by means of the electronic computing device based on the position and/or the speed of the rail vehicle.
In the method, the first movement data and the position data can be provided for the electronic computing device arranged externally of the vehicle and can be compared with one another by means of the electronic computing device arranged externally of the vehicle in order to determine the hazardous situation as a function of the comparison and to provide the hazard information signal for the motor vehicle as a function of the hazardous situation determined. The central comparison of the first movement data with the position data in the electronic computing device arranged externally of the vehicle makes it possible for the position data used to decide whether the hazardous situation exists to always be up-to-date, since this position data processed centrally in the electronic computing device arranged externally of the vehicle can be updated particularly easily. In the case of decentralized processing of the position data of the at least one level crossing in the rail vehicle and/or in the motor vehicle, ensuring that all position data in all rail vehicles and motor vehicles are always up to date is laborious and difficult to check. The method thus enables reliable and accurate determination of the first movement data as well as central processing of the first movement data in the computing device arranged externally of the vehicle.
To avoid unnecessary provision of the hazard information signal, it is further provided that second movement data of the motor vehicle, which characterize a position and/or a speed of the motor vehicle, are provided for the electronic computing device arranged externally of the vehicle by means of an electronic computing device of the motor vehicle arranged in the vehicle, and the electronic computing device arranged externally of the vehicle provides the hazard information signal for the motor vehicle as a function of the second movement data of the motor vehicle. In this case, the electronic computing device provides the hazard information signal for the motor vehicle as a function of a distance between the motor vehicle and the level crossing where the hazardous situation is present. Consequently, the motor vehicle transmits its second movement data to the computing device arranged externally of the vehicle, which data provide hazard information signals for the motor vehicle characterizing hazardous situations in the surroundings of the motor vehicle. The second movement data of the motor vehicle can characterize a direction of movement of the motor vehicle in addition to the position and/or the speed of the motor vehicle. In order to be able to relate the first movement data and the second movement data to one another in a particularly advantageous manner, in particular in conjunction with determining the distance and with making the decision as to whether the hazard information signal is provided for the motor vehicle, the first and/or the second movement data can each be provided with a time stamp. Based on the time stamp, it can be recognized at what time the rail vehicle or the motor vehicle has or had the position and/or speed characterized by the movement data in question. Using the relevant movement data with their respective time stamps, it is particularly advantageous to create a corresponding forecast regarding a future position of the rail vehicle and/or the motor vehicle and to determine the distance of the motor vehicle and/or the distance of the rail vehicle from the level crossing as a function of the forecast. In the method, it is particularly advantageous that a particularly large number of different motor vehicles can be warned of the collision with the rail vehicle by means of the method, since the motor vehicle in question should only be designed to provide the second movement data and to receive the hazard information signal provided by the electronic computing device arranged externally of the vehicle. It is not necessary to process the first movement data and/or the position data in the motor vehicle. This makes it particularly easy to warn the motor vehicle of the collision with the rail vehicle.
It is further provided that a maximum distance of the motor vehicle to the position of the level crossing is determined by means of the computing device in the vehicle as a function of the second movement data and a warning message is output in the motor vehicle if the maximum distance is undershot by the motor vehicle. This means that the motor vehicle requests at least one determined hazardous situation in the surroundings of the motor vehicle by providing its second movement data for the electronic computing device. After receiving the at least one hazard information signal characterizing the hazardous situation in the surroundings of the motor vehicle, the motor vehicle decides, based on the comparison between the second movement data and the maximum distance, whether the warning message is output in the motor vehicle. Consequently, the warning message is only output in the motor vehicle if the hazardous situation is within the defined maximum distance. The method makes it possible to prevent the driver from being warned if the distance of the motor vehicle and of the rail vehicle from the level crossing is large, in particular larger than the maximum distance or the limit distance. For example, the maximum distance is less than 11 kilometers, in particular less than 4 kilometers, in particular approximately 3 kilometers. An unnecessary warning of the driver of the motor vehicle can be avoided by the method, whereby the attention level of the driver for warning messages can be kept particularly high.
