CN113165679A - Method and system for warning a motor vehicle against collision with a rail vehicle - Google Patents
Method and system for warning a motor vehicle against collision with a rail vehicleDownload PDFInfo
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- CN113165679A CN113165679ACN201980079671.2ACN201980079671ACN113165679ACN 113165679 ACN113165679 ACN 113165679ACN 201980079671 ACN201980079671 ACN 201980079671ACN 113165679 ACN113165679 ACN 113165679A
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- 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
- B61L29/246—Signals or brake- or lighting devices mounted on the road vehicle and controlled from the vehicle or train
- 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
- B61L29/28—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 electrically operated
- B61L29/32—Timing, e.g. advance warning of approaching train
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- Electric Propulsion And Braking For Vehicles (AREA)
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Abstract
Description
The invention relates to a method and a system for warning a motor vehicle against a rail vehicle crash.
DE 102005046875 a1 discloses a railway warning device for warning traffic participants that a rail vehicle is approaching a danger area. Railway warning devices comprise proximity signal instruments installable in a railway vehicle which transmit proximity warning signals by radio, directly or indirectly, to other traffic participants. In addition, the railway warning device comprises a warning signal device for installation in the vehicles of other traffic participants, which is set up to receive an approach warning signal. Each proximity signaling device obtains the current location of the rail vehicle and a list containing locations of the hazardous area. The proximity signaling device may transmit the proximity warning signal according to the location of the next danger zone recorded in the list. Each of the warning signal devices acquires a current location of the corresponding vehicle in a state where it is installed in the corresponding vehicle, so as to generate a warning signal according to the current location of the vehicle and a location of a dangerous area related to the proximity warning signal after receiving the proximity warning signal. Accordingly, the railway warning apparatus determines whether a warning signal is generated in the corresponding vehicle.
US 2013/0194423 a1 relates to a warning system for displaying warning messages to vehicles approaching a railway crossing. The railroad crossings include railways on which trains can travel and highways that cross the railways and on which vehicles can travel. The warning system includes a recognition system for recognizing at least one vehicle recognition feature (e.g., license plate, vehicle type, etc.). A train identification system obtains at least one train characteristic (e.g., presence, location, speed) for a train approaching a railway crossing along a railway. A vehicle identification system obtains at least one vehicle characteristic (e.g., presence, location, speed) about a vehicle approaching a railroad crossing along a highway. The warning system also includes a display system for displaying a warning message to the vehicle in dependence upon the collected train and vehicle characteristics.
The object of the invention is to provide a method and a system for warning a motor vehicle against collision with a rail vehicle, by means of which a collision warning can be issued to the motor vehicle in a simple manner.
According to the invention, this object is achieved by a method and a system for warning a motor vehicle against collision with a rail vehicle having the features of the independent claims. Advantageous embodiments with suitable inventive developments are specified in the respective dependent claims and in the following description.
The invention relates to a method for warning a motor vehicle against collision with a rail vehicle, wherein first movement data of the rail vehicle, which are characteristic of the position and/or speed of the rail vehicle, are received by means of an electronic computing device outside the vehicle. In order to advantageously acquire the second movement data and to ensure high real-time position data, it is provided that the first movement data of the rail vehicle are received from a sensor device fixedly mounted on the rail network and/or are acquired according to an electronic timetable by means of an off-board electronic computing device. The first movement data of the rail vehicle are determined by a sensor device which is fixedly mounted and is therefore fixed to the rail network (in particular on the rail on which the rail vehicle can move). The sensor device is arranged, for example, in the vicinity of the track network in such a way that the first movement data can be determined by means of the sensor device when the rail vehicle travels through a defined track section. By means of the sensor device, the first movement data can be collected very accurately and reliably and can be provided to the computing device. Alternatively or additionally, the first movement data are also determined from electronic timetable data of the rail vehicle. The electronic timetable data can in particular contain the target position of the rail vehicle at the respective associated time. From the electronic timetable data and the corresponding time, first movement data of the rail vehicle can be determined. The electronic schedule data may be stored, for example, in an electronic computing device external to the vehicle. The future movement of the rail vehicle can be predicted very reliably by means of the electronic timetable data, so that the first movement data can be determined very accurately. In particular, in order to determine the first movement data particularly accurately, the electronic timetable data can be compared with the first movement data determined by the sensor device in order to verify the first movement data and/or to determine the accuracy of the first movement data.
