Method for creating a virtual representation of a rail network

Abstract

The present invention relates to a method (100) for creating a virtual image of a railway network (102) comprising the steps: - Acquiring and / or receiving (S1) at least one sensor value by means of a magnetic field monitoring sensor unit (202), - Comparing (S2) the sensor value with at least one sensor value which is associated with a first track section (104) of the railway network (102), - Creating (S3) a second track section (106) if the acquired sensor value lies outside the first track section (104) of the railway network (102) in order to create the virtual image of the railway network (102).

Description

Prior ArtThe present invention relates to a method for creating a virtual image of a rail network, a sensor unit, a computer program and a computer network structure.At present, there are a large number of different solutions for position determination in rail vehicles. Due to the increasing density of rail vehicles on tracks and due to the increased requirements of increasing automation, the need for innovative and robust localization possibilities is continually increasing.The continuous weight reduction in the rail area for reducing consumption and the increasing competition ensure cost pressure, so that more favorable and more efficient components for rail vehicles are demanded more strongly.Disclosure of the InventionThe method according to the invention for creating a virtual image of a rail network having the features of claim 1 has the advantage over the known art that no additional journeys are required for the map mapping of route sections, since the map sections can be continuously measured and updated by means of the method in an everyday operation of a rail vehicle. In this case, it can be independent of whether the rail route is being traveled on for the first time or is being traveled on multiple times, since reliable map values can be generated in both cases. Further preferably, the position of the rail vehicle can be determined on the basis of the measured values by comparing matching environmental information.This is achieved according to the invention in that the method, in particular a computer-implemented method, for creating a virtual image of a rail network has the steps:receiving at least one sensor value detected by means of a sensor unit monitoring the magnetic field,comparing the at least one detected and / or received sensor value with at least one sensor value which is associated with a first route section of the rail network,creating a second route section of the rail network if the first detected sensor value is outside the first route section in order to create the virtual image of the rail network.In this case, the step of receiving can be preceded by a step of detecting the at least one sensor value by means of the magnetic field monitoring sensor unit. In other words, a magnetic field change by a rail or by the travel over the rail is monitored by means of a sensor unit and sensor measured values are thus generated. These sensor measurement values can be compared with an already known sensor measurement value for this route section. In the event that the currently recorded sensor measured values deviate from the stored sensor measured values, it can be concluded that the corresponding route section has not yet been measured and a second route section is therefore to be recorded. In this case, the comparison of the sensor value can be carried out, in particular, by comparing a profile of sensor values with a profile of sensor values in a route section or a map. In this case, the sensor value can be associated or linked in particular to a first route section. This can mean, in particular, that sensor measured values have been recorded for the corresponding first route section, which measured values are stored in a map or the like for this route section.In the step of capturing and / or receiving, a temporal or spatial profile of sensor values is preferably captured or received. Within the scope of the present invention, a profile of sensor values can be understood to mean a preferably spatial profile of magnetic field data acquired by means of a sensor unit arranged on the rail vehicle monitoring the magnetic field when the route section is being traveled on. The course of sensor values here preferably represents a spatial course of the earth's magnetic field along a track of the route section on which the rail vehicle is travelling, wherein the earth's magnetic field is characteristically modified by the track and by (ferro)magnetic elements arranged in the region of the track. For this purpose, the sensor unit monitoring the magnetic field can be designed, for example, as a magnetometer, in particular as a flux gate magnetometer. The magnetic field monitoring sensor unit is preferably arranged on an underside of the rail vehicle facing a track on which the rail vehicle is travelling. The profile of the sensor values can represent, in particular comprise, the spatial profile of the magnetic field. In other words, the sensor values can be values representing a magnetic field strength and / or flux density and / or values representing the magnetic field strength and / or flux density, for example. These values may include voltage, current or phase shift values.The dependent claims show preferred developments of the invention.Preferably, the first route section has a first path point, further comprising the step:linking a beginning of the second route section to the first path point.An advantage of this embodiment is that the start of the new or second route section can be determined on the basis of the detection of the waypoints. The first path point can be, for example, a switch or the like. For example, the first route section has a switch. In this case, the detection of a second route section can be improved if, after the path point, the sensor value lies outside the known sensor values and thus it is possible to infer the second route section. In order that a continuous image of the rail network can be produced, the second route section can be linked to the path point, which is, for example, a switch or the like, in order to remove any uncertainties from the measurement value profile.More preferably, the method comprises the step of:associating the first path point with a geographical position and / or a rail element.An advantage of this embodiment is that the first path point can be matched from an already existing map on the basis of a geographical position and / or a rail element, in order to thus increase the detection accuracy or the exact detection reliability. For example, a map is already present for the corresponding route section. In the map, in particular geographical positions as well as rail elements such as switches, infrastructure elements or the like can be depicted. If the first path point can be associated with the beginning of the second route section, it can be checked whether an associated switch or the like can be determined in the map and thus link it to the path point or associate it with it.More preferably, the method comprises the step of:adapting the first path point on the basis of a comparison between the geographical position and / or a rail element and the first path point.An advantage of this embodiment is that the start of the second route section or the position of the first path point can be adjusted or improved based on the comparison between the detected position of the first path point by means of the sensor values of the magnetic field monitoring sensor unit and the geographical position and / or the rail element. For example, the detection of the first path point can be proved to have measurement