DE102017210131A1 - Method, computer program product and rail vehicle, in particular rail vehicle, for lane detection in rail traffic, in particular for track identification in rail transport - Google Patents

Abstract

In order to be able to automatically detect lanes (FS) in rail traffic (BVK), in particular railway tracks (SVK), it is proposed. IS lanes (SV, SV1) based on a plurality of measured location coordinates (OK), e.g. by means of satellite-based positioning systems, e.g. GPS, Galileo or Glonass and be in the form of GPS, Galileo or Glonass coordinates, alone or together with at least one other plurality of stored correction data (KD) of the location coordinates (OK) and / or generated, exactly localized To determine location coordinates (OK), b. Track / vehicle information (SVFZI) provide that both lane-specific and vehicle-specific data as well as data of by lanes (FS, FS1, FS2) given to the actual lanes (SV, SV1) correlated SOLL routes (SV, SV1, SV2 ), c. for detecting a lane (FS1) indicative of a dedicated DESIRED route from a plurality of, e.g. to investigate after a lane change, location coordinates and distance course adjacent lanes in rail traffic by a route-related lane alignment, whether for a considered, variably variable route time window (SVZF) determined in relation to the lane to be detected determined IST route (SV1) the dedicated lane course (SV1) of the lane is on average less far away than to another set course (SV2) of another lane (FS2) of the adjacent lanes.

Description

The invention relates to a method for lane detection in rail traffic, in particular for track detection in rail traffic, according to the preamble of claim 1, a computer program product for lane detection in rail traffic, especially for track detection in rail traffic, according to the preamble of claim 6 and a Railway vehicle for lane detection in rail traffic, in particular a rail vehicle for track detection in rail traffic, according to the preamble of claim 11.

Rail vehicles are part of a modern transport infrastructure track-bound transport and transport, for example, rolling on or under of one or two rails (tracks), floating above or below a magnetic field or hanging on steel cables move. Of the mentioned track-bound transport and means of transport are rail vehicles based on a wheel-rail system, either a private traction drive (railcar) or pulled by a locomotive or pushed and where predominantly steel wheels with a flange on two steel rails or Railways are the most widely used.

Railway vehicles in the sense of the present invention, however, are quite generally all vehicles which are track-bound on the road following exactly one infrastructure during operation. For example, an electric vehicle (for example, an electric truck) that drives just under a road surface or a motor vehicle that runs along a concrete wall at a precise distance when the motor vehicle uses an autonomous driving system, for example.

For the operation of rail vehicles, the detection of the track is essential, since often several tracks are laid parallel. This applies to station exits as well as the free route. This information is necessary both for the evaluation of signals for driving ("Which speed applies to which track?", "Which track is released?") And for safety mechanisms, for example, to drive the same route in the opposite direction at the same time avoid.

The recognition of the busy track is the responsibility of the railcar driver and the realization of safety mechanisms is usually carried out by the signal boxes.

1. I. Triebfahrzeugführer sind, wie alle anderen menschlichen Aufgabenträger, gelegentlich unachtsam oder machen Wahrnehmungsfehler und verwechseln deshalb ggf., welches Signal entlang der Strecke für ihr Fahrzeug gilt (gerade bei mehreren parallelen Strecken sind mehrere Signale angebracht, die aber für unterschiedliche Strecken Gültigkeit haben).
2. II. Triebfahrzeugführer sind ggf. nicht immer verfügbar (Krankheit, Streik, ungeplantes Mehraufkommen von Fahraufträgen), so dass Bahnfahrten ggf. ausfallen müssen.
3. III. Das durch den Triebfahrzeugführer erkannte Gleis wird (aus betrieblichen Gründen) in der Regel nicht zur automatischen Auswertung an das Fahrzeug weitergegeben, so dass bestimmte Fahrzeugfunktionen nur eingeschränkt verfügbar sind. Zum Beispiel braucht ein Fahrempfehlungsassistent zur Bestimmung der idealen Beschleunigungs- und Bremspunkte Informationen über die zulässige Höchstgeschwindigkeit. Diese kann ggf. bei mehreren parallel verlegten Strecken variieren. Dann muss der Fahrempfehlungsassistent wissen, auf welchem Gleis er fährt.
4. IV. Die Realisierung von Sicherheitsmechanismen in Stellwerken kann durch den Fahrdienstleiter ausgesetzt werden, so dass die Realisierung einer zusätzlichen Sicherheitsstufe die Wahrscheinlichkeit von Kollisionen weiter reduzieren kann (siehe Bahnunglück in Bad Aibling).

This leads to the following problems:

1. I. Train drivers, like all other human operators, are occasionally careless or make mistakes in their perception and therefore possibly confuse which signal applies to their vehicle along the route (several signals are applied to several parallel routes but are valid for different routes) ,
2. II. Train drivers may not always be available (illness, strike, unscheduled additional income from driving assignments), so that train journeys may have to be canceled.
3. III. The track recognized by the driver is (for operational reasons) usually not passed on to the vehicle for automatic evaluation, so that certain vehicle functions are available only to a limited extent. For example, a driving recommendation assistant needs information about the maximum permissible speed for determining the ideal acceleration and braking points. If necessary, this can vary for several routes laid in parallel. Then the driving recommendation assistant must know on which track he is driving.
4. IV. The implementation of security mechanisms in interlockings can be suspended by the dispatcher, so that the realization of an additional security level can further reduce the likelihood of collisions (see railway accident in Bad Aibling).

The problem of track identification has so far been complicated by additional investments in the route infrastructure such as induction loops, computers along the route and communication systems between trains and route components. Corresponding solutions are therefore economical only on routes manageable length such as subways or trains between airport terminals.

Moreover, according to the Applicant's priority-based patent applications (Application Nos. 102016224355.1 and 102016224335.7), video-based methods for lane detection are proposed, but for each of which the installation of a camera-based system is necessary.

