Classifications

• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/01—Detecting movement of traffic to be counted or controlled
  • G08G1/04—Detecting movement of traffic to be counted or controlled using optical or ultrasonic detectors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L29/00—Safety means for rail/road crossing traffic
  • B61L29/24—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/07—Controlling traffic signals
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/16—Anti-collision systems
  • G08G1/164—Centralised systems, e.g. external to vehicles

Definitions

• the invention relates to a method for traffic control at a railway crossing according to the preamble of patent claim 1 and a device for carrying out the method according to claim 6.
• a road intersect with one or more lanes for road vehicles, hereinafter referred to as vehicles, and a single or multi-track railway line for rail vehicles, which share a common danger area.
• the danger area comprises a conflict area on which the movement strips of the non-contractual traffic streams are superimposed.
• visible areas are kept clear from both sides of the road on both sides of the railroad track and signs, beacons and other road traffic signs are set up.
• the priority of the railway is indicated to the road users by the setting up of St. Andrews crosses.
• level crossings are often secured by techni ⁇ cal fuses, such as light signals with yellow and red signal transmitter, red flashing lights, gates or half barriers.
• Light signals at the railroad crossing are to include a traffic light program for traffic control at the intersection.
• the relevant time constant of the level crossing is composed of a first part of time corresponding to the time required for influencing the traffic, to allow securing of the level crossing, and a second part-time together, which corresponds to the time required for securing the railway crossing if no adjacent intersection has affected the traffic flow.
• the first part-time begins at the moment when the traffic light system is affected; it ends as soon as the securing of the railroad crossing can begin.
• Disabilities caused by turning at the intersection are to be considered.
• an influencing in that signaling state which requires the greatest time until the full influence is started.
• special cases - such as a wave - if the interests of rail transport do not conflict with this.
• a BUSTRA interface sends a registration signal to the traffic light system of the intersection when a rail vehicle approaches the level crossing.
• the patent DE 10 2007 032 091 B3 discloses a pre ⁇ direction for monitoring a level crossing railroad crossing with a railway line, a road and on both sides of the railway line arranged barriers.
• the road is divided first and second road section of the railway line m, Zvi ⁇ rule which a danger zone is located.
• the device comprises in each case two cameras, which are arranged in front of and behind the danger area and are designed to receive the first and the second road sections respectively in a first and second viewing direction, and an electrical control which is designed to take pictures of an object successively is, which approaches the level crossing, this traverses and moves away from it, wherein the recorded images are compared to the recognition of the object.
• the invention has for its object to provide a method and an apparatus of the type mentioned, with the traffic safety at the railroad crossing can be improved.
• the partial task related to the method is achieved according to the invention by a method having the features of claim 1.
• a traffic flow of vehicles in the exit is detected.
• Typical traffic variables describing the traffic flow are the traffic-intensive ones, that is to say the number of vehicles passing a measuring cross-section per unit of time, as well as the speed of the vehicles at the measuring cross-section, averaged over a predetermined period of time. From the measured traffic variables, it can be determined whether there is free, stagnant or stationary traffic at the measuring cross section. In particular, it is thus possible to determine whether a jam end of a backlog of vehicles building up in the exit has reached the measuring cross section which is formed, for example, by a series of induction loops laid in the road surface.
• the position of a tailback within a detection range can be localized even more accurately. If the jam end critically approaches the danger zone of the level crossing, which may be indicated by falling below a predefinable distance threshold between the tailback end and the danger zone, the approach in front of the danger zone is blocked. This blocking can be done by emitting a light signal or other traffic-inhibiting facilities. This is to prevent further entry into the danger zone, which could lead to a dangerous increase of the back pressure in the danger zone of the railroad crossing and thus to a dangerous situation at the approach of a rail vehicle. In this way, a simple and cost- effective solution of the security problem is provided.
• the solution can be used independently of technical safety Sufficiency must be designed as road traffic signal systems.
• the decoupling of Steuereinricht ⁇ gene of road and rail transport also eliminates a corresponding need for coordination.
• the signaling can be triggered preventively irrespective of an actual approach of a rail vehicle.
• penetration of the backwater end m is reported to the danger area of a light signal system, which regulates Ver ⁇ returning to a the level crossing following road node, waiting for the exit before the successor node or the inflowing vehicles, a release phase is indicated .
• the message can be wirelessly wireless or wired between the control units involved.