In the method, it is further provided that an emergency is identified from the first movement data and from position data of at least one rail road junction which characterizes the rail road junction position/level road junction position, and that a danger information signal which characterizes the emergency and can be called up by the motor vehicle is provided to the motor vehicle as a function of the emergency. This means that, by means of the electronic computing device, it is determined: the distance of the rail vehicle from the railroad crossing and/or the speed at which the rail vehicle moves toward or away from the railroad crossing. An emergency situation is determined based on the distance and/or speed of the rail vehicle. Here, the first movement data can also characterize the direction of movement of the rail vehicle in addition to the position and/or the speed. The position data of the at least one railway crossing may be stored in the computing device and/or may be received by another electronic computing device by means of the computing device. In the method, a limit distance to the position of the railroad crossing can be determined from the first movement data by means of the computing device, and a danger is determined if the rail vehicle is less than the limit distance. In other words, the limit distance of the rail vehicle is calculated by means of the electronic calculation device and as a function of the position and/or the speed of the rail vehicle.
In the method, the first movement data and the position data can be provided to an electronic computing device outside the vehicle and compared with each other by means of the electronic computing device outside the vehicle, in order to determine an emergency on the basis of the comparison result and to provide the vehicle with an emergency information signal on the basis of the determined emergency. By centrally comparing the first movement data with the position data in the electronic calculation device outside the vehicle, the position data for determining whether there is a risk can always be updated, since these position data, which are centrally processed in the electronic calculation device outside the vehicle, can be updated very simply. When the position data of the at least one railway crossing are processed in a decentralized manner in the rail vehicles and/or motor vehicles, it is laborious and difficult to check to ensure that all the position data in all the rail vehicles and motor vehicles are up to date at any time. Thus, the method allows for reliable and accurate determination of the first motion data and centralized processing of the first motion data in the off-board computing device.
In order to avoid unnecessary provision of the danger information signal, it is also provided that the on-board electronic computing device of the motor vehicle is used to provide second movement data of the motor vehicle, which are characteristic of the position and/or speed of the motor vehicle, to the off-board electronic computing device, and that the off-board electronic computing device provides the danger information signal to the motor vehicle as a function of the second movement data of the motor vehicle. In this case, the danger information signal is provided to the motor vehicle by means of an electronic computer as a function of the distance between the motor vehicle and the railway crossing having the danger. The motor vehicle therefore transmits its second movement data to a computing device located outside the vehicle, which provides the motor vehicle with a danger information signal that characterizes a danger in the motor vehicle environment. In addition to the vehicle position and/or speed, the second movement data of the vehicle can also characterize the vehicle movement direction. In order to be able to correlate the first movement data with the second movement data particularly advantageously, in particular with regard to calculating the distance and determining whether a danger information signal is provided to the motor vehicle, the first and/or the second movement data can have a corresponding time stamp. From the time stamp it can be recognized at which point in time the rail vehicle or motor vehicle has or has had a position and/or a speed which are characterized by the respective movement data. By means of the respective movement data with the respective time stamp, it is particularly advantageous to form a respective prediction about the respective future position of the motor vehicle and/or of the rail vehicle and to determine the distance of the motor vehicle from the railway crossing and/or the distance of the rail vehicle from the railway crossing as a function of the prediction. In the method described, it is particularly advantageous if a large number of different motor vehicles can be warned by means of the method in order to prevent a collision with a rail vehicle, since each motor vehicle only has to be designed for providing the second movement data and for receiving the danger information signal provided by the off-board electronic computing device. The first movement data and/or the position data do not need to be processed in the motor vehicle. In this way, the motor vehicles can be warned particularly easily against a rail vehicle collision.
