Collision avoidance system for a vehicle and procedures for this

Abstract

Collision avoidance system (10) installed in at least one vehicle (12), in particular a rail vehicle (12), comprising at least one interface element (14) for providing one or more operating parameters of the vehicle (12), at least one sensor device (16) for detecting at least one external vehicle environment and objects (O) outside the vehicle (12) and for generating corresponding sensor data, and at least one evaluation device (18) that is in data communication with the interface element (14) and the sensor device (16), wherein several operating parameters of the vehicle (12) and the sensor data can be evaluated by means of the evaluation device (18) in such a way that one or more sections (A) of at least one route of the vehicle (12) with an increased probability of collision can be determined and corresponding collision data can be generated.wherein the collision avoidance system (10) and / or the vehicle (12) has at least one GPS device (20) which is in data communication with the evaluation device (18) so that the collision data can be linked to GPS coordinates, and wherein, using the evaluation device (18), at least one collision data overview map can be created based on the collision data and the GPS coordinates linked thereto, which shows sections (A) of the route of the vehicle (12) with an increased probability of collision.

Description

[0001] The present invention relates to a collision avoidance system for a vehicle, in particular a rail vehicle. The present invention further relates to a method for operating such a collision avoidance system.

[0002] Collision warning systems are already known from DE 10 2014 225 881 A1 and DE 10 2014 221 034 A1. DE 10 2014 220 778 A1 and DE 10 2015 214 425 A1 deal with the monitoring of track sections for rail vehicles.

[0003] Furthermore, WO 2008 / 122547 A1 shows a rail vehicle with a vehicle control system and at least one detection device connected to the vehicle control system, wherein the vehicle control system is designed to influence at least one state parameter of the vehicle, and the at least one detection device is designed to detect a current state parameter of the vehicle and / or the environment of the vehicle and to output a corresponding state signal.

[0004] Furthermore, WO 2016 / 042352 A1 discloses a safety system for avoiding a collision between a vehicle, comprising a computing unit suitable for calculating a multitude of zones, one or more radar sensors designed to detect the relative position of an object to the vehicle, a determination unit suitable for determining a zone in which the object is positioned based on the relative position detected by the one or more radar sensors, and a safety unit suitable for taking measures to avoid a collision between the vehicle and the object.

[0005] Furthermore, WO 2017 / 042044 A1 specifies a method for warning road users in a rail vehicle by means of sound or light signals. In addition, WO 97 / 31810 A1 specifies a system for warning a vehicle driver of the presence of an obstacle in a lane of the vehicle.

[0006] In addition, WO 2015 / 150340 A1 discloses a method for automatically assisting a driver of a lane-bound vehicle, in particular a rail vehicle.

[0007] Furthermore, EP 2 808 224 A1 shows a system for monitoring the danger zone of a railway machine with a detection device for recognizing objects located in a monitoring area.

[0008] Furthermore, US Patent 9,321,470 B1 discloses a system and a method for implementing advanced object collision avoidance for (rail) vehicles as a track penetration detection system.

[0009] Due to the limited inclusion of current collision data from vehicles on certain safety-hazardous track sections, the collision avoidance systems or collision warning systems for rail vehicles mentioned in the state of the art can be improved with regard to their safety.

[0010] The object of the present invention is to further develop a collision avoidance system of the type mentioned at the outset in an advantageous manner, in particular in such a way as to improve the safety of the collision avoidance system.

[0011] This problem is solved according to the invention by a collision avoidance system with the features of claim 1. It is provided that a collision avoidance system for a vehicle, in particular a rail vehicle, is provided with at least one interface element for connection to a subsystem, in particular a brake control system, a traction control system, a power supply system or leveling system of a rail vehicle, and / or to a data supply system, in particular an on-board network and / or bus system, of the vehicle for providing several operating parameters of the vehicle in the collision avoidance system, with at least one sensor device for detecting at least one external vehicle environment and objects outside the vehicle as well as for generating corresponding sensor data, and with at least one evaluation device that is in data communication with the interface element and the sensor device.wherein, by means of the evaluation device, several operating parameters of the vehicle and the sensor data can be evaluated in such a way that one or more sections of at least one route of travel of the vehicle with an increased probability of collision can be determined and corresponding collision data can be generated.

[0012] The invention is based on the fundamental idea that by continuously evaluating the vehicle's surroundings and the objects within them using sensor data, the collision avoidance system can identify potential hazards to the vehicle in real time. Since the vehicle's surroundings can change within seconds or even fractions of a second, continuous monitoring of these surroundings is crucial for increasing vehicle safety. Further improvements in vehicle safety can be achieved by identifying specific sections of the route with a higher probability of collision and processing the resulting collision data within the vehicle.Such further processing can, for example, involve transmitting this information to other vehicles or to a central data processing unit. This allows a train driver to be warned in real time about upcoming track sections the train will travel. This type of advance warning is particularly important for safe operation and contributes significantly to increased vehicle safety. Furthermore, a vehicle located in a section with an increased probability of collision can, at any time, use the evaluation unit to reassess the collision probability of that section and update the corresponding collision data if a definable deviation occurs. The sensor data also includes directional and / or positional data of the object moving relative to the current position of the vehicle. Such objects can be, for example, natural objects such as...The objects being detected may include plants, animals, other vehicles or pedestrians, traffic signs (e.g., warning signs), traffic control devices (such as traffic lights), and / or the road surface or its current condition or the route. The sensor device for detecting at least one object outside the vehicle is, for example, a radar device, LiDAR device, camera device or stereo camera device, infrared camera device, night vision camera device, and / or ultrasonic distance sensor, or any combination of these sensor devices.

[0013] The collision avoidance system can be connected via the interface element either to a subsystem of a vehicle, particularly a rail vehicle, or to a data supply system.

[0014] A vehicle subsystem, particularly of a rail vehicle, could be the brake control system, the traction control system, the power supply system, or the leveling system. The data supply system could be, in particular, the on-board electrical system or the bus system. It is conceivable that each of the aforementioned systems could be used here alone or in combination with one of the other systems.

