EP1106470B1 - Method for detecting obstacles on railway track sections - Google Patents

Method for detecting obstacles on railway track sections Download PDF

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Publication number
EP1106470B1
EP1106470B1 EP00440305A EP00440305A EP1106470B1 EP 1106470 B1 EP1106470 B1 EP 1106470B1 EP 00440305 A EP00440305 A EP 00440305A EP 00440305 A EP00440305 A EP 00440305A EP 1106470 B1 EP1106470 B1 EP 1106470B1
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Prior art keywords
sensors
evaluation
route
still images
done
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German (de)
French (fr)
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EP1106470A1 (en
EP1106470B2 (en
EP1106470B9 (en
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Helmut Uebel
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Alcatel Lucent SAS
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Alcatel CIT SA
Alcatel SA
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
    • 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

Definitions

  • the invention relates to a method for detecting obstacles on railway lines.
  • DE 196 21 612 A1 discloses a method for optical clearance monitoring.
  • the method is used to detect foreign objects in the spatial areas of buildings and in sections of outdoor facilities, where the presence of objects that the room area or outdoor area section does not have in its normal state (nominal state) should be reported automatically.
  • the method is used for track space monitoring in stations or in the track area of city / U-Bohnhaltestellen.
  • a room is viewed with cameras.
  • the normal state of the room is stored in the form of a 3-D model in a computer. Deviations from the model are determined by stereo correspondence formation of image features.
  • An alarm signal is generated when an impermissible deviation is detected.
  • the inventive method is particularly characterized in that along the railway lines sensors are arranged by means of which the railroad tracks are observed, and that an automatic evaluation takes place.
  • An advantage of the invention is that the railway lines are divided into certain, known track parts, which are each monitored by a sensor, whereby the evaluation is simplified. If the sensors are designed, for example, as video cameras, a comparison of still images may suffice for the evaluation.
  • the components required to carry out the process essentially only have to be built up once along the railway lines, instead of on all trains.
  • existing components such as poles, and laid along the railway lines telecommunication cables and power cables can be used. This has a cost-effective especially at high tensile density.
  • the automatic obstacle detection is used as a replacement or supplement to the track release message.
  • Usual methods for track vacancy use axle counters.
  • the axle counters count the axes of a passing train.
  • At the beginning and at the end of one too Monitoring track part is arranged in each case an axle counter. If the axle counter registers an incoming train at the beginning, the track section is blocked for further trains. If the axle counter registers the outgoing train at the end, the section will be released again.
  • the automatic obstacle detection can be used.
  • the automatic obstacle detection is coupled with a track free reporting device. If no obstacles are detected, the corresponding section will be automatically unlocked.
  • Another advantage of the invention is that obstacles of any kind can be detected. This way people on the train tracks are recognized. Thereby, e.g. a sabotage attempt is detected early and appropriate measures are taken.
  • the entire available railway lines can be monitored simultaneously. This makes it possible to detect obstacles as early as possible. Appropriate measures to remove the obstacles can be initiated as soon as possible. Obstacles delays are thus minimized.
  • video cameras are used as sensors, these may be e.g. be arranged rigid or pivotable.
  • a telemetric drive From a central office, a person can select a camera, e.g. the one who has just recognized an obstacle and is e.g. made noticeable by an audible and / or visual alarm signal. The person can then, e.g. pivot the camera telemetrically, press the zoom of the camera and focus the obstacle.
  • the railroad section 1 is for example part of a subway or S-Bru line. Vehicles should be automatically controlled and run without a driver on the railway line. This requires, inter alia, obstacle detection.
  • sensors are arranged, which observe the railway line.
  • the sensors 2, 3 are designed as video cameras.
  • the video cameras capture still images.
  • the video cameras are connected via an optical line 4 to a central station 5.
  • the optical line 4 is designed, for example, as an optical glass fiber line.
  • the center 5 includes, for example, a processor and a memory.
  • the images excluded from the video cameras are transmitted via the optical line 4 to the central station 5.
  • Each video camera is assigned an address, which is transmitted with each transmission, in order to sort the images received in the center 5 can.
  • Each video camera can subject the captured images to data compression before transmission.
  • the images are converted electrically / optically before transmission.
  • the images of all video cameras are transmitted, for example, in time-division multiplex to the central station 5.
  • the images of all video cameras are evaluated centrally. For this purpose, the central station 5 compares the current images with reference images. If there is no difference between the current fixed image and the reference image in a comparison, the corresponding section of the route is free of obstacles.
  • a classification of the obstacle can also be carried out.
  • typical obstacles are stored as images in a memory.
  • Typical obstacles include, for example, a train, a person, a fallen tree trunk, an animal.
  • a comparison of a detected obstacle with a stored obstacle image can for early, automatic classification of the identified obstacles, which can lead to various measures of elimination.
  • each currently transmitted solid image is divided into a plurality of solid images, wherein the number of solid images corresponds to the number of tracks.
  • a route is masked and an evaluation is made for this route.
  • Using more than one sensor increases redundancy and security.