• a critical approach of the backwater end to the danger zone or penetration of the backwater end is reported in the hazardous area of a light signal system, wel ⁇ che regulates &knoten the traffic to any preceding the railway crossing road, the traffic on Vorknoten depending is regulated by the location of the backwater.
• the traffic flowing in from the preliminary node via the approach to the railroad crossing can be throttled in such a way that the entire amount of traffic flowing out of the preliminary node does not cause any risk of jerkiness in the exit.
• an intrusion of the tailback end into the danger zone or detection of a stationary object in the danger zone is reported to a control center assigned to rail traffic on the railway track. If a vehicle or other object, despite the aforementioned measures, are in the danger zone, can by understanding the Railway control center influence on rail transport. For example, by remote signaling from the control center, a rail vehicle approaching the railroad crossing can be prevented from continuing its journey or be forced to emergency braking in order to prevent an accident.
• video images are taken of the exit and / or the danger area and evaluated digitally for detecting the position of the tailback end or for detecting a stationary object.
• image evaluation algorithms in a video camera on the one hand, an object recognition can take place, depending on the result of which further security measures can be taken, but also recordings for documentation purposes are stored.
• the video footage can be used to analyze local events and, if necessary, to prosecute deliberate traffic violations.
• a length of a vehicle approaching the tailback end is determined by digital evaluation of the recorded video images.
• a passenger car with low Lange can be the passage yet been released by the hazardous area, while the access for a load ⁇ cars is locked with follower, in order to prevent a blockage of the danger zone.
• the sub-task related to the device is achieved by an apparatus for carrying out a method according to any one of claims 1 to 5, comprising a traffic detector adapted to detect the position of the end of a jam of vehicles forming on the exit and a critical one Approaching the tailback end to the danger zone and with a traffic signal system designed to receive a message from the traffic detector and to control vehicle traffic in the area of the level crossing by means of a signal generator.
• a danger area G in which the lanes of the enemy road and superimpose rail traffic flows.
• the problem of a vehicle pressure jam entering the danger zone G can occur in each of the two directions of travel of the road S, but will be described below for vehicles F which are located on the road S from the preliminary node VK on the access Z to the level crossing BU and from there on the exit A to the next node FK move.
• Erfmdungsgelix is by means of a traffic detector 10, preferably a video camera with BiId- evaluation unit, the traffic flow - high traffic, average speed, occupancy, and the like - and the
• the video camera 10 transmits a corresponding message to a control unit 11 at the level crossing BU.
• the control unit 11 turns on a signal transmitter 12 at the railroad crossing BU asperrlicht- signal approaches the level crossing BU on the driveway Z justifyrn- de vehicles F. This prevents that further vehicles F, retract the Moegli ⁇ chconce not this into the danger area G could leave immediately. This considerably reduces the risk of collision of a rail vehicle with a vehicle F or other object located in the danger zone G.
• the blocking of the access Z in front of the danger zone G can be additionally supported by lowering a barrier 13.
• the decision about blocking access to the danger zone G can be improved.
• shorter vehicles F can still pass freely, while longer vehicles F, which were to prolong the traffic jam into danger zone G, were prevented from entering.
• the control unit 11 reports a critical jam on the exit A to a control unit 21 of a traffic signal 20, which regulates the traffic at the sequence node FK.
• a control unit 21 of a traffic signal 20 which regulates the traffic at the sequence node FK.
• the signal ⁇ program sequence of the control unit 21 is a green phase for waiting in the exit A at the follower node FK or this approaching vehicles F requested and initiated with high priority. In this way the resulting backwater can build from ⁇ to enable a coming in the danger area G to a halt vehicle F to leave the danger zone G drafty.
• the control unit 11 reports a critical jam on the exit A and a control unit 31 of a traffic signal system 30, which regulates the traffic at the Vorknoten VK.
• the signaling via the signal generator 32 can then be dimensioned such that only sufficiently small vehicle units leave the preliminary node VK via the access Z, which then do not cause any critically large backstops in the exit A. These The measure can also be taken as a precaution independently of a critical jerk-restraint already detected.
• control unit 11 reports a stationary object detected in the danger zone G to a control center 40, which can take influence on a rail vehicle traveling on the railway line B.
• the rail vehicle can be denied the exit from a station used or it can be caused by signal or remote message to a slow speed or even emergency braking.

Landscapes

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

Priority Applications (3)

Applications Claiming Priority (4)

Publications (1)

Family

ID=42932550

Family Applications (1)

Country Status (5)

Cited By (5)

Families Citing this family (3)

Citations (5)

• 2009
  • 2009-05-22 DE DE102009022263A patent/DE102009022263A1/de not_active Withdrawn
• 2010
  • 2010-04-14 WO PCT/EP2010/054873 patent/WO2010124933A1/de active Application Filing
  • 2010-04-14 ES ES10714249T patent/ES2399700T3/es active Active
  • 2010-04-14 PL PL10714249T patent/PL2425414T3/pl unknown
  • 2010-04-14 EP EP10714249A patent/EP2425414B1/de not_active Not-in-force

Patent Citations (5)

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events