WO2015150340A1 - Assistance automatique d'un conducteur d'un véhicule guidé sur rails, en particulier d'un véhicule ferroviaire - Google Patents

Assistance automatique d'un conducteur d'un véhicule guidé sur rails, en particulier d'un véhicule ferroviaire Download PDF

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Publication number
WO2015150340A1
WO2015150340A1 PCT/EP2015/056928 EP2015056928W WO2015150340A1 WO 2015150340 A1 WO2015150340 A1 WO 2015150340A1 EP 2015056928 W EP2015056928 W EP 2015056928W WO 2015150340 A1 WO2015150340 A1 WO 2015150340A1
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WIPO (PCT)
Prior art keywords
vehicle
interest
collision
region
information
Prior art date
Application number
PCT/EP2015/056928
Other languages
German (de)
English (en)
Inventor
Christian Zinner
Gerald Newesely
Johann WEICHSELBAUM
Original Assignee
Bombardier Transportation Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Bombardier Transportation Gmbh filed Critical Bombardier Transportation Gmbh
Publication of WO2015150340A1 publication Critical patent/WO2015150340A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0062—On-board target speed calculation or supervision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/026—Relative localisation, e.g. using odometer

Definitions

  • the invention relates to a method for automatically assisting a driver of a lane-bound vehicle, in particular a rail vehicle.
  • the invention further relates to an automatic assistance system for a driver of a
  • the invention relates to a vehicle, in particular a rail vehicle, with the automatic assistance system.
  • Track-bound vehicles i. Vehicles that can not leave a lane of a roadway or only at a switch or fork are well known. Most widely used are rail vehicles, which usually have metal wheels that roll on rails. The braking distance of such rail vehicles is relatively long. For example, at a speed of a tram of 60 km / h, the normal braking distance is more than 100 m. For an emergency stop is a
  • Obstacle detection region of interest evaluated which has a rectangular outer contour.
  • Such detection systems continuously provide high-resolution information about any obstacles on the given lane of a lane-bound vehicle.
  • DE102006007788 A1 discloses a method for computer-aided monitoring of the operation of a vehicle traveling over a predetermined route, wherein the stationary objects corresponding to a position mark of the route are detected by a sensor system positioned on the vehicle while driving and the objects appearing in a given environment around the vehicle are detected spatial position data in relation to the route are calculated. In this way, a distinction can be made between obstacles and position marks.
  • Driving operation of the vehicle such as emergency braking, be avoided.
  • imminent collisions should be reliably detected in order to identify, propose and / or automatically make interventions in the driving mode in particular.
  • Another The object of the invention is to provide a corresponding automatic assistance system.
  • the technologies for monitoring the area in front of a vehicle which are known, for example, from the abovementioned publications, are combined with a collision check.
  • an area of interest is detected in front of the vehicle.
  • the area of interest may change during travel of the vehicle with respect to a stationary reference system not moving with the vehicle, since the same area of interest is repeatedly detected with reference to the reference system of the vehicle.
  • This also includes information about objects with which the vehicle can collide. Objects are understood as objects as well as persons and animals.
  • the obstacle detection technology known per se it is also possible to evaluate whether there are objects in the region of interest with which a collision of the vehicle is to be avoided.
  • a light space which lies on the route in front of the vehicle.
  • the clearance is the space that is traversed by parts of the vehicle as the vehicle travels. In other words, the vehicle will fill in or occupy each partial volume of the light space during its further journey, as long as the journey is actually carried out.
  • the clearance gauge of vehicles is determined by the clearance gauge of vehicles
  • the clearance profile results from the clearance profile and the movement of the vehicle in the direction of travel.
  • the clearance from a computer of the assistance system or an associated device of the vehicle may be calculated from the trajectory and the clearance gauge of the vehicle.
  • Vehicle contour and an optional safety margin which increases the clearance profile at least in places, are calculated.
  • the trajectory results from the Course of the lane.
  • map data of a route map of the vehicle may be present, and the trajectory may be calculated from the current position of the vehicle and the route map.
  • the light space results from a vertical projection from the clearance gauge.
  • the light space can be determined in particular from a predetermined minimum distance (for example, a collision can not be avoided even before emergency braking) and / or up to a predetermined maximum distance in front of the vehicle.
  • Vehicle trajectory determine a possible collision object.
  • a method for automatically assisting a driver of a lane-bound vehicle, in particular a rail vehicle comprising the following steps, which are carried out automatically:
  • Vehicle is tied, and which the vehicle has to pass through
  • Vehicle will fill each partial volume of the light space during a journey on the route to be traveled, optionally at least in places increased by a safety margin,
  • the steps b) and c) can be carried out in any order and / or at least partially simultaneously.
  • An automatic assistance system for a driver of a lane-bound vehicle, in particular of a rail vehicle comprising:
  • a detection device configured to detect a region of interest along an in-vehicle route predetermined by a lane to which the vehicle is bound and which the vehicle has to travel through
  • a determining device configured to have a light space in the
  • the vehicle will fill each partial volume of the light space during a journey on the route to be traveled, optionally at least in places increased by a safety margin,
  • a determination device configured to detect an imminent collision, wherein it is predicted that at least one of the objects present in the detected region of interest is located in one
  • Partial volume of the light space will be that will occupy or occupy the vehicle at the same time as the object
  • an output device configured to output information about the impending collision.
  • the method and the assistance system have the advantage that it can be automatically determined with high accuracy whether a collision is imminent.
  • the light space in front of the vehicle is a region that is more precise than the area of interest of the surroundings detection and is clearly defined. Therefore, unnecessary warnings to the driver and automatic intervention in the vehicle control (see below) can be avoided. Conversely, an actual risk of collision can be reliably detected.
  • preferred embodiments of the method will be described.