  • Each sensor is essentially directed to a track and provided for monitoring a track. Due to the proximity of the tracks, a masking of individual routes will be necessary during the evaluation.
  • the volume of data to be transferred is determined by the number of sensors. The more sensors used, the more data volume must be transferred.
  • the viewing angles of the sensors overlap. In particular, in the event of a failure of a sensor, the fixed image recorded by a neighboring sensor can be used to evaluate the track to be monitored for the failed sensor. This increases security.
  • the monitoring of individual parts of the track can already be done before a certain part of the track is released for a train to drive. If there are doubts as to whether an obstacle disturbs the flow of traffic, an alarm is triggered and a person can check the situation and decide on release or blocking on the basis of a monitor image.
  • the sensors 2, 3 are designed such that they can be controlled telemetrically from the central station 5.
  • the control takes place via the optical line 4.
  • the control includes, for example, the pivoting of the sensors 2, 3.
  • an attached to the sensor motor is provided in each case.
  • each sensor 2, 3 includes a zoom. By telemetrically actuating the zoom, partial areas of the self-field can be enlarged.
  • an operator is able to locate, call, establish a real-time connection and telemetrically control the sensor 2, 3 triggered by the central unit 5.
  • the selection of a sensor 2, 3 via the optical line 4 by transmitting the address of the sensor 2, 3. After receiving a corresponding predetermined signal, the sensor 2, 3 switches to continuous operation. A real-time connection to the central station 5 is established.
  • the center 5 has a control panel with several monitors and an overview of the railway line guidance and the sensors 2, 3. By the real-time transmission of consecutive fixed images are transmitted to the center 5. In video cameras, the operator then sees a real-time video film from the disturbed track portion on a monitor. If necessary, sound is also transmitted. By telemetry panning the camera and zooming, the operator can focus the obstacle to better recognize it and then take appropriate action.
  • the route clearance device has the task of releasing or blocking individual route parts for trains depending on the routes and currently traveled route sections. This is done e.g. et al using axle counters.
  • a section of the track is now also blocked if a camera monitoring this section of the route detects an obstacle.
  • a corresponding signal e.g. transmit a pre-known, stored alarm signal or control signal to the track device. This receives the signal and then blocks the stretch of road. If the route facility is responsible for locking and unlocking several parts of the route, the center 5 additionally transmits information about the route part to be blocked. After removing the obstacle of the corresponding track section is released again.
  • sensors can be placed closer to each other for better monitoring compared to straight-lined, accessible areas.
  • the automatic obstacle detection can be combined with arranged on the railway track sensors 2, 3 with the arranged on trains obstacle detection.
  • the obstacle detection arranged on trains has advantages, so that in these areas no sensors arranged on the railway line are used and the obstacle detection is carried out exclusively by the trains themselves. This saves installation and maintenance in mostly sparsely populated, non-urban areas.
  • curves and other critical areas so mostly in inner city areas with a high train density sensors 2, 3 are installed on the railway line.
  • the central station 5 which communicates with the trains, for example via radio or beacon, data about the release and blocking of individual parts of the route are transmitted. Enbekes a sensor 2, 3 an obstacle, then the corresponding Blocked section of the route, informed the corresponding, converging train through the center 5 about it.
  • video cameras are used as sensors, which operate in the optical range.
  • sensors which work in the infrared range or in the area of radio waves (radar). By using these areas, the observation is largely independent of the weather.
  • the evaluation of the recorded solid images is done centrally in the center.
  • the sensors are very inexpensive to produce. Due to the high number of sensors, the implementation of the entire system is therefore cost-effective.
  • the evaluation can be done completely or partially in the sensors. If a processor and a memory are provided in each sensor, then each sensor can compare current still images with a stored reference image and perform the obstacle detection autonomously for a route part. The result of the comparison is transmitted, for example, to the central office, which then initiates the further steps.
  • the transmission volume can be reduced if in the normal case, i.
  • a status message e.g. OK
  • the corresponding fixed image or an alarm message can also be transmitted directly to a train which approaches the section of the route.
  • the transmission is e.g. over radio or balises. The train receives in this way current and almost instantaneous alarm messages and can then initiate the braking process.
  • an optical line between sensors and control center is used.
  • an optical line can also be a electrical line, radio or a power line can be used.
  • the electrical line eliminates the electro / optical conversion, so that the sensors can be made even cheaper.
  • electrical lines are already available on the railway lines in most cases, so that a new installation is eliminated.
  • the electrical lines are used, for example, for the transmission of Achszöhlersignale. The transmission takes place in a fixed transmission protocol. The protocol can also be used for transmitting the sensor signals. This eliminates the development of a new protocol.
  • GSM Global System for Mobile Communication. Already today GSM is often used as a transmission medium for the communication between track facilities and rail vehicles.
  • the transmission takes place in a defined protocol that can be shared for the transmission of the sensor signals.
  • a direct communication between sensor and rail vehicle is possible.
  • the Power-Line can be used both for powering the sensors and transmitting the sensor signals.
  • time division multiplexing is used for the transmission of the sensor signals to the control center.
  • Frequency Division Multiplexing or Code Division Multiplexing can also be used instead of time division multiplexing.