It is further provided that a maximum distance of the motor vehicle from the position of the railroad crossing is calculated by means of the onboard computing device and as a function of the second movement data, and that an alarm is issued in the motor vehicle if the motor vehicle is less than the maximum distance. This means that the motor vehicle queries the recognized danger areas around the motor vehicle by supplying its second movement data to the electronic computing device. After receiving at least one danger information signal which characterizes a corresponding danger situation around the motor vehicle, the motor vehicle determines whether an alarm is to be issued in the motor vehicle on the basis of a comparison between the second movement data and the maximum distance. Thus, an alarm is issued in the motor vehicle only when the hazard is within the specified maximum distance. In this case, the method allows: when the motor vehicles and rail vehicles are far from the railroad crossing, especially greater than a maximum or limit distance, no warning to the driver may be given. For example, the maximum distance is less than 11 km, in particular less than 4 km, in particular about 3 km. By this method, unnecessary warnings to the driver of the motor vehicle can be avoided, whereby the driver can be kept highly concerned about the warning.
In a further embodiment of the invention, it has proven advantageous if, upon receipt of the danger information signal, an alarm is generated in the motor vehicle as a function of the nature of the railway crossing. In this case, it can be provided, in particular, that the danger information signal characterizes a property of the railroad crossing, so that the electronic computing device provides the motor vehicle with the property of the railroad crossing via the danger information signal. The nature of the railway crossing may be, for example, the visibility of the railway crossing and/or the limit condition of the railway crossing. Thus, the properties of a railway crossing may, for example, characterize whether the crossing is clearly visible and/or is curbed. Depending on the nature of the railroad crossing, an alarm may be issued in the motor vehicle or not. For example, in the case of a railroad crossing with a limited crossing facility, no warning is issued in the motor vehicle, while in the case of a railroad crossing with a limited crossing facility, a warning is issued in the motor vehicle. The alarm can be emitted optically and/or tactilely and/or acoustically. In this case, an alarm is issued, in particular, in the vehicle interior of the motor vehicle, in order to warn the driver of the motor vehicle in the case of a collision. The corresponding design of the alarm is adjusted according to the properties of the railway crossing. For example, the intensity and/or frequency of the alarm may be adjusted according to the nature of the railroad crossing. Alternatively or additionally, an alarm can be output by controlling the motor vehicle, wherein the alarm is output in the form of a longitudinal guidance and/or a transverse guidance of the motor vehicle, for example by short emergency braking. The motor vehicle driver can thus advantageously be informed of the nature of the railway crossing by means of the alarm.
In a further development of the invention, it has proven advantageous to determine, by means of the electronic computing device and on the basis of the first movement data, the respective position and movement of the rail vehicle on a rail network for rail vehicles which contains the railway crossing. In other words, the rail network is stored in an electronic computing device, wherein the electronic computing device can track the respective movement of the rail vehicle along the rail network as a function of the first movement data. By means of the rail network, a prediction of the expected future movement of the rail vehicle can advantageously be made in a very simple manner. In particular, the rail network specifies the possible positions of the rail vehicle. In addition, since it is assumed that the rail vehicle is always on the rail network, the rail network allows the respective position of the rail vehicle to be determined very precisely at the present and at various times in the future. By means of the rail network, the future travel path of the rail vehicle can be determined particularly easily and particularly reliably. The track network thus allows a particularly precise calculation of the distance, since the future position of the rail vehicle can be predicted very precisely from the first movement data by means of the track network even when the transmission of the first movement data between the rail vehicle and the electronic computing device is interrupted.
In an alternative or additional embodiment of the invention, it is provided that the respective position and movement of the motor vehicle on the road network for the motor vehicle, which comprises the railroad crossing, are determined by means of the electronic computing device and as a function of the second movement data. The future driving routes of the motor vehicles on the road network can be set very precisely by means of the respective first movement data of the motor vehicles and the predefined road network. In determining the future movement of the motor vehicle, it can be assumed that the motor vehicle is traveling along the road network with a defined, predetermined probability. The probability can be determined in particular as a function of the direction and/or position of the movement of the motor vehicle and thus of the second movement data. The probability of the motor vehicle traveling on the road network in the near future is therefore determined by the respective position and/or the respective direction of movement of the motor vehicle. In addition, the respective probabilities of the different driving routes of the motor vehicle on the road network can be calculated as a function of the position and/or direction of movement of the motor vehicle. The particularly precise determination of the future movement of the motor vehicle allows a very precise calculation of the distance of the motor vehicle to the railway crossing even when the transmission of the second movement data between the motor vehicle and the electronic computing device is interrupted.