In a further embodiment of the invention, it has been shown to be advantageous if, when the hazard information signal is received, the warning message is output in the motor vehicle as a function of a property of the level crossing. In this case, it can be provided, in particular, that the hazard information signal characterizes the property of the level crossing and thus the electronic computing device provides the property of the level crossing for the motor vehicle via the hazard information signal. The property of the level crossing can, for example, be a visibility of the level crossing and/or a restriction of the level crossing. Thus, the property of the level crossing can, for example, characterize the fact that the crossing is easily or poorly visible and/or has a barrier or no barrier. The warning message can be output in the motor vehicle or the output of the warning message can be prevented in the motor vehicle, depending on the characteristic of the level crossing. For example, the warning message is prevented from being output in the motor vehicle if the level crossing has a barrier, whereas the warning message is output in the motor vehicle if the level crossing has no barrier. The warning message can be output visually, haptically, and/or acoustically. In this case, the warning message is emitted in particular in a vehicle interior of the motor vehicle in order to warn the driver of the motor vehicle of the collision. The form of the warning message is selected depending on the characteristic of the level crossing. For example, an intensity and/or a frequency of the warning message may be selected depending on the characteristic of the level crossing. The warning message can alternatively or additionally be output by controlling the motor vehicle, wherein the warning message is output in the form of longitudinal guidance and/or transverse guidance of the motor vehicle, such as a short jerk of the brakes. The driver of the motor vehicle can thus advantageously be informed of the characteristic of the level crossing via the warning message.
In a refinement of the invention, it has proven to be advantageous if the position and movement of the rail vehicle in the rail network comprising the level crossing is determined for the rail vehicle by means of the electronic computing device as a function of the first movement data. In other words, the rail network is stored in the electronic computing device, and the electronic computing device can track a corresponding movement of the rail vehicle in the rail network based on the first movement data. Advantageously, a prediction about the anticipated future movement of the rail vehicle can be made particularly easily via the rail network. In particular, the rail network specifies possible positions of the rail vehicle in exhaustive detail. Moreover, the rail network enables a particularly precise determination of the position of the rail vehicle at a particular point in time in the present as well as in the future, since it is assumed that the rail vehicle is located on the rail network at all times. Via the rail network, a future route of the rail vehicle can be determined particularly easily and with a particularly high degree of certainty. The rail network thus enables a particularly precise determination of the distance, since even in the event of an interruption in the transmission of the first movement data between the rail vehicle and the electronic computing device, a particularly precise prediction of a future position of the rail vehicle can be made by means of the rail network as a function of the first movement data.
In an alternative or additional embodiment of the invention, the position and movement of the motor vehicle in a road network comprising the level crossing is determined for the motor vehicle by means of the electronic computing device as a function of the second movement data. The first movement data of the motor vehicle and the specified road network can be used to specify a future route of the motor vehicle in the road network with particular precision. When determining the future movement of the motor vehicle, it can be assumed that the motor vehicle will move along the road network with a defined predetermined probability. This probability can be determined, in particular, as a function of the position and/or the direction of movement of the motor vehicle and thus as a function of the second movement data. Consequently, the position and/or the direction of movement of the motor vehicle is used to determine how likely it is that the motor vehicle will move along the road network in the near future. Furthermore, probabilities for different routes to be travelled in the road network can be determined for the motor vehicle based on its position and/or direction of movement. The particularly precise determination of the future movement of the motor vehicle in turn enables a particularly precise determination of the distance between the motor vehicle and the level crossing, even in the event of an interruption in the transmission of the second movement data between the motor vehicle and the electronic computing device.
In this context, it has proven to be particularly advantageous if, depending on the road network and the second movement data and the position data, a crossing probability is determined which characterizes a probability of a crossing event of the level crossing by the motor vehicle. In this case, it is provided that when the hazard information signal is received, a warning message is output in the motor vehicle as a function of the determined crossing probability. Thus, it can be determined by means of the electronic computing device based on the movement data whether the rail vehicle in the rail network and the motor vehicle in the road network are moving towards a level crossing at which the road network and the rail network intersect, and with what crossing probability the motor vehicle will cross with the level crossing. Furthermore, it can be determined whether the motor vehicle and the rail vehicle will cross the level crossing at the same time and thus whether a collision could occur. Alternatively, the computing device arranged externally of the vehicle provides the hazard information signal for the motor vehicle, which determines the crossing probability based on the second movement data. For example, the warning message can be output in the motor vehicle depending on the level of the determined crossing probability. When determining the crossing probability between the motor vehicle and the level crossing, it can be specified that a crossing of the motor vehicle with the rail network can only occur at the level crossings which are defined by corresponding crossings of the rail network with the road network. Thus, if the motor vehicle is heading towards the rail network, it is assumed that the motor vehicle will not cross the rail network or will only cross it at the level crossing. A crossing of the rail network by the motor vehicle in manner bypassing the level crossing, for example, can be excluded. Thus, the crossing probability can be determined with particularly high accuracy, for example, depending on the rail network and the road network and the second movement data and the position data.