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

Abstract

A method is disclosed for detecting obstacles on railroad lines (1). The method is characterized in that sensors (2, 3) for observing the railroad line (1) are arranged along the railroad line (1), and that automatic evaluation takes place. One advantage of the invention is that that the railroad lines (1) are divided into given, known line sections, each of which is monitored by a respective sensor (2, 3), whereby the evaluation process is simplified. If the sensors (2, 3) are designed as video cameras, for example, a comparison with still images may suffice for the evaluation. Furthermore, as the line sections are known, a simple masking technique can be used. Obstacles outside a set route to be monitored are masked out using suitable masks.

Description

Die Erfindung bezieht sich auf ein Verfahren zum Erkennen von Hindernissen auf Bahnstrecken.The invention relates to a method for detecting obstacles on railway lines.

In DE 196 21 612 A1 ist ein Verfahren zur optischen Freiraumüberwachung offenbart. Das Verfahren dient zur Detektion von Fremdobjekten in Raumbereichen von Gebäuden und in Abschnitten von Außenanlagen, wo das Vorhandensein von Objekten, die der Raumbereich oder Außenbereichsabschnitt in seinem Normalzustand (Sollzustand) nicht aufweist, automatisch gemeldet werden soll. Insbesondere dient das Verfahren zur Gleisraumüberwachung in Bahnhöfen bzw. im Gleisbereich von Stadt-/U-Bohnhaltestellen. Ein Raum wird mit Kameras betrachtet. Der Normalzustand des Raums wird in Form eines 3-D-Modellls in einem Rechner gespeichert. Abweichungen zum Modell werden durch Stereokorrespondenzbildung von Bildmerkmalen ermittelt. Ein Meldesignal wird erzeugt, wenn eine unzulässige Abweichung ermittelt wird.DE 196 21 612 A1 discloses a method for optical clearance monitoring. The method is used to detect foreign objects in the spatial areas of buildings and in sections of outdoor facilities, where the presence of objects that the room area or outdoor area section does not have in its normal state (nominal state) should be reported automatically. In particular, the method is used for track space monitoring in stations or in the track area of city / U-Bohnhaltestellen. A room is viewed with cameras. The normal state of the room is stored in the form of a 3-D model in a computer. Deviations from the model are determined by stereo correspondence formation of image features. An alarm signal is generated when an impermissible deviation is detected.

Bei manuell geführten Schienenfahrzeugen hat der Triebfahrzeugführer die Aufgabe, die Freiheit der vor ihm liegenden Strecke stetig zu überprüfen und gegebenenfalls Sicherheitsreaktionen einzuleiten. Bei automatisch gesteuerten, führerlosen Schienenfahrzeugen muß diese Aufgabe auf andere Art und Weise gelöst werden. Eine Lösungsmöglichkeit besteht darin, den Fahrweg so zu gestalten, daß keine Hindernisse auftreten können. Dies kann durch Aufständer, Tunnel oder Zäune erreicht werden. Abgesehen von U-Bahnen, bei denen der Tunnelbau zwingend ist, ist die Implementierung sehr kostenintensiv. Eine weitere Lösungsmöglichkeit besteht darin, die Beobachtung durch den Triebfahrzeugführer durch eine automatisch Hinderniserkennung vom Zug aus zu ersetzen. Erhebliche Probleme können sich durch Kurven, bei Bahnhofseinfahrten durch stehende Züge und bei Hindernissen nah an der Trasse ergeben. Durch eingeschränkte Sichtverhältnisse werden Hindernisse erst so spät erkannt, daß ein Halten des Zuges vor dem Hindernis zur Vermeidung einer Kollision nicht mehr möglich ist. Zudem ist eine aufwendige Auswerteelektronik notwendig, um bei Geschwindigkeiten von 200km/h und mehr eine gesicherte Auswertung bewegter Bilder eines unbekannten Fahrweges durchführen zu können.In manual guided rail vehicles, the driver has the task to constantly check the freedom of lying ahead of him track and possibly initiate safety responses. In automatically controlled, driverless rail vehicles, this task must be solved in other ways. One solution is to design the track so that no obstacles can occur. This can be achieved by uprights, tunnels or fences. Apart from subways, where tunneling is mandatory, the implementation is very costly. Another solution is to replace the driver's observation with automatic obstacle detection on the train. Significant problems can arise from bends, at station entrances by standing trains and obstacles close to the track. Due to limited visibility obstacles are detected so late that holding the train in front of the obstacle to avoid a collision is no longer possible. In addition, a complex evaluation is necessary to perform at speeds of 200km / h and more a secure evaluation of moving images of an unknown track.

Es ist daher Aufgabe der Erfindung ein Verfahren zum Erkennen von Hindernissen auf Bahnstrecken bereitzustellen, das obige Nachteile nicht aufweist.It is therefore an object of the invention to provide a method for detecting obstacles on railway lines, which does not have the above disadvantages.

Gelöst wird diese Aufgabe durch ein Verfahren gemäß Patentanspruch 1. Das erfindungsgemäße Verfahren ist insbesondere dadurch gekennzeichnet, daß entlang der Bahnstrecken Sensoren angeordnet sind, mittels denen die Bahnstrecken beobachtet werden, und daß eine automatische Auswertung erfolgt.This object is achieved by a method according to claim 1. The inventive method is particularly characterized in that along the railway lines sensors are arranged by means of which the railroad tracks are observed, and that an automatic evaluation takes place.

Ein Vorteil der Erfindung liegt darin, daß die Bahnstrecken in bestimmte, bekannte Streckenteile unterteilt werden, die jeweils von einem Sensor überwacht werden, wodurch die Auswertung vereinfacht wird. Sind die Sensoren beispielsweise als Videokameras ausgelegt, so kann zur Auswertung ein Vergleich von Festbildern ausreichen.An advantage of the invention is that the railway lines are divided into certain, known track parts, which are each monitored by a sensor, whereby the evaluation is simplified. If the sensors are designed, for example, as video cameras, a comparison of still images may suffice for the evaluation.

Des weiteren kann auf Grund der Bekanntheit der Streckenabschnitte eine einfache Maskierung des Fahrweges durchgeführt werden. Hindernisse außerhalb eines eingestellten und zu überwachenden Fahrwegs werden durch entsprechende Masken ausgeblendet.Furthermore, due to the familiarity of the sections a simple masking of the route can be performed. Obstacles outside of a set and to be monitored guideway are hidden by appropriate masks.

Die zur Durchführung des Verfahrens benötigten Komponenten müssen im wesentlichen nur einmal entlang der Bahnstrecken aufgebaut werden, anstelle auf allen Zügen. Dabei können vorhandene Komponenten wie Masten, und entlang der Bahnstrecken verlegte Telekommunikationskabel und Stromkabel mit verwendet werden. Dies wirkt sich insbesondere bei hoher Zugdichte kostengünstig aus.The components required to carry out the process essentially only have to be built up once along the railway lines, instead of on all trains. In this case, existing components such as poles, and laid along the railway lines telecommunication cables and power cables can be used. This has a cost-effective especially at high tensile density.