In this connection, it has proven to be particularly advantageous to calculate a probability of passing, which characterizes the probability of a motor vehicle passing event at the railway crossing, from the road network and the second movement data and the position data. It is provided that, upon receipt of the danger signal, an alarm is issued in the motor vehicle as a function of the determined probability of passing. It is thus possible to determine, by means of the electronic computing device and in combination with the movement data: whether rail vehicles on the rail network and motor vehicles on the road network are at a railway crossing which is driven to the road network and the rail network, and with what probability of passage the motor vehicles pass through the railway crossing. In addition, it can be determined whether the motor vehicle and the rail vehicle have crossed the railroad crossing at the same time and therefore a collision may occur. Alternatively, the vehicle-external computing device provides the motor vehicle with a danger information signal, and the motor vehicle computes the probability of passing on the basis of the second movement data. For example, an alarm may be issued in the motor vehicle depending on the calculated level of the probability of passing. In the calculation of the probability of a motor vehicle passing through a railroad crossing, it can be provided that the motor vehicle can always pass through the rail network only at the railroad crossing defined by the intersections of the rail network with the road network. Thus, if the vehicle is driving towards the rail network, it is assumed that the vehicle does not cross the rail network or only crosses the rail network at a railroad crossing. For example, it is possible to exclude motor vehicles from passing through the rail network while bypassing the railroad crossings. The probability of passage can thus be determined very accurately, for example, from the rail and road networks and the second movement and position data.
In this case, it has proven to be particularly advantageous to generate an alarm in the motor vehicle as a function of the probability of passing when the danger information signal is received. For example, an alarm is issued when the probability of traversal is higher than or equal to the minimum probability of traversal specified for issuing the alarm. If the determined probability of passing is below the specified minimum probability of passing, for example, no warning can be issued in the motor vehicle. Alternatively or additionally, the alarm can be emitted in the motor vehicle in an optical and/or tactile and/or acoustic manner, wherein the respective design can be selected depending on the probability of passing. As an alternative or in addition to the emission of an alarm in the interior of the motor vehicle, the motor vehicle can be controlled as an alarm with regard to its longitudinal guidance or transverse guidance. The intensity and/or frequency of the alarms may be adjusted according to the probability of traversal. If the alarm is issued optically and/or acoustically in the motor vehicle interior, the corresponding alarm text of the alarm can be selected according to the probability of passage. By designing the warning as a function of the probability of passing, it is possible to warn the driver of the motor vehicle with the aid of the warning particularly advantageously if the probability of the motor vehicle passing through the railway crossing is equal to or higher than the minimum probability of passing.
The invention also relates to a system for warning a motor vehicle to prevent collision with a rail vehicle, wherein the system comprises an off-board electronic computing device and the motor vehicle. By means of the off-board electronic computing device, first movement data of the rail vehicle, which are characteristic of the position and/or speed of the rail vehicle, can be received from sensor devices fixedly mounted on the rail network and/or determined from an electronic timetable. To this end, the system may comprise a sensor device. Furthermore, the risk can be determined by means of the computing device and on the basis of the first movement data and position data of the at least one railway crossing which characterize the position of the railway crossing. In addition, the electronic computing device can be used to provide the motor vehicle with a danger information signal that can be called up by the motor vehicle and that characterizes the danger, depending on the danger. Upon receipt of the danger information signal, an alarm can be issued by means of the motor vehicle for warning the driver of the motor vehicle. In particular, an alarm can be issued in the interior of the motor vehicle when a danger signal is received, in order to warn the driver in the case of a collision. The advantages and advantageous refinements of the method according to the invention are to be regarded as advantages and advantageous refinements of the system according to the invention and vice versa. For this reason, the advantages and advantageous refinements of the system according to the invention are not described here.
In order to particularly advantageously determine a collision between the rail vehicle and the motor vehicle, it is provided that, by means of the electronic computing device, second movement data of the motor vehicle, which are characteristic of the position and/or speed of the motor vehicle, can be received, the distance of the motor vehicle from the railway crossing can be calculated on the basis of the second movement data and the position data, and, depending on the distance, a danger information signal can be provided to the motor vehicle. In other words, the motor vehicle is designed to provide the electronic computing device with the second movement data. The electronic computing device is in turn designed for receiving both the first movement data and the second movement data and determining from the first movement data, the second movement data and the position data the distance of the motor vehicle from the railway crossing and the distance of the rail vehicle from the railway crossing. Thus, the movement data and the position data for calculating said distance are centrally processed within the electronic computing device. The electronic computing device is designed to determine the respective distances of the plurality of motor vehicles and the respective distances of the plurality of rail vehicles and to provide the motor vehicles with corresponding danger information signals as a function of the respective determined distances. It is thus possible to warn a large number of motor vehicles with little computing power in each case by hitting a corresponding rail vehicle. Upon receipt of the danger signal, each motor vehicle can determine whether an alarm is issued in the interior of the motor vehicle, which alarm is characteristic of the danger signal, in order to warn the driver of the respective motor vehicle.