The problem underlying the invention is to specify a method, a computer program product and a railway vehicle, in particular a rail vehicle, for lane recognition in rail traffic, in particular for track identification in rail traffic, are automatically detected with the lanes in rail traffic.

The automatic recognition of lanes in rail traffic, especially tracks in the Rail transport, which is the subject of the present patent application (application no...), Is an indispensable MUST with regard to a future automated (autonomous) or assisted driving of rail vehicles in railway traffic or railway vehicles.

This object is achieved on the basis of the method defined in the preamble of patent claim 1 by the features specified in the characterizing part of patent claim 1.

In addition, the object is achieved on the basis of the defined in the preamble of claim 6 computer program product by the features specified in the characterizing part of claim 6.

Furthermore, the object is achieved on the basis of the defined in the preamble of claim 11 railway vehicle by the features specified in the characterizing part of claim 11.

1. a. IST-Streckenverläufe auf Basis einer Vielzahl von gemessenen Ortskoordinaten, die z.B. mittels satellitengestützter Positionsbestimmungssysteme wie z.B. GPS, Galileo oder Glonass gemessen oder erfasst werden und in Gestalt von GPS-, Galileo- oder Glonass-Koordinaten vorliegen, alleine oder zusammen mit zumindest einer weiteren Vielzahl von gespeicherten Korrekturdaten der Ortskoordinaten und/oder erzeugten, exakt lokalisierten Ortskoordinaten zu ermitteln, die im Fall von GPS-Positionsbestimmungssystemen als IST-„GPS-Traces“ bezeichnet werden,
2. b. Streckenverlaufs-/Fahrzeuginformationen bereitzustellen, die sowohl fahrspurspezifische und fahrzeugspezifische Daten als auch Daten von durch Fahrspuren gegebenen, zu den IST-Streckenverläufen korrelierenden und im Fall von GPS-Positionsbestimmungssystemen als SOLL-„GPS-Traces“ bezeichneten SOLL-Streckenverläufen beinhalten,
3. c. zur Erkennung einer einen dedizierten SOLL-Streckenverlauf angebenden Fahrspur (erste Fahrspur gemäß der Ansprüche 1, 6 und 11) aus mehreren, z.B. nach einem Fahrspurwechsel, ortskoordinaten- und streckenverlaufsmäßig benachbarten, Fahrspuren im Bahnverkehr (z.B. Gleisen im Schienenverkehr) durch einen streckenverlaufsbezogenen Fahrspurabgleich zu untersuchen, ob für ein betrachtetes, variabel veränderbares Streckenverlauf-Zeitfenster ein in Bezug auf die zu erkennenden Fahrspur dezidiert ermittelter IST-Streckenverlauf zu dem dedizierten SOLL-Streckenverlauf der Fahrspur im Mittel weniger weit entfernt ist als zu einem anderen SOLL-Streckenverlauf einer weiteren Fahrspur (zweite Fahrspur gemäß der Ansprüche 1, 6 und 11) der benachbarten Fahrspuren.

The idea underlying the invention according to independent claims 1, 6 and 11 is that

1. a. IST trajectories based on a variety of measured location coordinates, for example, by means of satellite-based positioning systems such as GPS, Galileo or Glonass measured or detected and in the form of GPS, Galileo or Glonass coordinates, alone or together with at least one other plurality from stored correction data of the location coordinates and / or generated, exactly localized location coordinates, which in the case of GPS positioning systems are referred to as actual "GPS traces",
2. b. To provide route / vehicle information including both lane-specific and vehicle-specific data as well as data of LOCAL lanes indicated by lanes correlating to the actual lanes and designated as LOB "GPS traces" in the case of GPS positioning systems;
3. c. for recognizing a lane indicating a dedicated target course (first lane according to claims 1, 6 and 11) from a plurality of traffic lanes in rail traffic (eg tracks in rail traffic) adjacent to a lane change, locus coordinate and distance course by a lane alignment-related lane alignment examine whether, for a contemplated variably modifiable route time window, an actual route determined in relation to the lane to be recognized is decidedly less distant from the dedicated target lane route than to another intended route of another lane ( second lane according to claims 1, 6 and 11) of the adjacent lanes.

It is exploited on the basis of coarse position data, lane metadata, last measured location coordinates, e.g. GPS data, as well as location coordinates (for example, GPS data) of other vehicles a lane-accurate positioning is realized.

• - Die Fahrspur (z.B. das befahrene Gleis) ohne aufwändige Infrastrukturinvestitionen zuverlässig automatisch erkannt wird;
• - die Fahrspur (z.B. das befahrene Gleis) auch ohne Videosystem auf dem Fahrzeug erkannt wird;
• - die Fahrspur (z.B. das befahrene Gleis) bei ungünstigen Sichtbedingungen zuverlässiger erkannt wird als durch Triebfahrzeugführer;
• - Triebfahrzeugführer nicht mehr für das Erkennen der Fahrspur (z.B. des befahrenen Gleis) benötigt werden, so dass unabhängig von deren Verfügbarkeit die Fahrspur (z.B. das befahrene Gleis) erkennbar ist.

Thus, it can be achieved by the route-track-related lane alignment, in which the aforementioned coordinates, data and information are used, that:

• - The lane (eg the busy track) is reliably detected automatically without costly infrastructure investments;
• - The lane (eg the busy track) is detected without video system on the vehicle;
• - the lane (eg the track being used) is detected more reliably in unfavorable visibility conditions than by train drivers;
• - Train drivers are no longer required for recognizing the lane (eg the track being traveled), so that regardless of their availability, the lane (eg the busy track) is recognizable.