Erfindungsgemäß wird die automatische Hinderniserkennung als Ersatz oder Ergänzung der Gleisfreimeldung verwendet. Übliche Verfahren zur Gleisfreimeldung verwenden Achszähler. Die Achszähler zählen die Achsen eines vorüberfahrenden Zuges. Am Beginn und am Ende eines zu überwachenden Streckenteils ist jeweils ein Achszähler angeordnet. Registriert der Achszähler am Beginn einen einfahrenden Zug wird der Streckenteil für weitere Züge gesperrt. Registriert der Achszähler am Ende den ausfahrenden Zug, so wird der Streckenteil wieder freigeschaltet. Anstelle oder zusätzlich zu diesem relativ aufwendigen Verfahren kann die automatische Hinderniserkennung verwendet werden. Die automatische Hinderniserkennung wird gekoppelt mit einer Gleisfreimeldeeinrichtung. Werden keine Hindernisse erkannt, so wird der entsprechende Streckenteil automatisch freigeschaltet.According to the invention, the automatic obstacle detection is used as a replacement or supplement to the track release message. Usual methods for track vacancy use axle counters. The axle counters count the axes of a passing train. At the beginning and at the end of one too Monitoring track part is arranged in each case an axle counter. If the axle counter registers an incoming train at the beginning, the track section is blocked for further trains. If the axle counter registers the outgoing train at the end, the section will be released again. Instead of or in addition to this relatively expensive method, the automatic obstacle detection can be used. The automatic obstacle detection is coupled with a track free reporting device. If no obstacles are detected, the corresponding section will be automatically unlocked.

Ein weiterer Vorteil der Erfindung liegt darin, daß Hindernisse jeglicher Art erkannt werden können. So werden auch sich auf den Bahngleisen befindliche Personen erkannt. Dadurch kann z.B. ein Sabotageversuch frühzeitig erkannt und entsprechende Maßnahmen eingeleitet werden.Another advantage of the invention is that obstacles of any kind can be detected. This way people on the train tracks are recognized. Thereby, e.g. a sabotage attempt is detected early and appropriate measures are taken.

Durch die Anordnung der Sensoren entlang der Bahnstrecken können die gesamten verfügbaren Bahnstrecken gleichzeitig überwacht werden. Dadurch ist es möglich, Hindernisse frühestmöglich zu erkennen. Entsprechende Maßnahmen zur Beseitigung der Hindernisse können frühestmöglich eingeleitet werden. Durch Hindernisse bedingte Verzögerungen werden somit minimiert.By arranging the sensors along the railway lines, the entire available railway lines can be monitored simultaneously. This makes it possible to detect obstacles as early as possible. Appropriate measures to remove the obstacles can be initiated as soon as possible. Obstacles delays are thus minimized.

Werden als Sensoren Videokameras verwendet, so können diese z.B. starr oder schwenkbar angeordnet werden. Des weiteren ist es möglich, eine telemetrische Ansteuerung zu implementieren. Von einer Zentrale aus kann eine Person eine Kamera gezielt auswählen, z.B. diejenige, die gerade eine Hindernis erkannt hat und sich z.B. durch ein akustisches und/oder optisches Alarmsignal bemerkbar macht. Die Person kann dann z.B. telemetrisch die Kamera schwenken, den Zoom der Kamera betätigen und das Hindernis fokussieren.If video cameras are used as sensors, these may be e.g. be arranged rigid or pivotable. Furthermore, it is possible to implement a telemetric drive. From a central office, a person can select a camera, e.g. the one who has just recognized an obstacle and is e.g. made noticeable by an audible and / or visual alarm signal. The person can then, e.g. pivot the camera telemetrically, press the zoom of the camera and focus the obstacle.

Im folgenden wird ein Ausführungsbeispiel der Erfindung unter Zuhilfenahme einer Figur erläutert. Die Figur zeigt einen erfindungsgemäßen Bohnstreckenabschnitt.In the following an embodiment of the invention will be explained with the aid of a figure. The figure shows a Bohnstreckenabschnitt invention.

Der Bahnstreckenabschnitt 1 ist beispielsweise Teil einer U-Bahn oder S-Bahn Strecke. Fahrzeuge sollen automatisch gesteuert und führerlos auf der Bahnstrecke verkehren. Dazu ist unter anderem eine Hinderniserkennung notwendig. Entlang der Bahnstrecke sind Sensoren angeordnet, die die Bahnstrecke beobachten. Im Ausführungsbeispiel sind zwei Sensoren 2, 3 dargestellt, die jeweils einen Streckenteil beobachten. Die Sensoren 2, 3 sind als Videokameras ausgelegt. Die Videokameras nehmen Festbilder auf. Die Videokameras sind über eine optische Leitung 4 mit einer Zentrale 5 verbunden. Die optische Leitung 4 ist beispielsweise als optische Glasfaserleitung ausgeführt. Die Zentrale 5 beinhaltet beispielsweise einen Prozessor und einen Speicher.The railroad section 1 is for example part of a subway or S-Bahn line. Vehicles should be automatically controlled and run without a driver on the railway line. This requires, inter alia, obstacle detection. Along the railway line sensors are arranged, which observe the railway line. In the exemplary embodiment, two sensors 2, 3 are shown, each of which observe a track part. The sensors 2, 3 are designed as video cameras. The video cameras capture still images. The video cameras are connected via an optical line 4 to a central station 5. The optical line 4 is designed, for example, as an optical glass fiber line. The center 5 includes, for example, a processor and a memory.