Further advantages, features and details of the invention result from the following description of a preferred embodiment and from the figures. The features and feature combinations mentioned above in the description and the features and feature combinations mentioned below in the description of the figures and/or shown in the figures alone can be used not only in the respectively indicated combination but also in other combinations or alone without going beyond the scope of the present invention.
The sole figure shows a perspective view of a railway crossing at which rail vehicles traveling on a rail network pass through a road on which the motor vehicles travel, wherein a system for warning the motor vehicles against collision with the rail vehicles is provided, which has an electronic computing device outside the vehicle, by means of which the distance of the motor vehicle from the railway crossing can be calculated and by means of which a danger signal can be provided to the motor vehicle on the basis of the calculated distance.
In the sole figure, a railway/level crossing 10 is shown. At a railway crossing 10, a network ofrails 12 intersects a network ofroads 14. At least one rail vehicle, here atrain 16, moves along or over therail network 12. At least one motor vehicle, in this case amotor vehicle 18 and in particular a passenger car, is moved along or over theroad network 14. A collision of atrain 16 with acar 18 may occur at each intersection between thetrack network 12 and theroad network 14 characterized by therailway intersection 10.
In order to be able to warn the driver of thecar 18 in the event of a collision with thetrain 16, a system is provided which comprises thecar 18 and an off-board advanced/superordinateelectronic computing device 20. In particular, theelectronic computing device 20 is an internet computing device, in particular a cloud appliance. Theelectronic computing device 20, which may be a server device in particular, is schematically illustrated in a single figure by a small box. Theelectronic computing device 20 is designed to calculate the distance of thevehicle 18 from the railway crossing 10 and to provide a danger information signal 22 to thevehicle 18 for warning thevehicle 18 of a collision depending on the calculated distance.
In order to be able to advantageously output the danger information signal 22, theelectronic computing device 20 is designed for receivingfirst movement data 24 of thetrain 16, which are characteristic of the position and/or the speed of thetrain 16. Furthermore, theelectronic computing device 20 is set up to receivesecond movement data 26 of thevehicle 18 from thevehicle 18, wherein thesecond movement data 26 characterizes a position and/or a speed of thevehicle 18. In addition, theelectronic computing device 20 is designed to receive and/orstore location data 28 that characterizes the location of therailway crossing 10. In addition, theelectronic computing device 20 is designed to process themovement data position data 28 in order to determine an emergency situation as a function of the processing result and to provide thevehicle 18 with the danger information signal 22 as a function of the determined emergency situation.
In order to particularly advantageously acquire thefirst movement data 24 of thetrain 16, it is provided that thefirst movement data 24 are acquired by a sensor device which is fixedly mounted on therail network 12 and are supplied to theelectronic computing device 20. The sensor device detects thetrain 16 passing the sensor device, wherein thefirst movement data 24 are determined by means of the sensor device when thetrain 16 passes the sensor device. As an alternative or in addition to the sensor device, the first movement data can be acquired using an electronic driving schedule. In the electronic driving schedule, in particular for a number oftrains 16, it is stored at which time and at which position thesetrains 16 should be. The electronic timetable may be compared with thefirst movement data 24 provided by the sensor device. Based on the comparison, thefirst motion data 24 may be validated and/or adjusted. The validated and/or adjustedfirst movement data 24 allows for a very accurate determination that thetrain 16 is approaching therailway crossing 10.