The sketched lane course-related lane adjustment can also advantageously be flexibly configured such that an evaluation result relating to the evaluation of the route / vehicle information, whether in the region of the location for a lane change, e.g. in rail traffic, this is the area of a switch where the actual lane course determined for the lane has been shifted on average by a normative, lane change-specific position change measure, for which lane adjustment is taken into account.

This happens even more preferably and indeed when, due to the evaluation result, a different lane is detected than is the case with the lane alignment. In this case, the evaluation result has a higher priority than the lane-related statement achieved by the route-related lane adjustment.

In this case, in an advantageous embodiment of the invention, a warning information is generated with which it is indicated that the lane-related statement achieved by the route-related lane adjustment must be viewed with care.

The flexible embodiment of the route-related lane alignment can also be advantageously so pronounced that, if the lane for the route time window is initially known, the distance-related lane alignment of the determined for the lane determined IST course does not occur.

Moreover, it is advantageous if the lane is detected, a lane information is generated.

• 1 Fahrspurerkennung in einem Bahnfahrzeug, insbesondere Gleiserkennung in einem Schienenfahrzeug;
• 2 Szenario zur Fahrspurerkennung im Bahnverkehr, insbesondere Schienenverkehr, anhand eines Streckenverlaufes mit Fahrspurwechsel, insbesondere Gleiswechsel, im Vergleich zu einem Normalfahrt-Streckenverlauf.

Further advantages of the invention will become apparent from the following description of an embodiment of the invention with reference to the 1 and 2 , These show:

• 1 Lane detection in a railway vehicle, in particular track detection in a rail vehicle;
• 2 Scenario for lane detection in rail traffic, in particular rail traffic, based on a route with lane change, in particular track changes, in comparison to a normal route.

1 shows the lane detection in a railway vehicle BFZ, preferably the track detection in a rail vehicle SFZ , according to which 2 the railway vehicle BFZ in the railway traffic BVK and the rail vehicle SFZ in rail traffic SVK Is on the way. According to the principle representation in the 1 contains the railway vehicle BFZ . SFZ in the context of the lane / track recognition - hereinafter always referred to as lane detection for the sake of simplicity - as a central component, a control device STE , the input side for obtaining INPUT data at least with a position acquisition unit PAE and output side for outputting OUTPUT data at least with an automatic driving system AFS that is an automated (autonomous) or assisted driving of the railway vehicle BFZ . SFZ realized without additional infrastructure along a route.

So it is e.g. for today's and future automatic driving systems with which "automatic driving" is realized, driving assistance systems such. Navigation systems or exclusive information systems of essential importance that the position data or coordinates should be as accurate or exact as possible. However, current satellite-based receivers (e.g., GPS receivers) only have an accuracy of several meters.

Even with a Differential Global Positioning System (DGPS) that emits correction data to increase the accuracy of Global Navigation Satellite System (GNSS) navigation, the specified accuracy can usually only be improved to 1-3 meters ,

The position acquisition unit PAE captures the current location coordinates or GPS / Galileo Glonass coordinates of a corresponding receiver on the railway vehicle BFZ . SFZ accurate to a few meters. Where appropriate, as in GPS technology, complementary techniques such as the Differential Global Positioning System (DGPS) are used.

1. (1) eine Datenbank DB für Ortskoordinaten, z.B. GPS-Koordinaten, und Korrekturdaten KD von gemessenen Ortskoordinaten zugeordnet, die vorzugsweise als „Cloud“, z.B. in Form und Gestalt einer GPS-„Cloud“ ausgestaltet ist, und die entweder (Option „A“) fahrzeugintern als weitere Komponente des Bahnfahrzeugs BFZ, SFZ fungiert und mit der Steuereinrichtung STE verbunden ist oder aber (Option „B“) fahrzeugextern, außerhalb des Fahrzeugs z.B. in einer Leitzentrale für Bahnfahrzeuge angeordnet und mit der Steuereinrichtung STE verbindbar ist. Wenngleich es für die Fahrspurerkennung in dem Bahnfahrzeug BFZ, SFZ grundsätzlich unerheblich, wie die Ortskoordinaten und die Korrekturdaten KD in die Datenbank DB gelangen, so werden diese vorzugsweise, wie in der gleichzeitig eingereichten Patentanmeldung mit der Bezeichnung " Positionsbestimmungsverfahren, insbesondere GPS-Verfahren, Computer-Programm-Produkt zum Bestimmen von Positionen, insbesondere von GPS-Positionen, und Spurgebundenes Fahrzeug, insbesondere Schienenfahrzeug" und der Anmeldung-Nr.... beschrieben und beansprucht (der Offenbarungsinhalt dieser Anmeldung ist somit in die vorliegende Anmeldung zu inkludieren), erzeugt und in der Datenbank DB gespeichert.
2. (2) eine Lokalisierungseinheit LKE zur Erzeugung von exakt lokalisierten Ortskoordinaten OK_exlo zugeordnet, die entweder (Option „C“) fahrzeugintern als weitere Komponente des Bahnfahrzeugs BFZ, SFZ fungiert und mit der Steuereinrichtung STE verbunden ist oder aber (Option „D“) fahrzeugextern, außerhalb des Fahrzeugs z.B. wieder in der Leitzentrale für Bahnfahrzeuge angeordnet und mit der Steuereinrichtung STE verbindbar ist. Diese Lokalisierungseinheit LKE erfasst die Position des Bahnfahrzeugs BFZ, SFZ bis auf wenige Zentimeter genau, z.B. im Schienenverkehr durch ein Bildanalyseverfahren, durch Kalibrierungssender am Bahnsteig, durch Auswertung von Balisen oder durch Messen der Erschütterung beim Überfahren einer Weiche. Weiterhin wertet diese Komponente im Schienenverkehr beim Auswerten von Erschütterungen gegebenenfalls auch aus, auf welchem Gleis sich ein Fahrzeug aktuell befindet oder auch die West-Ost-Abweichung (Nord-Süd-Abweichung) einer gemessenen GPS-Koordinate von einer von Norden (Westen) nach Süden (Osten) verlaufenden Strecke. Insbesondere kann so die tatsächliche Abweichung der gemessenen GPS-Koordinaten im Mittel von den Gleis-Koordinaten bei einer Kurvenfahrt berechnet werden. Dabei muss nicht notwendigerweise ein Ortskoordinatenempfänger, z.B. ein GPS-/Galileo-/Glonass-Empfänger genutzt werden. Es reicht auch aus, wenn die Positionsdaten in entsprechende Koordinaten umgerechnet werden. Deswegen werden von der Lokalisierungseinheit LKE eben auch exakt lokalisierten Ortskoordinaten OK_exlo geliefert.
3. (3) eine Speichereinrichtung SPE zur Speicherung von Streckenverlaufs-/Fahrzeuginformationen SVFZI des Bahnverkehrs BVK, SVK zugeordnet, die entweder (Option „E“) fahrzeugintern als weitere Komponente des Bahnfahrzeugs BFZ, SFZ fungiert und mit der Steuereinrichtung STE verbunden ist oder aber (Option „F“) fahrzeugextern, außerhalb des Fahrzeugs z.B. wieder in der Leitzentrale für Bahnfahrzeuge angeordnet und mit der Steuereinrichtung STE verbindbar ist. Diese Streckenverlaufs-/Fahrzeuginformationen SVFZI beinhalten u.a. Informationen über den exakten Verlauf von Fahrstrecken, Informationen über die Anzahl der Fahrspuren bzw. Gleise, die parallel verlegt sind, Positionsdaten von Orten für Fahrspurwechsel bzw. Weichen, Informationen über die Montageposition des benutzten Empfängers in der Positionsakquise-Einheit PAE und Fahrplaninformationen, die zur Richtungsbestimmung genutzt werden können.