Die von den Videokameras ausgenommenen Bilder werden über die optische Leitung 4 zur Zentrale 5 übertragen. Jeder Videokamera ist eine Adresse zugewiesen, die bei jeder Übertragung mit übertragen wird, um die in der Zentrale 5 empfangenen Bilder sortieren zu können. Jede Videokamera kann die aufgenommenen Bilder vor der Übertragung einer Datenkompression unterziehen. Die Bilder werden vor der Übertragung elektrisch/optisch umgesetzt. Die Bilder aller Videokameras werden beispielsweise im Zeitmultiplexverfahren zur Zentrale 5 übertragen. Auf der optischen Leitung 4 ist eine hohe Übertragungskapazität verfügbar, so daß nur minimale Laufzeitverzögerungen auftreten. In der Zentrale 5 werden die Bilder aller Videokameras zentral ausgewertet. Dazu vergleicht die Zentrale 5 die aktuellen Bilder mit Referenzbildern. Ergibt sich bei einem Vergleich kein Unterschied zwischen aktuellem Festbild und Referenzbild, so ist der entsprechende Streckenteil frei von Hindernissen. Ergibt sich eine Differenz, so entspricht die Differenz dem Hindernis. Zusätzlich zur Erkennung eines Hindernisses kann auch eine Klassifizierung des Hindernisses-durchgeführt werden. In der Zentrale 5 sind dazu in einem Speicher typische Hindernisse als Bilder abgelegt. Typische Hindernisse sind beispielsweise ein Zug, eine Person, ein umgefallenener Baumstamm, ein Tier. Ein Vergleich eines erkannten Hindernisses mit einem abgespeicherten Hindernisbild kann zur frühzeitigen, automatischen Klassifizierung des erkannten Hindernisses führen, was verschiedene Maßnahmen der Beseitigung zur Folge haben kann.The images excluded from the video cameras are transmitted via the optical line 4 to the central station 5. Each video camera is assigned an address, which is transmitted with each transmission, in order to sort the images received in the center 5 can. Each video camera can subject the captured images to data compression before transmission. The images are converted electrically / optically before transmission. The images of all video cameras are transmitted, for example, in time-division multiplex to the central station 5. On the optical line 4, a high transmission capacity is available, so that only minimal propagation delays occur. In the center 5, the images of all video cameras are evaluated centrally. For this purpose, the central station 5 compares the current images with reference images. If there is no difference between the current fixed image and the reference image in a comparison, the corresponding section of the route is free of obstacles. If a difference results, the difference corresponds to the obstacle. In addition to the detection of an obstacle, a classification of the obstacle can also be carried out. In the center 5 typical obstacles are stored as images in a memory. Typical obstacles include, for example, a train, a person, a fallen tree trunk, an animal. A comparison of a detected obstacle with a stored obstacle image can for early, automatic classification of the identified obstacles, which can lead to various measures of elimination.

Bei der Auswertung der Festbilder kann von einer Maskierung Gebrauch gemacht werden. Durch Vergleich mit der in der Zentrale 5 vorliegenden Fahrtroute eines bestimmten Zuges können nicht relevante Hindernisse, wie z.B. Gegenzüge ausgeblendet werden. Es erfolgt auf diese Art und Weise eine Maskierung des Fahrweges. Für einen Streckenteil einer Bahnstrecke mit mindestens zwei parallel verlaufenden Gleisen, wovon ein Gleis in der Regel für die Hinrichtung und ein anderes für die Rückrichtung vorgesehen ist, können ein Sensor oder mehr als ein Sensor verwendet werden. Bei der Verwendung eines Sensors wird jedes aktuell übertragene Festbild in mehrere Festbilder aufgeteilt, wobei die Anzahl der Festbilder der Anzahl der Gleise entspricht. In jedem aufgeteilten Festbild wird ein Fahrweg maskiert und für diesen Fahrweg eine Auswertung vorgenommen. Bei der Verwendung von mehr als einem Sensor wird zum einen die Redundanz erhöht und zum anderen die Sicherheit. Jeder Sensor ist im wesentlichen auf ein Gleis gerichtet und für die Überwachung eines Gleises vorgesehen. Auf Grund der räumlichen Nähe der Gleise wird bei der Auswertung eine Maskierung einzelner Fahrwege notwendig sein. Das zu übertragende Datenvolumen wird durch die Anzahl der Sensoren bestimmt. Je mehr Sensoren verwendet werden, desto mehr Datenvolumen muß übertragen werden. Die Sichtwinkel der Sensoren überschneiden sich. Insbesondere bei einem Ausfall eines Sensors kann das von einem Nachbarsensor aufgenommene Festbild zur Auswertung des zu überwachenden Fahrweges des ausgefallenen Sensors mitverwendet werden. Dies erhöht die Sicherheit. Bei der Eisenbahnsteuerung ist es üblich eine "Zwei aus Drei Entscheidung" zu treffen, um die Sicherheit zu erhöhen. Es können beispielsweise an einem Mast drei Sensoren parallel und mit nahezu dem gleichen Sichtwinkel angeordnet werden. Alle drei Sensoren übertragen zur gleichen Zeit aufgenommene Festbilder zur Zentrale 5. Wenn die Auswertung von mindestens zwei Festbildern ein Hindernis ergibt, so wird das Erkennen eines Hindernisses signalisiert. Wenn die Auswertung von mindestens zwei Festbildern kein Hindernis ergibt, so wird das Erkennen keines Hindernisses signalisiert.In the evaluation of the solid images can be made of a masking use. By comparison with the present in the center 5 route of a particular train not relevant obstacles, such as countermoves can be hidden. It is done in this way a masking of the track. For a track part of a railway track with at least two parallel tracks, one track being usually intended for the execution and another for the return direction, one sensor or more than one sensor can be used. When using a sensor, each currently transmitted solid image is divided into a plurality of solid images, wherein the number of solid images corresponds to the number of tracks. In each split solid image, a route is masked and an evaluation is made for this route. Using more than one sensor increases redundancy and security. Each sensor is essentially directed to a track and provided for monitoring a track. Due to the proximity of the tracks, a masking of individual routes will be necessary during the evaluation. The volume of data to be transferred is determined by the number of sensors. The more sensors used, the more data volume must be transferred. The viewing angles of the sensors overlap. In particular, in the event of a failure of a sensor, the fixed image recorded by a neighboring sensor can be used to evaluate the track to be monitored for the failed sensor. This increases security. In railway control, it is common to make a "two out of three" decision to increase safety. For example, three sensors can be arranged in parallel and with almost the same viewing angle on a mast. All three sensors transmit at the same time captured still images to the central station 5. If the evaluation of at least two still images results in an obstacle, the detection of an obstacle is signaled. If the evaluation of at least two If there are no hindrances, the recognition of no obstacle is signaled.