It has proven to be advantageous here if, when receiving the hazard information signal, a warning message is output depending on the crossing probability in the motor vehicle. For example, the warning message is output if the crossing probability is greater than or equal to a predefined minimum crossing probability for the warning message to be output. An output of the warning message can be prevented in the motor vehicle, for example, if the determined crossing probability is smaller than the predefined minimum crossing probability. Alternatively, or additionally, the warning message can be output visually and/or haptically and/or acoustically in the motor vehicle, and its form can be selected depending on the crossing probability. Alternatively, or additionally to the output of the warning message in the interior of the motor vehicle, the motor vehicle can be controlled with regard to its longitudinal guidance and/or its transverse guidance as a warning message. An intensity and/or a frequency of the warning message can be selected depending on the crossing probability. If the warning message is output visually and/or acoustically in the interior of the motor vehicle, a corresponding warning message text of the warning message can be selected as a function of the crossing probability. The form of the warning message as a function of the crossing probability enables the driver of the motor vehicle to be warned particularly advantageously by means of the warning message if the probability of the motor vehicle crossing the level crossing is equal to or greater than the minimum crossing probability.
The invention further relates to a system for warning a motor vehicle of a collision with a rail vehicle, the system comprising an electronic computing device arranged externally of the vehicle and a motor vehicle. By means of the electronic computing device arranged externally of the vehicle, first movement data of the rail vehicle, which characterize a position and/or a speed of the rail vehicle, can be received from a sensor device permanently installed in a rail network and/or can be determined as a function of an electronic timetable. For this purpose, the system can comprise the sensor device. Furthermore, a hazardous situation can be determined by means of the computing device as a function of the first movement data and position data of at least one level crossing, which position data characterize a position of the level crossing. In addition, the electronic computing device can be used to provide the motor vehicle with a hazard information signal that can be called up by the motor vehicle as a function of the hazardous situation and that characterizes the hazardous situation. When the hazard information signal is received, a warning message can be issued by means of the motor vehicle to warn the driver of the motor vehicle. In particular, when the hazard information signal is received, the warning message can be output in the interior of the motor vehicle in order to warn the driver of the collision. Advantages and advantageous refinements of the method according to the invention are to be regarded as advantages and advantageous refinements of the system according to the invention, and vice versa. For this reason, the advantages, and advantageous refinements of the system according to the invention will not be mentioned again here.
For a particularly advantageous determination of the collision between the rail vehicle and the motor vehicle, it is provided in particular that second movement data of the motor vehicle, which characterize a position and/or a speed of the motor vehicle, can be received by means of the electronic computing device, a distance of the motor vehicle from the level crossing can be determined as a function of the second movement data and the position data, and the hazard information signal for the motor vehicle can be provided as a function of the distance. In other words, the motor vehicle is designed to provide the second movement data for the electronic computing device. The electronic computing device is in turn designed to receive both the first movement data and the second movement data and to determine the distance of the motor vehicle and the distance of the rail vehicle from the level crossing from the first movement data, the second movement data and the position data. Processing of the movement data and of the position data to determine the distance thus takes place centrally in the electronic computing device. The electronic computing device is designed to determine distances for several motor vehicles and distances for several rail vehicles and to provide respective hazard information signals for the motor vehicles depending on the determined distances. Consequently, a particularly large number of motor vehicles can be warned of respective collisions with respective rail vehicles with particularly little computing power. Upon receiving the hazard information signal, the relevant motor vehicles can decide whether a warning message characterizing the hazard information signal is issued in an interior of the motor vehicle in order to warn the driver of the motor vehicle in question.
Further advantages, features and details of the invention will become apparent from the following description of a preferred exemplary embodiment and from the drawing. The features and combinations of features mentioned above in the description as well as the features and combinations of features mentioned below in the description of the figures and/or shown alone in the single FIGURE can be used not only in the combination indicated in each case, but also in other combinations or on their own, without departing from the scope of the invention.