On the input side for obtaining the INPUT data, the control device STE is still assigned:

1. (1) a database DB for location coordinates, eg GPS coordinates, and correction data KD assigned to measured location coordinates, which is preferably configured as a "cloud", for example in the form and shape of a GPS "cloud", and which either (option " A ") Inside the vehicle acts as a further component of the railway vehicle BFZ, SFZ and with the control device STE connected or (Option " B ") Outside the vehicle, for example, arranged in a control center for railway vehicles outside the vehicle and with the control device STE is connectable. Although it is for lane detection in the railway vehicle BFZ . SFZ basically irrelevant, like the location coordinates and the correction data KD into the database DB these are preferred, as in the concurrently filed patent application entitled "Positioning method, in particular GPS method, computer program product for determining positions, in particular GPS positions, and lane-bound vehicle, in particular rail vehicle" and the application -No .... described and claimed (the disclosure content of this application is thus to be included in the present application), generated and in the database DB saved.
2. (2) a location unit LKE for generating exactly localized location coordinates OK _exlo assigned either (option " C ") Inside the vehicle as another component of the railway vehicle BFZ . SFZ acts and with the control device STE connected or (Option " D ") Outside the vehicle, for example, again arranged in the control center for railway vehicles and with the control device STE is connectable. This localization unit LKE detects the position of the railway vehicle BFZ . SFZ down to a few centimeters, for example in rail traffic through an image analysis method Calibration transmitter on the platform, by evaluation of balises or by measuring the vibration when crossing a switch. Furthermore, this component evaluates in rail traffic when evaluating vibrations possibly also on which track a vehicle is currently located or also the west-east deviation (north-south deviation) of a measured GPS coordinate from one north (west) South (east) running route. In particular, the actual deviation of the measured GPS coordinates on average from the track coordinates during cornering can thus be calculated. It is not necessary to use a location coordinate receiver, eg a GPS / Galileo / Glonass receiver. It is also sufficient if the position data are converted into corresponding coordinates. That's why of the localization unit LKE just exactly localized location coordinates OK _exlo delivered.
3. (3) a memory device SPE for storing route / vehicle information SVFZI of the railway traffic BVK . SVK assigned either (option " e ") Inside the vehicle as another component of the railway vehicle BFZ . SFZ acts and with the control device STE connected or (Option " F ") Outside the vehicle, for example, again arranged in the control center for railway vehicles and with the control device STE is connectable. This route / vehicle information SVFZI include information about the exact course of routes, information about the number of lanes or tracks that are laid in parallel, position data of places for lane changes, information about the mounting position of the used receiver in the position acquisition unit PAE and timetable information, which can be used for direction determination.

On the output side for outputting the OUTPUT data are the controller STE continue and again - as with the INPUT data - the database DB and the localization unit LKE assigned to the properties already given above.

1. (a) der Option „I“ bilden die Steuereinrichtung STE, die Positionsakquise-Einheit PAE und die Speichereinheit SPE eine funktionale Einheit;
2. (b) der Option „II“ bilden die Steuereinrichtung STE, die Positionsakquise-Einheit PAE, die Speichereinheit SPE sowie die Datenbank DB und/oder die Lokalisierungseinheit LKE eine funktionale Einheit.

For lane detection in rail traffic BVK . SVK according to

1. (a) the option " I "Form the control device STE , the position acquisition unit PAE and the storage unit SPE a functional entity;
2. (b) the option " II "Form the control device STE , the position acquisition unit PAE, the storage unit SPE as well as the database DB and / or the location unit LKE a functional unit.

How this lane detection works and what INPUT data is in the controller STE come in and what OUTPUT data from the controller STE will depart in the following for a normal journey route < 2A > and a route with lane changes, in particular track changes, according to the in 2 illustrated scenario for lane detection in rail traffic BVK . SVK based on the route with lane change < 2 B > compared to the normal journey route < 2A > explained.