[0015] Furthermore, the collision avoidance system and / or the vehicle may be equipped with at least one location information acquisition device, in particular a GPS device, which is in data communication with the evaluation unit, so that the collision data can be linked with location information, especially GPS coordinates. Linking the collision data with GPS data is essential for a concrete local assignment of certain sections to collision data and thus for identifying specific sections with an increased probability of collision. Linking with GPS data is particularly advantageous for vehicles such as local or regional rail vehicles, which travel certain sections of track several times a day. In this case, the vehicle is able to make predictions about the collision data of future track sections even before traversing the respective section.Furthermore, in this context, the evaluation unit can include a comparison unit that compares the currently provided collision data with previously recorded collision data from the same location and overwrites it if a definable deviation is found. It is also conceivable that the GPS unit is in data communication with the interface element, allowing the evaluation unit to also incorporate the current vehicle position in the form of GPS coordinates when evaluating the sensor data. The evaluation unit can also include an artificial intelligence unit and / or a neural network. Moreover, the evaluation unit is designed as the central computing and processing unit of the collision avoidance system. Furthermore, the evaluation unit can be designed as a self-learning evaluation unit.Furthermore, it is conceivable that the evaluation facility includes an image evaluation device.

[0016] For the purposes of this registration, location information is also referred to simply as "GPS coordinates". Alternatively (and / or additionally) to the GPS system, all other known methods for determining position can be used, both satellite-based positioning (e.g., GLONASS, Galileo) and inertial navigation methods. The use of Location Based Services (LBS) is also conceivable.

[0017] In cases where no GPS signal is available, location information can be obtained, for example, via defined and / or known points. In particular, it is conceivable that a distance measurement to these defined and / or known points could be taken. These defined and / or known points could be, in particular, railway equipment such as a beacon, a crossing, an intersection, a stop, a signal, a traffic light, or the like.

[0018] It is also conceivable to use alternative and / or additional positioning systems such as Galileo or mobile networks (e.g., determining the surrounding mobile cell sites and then determining the location via triangulation at known mobile masts).

[0019] Furthermore, it is conceivable that, using the evaluation system and the associated GPS coordinates, at least the beginning and end of each section of the vehicle's route with an increased probability of collision could be determined. The specific length, or the beginning and end of each section with an increased probability of collision, is crucial and important for the train driver to interpret the collision data. Ultimately, knowing these sections allows the driver to be particularly attentive when passing through or entering them, thus contributing to a further improvement in road safety.Furthermore, defining the beginning and end of each section, as well as its specific length, allows for a particularly clear and easily recognizable presentation of the collision data for the driver. This type of presentation also reduces the likelihood of misinterpretations by the driver, thereby improving the operational safety of the rail vehicle.

[0020] Furthermore, it is conceivable that the evaluation system could generate at least one collision data overview map based on the collision data and the associated GPS coordinates, indicating the sections of the vehicle's route with an increased probability of collision. Presenting the collision data in the form of an overview map provides the driver with an important and highly safety-relevant aid, enabling them to interpret the collision information as easily and clearly as possible. Moreover, the particularly clear and easy-to-interpret presentation of the collision data on the overview map could allow individual sections to be further subdivided into subsections.These subsections allow for an even more detailed breakdown of the collision probability within the entire section under consideration, since it can be assumed that the collision probability is not constant within a sufficiently long section. Such a refinement of the respective sections into subsections allows the driver to interpret the collision data even better and more accurately and to incorporate it into their actions accordingly.

[0021] Furthermore, it is possible that the collision avoidance system and / or the vehicle has at least one data transmission interface that is connected to the evaluation unit and allows the collision data overview map to be transmitted to other vehicles. Such data transmission not only benefits the vehicle collecting the collision data with a particularly clear presentation and processing of the data, but also allows other vehicles to benefit from this clear presentation of the collision data. This is because they can be warned in advance of future track sections that have already been traversed by a preceding rail vehicle, and not by themselves. Moreover, the transmission of the collision data overview map is particularly important for rail vehicles that rarely travel certain track sections (e.g.,(not daily), so that their self-determined collision data for certain sections would no longer be up-to-date within a few hours, minutes, or seconds.

[0022] Furthermore, it can be provided that the collision data overview map can be transmitted via the data transmission interface to at least one central vehicle monitoring server and from there transmitted back to multiple vehicles. Such data transmission, particularly to a central processing and computing unit in the form of the vehicle monitoring server, can increase the database for collision data many times over. Thus, a regularly used rail network can be divided almost seamlessly into sections with an increased probability of collision. Moreover, such data transmission is particularly advantageous for rail vehicles because their track-bound movements always keep them within defined paths, allowing for a very precise allocation of sections with an increased probability of collision.Furthermore, a central data processing unit such as the vehicle monitoring server allows for significantly more precise and targeted analysis and evaluation of collision data than would be possible if the data were evaluated by only one or more vehicles. Depending on the position of the collision data it receives, the central vehicle monitoring server can also select only those rail vehicles to which it transmits this data that are within a certain distance of that position or that will pass over that position at a certain future interval. This significantly improves system speed and efficiency.

[0023] It is also conceivable that the collision data overview map can be continuously updated via the vehicle monitoring server. Since the traffic situation on a rail network can change virtually at any time (e.g., in fractions of a second, or every second, minute, or hour), it is particularly important for the safety of a rail vehicle to always have access to up-to-date collision data. The continuous updating of the collision data overview map explicitly addresses this requirement, as collision information for every section of track traversed by a rail vehicle can be received virtually in real time and immediately transmitted to other rail vehicles that will be crossing the same section of track in the near or distant future.