  • the description also applies to the assistance system, which can be designed accordingly. These embodiments are based on the fact that in particular the instantaneous and / or future movement of the vehicle relative to the collision object and / or relative to the stationary, not with the vehicle mitbewegten reference system
  • At least one of the following variables can be taken into account: the vehicle speed, the object speed and at least one of the time derivatives of these variables.
  • Vehicle may be the incremental change of the distance to the obstacle (object) and the necessary to avoid a collision incremental change of the distance to the obstacle taken into account and in particular with each other.
  • the current (actual current) distance to the obstacle and the current vehicle speed must be determined.
  • the driving speed can be determined in particular in stationary, not moved with the vehicle reference frame.
  • the vehicle speed may be determined as velocity relative to a potential collision object in the region of interest.
  • step b Using the information about a time dependency of the driving speed, it is determined (eg in step b) whether there is an additional intervention in the driving operation of the vehicle
  • the determination device and / or an additional determination device can be designed accordingly Further, it is further determined using the information about the time dependency of the vehicle speed, which additional intervention in the driving operation of the vehicle is required to avoid the impending collision.
  • An additional intervention in the driving operation is understood to mean an intervention which, in addition to any changes that may already be imminent or have already been initiated
  • Driving speed is made.
  • Driving speed determined at least partially from an incremental change in the vehicle position respectively between two times of detection of the region of interest in step a) from the obtained detection results.
  • the incremental change of the vehicle position does not become just two
  • a chronological progression of the vehicle speed and / or a time profile of the vehicle acceleration can be determined in a simple manner from the various incremental changes in the vehicle position. This therefore also makes it possible to determine the vehicle speed and / or the vehicle acceleration at the current time precisely from the curve determined up to the moment.
  • the incremental change in the vehicle speed can be determined from the incremental change in the vehicle position by forming the second time derivative of the vehicle position or by forming the first time derivative of the vehicle speed.
  • step d it is preferred that in each case between two points in time of the detection of the region of interest from the detection results (in particular in step a), in particular by the detection device), it is determined which incremental change of the object position has an object present in the detected region of interest Determination (in particular in step d),
  • the determination device takes into account the incremental change of the object position.
  • the reliability of the prediction of an imminent collision is improved.
  • information about an imminent collision can be obtained taking into account the relative movement of object and vehicle.
  • the relative movement becomes directly apparent from the detection results when the detection results are related to the reference system (for example coordinate system) of the vehicle. This is especially the case with a detection with cameras attached to the vehicle or other detection devices.
  • the incremental change of the object position is used not only at two different times of detection of the region of interest, but repeatedly and preferably continuously for the detection of an imminent collision.
  • a temporal course of the movement of the object can be determined in a simple manner from the various incremental changes of the object position, in particular the object speed and / or the object velocity
  • the incremental change of the object position by forming the second time derivative of the object position or by forming the first time derivative of the object velocity, the incremental change of the object position
  • Object speed can be determined.
  • the object motion is equal to the relative motion of the object and the vehicle and therefore equal to the negative
  • Vehicle movement The same applies therefore to the object speed and the object acceleration.
  • information about it may be generated and output (for example, from the output device) that the (actual current) instantaneous incremental reduction in vehicle speed is less than that for
  • the aforementioned information can be obtained in particular from a
  • Determination device of the assistance system can be used to determine measures to avoid the collision.
  • the intervention may be that the delay of the
  • Vehicle movement is changed and in particular increased. This assumes that the required amount of delay is determined, for example by the
  • Determining device and / or an additional detection device Determining device and / or an additional detection device.
  • the vehicle speed is determined repeatedly,
  • the distance of the vehicle to a possible collision object is determined repeatedly
  • Incremental change of the object speed is / are determined in particular repeatedly.
  • Vehicle speed and / or the object speed taking into account the distance and taking into account the vehicle speed for a
  • a future change in the vehicle speed can be determined in which the collision with the object can be avoided or at least a collision takes place at a lower vehicle speed.
  • Vehicle speed can be a constant change over time changing change.
  • Vehicle speed can be calculated, for example, the continued movement with the future change in the vehicle speed, that is, a simulation of the movement of the vehicle to be performed.
  • this simulation can be carried out several times, each time with a different change in the vehicle speed, relative to the same time of the beginning of the simulation.
  • the determined future change in the vehicle speed, with which the collision can be avoided, can be output, for example to the driver or to a control device of the vehicle, which makes a corresponding intervention in the vehicle
  • detection devices For detection of the scene in front of the vehicle and in particular of the region of interest, all basically suitable detection devices can be used, such as cameras (which are particularly sensitive in the visible range and / or in the infrared range of electromagnetic radiation), radar sensors, ultrasonic sensors, sonar sensors.
  • cameras which are particularly sensitive in the visible range and / or in the infrared range of electromagnetic radiation
  • radar sensors ultrasonic sensors
  • sonar sensors For detection of the scene in front of the vehicle and in particular of the region of interest, all basically suitable detection devices can be used, such as cameras (which are particularly sensitive in the visible range and / or in the infrared range of electromagnetic radiation), radar sensors, ultrasonic sensors, sonar sensors.
  • At least one stereo detector is used to detect the area of interest in front of the vehicle.
  • this case results in the detection of the region of interest and its scaling in the direction of travel of the vehicle or more generally formulated in the depth direction and the distance of objects to the vehicle can be determined.
  • the special situation when cornering will be discussed in more detail.
  • detection with a single 3D camera is also possible, for example a time-of-flight camera, that is to say a camera which can also record depths for the pixels.
  • a three-dimensional (3D) detection of the region of interest takes place.
  • the light space is a 3D area.
  • Objects in the region of interest are identified in particular as 3D objects in the 3D region.