Durch die Berücksichtigung der Fahrtroute kann die Überwachung einzelner Streckenteile bereits erfolgen bevor ein bestimmter Streckenteil für einen Zug zum Befahren freigegeben wird. Bestehen Zweifel darüber, ob ein Hindernis den Verkehrsfluß stört, so wird ein Alarm ausgelöst und eine Person kann die Situation überprüfen und über Freigabe oder Sperrung anhand eines Monitorbildes entscheiden.By taking into account the route, the monitoring of individual parts of the track can already be done before a certain part of the track is released for a train to drive. If there are doubts as to whether an obstacle disturbs the flow of traffic, an alarm is triggered and a person can check the situation and decide on release or blocking on the basis of a monitor image.

Die Sensoren 2, 3 sind derart ausgelegt, daß sie von der Zentrale 5 aus telemetrisch ansteuerbar sind. Die Ansteuerung erfolgt über die optische Leitung 4. Die Ansteuerung umfaßt z.B. das Schwenken der Sensoren 2, 3. Dazu ist jeweils ein am Sensor angebrachter Motor vorgesehen. Des weiteren beinhaltet jeder Sensor 2, 3 einen Zoom. Durch telemetrisches Betätigen des Zooms können Teilbereiche des Sichfeldes vergrößert dargestellt werden. Bei Auftreten einer Störung ist eine Bedienperson von der Zentrale 5 aus in der Lage den die Störung ausgelösten Sensor 2, 3 zu lokalisieren, anzurufen, eine Echtzeitverbindung aufzubauen und telemetrisch zu steuern. Die Auswahl eines Sensors 2, 3 erfolgt über die optische Leitung 4 durch Ubermittlung der Adresse des Sensors 2, 3. Nach Empfangen eines entsprechenden vorgegebenen Signals schaltet der Sensor 2, 3 auf Dauerbetrieb. Es wird eine Echtzeitverbindung zur Zentrale 5 aufgebaut. Die Zentrale 5 hat ein Schaltpult mit mehreren Monitoren und einer Übersicht der Bahnstreckenführung sowie der Sensoren 2, 3. Durch die Echtzeitübertragung werden aneinandergereihte Festbilder zur Zentrale 5 übertragen. Bei Videokameras sieht die Bedienperson dann einen Echtzeitvideofilm vom gestörten Streckenteil auf einem Monitor. Gegebenenfalls wird auch Ton übertragen. Durch telemetrisches Schwenken der Kamera und Zoomen kann die Bedienperson das Hindernis fokussieren, um es besser zu erkennen und daraufhin geeignete Maßnahmen einleiten zu können.The sensors 2, 3 are designed such that they can be controlled telemetrically from the central station 5. The control takes place via the optical line 4. The control includes, for example, the pivoting of the sensors 2, 3. For this purpose, an attached to the sensor motor is provided in each case. Furthermore, each sensor 2, 3 includes a zoom. By telemetrically actuating the zoom, partial areas of the self-field can be enlarged. In the event of a malfunction, an operator is able to locate, call, establish a real-time connection and telemetrically control the sensor 2, 3 triggered by the central unit 5. The selection of a sensor 2, 3 via the optical line 4 by transmitting the address of the sensor 2, 3. After receiving a corresponding predetermined signal, the sensor 2, 3 switches to continuous operation. A real-time connection to the central station 5 is established. The center 5 has a control panel with several monitors and an overview of the railway line guidance and the sensors 2, 3. By the real-time transmission of consecutive fixed images are transmitted to the center 5. In video cameras, the operator then sees a real-time video film from the disturbed track portion on a monitor. If necessary, sound is also transmitted. By telemetry panning the camera and zooming, the operator can focus the obstacle to better recognize it and then take appropriate action.

Durch Verbinden der Zentrale 5 mit einer Streckenfreigabeeinrichtung kann eine automatische Sperrung einzelner Streckenteile nach automatischem Erkennen eines Hindernisses erfolgen. Die Streckenfreigabeeinrichtung hat die Aufgabe einzelne Streckenteile für Züge abhängig von den Fahrtrouten und aktuell befahrenen Streckenteilen freizugeben oder zu sperren. Dies erfolgt z.B. u.a. unter Verwendung von Achszählern. Zusätzlich wird nun ein Streckenteil auch dann gesperrt, wenn eine diesen Streckenteil überwachende Kamera ein Hindernis erkennt. Nach Auswertung in der Zentrale 5 wird automatisch ein entsprechendes Signal, z.B. ein vorab bekanntes, gespeichertes Alarmsignal oder Stellsignal zur Streckeneinrichtung übertragen. Diese empfängt das Signal und sperrt daraufhin den Streckenabschnitt. Ist die Streckeneinrichtung für das Sperren und Freischalten mehrerer Streckenteile verantwortlich, überträgt die Zentrale 5 zusätzlich eine Information über den zu sperrenden Streckenteil. Nach Beseitigung des Hindernisses wird der entsprechende Streckenteil wieder freigegeben.By connecting the center 5 with a route release device, an automatic blocking of individual route parts can take place after an automatic detection of an obstacle. The route clearance device has the task of releasing or blocking individual route parts for trains depending on the routes and currently traveled route sections. This is done e.g. et al using axle counters. In addition, a section of the track is now also blocked if a camera monitoring this section of the route detects an obstacle. After evaluation in the center 5, a corresponding signal, e.g. transmit a pre-known, stored alarm signal or control signal to the track device. This receives the signal and then blocks the stretch of road. If the route facility is responsible for locking and unlocking several parts of the route, the center 5 additionally transmits information about the route part to be blocked. After removing the obstacle of the corresponding track section is released again.