With thevehicle 18, thesecond motion data 26 may be provided to the off-boardelectronic computing device 20. By providing thesecond movement data 26, thevehicle 18 queries theelectronic computing device 20 for the determined danger in the surroundings of thevehicle 18. Because thesecond motion data 26 is received, theelectronic computing device 20 determines which of the determined hazards are within a prescribed range centered about the location of theautomobile 18 characterized by thesecond motion data 26. Corresponding hazard information signals 22 indicative of a determined hazard within the range are provided by theelectronic computing device 20 to thevehicle 18, which may issue an alert to alert the driver of thevehicle 18 in response to receipt of the hazard information signals 22.
In order to be able to warn thevehicle 18 in respect of a collision with thetrain 16, provision is made for theelectronic computing device 20 to receive thefirst movement data 24 and thesecond movement data 26 repeatedly at regular intervals, so that theelectronic computing device 20 knows the respective position and/or speed of thetrain 16 and/or thevehicle 18. In order to be able to calculate the distance of thecar 18 from the railway crossing 10 and the distance of thetrain 16 from the railway crossing 10 with great accuracy, information about thetrack network 12 and/or theroad network 14 can be provided to theelectronic computing device 20 and/or stored in theelectronic computing device 20. Depending on therail network 12 or theroad network 14, the respective movement and position of thetrain 16 or thevehicle 18 can be predicted very precisely for a predetermined time in the future, so that the probability of a collision between thevehicle 18 and thetrain 16 can be determined very precisely by means of theelectronic computing device 20 and/or thevehicle 18.
In order to avoid unnecessary warning of the driver of thevehicle 18 and thus to avoid the driver becoming numb of the respective warning, it is provided that thelimit distance 30 from the position of the railway crossing 10 is calculated by means of thecomputing device 20 as a function of thefirst movement data 24 and that themaximum distance 32 from the position of the railway crossing 10 is calculated by means of thevehicle 18 as a function of thesecond movement data 26. If theelectronic computing device 20 determines that thetrain 16 is at or below thethreshold distance 30 and thecar 18 determines that thecar 18 has reached or is less than themaximum distance 32 from therailroad crossing 10, theelectronic computing device 20 provides the hazard information signal 22 to thecar 18 to alert the driver of thecar 18 of the risk of collision and thecar 18 issues an alert indicative of an emergency situation upon receipt of the hazard information signal 22. The higher the speed of thetrain 16 or thevehicle 18, respectively, the greater the respectively associatedlimit distance 30 ormaximum distance 32 below which the hazard information signal 22 is provided to thevehicle 18 and below which an alarm is issued in thevehicle 18.
In order to be able to easily inform the driver of thevehicle 18 of the respective condition of the railway crossing 10, it is provided that, when the danger information signal 22 is received, an alarm is issued in thevehicle 18 depending on the condition of therailway crossing 10. The condition of the railway crossing 10 refers to the nature of the railway crossing 10, and in particular the lane condition and/or potential danger and/or visibility of the railway crossing 10 herein. In addition, the driver of thevehicle 18 is particularly advantageously informed of the possibility of a collision with thetrain 16 by an alarm generated in thevehicle 18 as a result of the reception of the danger information signal 22, by generating an alarm in thevehicle 18 as a function of the calculated probability of passing. The probability of passing characterizes the probability of thecar 18 passing through therailway crossing 10.
The driver of thecar 18 can advantageously be informed of the nature of the railway crossing 10 by the particular design of the alarm. In addition, the urgency of the warning may be indicated to the driver of theautomobile 18 by the particular design of the alert based on the calculated probability of traversal. The design should in particular mean that a specific means is selected to output the corresponding information to the driver. In particular, an output device can be provided in thevehicle 18, by means of which an alarm can be sounded and/or tactually and/or optically in the vehicle interior of thevehicle 18. In this case, the warning can be set in particular in connection with the selection of the text that is output optically and/or acoustically in the vehicle interior in order to advantageously inform the driver of the nature of therailroad crossing 10 and/or the urgency of the warning. For example, the text "notice that there is a train traveling at high speed (long braking distance)! "output to the driver.
Alternatively or additionally, it may be determined from thesecond movement data 26 how long thecar 18 is expected to arrive at therailway crossing 10. Depending on the length of the duration, the design of the alarm may be adjusted.
The alarm can be displayed graphically on the map in the form of pictograms/pictographs and in this case output in thevehicle 18 by means of a screen mechanism. Pictograms/pictograms may be marked with red borders, in particular, depending on the length of the duration. The alert may be adjusted in the form of a voice output depending on the speed of thecar 18. The planned route of travel for thecar 18 provided by thecar 18 navigation device may be considered for calculating the duration.
