EP1106470B2 - Procédé pour détecter des obstacles sur des sections de voie de chemin de fer - Google Patents

Procédé pour détecter des obstacles sur des sections de voie de chemin de fer Download PDF

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Publication number
EP1106470B2
EP1106470B2 EP00440305A EP00440305A EP1106470B2 EP 1106470 B2 EP1106470 B2 EP 1106470B2 EP 00440305 A EP00440305 A EP 00440305A EP 00440305 A EP00440305 A EP 00440305A EP 1106470 B2 EP1106470 B2 EP 1106470B2
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EP
European Patent Office
Prior art keywords
sensors
evaluation
route
sensor
obstacle
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Expired - Lifetime
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EP00440305A
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German (de)
English (en)
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EP1106470B1 (fr
EP1106470A1 (fr
EP1106470B9 (fr
Inventor
Helmut Uebel
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Alcatel Lucent SAS
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Alcatel Lucent SAS
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Publication of EP1106470A1 publication Critical patent/EP1106470A1/fr
Publication of EP1106470B1 publication Critical patent/EP1106470B1/fr
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Classifications

    • 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 of any kind on available for an automatically controlled and driverless driving railroad tracks.
  • a method for optical clearance monitoring is disclosed.
  • 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.
  • 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 supplement to the track release message.
  • Usual methods for track vacancy use axle counters.
  • the axle counters count the axes of a passing train.
  • an axle counter is arranged in each case. 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.
  • 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, they can be arranged, for example, rigidly or pivotably. Furthermore, it is possible to implement a telemetric drive. From a central point, a person can select a camera specifically, for example, the one who has just recognized an obstacle and makes himself felt for example by an audible and / or visual alarm signal. The person can then, for example telemetrically pan the camera, zoom 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 lead to early, automatic classification of the detected obstacle, which can result in various measures of elimination.
  • the solid images can be made of a masking use. By comparison with the route of travel of a particular train present in the center 5, non-relevant obstacles, such as obstacles, can be detected. Countermatches are hidden. It is done in this way a masking of the track.
  • one sensor or more than one sensor can be used 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.
  • 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.
  • 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. 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.
  • the center 5 has a control panel with several monitors and an overview of the railway line guidance and the sensors 2, 3.
  • the center 5 By the real-time transmission of consecutive fixed images are transmitted to the center 5.
  • 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.
  • 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.
  • 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 electrical line instead of an optical line, an 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.
  • 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)

Claims (10)

  1. Procédé de détection d'obstacles de tout type sur des voies de chemin de fer (1) mises à disposition pour un moyen de transport à pilotage automatique et sans conducteur,
    caractérisé en ce que
    des capteurs (2, 3) sont disposés le long des voies de chemin de fer (1), capteurs au moyen desquels les voies de chemin de fer (1) sont observées,
    les voies de chemin de fer (1) étant divisées en parties de voie connues, qui sont observées et surveillées respectivement par un capteur .(2, 3),
    et l'ensemble des voies de chemin de fer (1) mises à disposition étant surveillé simultanément par les capteurs (2, 3) disposés le long des voies de chemin de fer (1), de sorte qu'une analyse automatique s'effectue, en ce qu'il s'effectue une retransmission automatique d'au moins une partie des résultats de l'analyse vers au moins un dispositif de libération de voie,
    et en ce que chaque dispositif de libération de voie libère ou bloque les parties de voie définies pour la circulation en fonction des résultats reçus,
    une partie de voie étant bloquée lorsqu'un capteur (2; 3) surveillant cette partie de voie détecte un obstacle, et une partie de voie étant automatiquement libérée lorsque aucun obstacle n'est détecté.
  2. Procédé selon la revendication 1, caractérisé en ce que les capteurs (2, 3) sont conçus comme des caméras vidéo qui enregistrent des images fixes, et en ce que l'analyse s'effectue par comparaison des images fixes aux images de référence.
  3. Procédé selon la revendication 1, caractérisé en ce qu'un masquage de la voie s'effectue lors de l'analyse.
  4. Procédé selon la revendication 1, caractérisé en ce que les capteurs (2, 3) fonctionnent dans la plage optique, dans la gamme infrarouge ou dans la plage des ondes radio.
  5. Procédé selon la revendication 1, caractérisé en ce que l'analyse s'effectue de manière centrale.
  6. Procédé selon la revendication 1, caractérisé en ce que les capteurs (2, 3) sont commandés- de manière télémétrique.
  7. Système de réalisation du procédé selon la revendication 1, caractérisé en ce que les capteurs (2, 3) sont reliés par des conduites optiques (4) ou électriques, par radio ou par des câbles d'alimentation à une centrale (5), et en ce que la centrale (5) est adaptée pour communiquer par radio ou par l'intermédiaire de balises avec les trains à pilotage automatique roulant sur les voies de chemin de fer (1), et libérer ou bloquer certaines parties de voie pour la circulation des trains définies en fonction des résultats de l'analyse.
  8. Système selon la revendication 7, caractérisé en ce que la centrale (5) est adaptée pour réaliser de manière centrale l'analyse pour tous les capteurs (2, 3).
  9. Système selon la revendication 7, caractérisé en ce que l'analyse s'effectue partiellement ou entièrement dans les capteurs (2, 3).
  10. Système selon la revendication 7, caractérisé en ce que les capteurs (2, 3) sont conçus comme des caméras vidéo qui reçoivent des images fixes, de sorte que la transmission des images fixes enregistrées à la centrale (5) s'effectue au cours d'un procédé de multiplexage, une adresse étant allouée à chaque capteur (2, 3) et, au cours de chaque transmission d'une image fixe, l'adresse du capteur (2, 3) associé étant transmise conjointement.
EP00440305A 1999-12-04 2000-11-22 Procédé pour détecter des obstacles sur des sections de voie de chemin de fer Expired - Lifetime EP1106470B9 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19958634 1999-12-04
DE19958634A DE19958634A1 (de) 1999-12-04 1999-12-04 Verfahren zum Erkennen von Hindernissen auf Bahnstrecken

Publications (4)

Publication Number Publication Date
EP1106470A1 EP1106470A1 (fr) 2001-06-13
EP1106470B1 EP1106470B1 (fr) 2006-01-11
EP1106470B2 true EP1106470B2 (fr) 2008-10-15
EP1106470B9 EP1106470B9 (fr) 2009-03-25

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Application Number Title Priority Date Filing Date
EP00440305A Expired - Lifetime EP1106470B9 (fr) 1999-12-04 2000-11-22 Procédé pour détecter des obstacles sur des sections de voie de chemin de fer

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US (1) US6565046B2 (fr)
EP (1) EP1106470B9 (fr)
AT (1) ATE315513T1 (fr)
CA (1) CA2327090A1 (fr)
DE (2) DE19958634A1 (fr)

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CN109147388A (zh) * 2018-08-16 2019-01-04 大连民族大学 判断道路行人为吸力关系的方法及系统

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US20010002688A1 (en) 2001-06-07
CA2327090A1 (fr) 2001-06-04
US6565046B2 (en) 2003-05-20
EP1106470B1 (fr) 2006-01-11
ATE315513T1 (de) 2006-02-15
EP1106470A1 (fr) 2001-06-13
DE19958634A1 (de) 2001-06-21
EP1106470B9 (fr) 2009-03-25

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