In Kurven und sonstigen kritischen Bereichen können zur besseren Überwachung Sensoren in geringeren Abständen zueinander angeordnet werden, im Vergleich zu geradlinigen, einsehbaren Bereichen. In einer bevorzugten Ausgestaltung der Erfindung kann die automatische Hinderniserkennung mit an der Bahnstrecke angeordneten Sensoren 2, 3 kombiniert werden mit der auf Zügen angeordneten Hinderniserkennung. In geradlinigen Bereichen hat die auf Zügen angeordnete Hinderniserkennung Vorteile, so daß in diesen Bereichen keine an der Bahnstrecke angeordnete Sensoren verwendet werden und die Hinderniserkennung ausschließlich von den Zügen selbst durchgeführt wird. Dies spart Installation- und Wartungsaufwand in zumeist dünnbesiedelten, außerstädtischen Gegenden. In Kurven und sonstigen kritischen Bereichen, also zumeist in innerstädtischen Bereichen mit einer hohen Zugdichte werden an der Bahnstrecke Sensoren 2, 3 installiert. Über die Zentrale 5, die z.B. über Funk oder Balisen mit den Zügen kommuniziert, werden Daten über Freigabe und Sperrung einzelner Streckenteile übermittelt. Enkennt ein Sensor 2, 3 ein Hindernis, so wird der entsprechende Streckenteil gesperrt, der entsprechende, sich nöhernde Zug durch die Zentrale 5 darüber informiert.In curves and other critical areas, sensors can be placed closer to each other for better monitoring compared to straight-lined, accessible areas. In a preferred embodiment of the invention, the automatic obstacle detection can be combined with arranged on the railway track sensors 2, 3 with the arranged on trains obstacle detection. In straight-line areas, the obstacle detection arranged on trains has advantages, so that in these areas no sensors arranged on the railway line are used and the obstacle detection is carried out exclusively by the trains themselves. This saves installation and maintenance in mostly sparsely populated, non-urban areas. In curves and other critical areas, so mostly in inner city areas with a high train density sensors 2, 3 are installed on the railway line. Via the central station 5, which communicates with the trains, for example via radio or beacon, data about the release and blocking of individual parts of the route are transmitted. Enbekes a sensor 2, 3 an obstacle, then the corresponding Blocked section of the route, informed the corresponding, converging train through the center 5 about it.

Beim Ausführungsbeispiel werden als Sensoren Videokameras verwendet, die im optischen Bereich arbeiten. Anstelle von Videokameras können auch Sensoren verwendet werden, die im Infrarot-Bereich oder im Bereich von Radio-Wellen (Radar) arbeiten. Durch die Verwendung dieser Bereiche wird die Beobachtung weitesgehend unabhängig von der Witterung.In the embodiment video cameras are used as sensors, which operate in the optical range. Instead of video cameras, it is also possible to use sensors which work in the infrared range or in the area of radio waves (radar). By using these areas, the observation is largely independent of the weather.

Beim Ausführungsbeispiel erfolgt die Auswertung der aufgenommenen Festbilder zentral in der Zentrale. Dadurch ist ein einfacher Aufbau der Sensoren möglich. Die Sensoren sind sehr kostengünstig herstellbar. Auf Grund der hohen Anzahl der Sensoren wird die Implementierung des Gesamtsystems daher kostengünstig. Um Manipulationen vorzubeugen kann es vorgesehen sein bei jeder Übertragung einen Zeitstempel mitzusenden. Anstelle in der Zentrale kann die Auswertung ganz oder teilweise in den Sensoren erfolgen. Wenn in jeden Sensor ein Prozessor und ein Speicher vorgesehen wird, so kann jeder Sensor aktuelle Festbilder mit einem abgespeicherten Referenzbild vergleichen und die Hinderniserkennung für einen Streckenteil autark durchführen. Das Ergebnis des Vergleichs wird beispielsweise der Zentrale übermittelt, die dann die weiteren Schritte einleitet. Das Übertragungsvolumen kann reduziert werden, wenn im Normallfall, d.h. wenn kein Hindernis vorliegt, nur eine Statusmeldung, z.B. OK, übertragen wird und im Störfall, d.h. bei Erkennen eines Hindernisses, das entsprechende Festbild übertragen wird. Anstelle zur Zentrale oder zusätzlich dazu kann im Störfall das entsprechende Festbild oder eine Alarmmeldung auch direkt zu einem Zug übertragen werden, der sich dem Streckenteil nähert. Die Übertragung erfolgt z.B. über Funk oder Balisen. Der Zug erhält auf diese Art und Weise aktuelle und nahezu unverzögerte Alarmmeldungen und kann daraufhin den Bremsvorgang einleiten.In the embodiment, the evaluation of the recorded solid images is done centrally in the center. As a result, a simple construction of the sensors is possible. The sensors are very inexpensive to produce. Due to the high number of sensors, the implementation of the entire system is therefore cost-effective. To prevent manipulation, it can be provided with a timestamp with each transmission. Instead of the central office, the evaluation can be done completely or partially in the sensors. If a processor and a memory are provided in each sensor, then each sensor can compare current still images with a stored reference image and perform the obstacle detection autonomously for a route part. The result of the comparison is transmitted, for example, to the central office, which then initiates the further steps. The transmission volume can be reduced if in the normal case, i. if there is no obstacle, only a status message, e.g. OK, is transmitted and in case of failure, i. when an obstacle is detected, the corresponding solid image is transmitted. Instead of the control center or in addition, in the event of a fault, the corresponding fixed image or an alarm message can also be transmitted directly to a train which approaches the section of the route. The transmission is e.g. over radio or balises. The train receives in this way current and almost instantaneous alarm messages and can then initiate the braking process.