[0024] Furthermore, it is conceivable that the evaluation unit could generate at least one driver warning signal if the vehicle approaches or is located within a section of its route with an increased probability of collision. Generating a driver warning signal is particularly important for increasing the operational safety of the rail vehicle. This type of driver warning signal generation should be understood as an additional or redundant safety feature. In this context, it may also be possible for the driver warning signal to be generated by the evaluation unit only at the beginning and end of such a section of track. The correct frequency of generating the driver warning signal is particularly important in this context, as excessively frequent generation can lead to a dulling or even complete loss of sensitivity.This results in a decreased level of awareness on the part of the driver. Therefore, generating this signal, particularly at the beginning and end of a critical section of the route, represents a good compromise between increased vehicle safety and providing the driver with reasonable additional information.

[0025] Furthermore, it is possible for the evaluation unit to analyze several operating parameters of the vehicle and the sensor data in such a way that, in the event of an impending collision between an object and the vehicle, at least one collision avoidance signal can be generated and transmitted to at least one collision avoidance system. This collision avoidance signal further increases the safety of the rail vehicle, as the rail vehicle, the driver, or the collision avoidance system can take further actions based on this signal. Such actions include, for example, initiating automatic braking by means of a control unit of the rail vehicle or the collision avoidance system. Such operating parameters can include, for example, the vehicle's acceleration, speed, load, weight, direction of travel, etc. Further operating parameters can arise, for example, from environmental conditions such as...Weather, temperature, brightness, and / or season can be derived from the system. Another essential operating parameter for the collision avoidance system is the coefficient of friction between the rail vehicle and the road surface on which it travels or which supports the vehicle. Knowledge of the coefficient of friction is particularly important because it most accurately and realistically reflects the current changes in the road surface condition and has a significant impact on the vehicle's braking distance. The braking distance, in turn, has a decisive influence on the probability of a collision. Based on knowledge of the coefficient of friction, the evaluation unit can determine a potential collision between a traffic object even more precisely and realistically by comparing the operating parameters, especially the coefficient of friction, with the sensor data.In this regard, it is conceivable that the collision avoidance system comprises at least one computing unit for calculating at least one vehicle braking distance and for generating corresponding vehicle braking distance data, and which performs the calculation of the vehicle braking distance at least partially based on the coefficients of friction. However, the computing unit also performs the calculation of the vehicle braking distance based on the other operating parameters. Furthermore, the computing unit is in data communication with the interface element, so that the evaluation unit also incorporates the vehicle braking distance data into the evaluation or comparison with the sensor data. The vehicle braking distance data are therefore assigned to the operating parameters or can be considered operating parameters within the scope of this invention.

[0026] Additionally, the collision avoidance system and / or the vehicle may be provided with at least one output device that communicates with the collision avoidance device and the evaluation unit. Providing an output device particularly increases the driver's attention and thus also road safety. Furthermore, such an output device allows the driver to be informed in a targeted manner, in response to the respective commands from the collision avoidance device and the evaluation unit. It is also conceivable that the output device is an integral part of the collision avoidance system. Moreover, the output device may also be configured as multiple output devices.

[0027] Furthermore, it is conceivable that the output device could transmit the collision avoidance signal and / or the driver warning signal to at least one driver of the vehicle. The output of the collision avoidance signal and / or the driver warning signal allows for highly targeted information delivery to a driver, tailored to the specific traffic situation or hazard. This enables the driver to be informed about the current traffic situation to a meaningful extent at all times, thereby increasing their attentiveness and further improving road safety. Moreover, it is conceivable that the collision data overview map could be displayed to the driver, at least section by section and / or area, via the output device, and that the driver warning signal could be shown on this map.

[0028] It is also conceivable that the output device includes at least one optical output device and / or at least one acoustic output device and / or at least one haptic output device. Acoustic output devices have the particular advantage that the driver does not have to take their eyes off the road while receiving all the necessary information. Optical output devices allow the available information to be displayed even more clearly in the front area of ​​the vehicle cabin. Furthermore, optical output devices provide a redundant output device that is important for the traffic safety of the collision avoidance system. In addition, highly recognizable signal or warning colors can be displayed to the driver, further increasing their attention and thus road safety.Furthermore, it is conceivable that the optical output devices include a projection unit that projects the collision avoidance signal onto a windshield. Additionally, it is imaginable that several acoustic output devices are arranged in the driver's cab in such a way that they surround the driver. This surrounding arrangement of the acoustic output devices has the particular advantage that the collision avoidance signal or the driver warning signal can be output to the driver in three dimensions. Consequently, the position of an object relative to the vehicle can be conveyed by means of an acoustic output device positioned accordingly for the driver. This allows the driver to receive even more realistic and precise information about a potential collision.

[0029] Furthermore, the collision avoidance system and / or the vehicle may include at least one device for continuously or intermittently determining the coefficient of friction. Determining the coefficient of friction directly within the vehicle offers the most accurate and fastest way to ascertain it. Since fractions of a second can determine whether a collision occurs in a collision avoidance system, a particularly fast and reliable provision or determination of this coefficient is especially advantageous with regard to increased road safety. For this purpose, the device for determining the coefficient of friction includes at least one sensor. In this context, it is conceivable that the sensor could be designed to detect at least one rotational speed of at least one wheel of the vehicle.Furthermore, multiple sensor devices can be arranged in the area of ​​each vehicle wheel to detect its rotational speed. Using the rotational speed of the respective vehicle wheels, the device can determine the coefficient of friction and thus the respective wheel slip. Wheel slip can be determined particularly during acceleration or deceleration phases of the vehicle. This is achieved by comparing the tangential velocity of the vehicle wheel at the point of contact with the rail with the actual vehicle speed. The actual vehicle speed can be determined, for example, via a GPS device and / or a vehicle odometer. Furthermore, the sensor device can be provided with at least one sensor element for detecting at least one control current of at least one magnetic track brake and at least one sensor element for detecting at least one force acting on at least one suspension of the magnetic track brake.In this case, the device for determining the coefficient of friction can calculate the corresponding coefficient of friction from the ratio of the tractive force acting on the magnetic track brake (dependent on the control current) to the force acting in the suspension. Furthermore, several such sensor devices can be arranged in the area of ​​a magnetic track brake to detect the respective forces acting upon it. Additionally, it is conceivable that the device for determining the coefficient of friction includes at least one sensor device for detecting at least one property of the track, in particular at least one rail. Such properties of the track or a rail can be, for example, brightness, roughness, conductivity, color, etc. The detection of the track property can be carried out either contactlessly or by contact between the sensor device and the rail.Furthermore, several such sensor devices can be arranged in the area of ​​a rail traversed by the vehicle in order to detect the corresponding properties of the rail. If the device for determining the coefficients of friction includes several of the aforementioned sensor devices, it is conceivable that it averages the determined coefficients of friction.