  • the determination of whether there is a risk of collision also takes place entirely on the basis of 3D data, namely on the basis of the combination of the region of interest and the light space as well as the identified 3D objects. This results in a precise knowledge of the situation taking into account the depth information (the
  • Depth direction is the direction of travel when driving straight) even at a great distance to the vehicle.
  • this also results in the knowledge of the height of an obstacle in the respective distance to the vehicle, even at distances, for example, in the range of 60 m to 100 m.
  • the obstacle can be described as a set of voxels (two-dimensional images with additional pixels)
  • the voxels form a 3D image volume of the object.
  • the 3D space points or voxels of the object thus calculated lie at least partially in the light space.
  • To determine the position of the object is z.
  • the center of a surrounding cuboid of this voxel volume or another excellent point of the voxel volume is determined.
  • the mean distance of the voxels from the vehicle can also be determined.
  • the detection device can also have more than two detection devices. For example, instead of two similar detection devices (for example, cameras) according to the stereo principle, three similar detection devices can be used to extract three three-dimensional information about the scene from them. It is also advantageous if detection devices of different types are used simultaneously, for example radar sensors and cameras. Furthermore, advantageously, a plurality of groups of similar detection devices, for example two groups of Cameras, each providing three-dimensional information about the scene. By comparing the separate three-dimensional information can then
  • Depth information can be improved.
  • the distance of an object from the rail vehicle can be determined by evaluating the various three-dimensional information.
  • the different groups of similar detection devices have at least one other different property, such as image sharpness, which is then used for
  • Improvement of the overall information can be used by comparing the separate three-dimensional information. Also, the different groups of not necessarily similar detection devices may have different spatial ones
  • Capture areas of the scene in front of the vehicle wherein the spatial areas preferably overlap.
  • the information about the different spatial areas can then be summarized into information about a composite spatial area. This is of particular importance in order to be able to determine an incremental change in the position of the object with changing light space. In other words, it is possible to determine the acceleration or deceleration of an object detected in the light space when the trajectory is changed, ie, the change in the light space with respect to the fixed reference system, e.g. when cornering, to determine.
  • the light space calculated, for example, by a computer of the assistance system is set in relation to the region of interest, in particular, in that the coordinate system of the light space and the coordinate system of the light space
  • Detecting means for detecting the region of interest are registered, that is set geometrically in relation to each other.
  • the coordinate system of the detector is registered in advance with the coordinate system of the vehicle, and the coordinate system of the vehicle has, for example, a coordinate axis that points straight ahead when traveling straight ahead in the center of the vehicle. This coordinate axis coincides with the direction of the trajectory at the location of the vehicle head.
  • the vehicle speed when predicting whether the vehicle will collide with an object, the vehicle speed, including the information about the direction, becomes the speed used.
  • the information about the vehicle speed may be determined in different ways and / or transmitted from other systems or devices to the assistance system.
  • the current driving speed or the time dependency of the driving speed such as impending or already introduced changes in the driving speed, for example braking operations, may be included in the information.
  • information about the timing of further travel of the vehicle is included.
  • the vehicle speed is determined directly from the image data.
  • Starting basis is e.g. a calibrated stereo camera system.
  • the result of the so-called visual odometry are vehicle positions, including time information in the fixed reference system.
  • the infinitesimal time difference dt in this case is the difference of the times of the determination.
  • Image detection frequencies in the range of 50 Hz to 150 Hz, for example 100 Hz, are achieved with this good results.
  • the vehicle speed information may be entirely or partially transmitted from the vehicle controller to the assistance system.
  • the information can be determined in whole or in part from the regions of interest which are repeatedly detected by the detection device.
  • the detection device detects a region of interest at different times.
  • At least one object (for example by digital image processing methods known per se) can be determined from the data thus obtained, wherein the same object can be identified in the data acquired at the different times.
  • the data collected at different points in time can be immediately analyzed Object speed relative to the vehicle or the vehicle speed are determined relative to the object. As long as the object moves away from the vehicle, no collision is to be feared. In particular, the incremental change of the
  • Object speed or incremental change in the vehicle speed can be determined. From this it is possible to determine the deceleration of the vehicle movement required for a collision avoidance.
  • a quantity of interest in collision determination for calculating the required vehicle deceleration is the distance up to the collision s_coll that would result if the vehicle were to continue driving.
  • any parameters of the time delay until the beginning of the intervention and the remaining time t_coll to collision flow are the latency of the assistance system t_AS, the reaction time of the driver (to be taken into account, unless intervened fully automatically) t_dr and / or the
  • the remaining time to collision can be in a simplified case under the
  • Vehicle speed is not carried out under the assumption that the vehicle and the object are moving at the current speed, the change in the vehicle speed in the calculation of the way to
  • the vehicle speed corresponding to a vehicle deceleration or a vehicle acceleration which is equal to the current vehicle deceleration or vehicle acceleration, changes in the further course of the journey until the collision.
  • the vehicle speed therefore decreases starting from the current one
  • Vehicle speed constantly decreases over time.
  • the required incremental change in vehicle speed in this case results from solving an integral equation that sets the remaining distance to collision equal to the integral of the speed over time to the collision location.
  • the integral equation can in particular be solved numerically.
  • the current state of movement of the vehicle and the object always flows into the calculation.
  • the determination device can be designed to detect the collision
  • existing information about the predetermined by the lane in front of the vehicle trajectory are used.
  • this existing information can be pure location information, ie position information and geometric characteristics of lanes.
  • the information can be used on which lane the vehicle will continue behind the fork. More generally, operating information may also be used. These include, for example, the Timing the further journey of the vehicle information, such as an imminent stop of the vehicle to a route signal or a stop.
  • the determination of the clearance is made possible and facilitated by setting the lane (e.g., a railroad) of the lane-bound vehicle.
  • Information about it e.g., digital maps
  • the lane recognizable in the detected area of interest provides the opportunity to insert the clearance.