Im Ausführungsbeispiel wird eine optische Leitung zwischen Sensoren und Zentrale verwendet. Anstelle einer optischen Leitung kann auch eine elektrische Leitung, Funk oder eine Power-Line verwendet werden. Bei der elektrischen Leitung entfällt die elektro/optische Umsetzung, so daß die Sensoren noch preisgünstiger hergestellt werden können. Zudem sind in den meisten Fällen bereits elektrische Leitungen an den Bahnstrecken verfügbar, so daß eine Neuinstallation entfällt. Die elektrischen Leitungen werden z.B. genutzt für die Übertragung der Achszöhlersignale. Die Übertragung erfolgt in einem festgelegten Übertragungsprotokoll. Das Protokoll kann zusätzlich auch für die Übertragung der Sensorsignale genutzt werden. Dadurch entfällt die Entwicklung einen neuen Protokolls. Bei der Verwendung von Funk kann GSM genutzt werden; GSM=Global System for Mobil Communication. Bereits heute wird vielfach GSM als Übertragungsmedium für die Kommunikation.zwischen Streckeneinrichtungen und Schienenfahrzeugen eingesetzt. Die Übertragung erfolgt in einem festgelegten Protokoll, daß für die Übertragung der Sensorsignale mitgenutzt werden kann. Zudem ist eine direkte Kommunikation zwischen Sensor und Schienenfahrzeug möglich. Bei der Verwendung einer Power-Line kann die Power-Line sowohl für die Speisung der Sensoren als auch für die Übertragung der Sensorsignale genutzt werden.In the exemplary embodiment, an optical line between sensors and control center is used. Instead of an optical line can also be a electrical line, radio or a power line can be used. In the electrical line eliminates the electro / optical conversion, so that the sensors can be made even cheaper. In addition, electrical lines are already available on the railway lines in most cases, so that a new installation is eliminated. The electrical lines are used, for example, for the transmission of Achszöhlersignale. The transmission takes place in a fixed transmission protocol. The protocol can also be used for transmitting the sensor signals. This eliminates the development of a new protocol. When using radio GSM can be used; GSM = Global System for Mobile Communication. Already today GSM is often used as a transmission medium for the communication between track facilities and rail vehicles. The transmission takes place in a defined protocol that can be shared for the transmission of the sensor signals. In addition, a direct communication between sensor and rail vehicle is possible. When using a Power-Line, the Power-Line can be used both for powering the sensors and transmitting the sensor signals.

Im Ausführungsbeispiel wird für die Übertragung der Sensorsignale zur Zentrale Zeitmultiplex verwendet. Anstelle von Zeitmultiplex kann auch Frequenzmultiplex oder Codemultiplex verwendet werden. Alternativ kann auch ein sog. Aloha-Verfahren eingesetzt werden, bei dem die Zentrale die einzelnen Sensoren nacheinander abruft. Mit einer intelligenten Steuerung kann die Zentrale z.B. nur die Sensoren abrufen, die Streckenteile beobachten, die für den aktuellen Zugverkehr genutzt werden. Dies verringert Laufzeitverzögerungen und vermindert das Übertragungsvolumen.In the exemplary embodiment, time division multiplexing is used for the transmission of the sensor signals to the control center. Frequency Division Multiplexing or Code Division Multiplexing can also be used instead of time division multiplexing. Alternatively, it is also possible to use a so-called Aloha method, in which the center retrieves the individual sensors in succession. With intelligent control, the center may e.g. just retrieve the sensors, watch the parts of the line used for the current train traffic. This reduces propagation delays and reduces the transfer volume.

Claims (10)

  1. Method for detecting obstacles on railway routes (1), characterised in that arranged along the railway routes (1) are sensors (2, 3), by means of which the railway routes (1) are observed, automatic evaluation takes place, automatic forwarding of at least part of the results of the evaluation to at least one route release device takes place and each route release device clears or closes certain sections of the route for travel as a function of the results received.
  2. Method according to claim 1, characterised in that the sensors (2, 3) are configured as video cameras which take still images and evaluation is done by comparing still images with reference images.
  3. Method according to claim 1, characterised in that masking of the travel path takes place during evaluation.
  4. Method according to claim 1, characterised in that the sensors (2, 3) operate in the optical range, in the infrared range or in the range of radio waves.
  5. Method according to claim 1, characterised in that evaluation is done centrally.
  6. Method according to claim 1, characterised in that the sensors (2, 3) are actuatable telemetrically.
  7. System for carrying out the method according to claim 1, characterised in that the sensors (2, 3) are connected to a control room (5) via optical (4) or electric lines, via radio or via power cables and the control room (5) is suitable for communicating via radio or beacons with automatically controlled trains travelling on the railway routes (1) and for releasing or closing certain sections of the route for the trains to travel on as a function of the results of the evaluation.
  8. System according to claim 7, characterised in that the control room (5) is suitable for carrying out the evaluation centrally for all the sensors (2, 3).
  9. System according to claim 7, characterised in that evaluation is done entirely or partially in the sensors (2, 3).
  10. System according to claim 7, characterised in that the sensors (2, 3) are configured as video cameras which take still images, in that transmission to the control room (5) of the still images taken is done by the multiplex-division method, each sensor (2, 3) being allocated an address and during each transmission of a still image the address of the associated sensor (2, 3) also being transmitted.
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EP1106470B2 (en) 2008-10-15
US6565046B2 (en) 2003-05-20
DE19958634A1 (en) 2001-06-21
ATE315513T1 (en) 2006-02-15
EP1106470B9 (en) 2009-03-25
DE50012046D1 (en) 2006-04-06
CA2327090A1 (en) 2001-06-04
US20010002688A1 (en) 2001-06-07

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