Alternatively or additionally, the warning can be issued in thevehicle 18 by a change in a driving parameter, for example a speed, in particular, for example, by performing a brief braking process and/or a brief acceleration process.
The system and the method which can be carried out by means of the system allow a high level of safety to be provided for the passengers of thetrain 16 and the passengers of thecar 18, since a collision of thetrain 16 with thecar 18 can be avoided by warning thecar 18.
In particular, the system and the method are based on the recognition that serious accidents always occur repeatedly at a railway crossing 10 in general and at a railway crossing of an unlimited road structure in particular. The causes may be carelessness and reckimate. The story-effect may be severe due to the small crumple zones/crash cushion zones of thetrain 16 and/or thecar 18, plus the weight of thetrain 16. In addition, the serious accident consequences may be determined by the high speed of thetrain 16 relative to thecar 18. In the current prior art for warning thecar 18 in terms of a collision with thetrain 16, the car-to-car radio standard is used for communication between thetrain 16 and thecar 18. For this purpose, corresponding radio hardware is required both in thetrain 16 and in thecar 18.
The system described in connection with this unique figure allows a particularly simple and centralized determination of whether a danger information signal 22 needs to be provided to thecar 18, so that neither thetrain 16 nor thecar 18 has to determine by itself whether this is necessary. With the aid of the sensor devices in the tracks of thetrack network 12,first movement data 24 of thetrain 16 can be acquired on the basis of a driving schedule. Another source of thefirst motion data 24 may be electronic schedule data. The electronic schedule data should be geo-referenced data. When the electronic schedule data is utilized to determine thefirst movement data 24, the corresponding position of thetrain 16 between the stop stations should be determined. The determinedfirst movement data 24 is used to determine whether thetrain 16 is approaching the railway crossing 10 by means of theelectronic computing device 20. If it is determined by means of theelectronic computing device 20 that thetrain 16 approaches the railway crossing 10 at a distance closer than thelimit distance 30, the driver of thecar 18 can be warned of the danger of a collision by a "back-end to vehicle communication" between theelectronic computing device 20 and thecar 18. The alarm may be generated within thevehicle 18 by a display and/or an alarm sound and/or a voice output and/or by an active reaction of thevehicle 18. Because of the warning, the driver of thevehicle 18 may be alerted to the collision probability of the collision to allow the driver to initiate an avoidance maneuver to avoid the collision.
To enable theelectronic computing device 20 to determine whether thetrain 16 is approaching the railway crossing 10, theelectronic computing device 20 takes intoaccount location data 28 that characterizes the location of therailway crossing 10. In this case, theelectronic computing device 20 may be provided with thelocation data 28 of the railway crossing 10 from the database. With the aid of theelectronic computing device 20, the respective position of thetrain 16 at each respective moment can be algorithmically compared with the position of therailway crossing 10. If the distance between thetrain 16 and the railway crossing 10 is less than thethreshold distance 30, the hazard information signal 22 is provided to thecar 18 as long as the distance between thecar 18 and the railway crossing 10 is equal to or less than themaximum distance 32. Thelimit distance 30 or themaximum distance 32 may depend on the particular time and/or the respective distance between thetrain 16 and the railway crossing 10 or between thecar 18 and the railway crossing 10 and/or the speed of thetrain 16 or thecar 18. Here, a safety factor may be taken into account in case of too late warning due to inaccuracies.
The advantage of the system and method described with respect to the unique figure is that no additional radio hardware is required other than the component parts that are currently installed in thetrain 16 orcar 18.