[0030] Furthermore, it is conceivable that the device for determining the coefficients of friction is connected to the interface element via a data link, and that the continuously or intermittently determined coefficients of friction can be transferred to the interface element by means of this link. Since the interface element is also connected to the evaluation device via a data link, current coefficients of friction can thus be provided to the computing device continuously or intermittently.

[0031] Furthermore, the present invention relates to a method for operating at least one collision avoidance system described above, which is installed in at least one vehicle, in particular a rail vehicle, wherein the method comprises the following steps: - Capturing at least one external vehicle environment and objects outside the vehicle, and generating corresponding sensor data; - Providing one or more operating parameters of the vehicle; - Evaluating one or more operating parameters of the vehicle and the sensor data; - Determining one or more sections of at least one of the vehicle's routes with an increased probability of collision; and - Generating corresponding collision data.

[0032] All structural and functional features disclosed in connection with the collision avoidance system described above and with its possible embodiments can also be provided, alone or in combination, in the method according to the invention for operating the collision avoidance system and the associated advantages can be achieved.

[0033] In this context, it is therefore conceivable that the collision data could be linked to GPS coordinates.

[0034] Furthermore, it may be provided that, based on the collision data and the associated GPS coordinates, at least a beginning and at least an end of the respective sections of the vehicle's route with an increased probability of collision can be determined.

[0035] Furthermore, it is conceivable that at least a collision data overview map could be created based on the collision data and the associated GPS coordinates, which shows the sections of the vehicle's route with an increased probability of collision.

[0036] Furthermore, it is conceivable that the collision data overview map will be transmitted to other vehicles.

[0037] Furthermore, it is possible that the collision data overview map is transmitted to at least one central vehicle monitoring server and from there transmitted back to several vehicles.

[0038] Furthermore, it is possible that the collision data overview map is continuously updated via the vehicle monitoring server.

[0039] Additionally, it may be provided that at least one driver warning signal is generated if the vehicle approaches or is located in a section of the vehicle's route with an increased probability of collision.

[0040] It is also conceivable that several operating parameters of the vehicle and the sensor data are evaluated in such a way that, in the event of an impending collision between object and vehicle, at least one collision avoidance signal is generated.

[0041] Furthermore, it is conceivable that the collision avoidance signal and / or the driver warning signal is issued to at least one driver of the vehicle.

[0042] Furthermore, it is possible that the collision avoidance signal and / or the driver warning signal is issued to at least one driver of the vehicle visually and / or audibly and / or haptically.

[0043] Further details and advantages of the invention will now be explained in more detail with reference to an exemplary embodiment shown in the drawings.

[0044] They show: Fig. 1 a schematic representation of an embodiment of a collision avoidance system according to the invention; and Fig. 2 a flowchart of an embodiment of a method according to the invention for operating the collision avoidance system according to Fig. 1.

[0045] Fig. Figure 1 shows a schematic representation of an embodiment of a collision avoidance system according to the invention. 10 , by means of which a method according to the invention can be carried out.

[0046] The vehicle 12 is further according to Fig. 1 trained as a rail vehicle.

[0047] The rail vehicle is specifically designed as a rail vehicle for local public transport and regional transport.

[0048] The collision avoidance system 10 according to Fig. 1 is in a rail vehicle 12 installed.

[0049] The collision avoidance system 10 indicates interface element 14 to provide one or more operating parameters of the vehicle 12 on.

[0050] The operating parameters also include several coefficients of friction between the rail vehicle and the vehicle. 12 and one of the vehicle 12 load-bearing roadway 12a .

[0051] Furthermore, the operating parameters include acceleration, speed, load, weight, direction of travel, etc. of the rail vehicle. 12 .

[0052] The roadway 12a is according to Fig. 1 shown as a track with two parallel rails on which the rail vehicle 12 is arranged in an operational state.

[0053] The interface element 14 is designed or configured for connection to a data supply system, in this case to the vehicle's electrical system or fieldbus system, which is also part of the rail vehicle. 12 is.

[0054] Through the interface element 14 Several operating parameters of the vehicle are provided. 12 in the collision avoidance system 10 .

[0055] Furthermore, it is conceivable that the interface element is designed as a wireless or wired interface element.

[0056] The wireless interface element 14 It can be designed in particular as a Wi-Fi or radio wave-based (or similar) interface element.

[0057] The collision avoidance system 10 has a sensor device 16 for capturing the external vehicle environment and objects O outside the vehicle 12 and to generate corresponding sensor data.

[0058] The sensor device 16 to capture one or more objects O outside the vehicle 12 It features a long-range radar system, a short-range radar system, a LIDAR system, and a camera system or stereo camera system.

[0059] In addition, the sensor device 16 have an infrared camera system or infrared stereo camera system, a night vision camera system or night vision stereo camera system, or an ultrasonic distance sensor.

[0060] The sensor device 16 can also take the form of any combination of these sensor devices 16 be trained.

[0061] The sensor device 16 is according to Fig. 1 in a front area of ​​the rail vehicle 12 arranged in relation to the direction of travel.

[0062] In this regard, it is also conceivable that the sensor device could be located in a right or left side area of ​​the rail vehicle. 12 is arranged in relation to the direction of travel.

[0063] It is also conceivable that the sensor device could be located in an end or rear area of ​​the rail vehicle. 12 is arranged in relation to the direction of travel.

