WO2018228757A1 - Procédé, produit programme informatique, et véhicule sur voie, en particulier véhicule ferroviaire, pour la détection de voie en matière de trafic sur voie, en particulier pour la détection de voie ferrée en matière de trafic ferroviaire - Google Patents

Procédé, produit programme informatique, et véhicule sur voie, en particulier véhicule ferroviaire, pour la détection de voie en matière de trafic sur voie, en particulier pour la détection de voie ferrée en matière de trafic ferroviaire Download PDF

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Publication number
WO2018228757A1
WO2018228757A1 PCT/EP2018/062225 EP2018062225W WO2018228757A1 WO 2018228757 A1 WO2018228757 A1 WO 2018228757A1 EP 2018062225 W EP2018062225 W EP 2018062225W WO 2018228757 A1 WO2018228757 A1 WO 2018228757A1
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WO
WIPO (PCT)
Prior art keywords
lane
route
processor
svli
track
Prior art date
Application number
PCT/EP2018/062225
Other languages
German (de)
English (en)
Inventor
Andreas Schönberger
Original Assignee
Siemens Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Publication of WO2018228757A1 publication Critical patent/WO2018228757A1/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
    • B61L15/0092—Memory means reproducing during the running of the vehicle or vehicle train, e.g. smart cards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

  • the invention relates to a method for lane detection in rail traffic, in particular for track detection in rail traffic, according to the preamble of claim 1, a computer program product for lane detection in rail traffic, especially for track detection in rail traffic, according to the preamble of claim 6 and a railway vehicle for lane detection in rail traffic, in particular a rail vehicle for track detection in rail traffic, according to the preamble of claim 11.
  • railway vehicles are part of a modern transport ⁇ infrastructure track-bound transport and transport, for example, rolling on or under of one or two rails (tracks), floating above or below a magnetic field or hanging on steel cables move.
  • track-bound transport and means of transport are rail vehicles based on a wheel-rail system, either a private traction drive (railcar) or pulled by a locomotive or pushed and where predominantly steel wheels with a flange on two steel rails or railways are the most widely used.
  • railway vehicles in the sense of the present invention are, however, quite generally all vehicles which are track specific in operation following exactly ei ⁇ ner infrastructure.
  • an electric vehicle eg electric truck
  • a motor vehicle which at an exact distance at a concrete wall
  • the underlying object of the invention is to provide a method, a computer program product and a catenary ⁇ truck, in particular a rail vehicle, for Fahrspurerken ⁇ voltage rail traffic, in particular for track detection in the
  • Rail traffic specify, with the lanes in the rail traffic to be detected automatically.
  • IS-distance curves on the basis of a plurality of precisely measured ⁇ NEN location coordinates, for example, by means of satellite positioning systems such as GPS, Galileo, or
  • Glonass are measured or detected and are in the form of GPS, Galileo or Glonass coordinates, alone or together with at least one further plurality of stored correction data of the location coordinates and / or generated, exactly localized location coordinates to determine, in the case of GPS Positioning systems are referred to as actual "GPS traces",
  • route / vehicle information that includes both lane-specific and vehicle-specific data, as well as data from lanes correlated to the actual lanes and, in the case of GPS
  • Positioning systems referred to as "GPS-Traces" designated SOLL-Streckenverêtn include
  • c. for detection of a dedicated DESIRED route indicating lane (first lane according to the claims 1, 6 and 11) consists of several, for example after a lane change, location-coordinate and cOuRsE moderately adjacent Fahrspu ⁇ ren in rail traffic (for example, tracks for rail transport) by to analyze a route-based lane-leveling chen, whether for a considered, variably variable Stre ⁇ kkenverlauf-time window determined in relation to the lane to be detected determined IST route to the Dedicated target course of the lane is on average less far away than to another target distance course another lane (second lane according to claims 1, 6 and 11) of the adjacent lanes.
  • the sketched distance-related lane alignment in which the aforementioned coordinates, data and information are used, can be used to achieve the following:
  • the lane (e.g., the track being used) is reliably automatically detected without expensive infrastructure investments;
  • the lane (eg the busy track) is recognized even without Videosys ⁇ tem on the vehicle;
  • the lane e.g., the track being driven
  • the lane is more reliably detected in unfavorable visibility conditions than by train drivers
  • the sketched cOuRsE related lane alignment is also so flexible capacities configurable advantageously that an evaluation result concerning the evaluation of routes ⁇ history / vehicle information, whether in the area of the place for a lane change, for example, is the rail transport of the region of a switch, which for the lane decidedly ermit ⁇ Telte actual route is shifted by an average of a normative driving lane change specific Positions skilledungs slaughter, is taken into account for lane alignment. This happens even more preferably and indeed when, due to the evaluation result, a different lane is detected than is the case with the lane alignment. In this case, the evaluation result has a higher priority than the lane-related statement achieved by the route-related lane adjustment.