  • Lane (s.o.) can, in particular in the evaluation of the area of interest and / or in determining whether there is a risk of collision, the trajectory of
  • Track tracks are determined (i.e., by the lane in front of the vehicle
  • the trajectory can be described by the direction vector, which points in the direction of travel during the drive of the vehicle along the lane and whose direction therefore changes through curves.
  • the direction vector which points in the direction of travel during the drive of the vehicle along the lane and whose direction therefore changes through curves.
  • the determination of a collision risk is relatively simple: it can be determined the distance of an object to the vehicle and determine whether the object is in the light space.
  • image data of the three-dimensional region of interest results from the distance of the object directly from its position relative to the light space.
  • a preferred embodiment of the invention relates to driving paths of the vehicle with curves.
  • the above publication by Weichselbaum et al. offers a solution for the 3D detection of the area of interest also in the area of curves. However, this still does not solve the problem that a collision in the range of curves could previously be determined only inaccurate.
  • the preferred embodiment of the invention changes in the range of curves, the width of the clearance gauge of the vehicle and thus the clearance.
  • the reason for this is that rail vehicles with e.g. swing a front and a rear bogie laterally while driving in curves. An object must therefore have a greater distance to the lane in the area of curves so as not to collide with the vehicle.
  • the light space is therefore determined to be wider along the curve than on a straight line.
  • the determining device determines the clearance so that it is wider along a curve of the vehicle to be traveled by the driving route than on a straight line.
  • the width of the clearance is dependent on the curve radius of the curve, wherein the width is greater at a smaller radius of curvature than at a larger radius of curvature.
  • the information about the width of the clearance at which radius of curvature can be determined in advance for the operation of the vehicle and e.g. stored in a data store from which the
  • Determination device during the operation of the assistance system receives the information. This information is to be determined specifically for the respective rail vehicle, since the width of the light space also depends on the length of the vehicle and the distance from bogies.
  • the light space is determined much more precisely. Therefore, on the one hand can be calculated in advance on a straight line with narrower light space, whether a collision is imminent. This can be avoided on a straight line actually not to be feared collisions are predicted. On the other hand, the additional risk of collision in curves is no longer underestimated.
  • optical distortion requires trigonometric knowledge of the route to determine whether or not a potential obstacle protrudes into the clearance (and if so, how far). It is particularly difficult to determine when the region of interest to be evaluated extends over a wide range of distances. For the determined distance of an identified object and taking into account the trajectory (i.e., the course of the lane), the actual course of the light space can be calculated. Furthermore, it can be calculated whether the object is at this distance (i.e., at its position) in the
  • the detection of a region of interest along an in-vehicle path and obstacle detection i. evaluating whether there are objects in the region of interest is repeated. It also finds a repeated check for collision by evaluating the data from the
  • the light space can be determined continuously or quasi-continuously repeated, in each case with respect to the current position of the vehicle.
  • the information about a previously determined light space can be used.
  • only that part of the clearance must be recalculated, which has been added by a movement of the vehicle in the direction of travel.
  • step b) it is preferable to repeatedly execute the above-mentioned steps a) and c) during a continuous travel of the vehicle.
  • a repeated execution from step b) can be omitted if the light space for the region of interest to be evaluated in step c) is already determined.
  • the method is carried out continuously while the vehicle is running.
  • An imminent collision can be determined particularly easily, in particular if an obstacle is permanently located within the specific light space.
  • an embodiment of the invention is also preferred which also enhances reliability in detecting an imminent collision, and in particular, can be combined with other designs (such as taking into account the curves and broadening the gauge and / or classifying objects, see below).
  • the preferred embodiment is based on the problem that for an object located far in front of the vehicle, it can not yet be decided with certainty whether or not there will be a collision in the same way as the travel of the rail vehicle continues. This applies to both objects that become one
  • Evaluation period are within the light space, as well as for objects that are at the time of evaluation outside the light space, but in the area of interest. In contrast to the situation with vehicles with less
  • a kinematic model of the movement of the object can be determined therefrom, and it can be determined at a specific time of the evaluation and / or for the further, future course of the movement whether the object will collide with the vehicle.
  • a predefined, parameterized movement model whose parameters are determined by
  • Evaluation of the changing scene can be determined. Parameters may be in addition to the current detected position e.g. the speed (direction and amount of speed) and / or the acceleration (amount and direction). A negative acceleration is also referred to as deceleration or braking elsewhere in the description.
  • a preferred embodiment of the method wherein for determining an imminent collision in method step d) is predicted for at least one of the objects in the region of interest that the object moves into a partial volume of the light space, the vehicle at the same time as the object will occupy.
  • an embodiment of the method is proposed, wherein, in a check as to whether an imminent collision is to be established, in method step d) it is predicted for at least one of the objects in the region of interest whether the object moves in such a way that it moves during the process Travel of the vehicle is located on the route to be traveled in any sub-volume, which will occupy the vehicle at the same time as the object.
  • an object that has moved out of the light space is tracked further, since it could return to the light space again.
  • an object that is likely to move out of the light space is preferably further tracked because it could change its motion parameters and not move out of the light space. In this way, both an impending collision can be detected with an object that is not yet in the light space at an evaluation time of the region of interest, as well as found that one to a
  • the measure can be canceled again or as
  • the driving speed can be increased again, a message issued in that the collision is no longer imminent and / or the warning is ended.
  • identified objects are classified in the region of interest.
  • Classes of objects are preferably predefined here, for example collisions with the vehicle (eg pieces of plastic foil) on the one hand and dangerous objects or endangered objects on the other hand (eg living objects such as persons or animals, vehicles, Objects with considerable mass).