[0064] The sensor device 16 However, it can also be located in the aforementioned positions in the roof area of ​​the rail vehicle.

[0065] The collision avoidance system 10 further indicates an evaluation facility 18 on.

[0066] The evaluation facility 18It is designed as a central data processing facility for GPS coordinates, sensor data, collision data and operating parameters.

[0067] The evaluation facility 18 It may also include an image processing or image evaluation device for the sensor data.

[0068] Furthermore, it is conceivable that the evaluation facility 18 features an artificial intelligence device and / or a neural network.

[0069] Furthermore, the evaluation facility can 18 as a self-learning evaluation device 18 be trained.

[0070] The evaluation facility 18 is connected to the interface element 14 and the sensor device 16 in a data connection.

[0071] The collision avoidance system 10 It also features a GPS device 20 on.

[0072] Alternatively, instead of a GPS device, 20 Any other location information collection device can also be used.

[0073] Furthermore, the vehicle can also 12 the GPS device 20 exhibit.

[0074] The GPS setup 20 It is also connected to the evaluation facility 18 in a data connection.

[0075] Furthermore, the respective sections indicate A the vehicle's route 12 with an increased probability of collision, a start 22 and an end 24 on.

[0076] The collision avoidance system 10 further features a data transmission interface 26 on

[0077] In addition, the vehicle can also 12 the data transmission interface 26 exhibit.

[0078] The data transmission interface 26It is designed as a wireless data transmission interface.

[0079] The wireless data transmission interface 26 can be used, for example, as a Wi-Fi or radio wave-based (or similar) data transmission interface 26 be trained.

[0080] The data transmission interface 26 is connected to the evaluation facility 18 in a data connection.

[0081] Furthermore, the data transmission interface 26 the collision data overview map to other vehicles 12 transferable.

[0082] The data transmission interface 26 continues to be connected to a central vehicle monitoring server 28 in a data connection.

[0083] The collision data overview map is available via the data transmission interface. 26 to the central vehicle monitoring server 28 transferable.

[0084] The vehicle monitoring server 28 Furthermore, a weather data evaluation device (not in Fig. 1 shown) for linking current weather data with the GPS data of the collision data.

[0085] Furthermore, the collision data overview map is from the central vehicle monitoring server. 28 to several vehicles 12 transferable.

[0086] The collision avoidance system 10 It also features a collision avoidance device 30 on.

[0087] The collision avoidance system 10 further features an output device 32 on.

[0088] In addition, the vehicle can also 12 the output device 32 exhibit.

[0089] The output facility 32 is equipped with the collision avoidance device 30 and the evaluation facility 18 in a data connection.

[0090] The output facility 32 features an optical output device 32a and an acoustic output device 32b on.

[0091] The optical output device 32a Each is designed as a single lighting element or in the form of several lighting elements (e.g., light-emitting diodes).

[0092] Furthermore, the optical output device 32a it may also be designed as an electrical display in which the individual optical output devices 32a can be displayed in the form of the lighting elements.

[0093] The acoustic output device 32b Each is designed as an electric loudspeaker.

[0094] Furthermore, it may be provided that the issuing facility 32 Additionally, a haptic output device 32c exhibits.

[0095] The haptic output device 32cIt can, for example, be part of a driving switch and / or an actuating element of the safety driving circuit.

[0096] The collision avoidance system 10 or the vehicle 12 further include a facility 34 for the continuous or interval-based determination of friction coefficients.

[0097] The facility 34 A sensor device is included for determining the coefficient of friction. 34a to record the respective rotational speeds of several vehicle wheels of the rail vehicle 12 at their respective point of contact with the rail.

[0098] The facility 34 The interface element is also available for determining the coefficients of friction. 14 in a data connection.

[0099] The facility 34 The GPS device is used to determine the coefficients of friction. 20 of the vehicle 12in a data connection.

[0100] The collision avoidance system 10 further includes a computing facility 36 for calculating a vehicle's braking distance.

[0101] The computer facility 36 remains connected to the interface element 14 in data connection and with the evaluation facility 18 in a data connection.

[0102] The function of the collision avoidance system 10 can now be described as follows:

[0103] For safe operation of the rail vehicle 12 The previously described structural collision avoidance system will be 10 used.

[0104] The collision avoidance system 10 It is specifically designed to monitor the vehicle's external surroundings and objects that pose a traffic hazard. O to capture sensor data and accordingly determine driving route sections Ato determine which areas are likely to have an increased probability of collision.

[0105] Such traffic-participating objects include, for example, plants, animals, other vehicles or pedestrians, traffic signs (e.g. warning signs), traffic control devices (such as traffic lights) and / or the roadway or its current condition or the route.

[0106] First, several of the vehicle's operating parameters described above are required. 12 and the sensor data through the evaluation unit 18 Evaluable.

[0107] The operating parameters required for evaluation are sent to the evaluation unit. 18 via the interface element 14 provided.

[0108] The sensor data is sent to the evaluation unit. 18 either via the direct data connection to the sensor device 16available or via the interface element 14 .

[0109] The operating parameters and sensor data are available via the evaluation unit. 18 such that one or more sections can be evaluated A a route traveled by the vehicle 12 are determinable with an increased probability of collision.

[0110] The determination of the increased collision probability can be carried out by the evaluation unit. 18 This will be done based on various evaluation criteria.

[0111] Examples of such evaluation criteria include: route in a city or suburb: sections with an increased risk to people such as shopping streets, streets next to schools, universities or kindergartens, etc.

[0112] Other evaluation criteria may include: Driving route over land: sections with increased wildlife crossings, sections with increased rockfall (e.g. in mountains), sections with increased wind, especially crosswinds, sections in a nature reserve, etc.

[0113] The aforementioned evaluation criteria can be applied upon entry into these sections (and can also be applied additionally by the sensor device). 16 (to be recorded) are initially assigned a certain section-specific basic collision probability.

[0114] The aforementioned evaluation criteria can then be applied using the evaluation system. 18 depending on the sensor data then specifically recorded in real time, it will be adjusted accordingly.