BRIEF DESCRIPTION OF THE DRAWING FIGURE

The single FIGURE shows a perspective view of a level crossing at which a rail vehicle travelling in a rail network crosses a road on which a motor vehicle is travelling, a system being provided for warning the motor vehicle of a collision with the rail vehicle, with an electronic computing device arranged externally of the vehicle, by means of which a distance of the motor vehicle from the level crossing can be determined and by means of which a hazard information signal can be made available to the motor vehicle as a function of the determined distance.

DETAILED DESCRIPTION

The single FIGURE shows a level crossing 10. A rail network 12 and a road network 14 intersect at the level crossing 10. At least one rail vehicle, in this case a train 16, moves along or in the rail network 12. At least one motor vehicle, in this case a car 18, in particular a passenger car, moves along or in the road network 14. Collisions between the train 16 and the car 18 can occur at crossings between the rail network 12 and the road network 14 characterized by the level crossing 10.
In order to be able to warn the driver of the car 18 of a collision with the train 16, a system is provided comprising the car 18 and a superordinate electronic computing device 20 arranged externally of the vehicle. In particular, the electronic computing device 20 is a computing device of the Internet, in particular a cloud device. The electronic computing device 20, which may in particular be a server device, is schematically marked with a box in the single FIGURE. The electronic computing device 20 is designed to determine the distance of the car 18 from the level crossing 10 and, as a function of the determined distance, to provide a hazard information signal 22 for the car 18 to warn the car 18 of the collision.
In order to be able to output the hazard information signal 22 in a particularly advantageous manner, the electronic computing device 20 is designed to receive first movement data 24 of the train 16 characterizing a position and/or a speed of the train 16. Furthermore, the electronic computing device 20 is designed to receive second movement data 26 of the car 18 from the car 18, the second movement data 26 characterizing a position and/or a speed of the car 18. Furthermore, the electronic computing device 20 is designed to receive and/or store position data 28 characterizing a position of the level crossing 10. Furthermore, the electronic computing device 20 is designed to process the first and second movement data 24, 26 and the position data 28 in order to determine a hazardous situation as a function of the processing and to provide the hazard information signal 22 for the car 18 as a function of the determined hazardous situation.
For a particularly advantageous determination of the first movement data 24 of the train 16, the first movement data 24 are determined by a sensor device permanently installed in the rail network 12 and are provided for the electronic computing device 20. This sensor device determines a passing of the sensor device by the train 16, with the first movement data 24 being determined by means of the sensor device when the train 16 passes the sensor device. Alternatively, or additionally to the sensor device, the first movement data can be determined using an electronic timetable. In particular for a plurality of trains 16, the times at which the trains 16 are to be in respective positions are stored in the electronic timetable. This electronic timetable can be compared with the first movement data 24 provided by the sensor device. The first movement data 24 can be verified and/or adapted depending on the comparison. The verified and/or adapted first movement data 24 enable a particularly precise determination of an approach of the train 16 to the level crossing 10.
By means of the car 18, the second movement data 26 can be made available to the electronic computing device 20 arranged externally of the vehicle. By providing the second movement data 26, the car 18 retrieves hazardous situations determined in its surroundings from the electronic computing device 20. As a result of the receipt of the second movement data 26, the electronic computing device 20 determines which determined hazardous situations are located within a defined radius around a position of the car 18 characterized by the second movement data 26. Hazard information signals 22 characterizing the hazardous situations determined within the radius are provided by the electronic computing device 20 to the car 18, which can output a warning message for warning the driver of the car 18 as a function of the received hazard information signals 22.