  • the object For example, it can be determined at which position of the light space, in particular at which height above the driver's path, an object occupies a part of the light space. From the position, in particular height, it can be deduced to which class of Objects belong to the object. For example, a breach of the light space at high altitude is thought to be a static object, such as a branch of a tree. In contrast, a violation of the light space at a low altitude above the track, the object still moving, probably to a particularly worth protecting object, such as a person, an animal or another vehicle.
  • This type of classification can be preliminary, that is, the classification can be further improved or changed by further measures.
  • classification may also be made as to whether an identified object will be in the same light as the vehicle at the same time.
  • an object is classified as an obstacle with hazard potential if the forecasting results.
  • an object may be classified in terms of a size of its hazard potential.
  • At least one limit value for the distance (measured along the route or along the direct connection between vehicle and object) of an identified object can be specified for the time at which the evaluation takes place (including the point in time at which the data on which the evaluation was based was recorded) , If the limit is reached (in the sense that the distance was previously greater and now has reached the limit) or, in an alternative
  • the limit value is exceeded, and if an imminent collision is detected for the object at this distance, in particular a measure associated with the limit value by default is triggered (triggered).
  • a first limit is set for a distance which still allows a normal braking of the vehicle, i. braking with a first, normal deceleration, which can not be called emergency braking.
  • this limit value is defined as a limit dependent on the driving speed of the vehicle. It can thus be taken into account that the limit for normal braking must be greater for longer distances than for smaller speeds
  • a second limit value may be predetermined, when it reaches or falls below it, emergency braking is initiated.
  • the emergency braking has a predetermined second deceleration that is greater than the first deceleration during normal braking.
  • the second limit will be in particular (preferably also speed-dependent) defined for a distance at which emergency braking can still be performed reliably.
  • the two limits are within the range of distances that are twice to three times the vehicle length of a light rail vehicle (eg, tram).
  • limit values that are linked to other measures. Furthermore, more than two limit values can be linked with corresponding ones
  • a limit value can be defined which has the greatest distance of the defined limit values and, when it is reached, only a warning, e.g. is output to the driver and / or the environment of the vehicle.
  • a warning e.g. is output to the driver and / or the environment of the vehicle.
  • Appropriate measures are mentioned below.
  • the braking distance of an emergency stop can also be minimally necessary
  • Braking distance are called and the braking distance of a normal braking can be in particular the maximum braking distance.
  • Measures can be lifted again. This also reduces the need for serious intervention in the driving operation, such as emergency braking. The early action taken may include less serious interventions.
  • multiple thresholds may be cascaded, i. be temporally and / or spatially offset.
  • the triggering of a braking is done automatically by outputting the information about the imminent collision to the vehicle control and intervention of the vehicle control in the braking system of the vehicle, there is the alternative, only a request to initiate the normal braking in particular in a triggered normal braking to issue to the driver.
  • the measure or the intervention in the driving operation of the vehicle can be output with which the imminent collision can be avoided.
  • the date of issue of the call should be considered be that the driver still needs a response time.
  • the limit value should therefore be selected correspondingly larger.
  • Another measure, which may be linked to another limit or the limit value for normal braking is to inform the driver only about the imminent collision.
  • warnings and information can be output in any way, for example acoustically or optically.
  • lights or acoustic signals by pressing a horn or bell of the vehicle
  • Automatically spoken text of a speech production device can also be output to the driver, for example: "collision with an obstacle is imminent”.
  • an intervention in the vehicle control takes place automatically.
  • the driving speed is automatically reduced, optionally to a standstill.
  • the reduction of speed to a lower, constant value is sufficient than before.
  • Embodiments of the present invention can be integrated in particular in all types of rail vehicles, for. As low-floor, mid-floor or high-floor vehicles and metros, subways or surface vehicles. Embodiments of the invention will now be described with reference to the accompanying drawings. The individual figures of the drawing show:
  • FIG. 1 schematically shows a scene, which is detected starting from a rail vehicle and extends along a lane, wherein a clearance and a clearance profile are shown at a certain distance to the vehicle
  • Fig. 2 shows schematically an embodiment of an automatic assistance system
  • Fig. 3 a Top view on a lane of a rail vehicle with three
  • Fig. 4 is a plan view of a trajectory of a vehicle on a curve to
  • Fig. 5 is a schematic representation similar to that in Fig. 4, wherein the positions of the
  • Vehicle and an object in the light space are shown at two different times to explain the concept of using the information about the incrementally changing speed of an obstacle with respect to the incrementally changing speed of a vehicle.
  • FIG. 1 shows a scene recognizable by a vehicle 1 along a lane 3 (e.g., rail) of the vehicle 1.
  • a vehicle 1 shows a scene recognizable by a vehicle 1 along a lane 3 (e.g., rail) of the vehicle 1.
  • lane 3 e.g., rail
  • the cameras 4 continuously take pictures of the scene so that three-dimensional data about the scene is obtained.
  • the distance to the vehicle 1 increases in the image plane from bottom to top along the lane 3.
  • the lane 3 is therefore drawn with increasing distance tapered in the perspective view.
  • a clearance gauge 10 is located at a certain distance to the rail vehicle 1. When the vehicle 1 has reached the position of this clearance gauge 10, it will fully fill the clearance gauge 10. Perspective drawn with dashed lines in the direction of the vehicle 1, a light space 9, which results from the space that passes through the rail vehicle 1 in its further journey. Each partial volume of the light space 9 will be filled at a time during the journey of a region of the rail vehicle 1.
  • the light space 9 is shown in the situation illustrated in FIG. 1 only over a range of distances which does not begin directly on the rail vehicle 1.
  • the distance at which the light space 9 starts corresponds, e.g. the distance that is minimal for one
  • the distance may be a distance slightly greater than the distance required for emergency braking.