[0115] According to this determination of the collision probability assignable to the different evaluation categories, the evaluation device is then used to determine the probability. 18Corresponding collision data can be generated.

[0116] Furthermore, the GPS device 20 with the evaluation unit 18 Since a data connection exists, the collision data can therefore be linked to GPS coordinates.

[0117] The respective linking of the collision data with the GPS coordinates is also carried out centrally using the evaluation unit. 18 .

[0118] Therefore, the evaluation facility 18 especially based on the collision data and the associated GPS coordinates, a start 22 and an end 24 the respective sections A the vehicle's route 12 can be determined with an increased probability of collision.

[0119] The evaluation facility 18 can therefore be carried out along the entire route by means of the rail vehicle 12Generate corresponding linked collision data for the traveled route.

[0120] In this context, a collision data overview map can therefore be generated using the evaluation unit. 18 created using the collision data and the associated GPS coordinates.

[0121] The collision data overview map shows the sections. A the vehicle's route 12 with an increased probability of collision.

[0122] It is particularly advantageous in terms of vehicle safety across the entire rail network if the rail vehicle transmits the collision data overview map to external recipients as described above.

[0123] Therefore, the collision data overview map is available via the data transmission interface. 26 to other vehicles 12 transferable.

[0124] The transmission of the collision data overview map to rail vehicles traveling behind on the same section of track is particularly advantageous. 12 .

[0125] This case is particularly important for increasing road safety in especially time-critical and dynamically changing traffic situations.

[0126] Furthermore, it is conceivable in this context that the collision data overview map could be accessed via the data transmission interface. 26 also to a central vehicle monitoring server 28 is transferable.

[0127] Such data transmission, in particular to a central processing and computing facility in the form of the vehicle monitoring server 28 The database for collision data can be increased many times over.

[0128] Thus, a regularly used rail network is virtually seamlessly divided into sections. AClassifiable with an increased probability of collision.

[0129] Moreover, such data transmission is particularly important for rail vehicles. 12 This is advantageous because their lane-bound movements always mean they travel in defined paths, thus simplifying the allocation of sections. A increased probability of collision can be achieved very accurately.

[0130] Furthermore, a central data processing facility such as the vehicle monitoring server can be used. 28 The respective collision data can be analyzed and evaluated much more accurately and in a more targeted manner than if they were only from one or more vehicles. 12 would be evaluated.

[0131] Consequently, the collision data overview map is from the central vehicle monitoring server. 28 Transferable to multiple vehicles.

[0132] The central vehicle monitoring server 28Depending on the position of the collision data sent to it, only those rail vehicles can be identified. 12 select vehicles to which it transmits this collision data back, which are at a certain distance from this collision data position, or which will cross this position in a certain future time interval.

[0133] The collision data overview map is therefore available via the vehicle monitoring server. 28 Continuously updatable.

[0134] Thus, the vehicle knows 12 in real time each section A the route where there is an increased probability of a collision.

[0135] Examples of such sections include: intersections with or without traffic lights, dangerous road sections with a historically high probability of collision (e.g., mountain sections), level crossings without traffic lights and without barriers, etc.

[0136] Additionally, the evaluation unit 18 A driver warning signal can be generated if the vehicle enters a section A the vehicle's route 12 approaching or located within a collision area with an increased probability of collision.

[0137] The driver warning signal can therefore be issued to the driver with varying intensity depending on the probability of a collision. Different collision scenarios or probabilities can lead to different signal characteristics. Signal parameters can include, for example, volume, frequency, or duration of the signal.

[0138] If it occurs within a section A In cases where there is an increased probability of an imminent collision between the vehicle and the object, the evaluation device can be used to proceed as follows:

[0139] According to this, the evaluation system 12 several operating parameters of the vehicle 12 and the sensor data can be evaluated in such a way that, in the event of an impending collision between object O and vehicle 12 a collision avoidance signal can be generated.

[0140] The collision avoidance signal is then sent to a collision avoidance device. 30 transferable.

[0141] Depending on the probability of collision, the collision avoidance device can be used. 30 Basically, there are two options for avoiding the collision, either alone or in combination.

[0142] The first option is to initially output the collision avoidance signal and the driver warning signal using the output device. 32 to a driver F of the vehicle 12 to spend.

[0143] The collision avoidance signal and the driver warning signal are therefore provided by the acoustic and optical output devices. 32a , 32b Can be given to the driver.

[0144] The driver F This means it can initiate braking or first detect the object acoustically and visually using an object warning device on the rail vehicle. 12 warn.

[0145] The collision avoidance signal and the driver warning signal can also be transmitted via the haptic output device. 32c will be handed out to the driver.

[0146] If, as a result, the probability of a collision falls below a certain threshold, the evaluation unit stops. 18 the issue.

[0147] However, if the probability of collision increases further, the evaluation unit transmits 18the collision avoidance signal is additionally sent to a control and regulation device of the rail vehicle 12 .

[0148] This control and regulation device then initiates an automatic service braking or emergency braking of the rail vehicle's braking system. 12 , depending on the distance of the object O to the rail vehicle 12 and depending on the probability of collision.

[0149] As described above, the collision avoidance system 10 an institution 34 to determine the coefficients of friction between the rail vehicle 12 and the roadway supporting the rail vehicle 12a on.

[0150] The facility 34 To determine the coefficients of friction, this type of operating parameter is then transmitted via the interface element. 14 to the computer system 36 .

[0151] The computer facility 36 Based on the transmitted friction coefficients and other operating parameters, it calculates the current braking distance of the rail vehicle. 12 and generates corresponding braking distance data.

[0152] These braking distance data or the coefficients of friction themselves can then be processed by the evaluation unit. 18 They are also provided in the form of operating parameters, which it uses to generate corresponding collision data (as described above) together with the sensor data.

[0153] The facility 34 Furthermore, the data transmission interface is available for determining the coefficients of friction. 26 in a data connection.