For this purpose, it is now assumed that the railway vehicle BFZ, SFZ in rail transport BVK, SVK with the normal route 2A and the route with lane change <2B> on lanes FS, FS1, FS2 according to the 2 can move or move, being through the lanes FS . FS1 . FS2 Corresponding target routes, respectively SV _SHOULD . SV1 _SHOULD . SV2 _SHOULD , which are formed, for example, as a target "GPS / Galileo / Glonass Traces" are given.

In doing so, according to the option " I "From the position acquisition unit PAE a variety of location coordinates O K _gem which are preferably provided as GPS coordinates GPSK, but may alternatively be designed as Galileo coordinates or Glonass coordinates, and to the control device STE transferred, where from the multiplicity of the measured location coordinates OK _acc Actual track layout SV _IS . SV1 _IS be determined, which by the lanes FS . FS1 . FS2 given nominal route courses SV _SHOULD . SV1 _SHOULD . SV2 _SHOULD to the IST-Streckenverläufen SV _IS . SV1 _IS correlate. The IST routes SV _IS . SV1 _IS are also designed, for example, as actual "GPS / Galileo / Glonass Traces".

According to the option " II "Is again measured by the position acquisition unit PAE a plurality of location coordinates OK _gem , which are again preferably designed as GPS coordinates GPSK, but may alternatively be designed as Galileo coordinates or Glonass Koordninaten, and to the controller STE transfer. Unlike the option " I "Here are now from the variety of measured location coordinates OK _acc and at least one more plurality of the correction data stored in the database DB KD and / or the localization unit LKE generated location coordinates OK _exlo Actual track layout SV _IS . SV1 _IS determined by the lanes FS . FS1 . FS2 given nominal route courses SV _SHOULD . SV1 _SHOULD . SV2 _SHOULD back to the IST-Streckenverläufen SV _IS . SV1 _IS correlate. Continue analogous to the option " I "Can also these IST-courses SV _IS . SV1 _IS For example, be designed as an actual "GPS / Galileo / Glonass Traces".

For lane detection in rail traffic BVK . SVK but are next to the measured, to be evaluated location coordinates OK _acc , the correction data KD and / or the generated location coordinates OK _exlo also in the storage device SPE stored route / vehicle information SVFZI that collects both lane-specific and vehicle-specific data as well as data from the lanes FS . FS1 . FS2 given nominal course SV _SHOULD . SV1 _SHOULD . SV2 _SHOULD include, the controller STE fed. The lane recognition with the evaluation of the measured location coordinates OK _acc , the correction data KD and / or the generated location coordinates OK _exlo as well as the consideration of the stored route / vehicle information SVFZI in the control device STE is preferably done by software. That means that in the control unit STE a computer program product CPP for lane detection in rail traffic BVK . SVK contained or in this as a separate product in the form of a lane detection performing program module PGM is loadable. The computer program product CPP is characterized by a non-volatile, readable memory SP in the processor readable control program instructions of the lane detection performing program module PGM are stored, and one with the memory SP connected processor PZ containing the control program commands of the program module PGM to the lane detection performs.

Therefore, both the location coordinates measured by the position acquisition unit PAE become OK _acc in the database DB stored correction data KD , the exact location coordinates generated by the location unit LKE OK _exlo as well as in the storage device SPE stored route / vehicle information SVFZI in the processor PZ loaded. Loading the correction data KD the route / vehicle information SVFZI happens for example by processor-controlled read-out.

For lane detection in rail traffic BVK . SVK are the processor PZ and the program module PGM in the computer program product CPP both as such and in the control unit STE such trained and leads the respective processor PZ the control program commands of the program module PGM such that for the route with lane change < 2 B > according to the 2 after this lane change one from several, lane coordinates and distance course adjacent lanes FS1 . FS2 to be recognized, a first target course SV1 _SHOULD indicating, first lane FS1 with one in relation to the first lane FS1 determined first IST route SV1 _IS with a second SOLL route SV2 _SHOULD indicating, to the first lane FS1 adjacent, second lane FS2 is adjusted. Such a comparison is alternatively carried out by the said components, if no lane change in the course of the railway traffic BVK . SVK is present, but only two coordinates and distance course adjacent lanes, eg in the station area, the rail traffic BVK . SVK exist. This scenario is in the 2 not explicitly shown, but the adjustment explained below by the said components is carried out in an analogous manner.

The one for the route with lane change <2B> according to 2 The adjustment performed by the named components is done as follows:

1. (1) ein erster Abweichungswert AW1 ermittelt, der angibt wie weit der erste IST-Streckenverlauf SV1_IST im Mittel von dem ersten SOLL-Streckenverlauf SV1_SOLL abweicht, und
2. (2) ein zweiter Abweichungswert AW2 ermittelt, der angibt wie weit der erste IST-Streckenverlauf SV1_IST im Mittel von dem zweiten SOLL-Streckenverlauf SV2_SOLL abweicht, wobei die erste Fahrspur FS1 erkannt ist, wenn der erste SOLL-Streckenverlauf SV1_SOLL , weil der erste Abweichungswert AW1 eindeutig kleiner als der zweite Abweichungswert AW2 ist, im Mittel von dem ersten IST-Streckenverlauf SV1_IST augenfällig und deutlich erkennbar weniger weit entfernt ist als der zur zweiten Fahrspur FS2 korrespondierende, zweite SOLL-Streckenverlauf SV2_SOLL .