  • the rear end of the light space 9 is located, for example, at a distance to the rail vehicle 1, at which the rail vehicle 1 can come to a standstill, if at the time of the illustrated situation, a normal braking is initiated. At this distance are located to the right of the lane 3, a first object 5 and left of the lane 3, a second object 6. Both objects 5, 6 are in a region of interest, the outer contour 8 only for the maximum distance of the light space 9 and thus for the distance of the clearance gauge 10 is shown.
  • the outer contour 8 is rectangular and contains the clearance space profile 10. The outer contour 8 could thus be represented in a two-dimensional plane of the drawing in which the clearance gauge 10 is located, since both have the same distance to the rail vehicle 1.
  • the clearance space 10 is shown rounded above according to the usual roof shape of a rail vehicle.
  • the clearance gauge in practice can be shaped differently, for example, by current collectors and roof structures.
  • the area of interest need not have the illustrated rectangular outer profile, although this is preferred.
  • the three-dimensional detection takes place in a detection device (not shown in FIG. 1) (see FIG. 2).
  • the cameras 4 continuously acquire image data of a spatial area in front of the rail vehicle 1 that is larger than the area of interest. This makes it possible, in particular, to detect a wider range in which the course of the route can then also be in the case of curves.
  • the area of interest is determined from the detected area. It can be defined in particular by a predetermined lateral distance from the lane 3.
  • the region of interest may be defined by a maximum height above the lane 3 and a maximum height difference below the lane 3.
  • the height position of the lane is defined, for example, by the height position of the rail surfaces on which the running surfaces of the wheels of the rail vehicle roll.
  • the first object 5, which is shown on the right of the route 3, is located at the distance of the clearance 10, as well as the second object 6 on the left of the route 3.
  • the first object 5 extends from the right into the clearance 10, while the second object 6 does not hineinerstreckt into the clearance space 10, but lies outside.
  • both objects 5, 6 are within the range of interest. If the objects 5, 6 no longer move until the rail vehicle 1 has reached the position of the clearance gauge 10, this means that there will be a collision with the first object 5, but no collision with the second object 6.
  • Assistance system allows the reliable determination of the imminent collision with the first object 5 and the reliable determination that it will not come to a collision with the second object 6.
  • the second object 6 (as determined by the system repeatedly detecting the scene) moves into the clearance space 10, so in good time before reaching it the distance that is minimal enough for emergency braking, the imminent collision can be detected.
  • the possible movement of the second object 6 is indicated by an arrow with a double line.
  • the first object 5 has moved out of the clearance space 10 when the vehicle 1 has reached the position of the profile 10.
  • the preferred embodiment would also recognize this and emergency braking could be avoided (unless there is a collision with the second object 6).
  • the two cameras 4a, 4b of Fig. 1 are also shown schematically.
  • the continuously recorded image data of the scene in front of the vehicle is transmitted to a detection device 21, which generates therefrom the three-dimensional image data of the scene at the different times of the recording. Optionally, it generates the corresponding three-dimensional image data of the region of interest.
  • the detection means 21, e.g. contains the functions that the o.g. Publication of Weichselbaum et al. in terms of capturing a
  • the image data of the region of interest may be provided by another device (eg, the downstream one)
  • Evaluation device 27 are generated or determined. Further alternatively or additionally, information about the vehicle speed (including their time derivatives, that is, the positive or negative acceleration and in particular the incremental change in the vehicle speed) by
  • the evaluation device 27 which is connected to a data output of the detection device 21, evaluates whether there are objects in the region of interest with which a collision of the vehicle is to be avoided. In the case of the situation illustrated in FIG. 1, the evaluation device 27 would identify the objects 5, 6. Optionally, the evaluation device 27 carries out a classification of the identified objects. Further optionally, the evaluation device 27 determines the acceleration or deceleration of the identified object along the trajectory of the vehicle. Furthermore, a determination device 23 is provided for determining a light space in the region of interest. Information that the determination device requires for this is obtained, for example, from an optional data memory 22 or another optional device.
  • this information relates to the size of the clearance gauge at a position along the lane, optionally as a function of a turning radius at the position.
  • the determination device 23 is optionally connected to the detection device 21, so that it also receives data about the light space to be determined. In particular, the determination device 23 can determine the course of the lane from the three-dimensional data of the region of interest and determine the corresponding light space. The determining device 23 outputs the determined light space via an output to an input of a
  • the determination device 25 also has an input for receiving the
  • the determination device 25 determines whether a collision with an object will take place in the specific light space, as long as the vehicle continues its journey without initiation of collision avoidance measures. Information about the movements of the vehicle to be carried out in the course of the journey without such measures is obtained by the determining device 25, e.g. via a corresponding data input, which in the illustrated embodiment with a corresponding data output of
  • Vehicle control 29 is connected.
  • the vehicle controller 29 can transmit information about the current driving speed, but optionally also about planned changes in the driving speed to the determining device 25.
  • the determining device 25 receives in particular from the vehicle control 29 information about the planned further course of the movement.
  • the determination device can alternatively or additionally obtain information about the driving speed by evaluating the data acquired by the detection device at different times. This evaluation can be carried out, for example, by one of the devices described above with reference to FIG. 2. For example, instead of the evaluation device 27, the determination device 25 determines the acceleration or deceleration of the identified object along the trajectory of the vehicle.
  • the determination device 25 and / or the determination device 23 determines whether the identified object moves into the light space and / or moves out of the light space. Further alternatively or additionally, the determining means 25 may be the incremental change of the vehicle speed and / or the
  • the determining means 25 If the determining means 25 only receives a speed or has already received it goes z. B. assume that the drive of the vehicle is continued at the same speed. Otherwise, she gets
  • the determination device 25 uses this information about the planned movement of the vehicle to calculate whether and, if appropriate, at what distance from the current position of the vehicle a collision will take place, if none
  • the determining device 25 itself determines which measures are to be taken.