  • a warning information is generated, which indicates that the lane-related statement achieved by the route-related lane adjustment must be viewed with care.
  • Lane alignment may also advantageously be so pronounced that, if the lane is initially known for the route time window, the route lane adjustment of the actual lane course determined for the traffic lane is omitted.
  • FIGURE 1 lane detection in a railway vehicle, in particular track identification in a rail vehicle;
  • FIG. 2 Scenario for lane detection in rail traffic, in particular rail traffic, on the basis of a route with lane changes, in particular track changes, in comparison to a normal route.
  • FIG. 1 shows the lane recognition in a railway vehicle BFZ, preferably the track identification in a rail vehicle.
  • a railway vehicle BFZ preferably the track identification in a rail vehicle.
  • generating SFZ for which purpose, according to the FIGURE 2, the light rail vehicle BFZ in rail transport BVK and the rail vehicle in the SFZ Schie ⁇ nen admir SVK is underway.
  • the principle illustration in FIG. 1 shows the principle illustration in FIG.
  • the rail vehicle BFZ, SFZ in connection with the lane / track recognition-in the following always referred to as lane recognition for the sake of simplicity-contains a control device STE as input component for receiving INPUT data at least with a position acquisition unit PAE and the output side is at least connected for outputting output data with an automatic driving system AFS, which implements an automated (autonomous) or assisted driving of the railway vehicle BFZ, SFZ without ⁇ additional infrastructure along a driving route ,
  • AFS automatic driving system
  • driver assistance systems such as navigation systems or from ⁇ eventual information systems essential that the position data or coordinates should be as precise or accurate.
  • current satellite-assisted ⁇ receiver eg GPS receiver only have an accuracy of several meters.
  • DGPS Differential Global Positioning System
  • GNSS Global Navigation Satellite System
  • the position acquisition unit PAE detects the current location ⁇ coordinates or GPS / Galileo Glonass coordinates of a corresponding receiver on the railway vehicle BFZ, SFZ to a few meters accurate. Where appropriate, as in GPS technology, complementary techniques such as the Differential Global Positioning System (DGPS) are used.
  • DGPS Differential Global Positioning System
  • a localization unit LKE assigned to generate exactly localized location coordinates OK ex i 0 , which either (option "C") inside the vehicle acts as a further component of the rail vehicle BFZ, SFZ and is connected to the control device STE or (option " D ”) outside the vehicle, for example, again in the control center for train ⁇ vehicles arranged and connectable to the control device STE.
  • This localization unit LKE detects the position of the railway vehicle BFZ, SFZ down to a few centimeters, for example in rail traffic by an image analysis method, by calibration station on the platform, by evaluation of balises or by measuring the vibration when crossing a turnout.
  • this component evaluates in the nen admir when evaluating vibrations possibly also from what track a vehicle currently befin ⁇ det or the east-west deviation (north-south deviation) of a measured GPS coordinate of one of the North (west) to the south (east ) running route.
  • the actual deviation of the measured GPS coordinates on average from the track coordinates during cornering can thus be calculated.
  • It does not necessarily have a Ortsko ⁇ ordinatenempffiter, eg a GPS / Galileo / Glonass receiver can be used. It is also sufficient if the position data are converted into corresponding coordinates. That's why just also exactly lo ⁇ kalillonen of the localization unit LKE location coordinates OK are supplied ex i 0th
  • a storage device SPE for storing route course / vehicle information SVFZI of the rail traffic
  • route / vehicle information SVFZI include i.a. Information on the exact course of routes, information on the number of lanes or tracks laid in parallel, position data of places for lane changes or switches, information about the mounting position of the receiver used in the position acquisition unit PAE and timetable information, which can be used for direction determination.
  • control device STE On the output side for outputting the OUTPUT data, the control device STE continues to be associated with the database DB and the localization unit LKE having the properties already specified above, as in relation to the INPUT data.
  • control device STE the position acquisition unit PAE, the memory unit SPE and the database DB and / or the localization unit LKE form a functional unit.
  • SVI SOLL SVI SOLL , SV2 SOLL , which are designed eg as SETPOINT "GPS / Galileo / Glonass traces”.
  • the location acquisition unit PAE measures a multiplicity of location coordinates OK gem , which are preferably provided as GPS coordinates GPSK, but alternatively can also be designed as Galileo coordinates or Glonass coordinates, and to the Control device STE transferred, where from the plurality of measured location coordinates OK gem IST-course curves SV IST , SV1 IST ermit ⁇ telt be determined, wherein the given by the lanes FS, FS1, FS2 SOLL-course courses SV SO LL, SV1 SO LL, SV2 SO LL correlate to the actual lanes SVi ST , SVli ST .
  • the actual sections SV IST , SVli ST are also designed eg as actual "GPS / Galileo / Glonass Traces".