For recognizing the first lane FS1 are for a route time window SVZF

1. (1) a first deviation value AW1 determines how far the first actual route is SV1 _IS in the middle of the first SOLL route SV1 _SHOULD deviates, and
2. (2) a second deviation value AW2 determines how far the first actual route is SV1 _IS in the middle of the second SOLL route SV2 _SHOULD deviates, with the first lane FS1 is detected when the first target course SV1 _SHOULD because the first deviation value AW1 clearly smaller than the second deviation value AW2 is, on average, from the first IST route SV1 _IS obvious and clearly recognizable less far away than the second lane FS2 Corresponding, second target course SV2 _SHOULD ,

If this is not the case, because the first target course SV1 _SHOULD because the first deviation value AW1 compared to the second deviation value AW2 in a range of values according to a value scale from "not clearly smaller to not clearly larger", ie on average from the first actual route course SV1 _IS is essentially as far away as the second lane FS2 Corresponding, second target course SV2 _SHOULD Thus, a state information indicating the non-recognition becomes ZI _NE generated, for example, to the automatic driving system AFS and / or optionally the localization unit LKE is transmitted, and / or the lane adjustment for a new route time window SVZF ' with the above lane detection steps ( 1 ) and ( 2 ) carried out. The new route time window SVZF ' is compared to the previous route time window SVZF increased.

For lane detection in rail traffic BVK . SVK are the Processor PZ and the program module PGM in the computer program product CPP both as such and in the control unit STE Furthermore designed such that for the route with lane change < 2 B > according to the 2 after this lane change based on the route / vehicle information SVFZI is evaluated, whether in the area of the place for the lane change the first IST route SV1 _IS in relation to the first lane FS1 is shifted on the average by a normative, lane change-specific position change measure, and the evaluation result for the lane adjustment is taken into account. This happens even more preferably and indeed when, due to the evaluation result, a different lane is detected than is the case with the lane alignment. In this case, the evaluation result has a higher priority than the lane-related statement achieved by the route-related lane adjustment.

So will a warning information WI generated if due to the evaluation result, a different lane is detected than is the case with the lane alignment. The warning information WI For example, it is preferable to the automatic driving system AFS transfer.

For lane detection in rail traffic BVK . SVK are the processor PZ and the program module PGM in the computer program product CPP both as such and in the control unit STE also designed such that for the route with lane change < 2 B > according to the 2 after this lane change the lane alignment of the first lane FS1 with respect to the first lane FS1 determined first IST route SV1 _IS is omitted if the first lane FS1 for the route time window SVZF initially known.

In addition, the processor PZ and the program module PGM in the computer program product CPP both as such and in the control unit STE for lane detection in the railway traffic BVK . SVK designed such that for the route with lane change < 2 B > according to the 2 after this lane change with the recognition of the first lane FS1 a lane information FSI is produced. This lane information FSI For example, it is preferable to the automatic driving system AFS and, if applicable, the database DB and / or the localization unit LKE supplied for storage.

Claims (15)