  • the determining means 25 has the information of linking the o.g. Limit values with certain
  • Detection means 25 an output means 30 which outputs information about the impending collision and / or signals for the execution and / or triggering of measures, e.g. to the vehicle control or one or more
  • Warning signal generation and dispensing device (s).
  • the determination device 25 and / or an additional determination device may perform the collision check described in this specification. For example, they can detect the occurrence of events and trigger the execution of associated actions. Examples of the events will be described.
  • Fig. 3 explains why the light space in the range of lanes of the lane is advantageously chosen wider than in straight lanes. The dependence of the width of the light space on the curvature of the curve, ie on the curve radius, is also explained and thus given basic information for calculating a necessary clearance requirement in curves.
  • FIG. 3 is a schematic representation for explaining the described effects. The drawing is not to scale and does not exactly correspond to the conditions of real rail vehicles.
  • a section of a lane 35 is shown, which runs straight ahead.
  • a running in this section rail vehicle 1 10 has an indicated by dashed lines envelope 120, which has a width 40 of the size a.
  • the width of the light space to be selected along the straight line therefore also has the value a.
  • the curvature of the straight lane section may be indicated by the radius of curvature Rio going to infinity.
  • Radius of curvature RH It is a tight turn and therefore a small turning radius. It is schematically illustrated a rail vehicle 1 1 1, which travels the curve. Since the bogies (not shown) in the front and rear of the vehicle 1 1 1 are located, the central region of the vehicle 1 1 1 extends beyond the edges of the lane on the inside of the curve than at
  • Curve curvature is the case.
  • a small curved curve is shown with radius of curvature R12.
  • the vehicle 12 traversing this curve projects less far laterally beyond the edges of the lane 35 than is the case with the more curved curve. But it protrudes further beyond the edges of the lane 35 as it is the case when driving straight ahead in the lower left in Fig. 3.
  • the envelope 122 has a width 42 with the value c, the is less than the value b, but greater than the value a. Accordingly, the width of the light space to choose.
  • Reference numeral 130 denotes.
  • the center line can also be referred to as trajectory traversing the vehicle.
  • FIG. 4 shows a trajectory TR beginning at a vehicle 1, which is defined by the travel path lying ahead of the vehicle 1. At different points of the trajectory TR, the width of the light space is represented by a transverse bar. At the end of the curve defined by the trajectory TR, there is an object 6 to the left of the trajectory TR.
  • the edges of the detection area are shown starting from left and right, within which the cameras arranged on the left and right in the region of the front detect the scene in front of the vehicle 1.
  • the object 6 is indeed detected by both cameras. However, it is not immediately apparent from the perspective of the vehicle 1 whether the object 6 is located within the light space or not.
  • the detection device Since the detection device generates three-dimensional information about the detection area with the cameras, the instantaneous distance of the object 6 from the vehicle 1 can be determined from the acquired data.
  • the data included the data included
  • the information about the direction in which the object 6 is located is located.
  • the information about the course of the trajectory TR is available.
  • the procedure is therefore preferably as follows: the direction and distance of the object 6 from the vehicle 1 are determined from the acquired three-dimensional information. In the resulting region of interest, the light space resulting from the trajectory TR and the gauge is determined. Since the light space and the position of the object 6 resulting from the direction and distance of the object 6 are available in particular in a common coordinate system (for example the coordinate system of the detection area), it is now possible to check whether the object 6 is located within the light space. Alternatively or additionally, in the case of a moving object 6, it can be checked whether the object moves into the light space, in particular if data which were acquired at different points in time are evaluated. If the object 6 does not move, in the common coordinate system can be checked with simple, fundamental methods of geometry, whether the object 6 violates the light space.
  • a common coordinate system for example the coordinate system of the detection area
  • the position vector of the surface point of the object 6 closest to the trajectory TR can be determined, and then the distance to the trajectory TR and / or to the boundaries of the light space can be determined.
  • a plane containing the trajectory TR which may be referred to as a driving plane, it may be determined by trigonometric calculations using the direction and distance of the object 6 to the vehicle 1 whether the object 6 violates the clearance.
  • the trajectory is not permanently within the same plane. This is not the case, for example, when the vehicle passes through a depression of the terrain.
  • the detector does not detect a possible collision object in the sink, or not the true one
  • the information about the altitude profile can be obtained, for example, from maps or by driving past the route. Analogous to the case of cornering explained with reference to FIG. 4, a collision with the object can in any case be precalculated with the information about the height profile if the complete object or a sufficient part of the object is precomputed by the object
  • Detection device is detected.
  • FIG. 5 shows the front region of a rail vehicle 1, but not only at a first time, which corresponds to the situation illustrated in FIG. 4, but also at a second, later point in time during the journey.
  • the object 6 also moves and is at a different position at the second time.
  • Object and vehicle are shown at the position of the second time with dashed lines.
  • the vehicle speed is v_F
  • the object speed is v_0
  • the path to collision is s_coll
  • the deceleration of vehicle motion required to avoid a collision is designated a_erf.
  • An acceleration or an accelerated movement of the object is understood to mean a movement whose velocity increases in the direction of the trajectory, that is, away from the vehicle. This can also be a decreasing one
  • Range is less than the incremental change in the speed of the vehicle, so no collision can take place unless the incremental
  • Range is greater than the incremental change in the speed of the vehicle, so a collision will occur if the incremental change in the speed of the vehicle is negative, i. the vehicle slows down.
  • the acceleration or deceleration along the course of the trajectory is determined. Further, in determining whether a collision is occurring, it is preferable that the detected acceleration or deceleration along the course of the Compare trajectory with the incremental change in vehicle speed and in particular according to the above cases to decide whether a collision will take place or not.