In order to be able to warn the car 18 of the collision with the train 16, the electronic computing device 20 receives the first movement data 24 and the second movement data 26 regularly and repeatedly so that the electronic computing device 20 is informed of the position and/or speed of the train 16 and/or the car 18. In order to be able to determine the distance of the car 18 from the level crossing 10 and a distance of the train 16 from the level crossing 10 with a particularly high accuracy, information about the rail network 12 and/or the road network 14 may be provided to the electronic computing device 20 and/or stored in the electronic computing device 20. Based on the rail network 12 and/or the road network 14, a movement and position of the train 16 and/or the car 18 can be predicted with particular accuracy for a defined point in time in the future, whereby a collision probability between the car 18 and the train 16 can be determined with particular accuracy by means of the electronic computing device 20 and/or the car 18.
In order to be able to avoid an unnecessary warning of the driver of the car 18 and thereby a disregard of the driver in respect of a warning, it is provided that a limit distance 30 to the position of the level crossing 10 is determined by means of the computing device 20 as a function of the first movement data 24 and a maximum distance 32 to the position of the level crossing 10 is determined by means of the car 18 as a function of the second movement data 26. If the electronic computing device 20 determines that the train 16 has reached or undershot the limit distance 30 and the car 18 determines that the car 18 has reached or undershot the maximum distance 32 to the level crossing 10, then the electronic computing device 20 provides the hazard information signal 22 to the car 18 to warn the driver of the car 18 of the collision and the car 18 outputs the warning message characterizing the hazardous situation upon receiving the hazard information signal 22. The higher the speed of the train 16 or the car 18, the greater the assigned limit distance 30 below which the hazard information signal 22 is provided for the car 18 or the maximum distance 32 below which the warning message is output in the car 18.
In order to be able to inform the driver of the car 18 particularly easily about the condition of the level crossing 10, it is provided that, when the hazard information signal 22 is received, a warning message is output in the car 18 depending on the condition of the level crossing 10. The condition of the level crossing 10 is to be understood as a characteristic of the level crossing 10, in particular here a restriction and/or a hazard potential and/or a visibility of the level crossing 10. Furthermore, the driver of the car 18 can be particularly advantageously informed of a probable collision with the train 16 via the warning message output in the car 18 as a function of receipt of the hazard information signal 22, in that the warning message is output in the car 18 as a function of a determined crossing probability. The crossing probability characterizes a probability that the car 18 will cross the level crossing 10.
The driver of the car 18 can be particularly advantageously informed about the condition of the level crossing 10 by a particular form of the warning message. Furthermore, the driver of the car 18 can be informed of an urgency of the warning via a particular form of the warning message depending on the determined crossing probability. The term “the form” means, in particular, a choice of a specific medium for outputting the relevant information to the driver. In particular, an output device can be provided in the car 18, by means of which the warning message can be output acoustically, haptically, and/or optically in a vehicle interior of the car 18. In this case, the warning message can be selected, in particular, with regard to a choice of a text output visually and/or acoustically in the vehicle interior in order to inform the driver particularly advantageously about the characteristic of the level crossing 10 and/or about the urgency of the warning. For example, the text “Attention, very fast train (with long braking distance)!” can be output to the driver.
Alternatively, or additionally, a time period until the car 18 is expected to reach the level crossing 10 can be determined as a function of the second movement data 26. The form of the warning message can be selected depending on the length of the time period.
The warning message can be graphically displayed as a pictogram on a map and in this case output in the car 18 via a screen device. The pictogram can be framed with a red border, in particular depending on the length of the time period. Depending on the speed of the car 18, the warning message can be adapted in the form of a voice output. A planned route for the car 18 provided by a navigation device of the car 18 can be used to determine the time period.
Alternatively, or additionally, the warning message may be output in the car 18 as a change in a driving parameter, such as a speed, in particular such as an execution of a short braking process and/or a short acceleration process.