[0154] Therefore, the determined friction coefficients can be transmitted via the data transmission interface. 26 to one or more rail vehicles 12 transferable.

[0155] Inside the other vehicles 12 The coefficients of friction can also be part of the evaluable operating parameters and used to generate corresponding collision data (as described above).

[0156] Furthermore, the data transmission interface 26 the determined coefficients of friction are transmitted to the central vehicle monitoring server 28 transferable.

[0157] The central vehicle monitoring server 28 It then processes the transmitted coefficients of friction and subsequently transmits them to one or more rail vehicles. 12 back.

[0158] Therefore, the data transmission interface 26 Friction coefficients of several vehicles 12 or the vehicle monitoring server 28 receivable and connected to the interface element 14transferable, where they in turn are sent to the evaluation facility 18 can be provided.

[0159] Furthermore, the vehicle monitoring server can be used 28 An overview map of the friction coefficients can be created based on the determined friction coefficients and the associated GPS coordinates (as with the associated collision data).

[0160] This overview map of the coefficients of friction is then used by the vehicle monitoring server. 28 to one or more vehicles 12 transferable.

[0161] Furthermore, the overview map of the coefficients of friction is available via the vehicle monitoring server. 28 Continuously updatable.

[0162] Fig. Figure 2 shows a flowchart of an embodiment of a method according to the invention for operating the collision avoidance system described above. 10 according to Fig.1, which is in a rail vehicle 12 is installed.

[0163] As a first step S1 are by means of the sensor device 16 an external vehicle environment and objects O outside the vehicle 12 recorded and corresponding sensor data generated.

[0164] Then, in a second step S2 by means of the interface element 14 several operating parameters of the vehicle 12 provided.

[0165] The operating parameters include one or more coefficients of friction between the rail vehicle and the rail vehicle. 12 and one the rail vehicle 12 load-bearing roadway 12a in the form of a track.

[0166] Further from the interface element 16 The operating parameters provided include acceleration, speed, load, weight, direction of travel, etc. of the rail vehicle. 12 .

[0167] The coefficients of friction are determined using the friction coefficient determination device or continuously or at intervals via the data transmission interface to the interface element. 14 provided.

[0168] In a further third step S3 One or more operating parameters (e.g., the vehicle's braking distance) of the vehicle are determined. 12 and the sensor data via the evaluation device 18 evaluated.

[0169] This evaluation is carried out according to the third step. S3 such that several sections A a route traveled by the vehicle 12 with an increased probability of collision, and corresponding collision data is generated from this.

[0170] This collision data is then processed using the evaluation unit. 18 in a fourth step S4linked to GPS coordinates provided by the GPS device 20 be provided.

[0171] Based on the collision data and the associated GPS coordinates, a fifth step is taken. S5 moreover, by means of the evaluation device 18 a beginning 22 and an end 24 the respective sections A the vehicle's route 12 determined with an increased probability of collision.

[0172] Furthermore, based on the collision data and the associated GPS coordinates, a sixth step is performed. S6 through the evaluation facility 18 A collision data overview map is created.

[0173] The collision data overview map shows the sections. A the vehicle's route 12 with an increased probability of collision.

[0174] The collision data overview map is then transmitted via a data transmission interface. 26 according to a seventh step S7 to other vehicles 12 transmitted.

[0175] Furthermore, as part of the seventh step S7 The collision data overview map is also sent to a central vehicle monitoring server. 28 transmitted.

[0176] Within the vehicle monitoring server 28 Furthermore, the collision data overview map is continuously updated by this.

[0177] The collision data overview map is then transmitted back from the vehicle monitoring server. 28 to several vehicles 12 in an eighth step S8 .

[0178] Furthermore, according to a ninth step S9 a driver warning signal from the evaluation unit 18 generated if the vehicle 12a section A the vehicle's route 12 approaching with an increased probability of collision or within this section A is located.

[0179] According to a tenth step S10 Several operating parameters of the vehicle can be 12 and the sensor data from the evaluation unit 18 be evaluated in such a way that in the event of an impending collision between object O and vehicle 12 a collision avoidance signal is generated.

[0180] The collision avoidance signal and the driver warning signal are then transmitted via the output device. 32 at least one driver F of the vehicle 12 as part of an eleventh step S11 issued.

[0181] The collision avoidance signal and the driver warning signal are sent to the driver. F of the vehicle 12by means of the acoustic and optical output device 32a , 32b Therefore, it is output visually and audibly.

[0182] Furthermore, it may be provided that the collision avoidance signal and the driver warning signal can also be additionally communicated via the haptic output device. 32c is dispensed to the driver in a haptic manner.

[0183] Additionally, according to the eleventh step S11 the collision avoidance signal to the control and regulation system of the rail vehicle 12 transmitted, which in response to this signal can initiate either service braking or emergency braking depending on the probability of collision.

[0184] All previously described procedural steps S1 until S11 are by means of the collision avoidance system 10 Can be done automatically.

[0185] Furthermore, the collision avoidance system returns after completing the eleventh step. S11 automatically returns to step 1 back.

[0186] Furthermore, it is conceivable that the collision avoidance system 10 several of the steps S1 until S11 executes in parallel to each other. Reference symbol list 10 Collision Avoidance System 12 Rail vehicle 12a Lane 14 Interface element 16 Sensor device 18 Evaluation unit 20 GPS setup 22 Beginning of a section with an increased probability of collision 24 End of a section with an increased probability of collision 26 Data transmission interface 28 central vehicle monitoring servers 30 Collision avoidance device 32 Output device 32a acoustic output device 32b optical output device 32c haptic output device 34 Device for determining coefficients of friction 34a Sensor device of the device for determining coefficients of friction 36 Computing equipment O object A section with increased probability of collision F Driver QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 102014225881 A1

[0002] DE 102014221034 A1

[0002] DE 102014220778 A1

[0002] DE 102015214425 A1

[0002] WO 2008 / 122547 A1

[0003] WO 2016 / 042352 A1

[0004] WO 2017 / 042044 A1

[0005] WO 9731810 A1

[0005] WO 2015 / 150340 A1

[0006] EP 2808224 A1

[0007] US 9321470 B1

[0008]