  • the result of the determination may initially be that a collision is taking place. However, if it is determined that the object has moved out of the light space until the time of the collision, the result of the determination may be changed. In particular, therefore, but also for other reasons, the knowledge of the distance between the vehicle and the object of advantage.
  • Falling below is one possible event that triggers a predefined action.
  • the instantaneous speed of the vehicle is also used:
  • Individual values of the speed and preferably speed ranges are each assigned a predetermined limit value and a predetermined measure.
  • additional cascaded limit values can be established in this way and the assigned measures can be executed when the respective limit value is reached or fallen below.
  • the action may be a precautionary measure such as a warning to the driver, e.g. For example, if the speed is not too high and the distance to the object is still large.
  • the precautionary measure may e.g. in the output of an information that increased caution is advised, since at high momentary
  • Vehicle speed is a potential collision object in the light space. This precautionary measure is therefore associated with high values of the vehicle speed. Such a precautionary measure is particularly intended for scenarios in which the driver has sufficient time to react for himself, for example to initiate braking with normal (non-maximum) vehicle deceleration.
  • a plurality of cascaded limit values can be defined, wherein at least one of the respective ones is assigned to the limit value
  • Measures may be an action measure for braking the vehicle (for example, each with a defined vehicle deceleration).
  • the recommendation of the action can be output to the driver.
  • the recommendation may include that a braking should be prepared and / or that a potential collision object is at critical distance to the vehicle and / or critical vehicle speed in the clearance.
  • the information can be output in particular to the driver that an emergency braking should be prepared or is to be carried out, in particular because the distance for a normal braking is too low. It is also possible that emergency braking is initiated automatically.
  • Possible information to output are, for example:
  • the concept of cascading execution of actions may be based on each occurrence (e.g.
  • Determination results of the corresponding method step) alternatively or additionally be performed independently of the achievement or falling below a distance limit value.
  • the collision may be as described above by comparing the acceleration or deceleration of the object along the course of the trajectory be detected with the incremental change in the vehicle speed.
  • a first measure can be taken (for example, an information message or be issued). If the situation leading to the determination of the collision also exists during a second period of the repeated evaluation of the region of interest, wherein the second period is longer than the first period, a second measure can be taken (for example, an information or message is output) , The measures are thus cascaded.
  • a first measure for example, an information message or be issued.
  • the measures can be cascaded not only with respect to the duration of the collision situation, but alternatively or additionally with respect to the distance. Combinations with respect to the type of events in the occurrence of the predetermined action is carried out, are possible. For example, one of the events may relate to reaching or falling below a predetermined distance of the vehicle to the potential collision object, and another of the events may be the result of a comparison of the incremental change in vehicle speed with the deceleration or acceleration of the object along the trajectory.
  • a first measure may be taken if the instantaneous incremental change in vehicle speed is less than the necessary deceleration required to stop before the collision object, if the incremental change in vehicle speed (particularly over an observation period of predetermined length) is negative.
  • a second measure can be taken (for example, after the first measure) when reaching or falling below a predetermined distance of the vehicle to the detected object.
  • a third measure can be taken if the vehicle speed has decreased so far that it has reached a predetermined limit or (in another case) falls below. The third measure is, for example, that the driver or the automatic control system of the vehicle is informed that a collision is no longer imminent (with optional mention of the condition that the
  • this further measure may be a measure that is an automatic intervention in the vehicle control or triggers this, for example, emergency braking (ie braking with maximum possible delay of

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Abstract

L'invention concerne un procédé d'assistance automatique d'un conducteur d'un véhicule (1) guidé sur rails, en particulier d'un véhicule ferroviaire. Ledit procédé comprend les étapes suivantes, qui sont mises en œuvre automatiquement, consistant à : a) détecter une zone d'intérêt (8) le long d'un parcours précédant le véhicule, qui est prédéfini par une voie de circulation (3) sur laquelle le véhicule (1) est guidé sur rails, et que le véhicule (1) doit parcourir ; b) déterminer un espace libre (9) dans la zone d'intérêt (8), le véhicule (1) étant destiné à remplir chaque volume partiel de l'espace libre (9) pendant un trajet sur le parcours à effectuer ; c) évaluer si des objets (5, 6) risquant d'entrer en collision avec le véhicule (1), sont présents dans la zone d'intérêt (8) ; d) pour l'établissement de l'imminence d'une collision, calculer préalablement si au moins un des objets (5, 6), qui sont présents dans la zone d'intérêt (8) détectée, se situera dans un volume partiel de l'espace libre (9) que le véhicule (1) remplira en même temps que l'objet (5, 6), et constater l'imminence de la collision lorsque c'est le cas ; e) émettre des informations concernant l'imminence de la collision.
PCT/EP2015/056928 2014-04-03 2015-03-30 Assistance automatique d'un conducteur d'un véhicule guidé sur rails, en particulier d'un véhicule ferroviaire WO2015150340A1 (fr)

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DE102014206473.2A DE102014206473A1 (de) 2014-04-03 2014-04-03 Automatische Assistenz eines Fahrers eines fahrspurgebundenen Fahrzeugs, insbesondere eines Schienenfahrzeugs
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EP3446945A1 (fr) * 2017-08-22 2019-02-27 ALSTOM Transport Technologies Système d'alarme d'accident pour un véhicule ferroviaire
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DE102018111980A1 (de) * 2018-05-18 2019-11-21 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Kollisionsvermeidungssystem für ein Fahrzeug sowie Verfahren hierzu
DE102018111982A1 (de) * 2018-05-18 2019-11-21 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Kollisionsvermeidungssystem für ein Fahrzeug und Verfahren hierzu
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CN110488319B (zh) * 2019-08-22 2023-04-07 重庆长安汽车股份有限公司 一种基于超声波和摄像头融合的碰撞距离计算方法及系统
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