The system, as well as the procedure that can be carried out by means of the system, enable a particularly high level of safety for vehicle occupants of the train 16 as well as for vehicle occupants of the car 18, since collisions between the train 16 and the car 18 can be avoided as a result of the warning of the car 18.
In particular, the disclosed system and method are based on the knowledge that serious accidents occur time and again at level crossings 10 in general and in particular at level crossings where there is no barrier. Causes for this can be a lack of attention and carelessness. Due to a mass of the train 16 and small crumple zones of the train 16 and/or the car 18, consequences of accidents can be particularly severe. Furthermore, severe consequences of an accident may be caused by a high relative speed of the train 16 in relation to the car 18. In a current prior art for warning the car 18 of a collision with the train 16, a car-to-car radio standard is used for a communication of the train 16 with the car 18. This requires appropriate radio hardware in both the train 16 and the car 18.
The system described in conjunction with the single FIGURE enables a particularly simple and central determination of a need to provide the hazard information signal 22 to the car 18, so that neither the train 16 nor the car 18 itself has to determine the need. Based on timetables supported with sensors in tracks of the rail network 12, the first movement data 24 of the train 16 can be determined. Another source of the first movement data 24 may be electronic timetable data. This electronic timetable data should be geo-referenced. When using the electronic timetable data to determine the first movement data 24, positions of the train 16 between stops should be determined. The determined first movement data 24 is used to determine, by means of the electronic computing device 20, whether the train 16 is approaching the level crossing 10. If it is determined by the electronic computing device 20 that the train 16 has approached the level crossing 10 closer than the limit distance 30, the driver of the car 18 may be warned of a collision via a backend-to-vehicle connection between the electronic computing device 20 and the car 18. The warning message in the car 18 may be provided by a display, a sound warning, a voice output, and/or an active response from the car 18. As a result of the warning, the driver may alert the car 18 to the probability of the collision to enable the driver to take evasive action to avoid the collision.
In order to be able to determine, by means of the electronic computing device 20, whether the train 16 is approaching the level crossing 10, the electronic computing device 20 uses the position data 28 which characterize the position of the level crossing 10. Here, the position data 28 of the level crossing 10 can be provided by a database for the electronic computing device 20. By means of the electronic computing device 20, the position of the train 16 at a particular assigned time can be compared with the position of the level crossing 10 via an algorithm. If a distance between the train 16 and the level crossing 10 is smaller than the limit distance 30, then the hazard information signal 22 is provided for the car 18, provided that a distance between the car 18 and the level crossing 10 is equal to or smaller than the maximum distance 32. The limit distance 30 or the maximum distance 32 can depend on a particular time and/or a particular distance between the train 16 and the level crossing 10 or the car 18 and the level crossing 10 and/or on a speed of the train 16 or the car 18. A safety margin can be included here in order to rule out a warning that is too late due to inaccuracies.
The system and method described in conjunction with the single FIGURE have the advantage that no additional radio hardware is required for components currently already installed in trains 16 or in motor vehicles 18.
Although the invention has been illustrated and described in detail by way of preferred embodiments, the invention is not limited by the examples disclosed, and other variations can be derived from these by the person skilled in the art without leaving the scope of the invention. It is therefore clear that there is a plurality of possible variations. It is also clear that embodiments stated by way of example are only really examples that are not to be seen as limiting the scope, application possibilities or configuration of the invention in any way. In fact, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete manner, wherein, with the knowledge of the disclosed inventive concept, the person skilled in the art is able to undertake various changes, for example, with regard to the functioning or arrangement of individual elements stated in an exemplary embodiment without leaving the scope of the invention, which is defined by the claims and their legal equivalents, such as further explanations in the description.