  • the location acquisition unit PAE again measures a multiplicity of location coordinates OK gem , which again are preferably provided as GPS coordinates GPSK, but alternatively also as Galileo coordinates or
  • Glonass coordinates and transferred to the control device STE are here now of the plurality of the measured location coordinates OKgem and from at least one further plurality of the data stored in the database DB correction data KD and / or the location coordinates generated by the locating unit LKE ⁇ ⁇ ⁇ IS-distance curves SVI S T , SV1I S T determined, wherein the given by the lanes FS, FS1, FS2 SOLL route courses SV SO LL, SV1 SO LL, SV2 SO LL again correlate to the IST-Streckenverierin SVi ST , SVli ST .
  • these actual route courses SVi ST , SVli ST can also be designed as actual "GPS / Galileo / Glonass traces".
  • the correction data KD and / or the generated location coordinates ⁇ ⁇ ⁇ and the stored in the storage SPE ⁇ cherured track / vehicle information SVFZI both lane-specific and Vehicle-specific data as well as data from the given by the lanes FS, FS1, FS2 SOLL route courses SV SOLL , SV1 SOLL , SV2 SOLL include, the control device STE supplied.
  • Sowie ⁇ ⁇ and the consideration of the stored route ⁇ course / vehicle information SVFZI in the control device STE is preferably carried out by software.
  • a computer program product CPP for lane recognition in rail traffic BVK, SVK can be contained in the control unit STE or can be loaded into this as a separate product in the form of a program module PGM performing the lane recognition.
  • the computer program product CPP is characterized by a non-volatile readable memory SP, m are stored the processor-readable control program commands of the Fahrspurerken ⁇ voltage performing program module PGM, and a processor coupled to the memory SP processor PZ which executes the control program instructions of the program module PGM to Fahrspurer ⁇ identifier ,
  • the loading of the correction data KD of the route / vehicle information SVFZI happens, for example, by processor-controlled read-out.
  • the processor PZ and the program module PGM are formed in the computer program product CPP both as such and also in the STEU ⁇ erritt STE such and the respective Pro ⁇ cessor PZ, the control program instructions of the program module PGM such that for the route with lane change ⁇ 2B> according to FIGURE 2 after this lane change one of several, coordinate coordinates and distance course adjacent lanes FS1, FS2 to be recognized, a first target course SV1 SOLL indicating, first Lane FS1 with ei ⁇ nem determined in relation to the first lane FS1 first IST course SVli ST with a second setpoint course SV2 SOLL indicating, to the first lane FS1 adjacent, second lane FS2 is adjusted.
  • (1) determines a first deviation value AW1 which indicates how far the first actual course SVli ST deviates in the mean from the first setpoint course SV1 SOLL , and
  • the first lane FS1 is detected when the first setpoint course SVI SOLL , because the first deviation value AW1 is clearly smaller than the second deviation value AW2, on the average of the first IST course SVli ST obvious and clearly less obvious than that to the second lane FS2 corresponding, second setpoint course SV2 SO LL-
  • first TARGET route SV1 SOLL because the first deviation value AW1 in comparison to the second deviation value AW2 is in a range of values according to a scale of values of "not uniquely small to not clearly greater," in the middle so of the first actual route SVli ST is substantially the same distance as the second lane FS2 korrespondie ⁇ Rende, second target route SV2 SOLL, SO produces a non-recognition indicative of state information ZI NE, for example, to the automatic driving system AFS gegebe ⁇ is appropriate, transmitted to the locating unit LKE and / or, and / or carried out of the lane alignment for a new time window Streckenverlauf- SVZF X having the above lane recognition steps (1) and (2).
  • the new Over time window SVZF X is compared to the previous track time window SVZF increased.
  • the processor PZ and the program module PGM are further formed in the computer program product CPP both as such and also in the STEU ⁇ erritt STE such that the track with the lane change ⁇ 2B is evaluated according to the lane change on the basis of the route course / vehicle information SVFZI, whether in the area of the location for the lane change the first IST route SVli ST with respect to the first lane FS1 on average by a normative, lane change-specific position change measure is shifted, and the evaluation result for the lane adjustment is taken into account.
  • a warning information WI is generated if, due to the evaluation result, a different lane is detected than is the case with lane adjustment.
  • the warning information WI is e.g. preferably transmitted to the automatic driving system AFS.
  • the processor PZ and the program module PGM are formed in the computer program product CPP both as such and also in the STEU ⁇ erritt STE also such that the Stre ⁇ ckenverlauf with lane change ⁇ 2B> according to the FIGURE 2 for this lane change the lane balancing of the first lane FS1 does not occur with the ermit ⁇ telten in relation to the first lane FS1 first actual route SVli ST when the first lane FS1 for the route time window SVZF initial is known.
  • lane information FSI is generated.
  • This lane information FSI is preferably, for example diagram of the automation system driving AFS transmitted and, where appropriate, since ⁇ tenbank DB and / or the locating unit LKE supplied to Abspei ⁇ insurance.