A method for lane detection in rail traffic (BVK), in particular for track identification in rail traffic (SVK), in which a) IST-courses (SV _IST , SV1 _IST ), in particular actual "GPS-Traces", according to (option "I") off a plurality of measured location coordinates (OK _gem ), in particular GPS coordinates (GPSK), or according to (option "II") from a plurality of measured location coordinates (OK _gem ), in particular GPS coordinates (GPSK), and at least one other plurality from stored correction data (KD) of the location coordinates (OK _gem ) and / or generated, exactly localized location coordinates (OK _exlo ) are determined and b) course information / vehicle information (SVFZI) of the railway traffic (BVK, SVK) are provided, both lane-specific and vehicle-specific data as well as data of specified by lanes (FS, FS1, FS2) specified _SOLL routes (SV _SOLL , SV1 _SOLL , SV2 _SOLL ), in particular desired "GPS traces", wherein the by the Fah rspuren (FS, FS1, FS2) given target route profiles (SV _SOLL, SV1 _SOLL, SV2 _SOLL) to the IS-distance curves _(SV, SV1 _IST) are correlated, characterized in that c) one of several, in particular for a lane change , ortskoordinaten- and cOuRsE moderately adjacent lanes (FS1, FS2) to be detected, a first target route (SV1 _SOLL) indicating, first lane (FS1) determined with an in relation to the first lane (FS1) first actual route (SV1 _IS ) is compared with a second lane (FS2), which indicates a second desired course (SV2 _SOLL ) and is adjacent to the first lane (FS1), by determining a first deviation value (AW1) for a route time window (SVZF) c1) is, which indicates how far the first actual route (SV1 _IST ) on average deviates from the first target course (SV1 _SOLL ), c2) a second deviation value (AW2) is determined which indicates how far the first IST Streckenve rlauf _(SV1) is deviated in the middle of the second target route (SV2 _SOLL), d) the first lane (FS1) is detected when the first target route (SV1 _SOLL), because the first deviation value (AW1) is clearly smaller than the second deviation value (AW2) is of the first actual route in the means _(SV1) is striking and clearly less far away than the second lane (FS2) corresponding, second target route (SV2 _SOLL); otherwise, a non-recognizing Condition information (ZI _NE ) and / or the lane alignment according to the features c), c1) and c2) performed for a new route time window (SVZF '), which is compared to the route time window (SVZF) increased when the first DESIRED Route (SV1 _SOLL ), because the first deviation value (AW1) in comparison with the second deviation value (AW2) lies in a value range according to a value scale from "not clearly smaller to not clearly greater", in the middle of the first actual route profile (SV1 _IST ) is essentially as far away as the second target lane (SV2 _SOLL ) corresponding to the second lane (FS2). Method according to Claim 1 , characterized in that based on the route course / vehicle information (SVFZI) is evaluated, whether in the area of the location for a lane change the first IST route (SV1 _IST ) with respect to the first lane (FS1) on average by a normative, lane change specific Position change measure is shifted, and the evaluation result for the lane adjustment, particularly preferred, is taken into account. Method according to Claim 2 , characterized in that a warning information (WI) is generated when due to the evaluation result, a different lane is detected than is the case with the lane alignment. Method according to one of Claims 1 to 3 , characterized in that the lane alignment of the first lane (FS1) with the first lane (SV1 _IST ) determined with respect to the first lane (FS1) is omitted if the first lane (FS1) for the route time window (SVZF) initially known. Method according to one of Claims 1 to 4 , characterized in that with the recognition of the first lane (FS1) a lane information (FSI) is generated. Computer program product (CPP) for lane detection in rail traffic (BVK), in particular for rail track identification (SVK), with a non-volatile, readable memory (SP), in the processor-readable control program instructions of a lane detection program executing program module (PGM ) and a processor (PZ) connected to the memory (SP), which executes the control program instructions of the program module (PGM) for lane recognition and thereby a) actual lanes (SV _IST , SV1 _IST ), in particular IST- " GPS traces ", a1) according to (option" I ") from a plurality of measured, in the processor (PZ) loadable location coordinates (OK _gem ), in particular GPS coordinates (GPSK), or a2) according to (option" II " ) from a plurality of measured, in the processor (PZ) loadable location coordinates (OK _gem ), in particular GPS coordinates (GPSK), as well as at least one further plurality of loadable in the processor (PZ), stored correction data (KD) of the location Coordinates (OK _gem ) and / in the processor (PZ) loadable, generated, exactly localized location coordinates (OK _exlo ) determined and b) in the processor (PZ) loadable route profile / vehicle information (SVFZI) of rail traffic (BVK, SVK) evaluates, which are both lane-specific and vehicle-specific data as well as data given by lanes (FS, FS1, FS2) SOLL routes (SV _SOLL , SV1 _SOLL , SV2 _SOLL ), in particular target "GPS traces" include, with the by the lanes (FS, FS1, FS2) given target route profiles (SV _SOLL, SV1 _SOLL, SV2 _SOLL) to the IS-distance curves _(SV, SV1 _IST) are correlated, characterized in that the processor (PZ) and the program Module (PGM) are formed in such a way and the processor (PZ) executes the control program instructions of the program module (PGM) such that c) one of several, especially after a lane change, location coordinates and distance course adjacent lanes (FS1, FS2) to be recognized, a first setpoint course (SV1 _SOLL ) indicating, first lane (FS1) with a relation to the first lane (FS1) determined first IST route course (SV1 _IST ) with a second SOLL route (SV2 _SOLL ) is adjusted, adjacent to the first lane (FS1), second lane (FS2) by a route deviation time window (SVZF) c1) a first deviation value (AW1) is determined which indicates how far the first actual route (SV1 _IST) (of the first target route in the middle SV1 _SOLL) deviates, c2) a second deviation value (AW2) is determined that indicates how far the first actual route (SV _IST) (mean of the second target route SV2 _TARGET ), d) the first lane (FS1) is detected when the first target distance (SV1 _SOLL ), because the first deviation value (AW1) is clearly smaller than the second deviation value (AW2), in the middle of the first IST Route History (SV1 _IST ) is obvious and clearly recognizable less far away than the second lane (FS2) corresponding second SOLL route (SV2 _SOLL ); otherwise, the processor (PZ) and the program module (PGM) are formed, and the processor (PZ) executes the control program instructions of the program module (PGM) to generate a non-recognition state information (ZI _NE ) and / or the lane alignment according to the features c), c1) and c2) is performed for a new route-time window (SVZF ') which is enlarged with respect to the route time window (SVZF) when the first target route (SV1 _SOLL), as the first Deviation value (AW1) compared to the second deviation value (AW2) in a range of values according to a value scale of "not clearly smaller to not clearly greater", is on average substantially the same distance from the first actual route (SV1 _IST ) the second setpoint course (SV2 _SOLL ) corresponding to the second lane (FS2). Computer program product (CPP) after Claim 6 , characterized in that the processor (PZ) and the program module (PGM) are designed such that based on the route profile / vehicle information (SVFZI) is evaluated, whether in the area of the location for a lane change of the first IST route profile (SV1 _IST ) with respect to the first lane (FS1) is shifted on average by a normative, lane change-specific position change measure, and the evaluation result for the lane adjustment, particularly preferably, is taken into account. Computer program product (CPP) after Claim 7 , characterized in that the processor (PZ) and the program module (PGM) are designed such that a warning information (WI) is generated when due to the evaluation result, a different lane is detected than is the case with the lane alignment. Computer program product (CPP) after one of Claims 6 to 8th , characterized in that the processor (PZ) and the program module (PGM) are designed such that the lane alignment of the first lane (FS1) with the with respect to the first lane (FS1) determined first IST route course (SV1 _IST ) is omitted if the first lane (FS1) for the route time window (SVZF) is initially known. Computer program product (CPP) after one of Claims 6 to 9 , characterized in that the processor (PZ) and the program module (PGM) are designed such that with the recognition of the first lane (FS1) a lane information (FSI) is generated. Rail vehicle (BFZ), in particular rail vehicle (SFZ), for lane detection in rail traffic (BVK), in particular rail track identification (SVK), with a1) according to (option "I") a control unit (STE), the computer program Product (CPP) for lane detection in rail traffic (BVK, SVK), with a non-volatile, readable memory (SP) in which processor-readable control program instructions of a lane detection program executing program (PGM) are stored, and with the memory (SP ) connected processor (PZ) which executes the control program instructions of the program module (PGM) for lane recognition, and a2) according to (option "I") a position acquisition unit (PAE) having a plurality of location coordinates (OK _gem ), In particular, GPS coordinates (GPSK) measures, which is connected to the control unit (STE) and thereby formed with this, that IST-courses (SV _IST , SV1 _IST ), in particular actual "GPS traces", from the plurality of measured location coordinates (OK _gem ), or a1) according to (option "II") of a control unit (STE) using a computer program product (CPP) for lane detection in rail traffic (BVK, SVK), with a non-volatile readable memory (SP) storing processor readable control program instructions of a lane detection program module (PGM), and a processor (PZ) connected to the memory (SP) which inputs the control program instructions of the lane detection program module (PGM) executes, includes and a2) according to (option "II") a position acquisition unit (PAE) which measures a plurality of location coordinates (OK _gem ), in particular GPS coordinates (GPSK) and which is connected to the control unit (STE), and a vehicle (option "a") or offboard (option "B") database (DB) for location coordinates, in particular GPS coordinates, and correction data (KD) of the measured location coordinates (OK _gem) which is preferably as "Is configured and / or a vehicle (option" Cloud ", eg in the form and shape of a GPS" Cloud C ") or offboard (option" D ") locating unit (LKE) for generating exactly localized location coordinates (OK _exlo) , which all together with the control unit (STE) form a common functional unit such that actual route courses (SV _IST , SV1 _IST ), in particular actual "GPS traces", from the plurality of measured location coordinates (OK _gem ) and from at least one further plurality of the correction data (KD) stored in the database (DB) and / or the location coordinates (OK _exlo ) generated by the localization unit (LKE) and b) an in-vehicle (option "E") or external vehicle (option "F") ) Storage device (SPE) for storing route / vehicle information (SVFZI) of the rail traffic (BVK, SVK), which is connected to the control unit (STE) and thereby formed therewith such that the of Memory facility (SPE) provided track course / vehicle information (SVFZI) are evaluated, which are both lane-specific and vehicle-specific data as well as data given by lanes (FS, FS1, FS2) SOLL routes (SV _SOLL , SV1 _SOLL , SV2 _SOLL ), in particular, "GPS Traces" include, wherein the specified by the lanes (FS, FS1, FS2) specified _SOLL route courses (SV _SOLL , SV1 _SOLL , SV2 _SOLL ) to the IST routes (SV _IST , SV1 _IST ) correlate , characterized in that the processor (PZ) and the program module (PGM) in the computer program product (CPP) of the control unit (STE) are formed and the processor (PZ) the control program commands of the program module (PGM ) such that c) one of a plurality of, in particular after a lane change, location coordinates and distance course adjacent lanes (FS1, FS2) to be recognized, a first setpoint course (SV1 _SOLL ) indicating, first lane (FS1) with a in With respect to the first lane (FS1) determined first IST route (SV1 _IST ) with a second target track (SV2 _SOLL ) indicating, to the first lane (FS1) adjacent, second lane (FS2) is adjusted for a stretching Enver run-time window (SVZF) c1) a first deviation value (AW1) is determined that indicates how far the first actual route _(SV1) in the center of the first target route deviates (SV1 _SOLL), c2) (a second deviation value AW2) is determined, which indicates how far the first actual route (SV1 _IST ) deviates in the mean from the second desired route (SV2 _SOLL ), d) the first traffic lane (FS1) is detected, if the first desired route ( SV1 _SOLL ), because the first deviation value (AW1) is clearly smaller than the second deviation value (AW2), is noticeably less obvious on the first actual route profile (SV1 _IST ) than the second traffic lane (FS2) corresponding, second DESIRED route (SV2 _SOLL ); otherwise, the processor (PZ) and the program module (PGM) are formed in the computer program product (CPP) of the control unit (STE), and the processor (PZ) executes the control program instructions of the program module (PGM) in that a state information (ZI _NE ) indicating the non-recognition, in particular for an automatic driving system (AFS) and / or optionally for the localization unit (LKE), is generated and / or the lane adjustment according to the features c), c1) and c2 ) is carried out for a new route-time window (SVZF ') which is enlarged with respect to the route time window (SVZF) when the first target route (SV1 _SOLL), because the first deviation value (AW1) compared to the second bias value (AW2) is in a range of values according to a value scale of "not clearly smaller to not clearly larger", is on average substantially the same distance from the first IST route (SV1 _IST ) as the second target track corresponding to the second lane (FS2) (SV2 _SOLL ). Railway vehicle (BFZ, SFZ) after Claim 11 , characterized in that the processor (PZ) and the program module (PGM) are embodied in the computer program product (CPP) of the control unit (STE) in such a way that it is evaluated on the basis of the route profile / vehicle information (SVFZI), Whether in the area of the location for a lane change the first actual route (SV1 _IST ) is shifted in relation to the first traffic lane (FS1) on average by a normative, lane change-specific position change measure, and the evaluation result for lane adjustment, particularly preferably, is taken into account. Railway vehicle (BFZ, SFZ) after Claim 12 , characterized in that the processor (PZ) and the program module (PGM) in the computer program product (CPP) of the control unit (STE) are designed such that a warning information (WI), in particular for an automatic driving system ( AFS) of the railway vehicle (BFZ, SFZ), is generated when due to the evaluation result, a different lane is detected than is the case with the lane alignment. Railway vehicle (BFZ, SFZ) after one of Claims 11 to 13 , characterized in that the processor (PZ) and the program module (PGM) in the computer program product (CPP) of the control unit (STE) are designed such that the lane alignment of the first lane (FS1) with respect to on the first lane (FS1) determined first IST route course (SV1 _IST ) is omitted when the first lane (FS1) for the route time window (SVZF) is initially known. Railway vehicle (BFZ, SFZ) after one of Claims 11 to 14 , characterized in that the processor (PZ) and the program module (PGM) are embodied in the computer program product (CPP) of the control unit (STE) in such a way that with the recognition of the first lane (FS1) lane information ( FSI), in particular for an automatic driving system (AFS) of the railway vehicle (BFZ, SFZ), which is optionally supplied to the database (DB) and / or the localization unit (LKE) for storage.

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