Claims

1-6. (canceled)

7. A method for warning a motor vehicle of a collision with a rail vehicle, the method comprising:

receiving, by a first electronic computing device arranged externally of the vehicle from a sensor device permanently installed in a rail network, first movement data of the rail vehicle or determining, by the first electronic computing device, the first movement data as a function of an electronic timetable, wherein the first movement data characterizes a position or a speed of the rail vehicle;

determining, by the first electronic computing device, a hazardous situation as a function of the first movement data and position data of at least one level crossing, wherein the position data characterize a position of the level crossing;

receiving, by the first electronic computing device from a second electronic computing device of the motor vehicle arranged in the vehicle, second movement data of the motor vehicle, wherein the second movement data characterize a position or a speed of the motor vehicle;

providing, by the first electronic computing device to the second electronic computing device, a hazard information signal as a function of the hazardous situation, wherein the hazard information signal characterizes the hazardous situation,

determining, by the second computing device as a function of the second movement data, a maximum distance of the motor vehicle from the position of the level crossing; and

outputting, in the motor vehicle, a warning message responsive to the maximum distance being undershot by the motor vehicle.

8. The method of claim 7, wherein when second electronic computing device receives the hazard information signal, the warning message is output in the motor vehicle as a function of a characteristic of the level crossing.

9. The method of claim 7, movement and the position of the rail vehicle in the rail network comprising the level crossing is determined for the rail vehicle by the first electronic computing device as a function of the first movement data.

10. The method of claim 7, movement and the position of the motor vehicle in a road network comprising the level crossing is determined for the motor vehicle by the first electronic computing device as a function of the second movement data.

11. The method of claim 10, further comprising:

determining, as a function of the road network, the second movement data, and the position data, a crossing probability, wherein the crossing probability characterizes a probability of a crossing event of the level crossing by the motor vehicle, wherein, upon receipt of the hazard information signal, the warning message is output in the motor vehicle as a function of the crossing probability.

12. A system for warning a motor vehicle of a collision with a rail vehicle, the system comprising:

a first electronic computing device arranged externally of the vehicle;

a second electronic computing device of the motor vehicle arranged in the vehicle; and

an output of the motor vehicle arranged in the motor vehicle,

wherein the first electronic computing device is configured to

receive, from a sensor device permanently installed in a rail network, first movement data of the rail vehicle or determine the first movement data as a function of an electronic timetable, wherein the first movement data characterizes a position or a speed of the rail vehicle;

determine a hazardous situation as a function of the first movement data and position data of at least one level crossing, wherein the position data characterize a position of the level crossing;

provide, to the second electronic computing device, a hazard information signal as a function of the hazardous situation, wherein the hazard information signal characterizes the hazardous situation,

wherein the second electronic computing device is configured to determine, as a function of the second movement data, a maximum distance of the motor vehicle from the position of the level crossing, and

wherein the second electronic computing device is configured to control the output to output a warning message responsive to the maximum distance being undershot by the motor vehicle.