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

Abstract

Pour permettre de reconnaître automatiquement les voies (FS) dans le trafic ferroviaire (SVK), en particulier les voies ferrées dans le trafic ferroviaire (SVK), l'invention propose les étapes suivantes : a. les tronçons IST (SVIST, SV1IST) sur la base d'un grand nombre de coordonnées spatiales mesurées (OKgem), qui sont déterminées par exemple par des systèmes de positionnement par satellite comme par ex. GPS, Galileo ou Glonass et sont présentes sous la forme de coordonnées GPS, Galileo ou Glonass, seules ou avec au moins une autre pluralité de données de correction (KD) mémorisées des coordonnées spatiales(OKgem) et/ou des coordonnées spatiales (OKexlo) exactement localisées, générées, b. fournir des informations sur les tronçons/véhicules (SVFZI), y compris des données spécifiques aux voies et aux véhicules, ainsi que des données sur les tronçons cibles (SVSOL, SV1SOLL, SV2SOLL) données par voies (FS, FS1, FS2) et correspondant aux tronçons réels (SVIST, SV1IST), c. pour la reconnaissance d'une voie (FS1) indiquant un tronçon SOLL dédié à partir de plusieurs voies adjacentes en termes de tronçon ou de coordonnés spatiales, par exemple après un changement de voie, examiner si, pour une fenêtre temporelle de profil de tronçon variable (SVZF) observée, un profil de tronçon IST (SV1IST) dédié par rapport à la voie à détecter est moins éloigné par rapport au profil de tronçon SOLL dédié (SV1SOLL) de la voie, en moyenne, qu'à un autre tronçon SOLL (SV2SOLL) d'une autre voie (FS2) des 3 voies adjacentes.
PCT/EP2018/062225 2017-06-16 2018-05-11 Procédé, produit programme informatique, et véhicule sur voie, en particulier véhicule ferroviaire, pour la détection de voie en matière de trafic sur voie, en particulier pour la détection de voie ferrée en matière de trafic ferroviaire WO2018228757A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017210131.8 2017-06-16
DE102017210131.8A DE102017210131A1 (de) 2017-06-16 2017-06-16 Verfahren, Computer-Programm-Produkt und Bahnfahrzeug, insbesondere Schienenfahrzeug, zur Fahrspurerkennung im Bahnverkehr, insbesondere zur Gleiserkennung im Schienenverkehr

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WO2018228757A1 true WO2018228757A1 (fr) 2018-12-20

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Publication number Priority date Publication date Assignee Title
DE102019218611A1 (de) * 2019-11-29 2021-06-02 Siemens Mobility GmbH Fahrzeug und Verfahren zum Betreiben eines Fahrzeugs

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US20060058957A1 (en) * 2004-09-13 2006-03-16 Hickenlooper Harrison T System and method for determining relative differential positioning system measurement solutions
EP1705095A1 (fr) * 2005-03-21 2006-09-27 Sener, Ingenieria E Industria, S.A. Système et procédé de cantonnement de haute sécurité pour lignes ferroviaires à faible trafic
EP1966026A2 (fr) * 2005-12-23 2008-09-10 The General Electric Company Appareil et procede de localisation d'actifs dans un domaine ferroviaire
US20160221592A1 (en) * 2013-11-27 2016-08-04 Solfice Research, Inc. Real Time Machine Vision and Point-Cloud Analysis For Remote Sensing and Vehicle Control

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US7729819B2 (en) * 2004-05-08 2010-06-01 Konkan Railway Corporation Ltd. Track identification system
US8296065B2 (en) * 2009-06-08 2012-10-23 Ansaldo Sts Usa, Inc. System and method for vitally determining position and position uncertainty of a railroad vehicle employing diverse sensors including a global positioning system sensor

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Publication number Priority date Publication date Assignee Title
US20060058957A1 (en) * 2004-09-13 2006-03-16 Hickenlooper Harrison T System and method for determining relative differential positioning system measurement solutions
EP1705095A1 (fr) * 2005-03-21 2006-09-27 Sener, Ingenieria E Industria, S.A. Système et procédé de cantonnement de haute sécurité pour lignes ferroviaires à faible trafic
EP1966026A2 (fr) * 2005-12-23 2008-09-10 The General Electric Company Appareil et procede de localisation d'actifs dans un domaine ferroviaire
US20160221592A1 (en) * 2013-11-27 2016-08-04 Solfice Research, Inc. Real Time Machine Vision and Point-Cloud Analysis For Remote Sensing and Vehicle Control

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