Claims (6)
1. Method for warning a motor vehicle (18) against collision with a rail vehicle (16), wherein, by means of an off-board electronic computing device (20):
-receiving and/or determining first movement data (24) of the rail vehicle (16) from sensor devices fixedly mounted on the rail network, which first movement data are characteristic of the position and/or the speed of the rail vehicle (16), in accordance with an electronic timetable,
-identifying an emergency from the first movement data (24) and position data (28) of at least one railway crossing (10) which is characteristic of the position of the railway crossing (10), and
-providing the motor vehicle (18) with a hazard information signal (22) that can be called up by the motor vehicle and that characterizes the hazard in dependence on the hazard;
characterized in that second movement data (26) of the motor vehicle (18) which are characteristic of the position and/or the speed of the motor vehicle (18) are provided to the off-board electronic computing device (20) by means of an on-board electronic computing device of the motor vehicle (18), and the off-board electronic computing device (20) provides the hazard information signal (22) to the motor vehicle (18) as a function of the second movement data (26) of the motor vehicle (18), wherein a maximum distance (32) of the motor vehicle (18) from the location of the railroad crossing (10) is calculated by means of the on-board computing device as a function of the second movement data (26), and an alarm is issued in the motor vehicle (18) if the motor vehicle (18) is less than the maximum distance (32).
2. Method according to claim 1, characterized in that upon receipt of the danger information signal (22), an alarm is issued in the motor vehicle (18) depending on the characteristics of the railroad crossing (10).
3. Method according to claim 1 or 2, characterized in that the respective position and movement of the rail vehicle (16) on the rail network (12) for rail vehicles (16) comprising the rail transit opening (10) are determined by means of the electronic computing device (20) and on the basis of the first movement data (24).
4. Method according to one of the preceding claims, characterized in that the respective position and movement of the motor vehicle (18) on the road network (14) for motor vehicles (18) comprising the railway crossing (10) are determined by means of the electronic computing device (20) and on the basis of the second movement data (26).
5. Method according to claim 4, characterized in that a probability of passing representing the probability of an event of the motor vehicle (18) crossing the railway crossing (10) is calculated from the road network (14) and the second movement data (26) and the position data (28), and an alarm is issued in the motor vehicle (18) on the basis of the probability of passing upon receipt of the danger information signal (22).
6. A system for warning a motor vehicle (18) against crashing into a rail vehicle (16), the system having an off-board electronic computing device (20) by means of which:
-first movement data (24) of the rail vehicle (16) which are characteristic of the position and/or the speed of the rail vehicle (16) can be received from sensor devices which are fixedly mounted on the rail network and/or can be determined from an electronic timetable,
-being able to identify an emergency situation as a function of the first movement data (24) and of position data (28) of at least one railway crossing (10) which are characteristic of the position of the railway crossing (10), and
-enabling the motor vehicle (18) to be provided with a danger information signal (22) characterizing the danger, which can be recalled by the motor vehicle, depending on the danger,
the system also has a motor vehicle (18) by means of which an alarm can be output upon receipt of the danger information signal (22),
characterized in that the system is designed to provide the off-board electronic computing device (20) with second movement data (26) of the motor vehicle (18) that are characteristic of the position and/or the speed of the motor vehicle (18) by means of an on-board electronic computing device of the motor vehicle (18), and the off-board electronic computing device (20) provides the hazard information signal (22) to the motor vehicle (18) as a function of the second movement data (26) of the motor vehicle (18), wherein the system is also designed to: calculating a maximum distance (32) of the motor vehicle (18) from the location of the railway crossing (10) by means of the on-board computer and as a function of the second movement data (26), and issuing an alarm in the motor vehicle (18) if the motor vehicle (18) is less than the maximum distance (32).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102018009486.4 | 2018-12-03 | ||
| DE102018009486.4ADE102018009486B3 (en) | 2018-12-03 | 2018-12-03 | Method and system for warning a motor vehicle of a collision with a rail vehicle |
| PCT/EP2019/080216WO2020114698A1 (en) | 2018-12-03 | 2019-11-05 | Method and system for warning a motor vehicle against a collision with a rail vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113165679Atrue CN113165679A (en) | 2021-07-23 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201980079671.2APendingCN113165679A (en) | 2018-12-03 | 2019-11-05 | Method and system for warning a motor vehicle against collision with a rail vehicle |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US20220063691A1 (en) |
| CN (1) | CN113165679A (en) |
| DE (1) | DE102018009486B3 (en) |
| WO (1) | WO2020114698A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11797231B2 (en)* | 2021-08-17 | 2023-10-24 | Micron Technology, Inc. | Hazard detection in a multi-memory device |
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Also Published As
| Publication number | Publication date |
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| WO2020114698A1 (en) | 2020-06-11 |
| DE102018009486B3 (en) | 2020-04-16 |
| US20220063691A1 (en) | 2022-03-03 |
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