Claims

[1] Collision avoidance system (10) for a vehicle (12), in particular a rail vehicle (12), comprising at least one interface element (14) for connection to a subsystem, in particular a brake control system, a traction control system, a power supply system or leveling system of a rail vehicle, and / or to a data supply system, in particular an on-board network and / or bus system, of the vehicle for providing several operating parameters of the vehicle (12) in the collision avoidance system (10), comprising at least one sensor device (16) for detecting at least one external vehicle environment and objects (O) outside the vehicle (12) and for generating corresponding sensor data, and comprising at least one evaluation device (18) which is in data communication with the interface element (14) and the sensor device (16), wherein several operating parameters of the vehicle (12) and the sensor data can be evaluated by means of the evaluation device (18) in such a manner,that one or more sections (A) of at least one of the vehicle's (12) routes can be identified as having an increased probability of collision and that corresponding collision data can be generated. [2] Collision avoidance system (10) according to claim 1, characterized by that the collision avoidance system (10) and / or the vehicle (12) has at least one GPS device (20) which is in data communication with the evaluation device (18) so that the collision data can be linked to GPS coordinates. [3] Collision avoidance system (10) according to claim 2, characterized by , that by means of the evaluation device (18) at least one beginning (22) and at least one end (24) of the respective sections (A) of the route of the vehicle (12) with an increased probability of collision can be determined on the basis of the collision data and the GPS coordinates associated with it. [4] Collision avoidance system (10) according to claim 2 or claim 3, characterized by , that by means of the evaluation device (18) at least one collision data overview map can be created based on the collision data and the associated GPS coordinates, which shows the sections (A) of the route of the vehicle (12) with an increased probability of collision. [5] Collision avoidance system (10) according to claim 4, characterized by that the collision avoidance system (10) and / or the vehicle (12) has at least one data transmission interface (26) which is in data connection with the evaluation unit (18) and by means of which the collision data overview map can be transferred to other vehicles (12). [6] Collision avoidance system (10) according to claim 4 or claim 5, characterized by, that the collision data overview map can be transferred to at least one central vehicle monitoring server (28) via the data transmission interface (26) and can be transferred back from this to several vehicles (12). [7] Collision avoidance system (10) according to claim 6, characterized by , that the collision data overview map can be continuously updated using the vehicle monitoring server (28). [8] Collision avoidance system (10) according to any of the preceding claims, characterized by , that at least one driver warning signal can be generated by means of the evaluation device (18) if the vehicle is approaching or is located in a section (A) of the route of the vehicle (12) with an increased probability of collision. [9] Collision avoidance system (10) according to any of the preceding claims, characterized by, that by means of the evaluation device (12) several operating parameters of the vehicle (12) and the sensor data can be evaluated in such a way that in the event of an impending collision between object (O) and vehicle (12) at least one collision avoidance signal can be generated which can be transmitted to at least one collision avoidance device (30). [10] Collision avoidance system (10) according to any one of the preceding claims, characterized by , that the collision avoidance system (10) and / or the vehicle (12) has at least one output device (32) which is in data communication with the collision avoidance device (30) and the evaluation device (18). [11] Collision avoidance system (10) according to claim 10, characterized by , that the collision avoidance signal and / or the driver warning signal can be output to at least one driver (F) of the vehicle (12) by means of the output device (32). [12] Collision avoidance system (10) according to claim 10 or claim 11, characterized by that the output device (32) has at least one optical output device (32a) and / or at least one acoustic output device (32b) and / or at least one haptic output device (32c). [13] Method for operating at least one collision avoidance system (10) installed in at least one vehicle (12), in particular a rail vehicle (12), the method comprising the following steps: - Detection of at least one external vehicle environment and of objects (O) outside the vehicle (12) and generation of corresponding sensor data; - Providing one or more operating parameters of the vehicle (12); - Evaluating one or more operating parameters of the vehicle (12) and the sensor data; - Determining one or more sections (A) of at least one route of travel by the vehicle (12) with an increased probability of collision; and - Generating corresponding collision data. [14] Method according to claim 13, characterized by that the collision data is linked to GPS coordinates. [15] Method according to claim 14, characterized by , that based on the collision data and the associated GPS coordinates at least one beginning (22) and at least one end (24) of the respective sections (A) of the vehicle's route (12) with an increased probability of collision can be determined. [16] Method according to claim 14 or claim 15, characterized by , that at least one collision data overview map is created based on the collision data and the associated GPS coordinates, which shows the sections (A) of the vehicle's route (12) with an increased probability of collision. [17] Method according to claim 16, characterized by , that the collision data overview map is transmitted to other vehicles (12). [18] Method according to claim 16 or claim 17, characterized by , that the collision data overview map is transmitted to at least one central vehicle monitoring server (28) and is transmitted back from this to several vehicles (12). [19] Method according to claim 18, characterized by , that the collision data overview map is continuously updated by means of the vehicle monitoring server (28). [20] Method according to any one of claims 13 to 19, characterized by , that at least one driver warning signal is generated if the vehicle (12) approaches or is in a section (A) of the route of the vehicle (12) with an increased probability of collision. [21] Method according to any one of claims 13 to 20, characterized by, that several operating parameters of the vehicle (12) and the sensor data are evaluated in such a way that in the event of an impending collision between object (O) and vehicle (12) at least one collision avoidance signal is generated. [22] Method according to any one of claims 13 to 21, characterized by , that the collision avoidance signal and / or the driver warning signal is issued to at least one driver (F) of the vehicle (12). [23] Method according to claim 22, characterized by , that the collision avoidance signal and / or the driver warning signal is issued to at least one driver (F) of the vehicle (12) visually and / or audibly and / or haptically. [24] Vehicle (12), in particular a rail vehicle (12) with at least one collision avoidance system (10) according to any one of claims 1 to 12.

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