inaccuracies as a result of the detection of the magnetic field. However, if the geographical position or the position of the rail element is exactly noted in a map, the position of the first path point can be corrected in order to correct possible deviations due to measurement tolerances or the like.The method further preferably has the steps:comparing the second route section with the first route section,stopping the creation of the second route section based on the comparison, in particular if the first route section and the second route section are substantially the same.An advantage of this embodiment is that when the detected second route section ends and ends again in the first route section, the further detection of the second route section can be stopped in a map or the like, in order thus to avoid possible duplications or the like. For example, the second route section can be fed back to the first route section by means of a rail or the like, so that the curves or the measured values of the two route sections substantially adapt. In this context, essentially the same means, in particular, a deviation of up to ±50% of the stored measured values.The method further preferably has the steps:determining, in particular detecting, at least one second path point during the creation of the second route section at the time of stopping the creation of the second route section,linking the detected second path point to an end of the second route section.An advantage of this embodiment is that when the detection of the second route section is stopped, for example when the second route section ends, a second path point can be applied. For example, the second route section can be guided into the first route section by means of a switch and the detection of the second route section can thus be stopped. Thus, for example, the second path point can be linked to a switch or the like.The method further preferably has the steps:determining a route section between the first route point and the route point of the second route section,comparing the determined route with a route reference for the second route section,adapting the second route section on the basis of the comparison of the determined route with the route reference.An advantage of this embodiment is that a length or the like between the first path point and the second path point is determined for the second route section. On the basis of the determined route, this can be compared with a route reference, such as a length of the route section in a map. Due to measurement uncertainties or the like, a delta between the detected distance and the path reference can be determined. This delta can be reduced in particular in order to be able to bring the second route section closer to a real situation.The method further preferably has the steps:recognizing a pattern based on the travel distance of the first path point and / or the second path point,determining a position of the pattern in a reference map based on the pattern by means of pattern recognition.An advantage of this embodiment is that a ratio in the form of a pattern can be determined between the route distance, the first path point and / or the second path point. This pattern can then be compared to existing cards and compared to patterns in the card. A position of the pattern or the waypoints can thus be determined unambiguously in the map on the basis of the comparison. For example, the pattern consists of a first switch as the first path point of a route, for example three kilometers, and a second switch as the second path point. This combination can be compared with a map in order to be able to determine the position of the pattern.Further preferably, the first route section comprises a profile of sensor values, wherein the comparison of the sensor value with the at least one sensor value has the steps:receiving a detected predetermined deviation, in particular detecting the predetermined deviation,creating the second route section if the detected sensor value lies outside the course of sensor values of the predetermined deviation.An advantage of this embodiment is that a measurement imprecision of the sensor units can be taken into account with the aid of the deviation. In this way, in particular, a detection of the second route section, which is not necessarily required, can be avoided. For example, a profile of sensor values is associated or linked to a route section. Furthermore, a sensor value can be detected and compared with the profile of sensor values. In this case, a predetermined deviation from the profile of sensor values is preferably taken into account before the decision is made on the basis of the sensor value in order to record and / or generate the second route section.More preferably, the method comprises the step of:creating a plurality of route sections and a plurality of path points on the basis of the received, in particular captured, sensor values for creating the virtual image of the rail network.An advantage of this embodiment is that, on the basis of the simple monitoring of sensor values of the sensor unit, a complete rail network can be depicted with simple means.A further aspect of the invention relates to a sensor unit which is configured to carry out steps of the method as described above and below.Further preferably, the sensor unit has a sensor element which is configured to monitor a magnetic field which at least partially has a change due to a rail.An advantage of this embodiment is that the magnetic field change can be detected in the form of sensor values by means of a sensor element of the sensor unit, in particular during a journey over a rail.A further aspect of the invention relates to a computer program which is configured to carry out steps of the method as described above and below. In other words, the computer program comprises instructions which cause the computer network structure to execute the proposed method.A further aspect relates to a computer network structure which is configured to carry out steps of the method as described above and below and / or has a storage medium which stores the computer program as described above and below.A computer network structure can be, in particular, a server or a cloud service or the like.Brief Description of the DrawingsHereinafter, embodiments of the invention will be described in detail with reference to the accompanying drawings. In the drawing, the following is: FIG. 1 a is an illustration for describing the sensor unit according to an embodiment, FIG. 1 b is a diagram for illustrating steps of the method according to one embodiment, FIG. 2 shows a diagram for illustrating steps of the method according to one embodiment, FIG. 3 shows a flow chart to illustrate steps of the method according to one embodiment, FIG. 4 shows a flow chart to illustrate steps of the method according to one embodiment, FIG. 5 shows a sensor unit, FIG. 6 shows a computer program, FIG. 7 shows a computer network structure.Embodiments of the InventionAll the same elements, components and / or steps in the figures are preferably provided with the same reference numerals.FIG. 1 is an illustration for describing the sensor unit 200 according to an embodiment. The sensor unit 200 is arranged in a rail vehicle 500. The rail vehicle 500 can travel symbolically over the first rail 502 and also over the second rail 504. In this case, the sensor unit 200 and / or the method 100 can capture and / or receive at least one sensor value. In this case, the sensor value can be compared in particular with a first route section 104. If the sensor values are outside the first route section 104, a second route section 106 is created. In this case, the first section 104 can describe, for example, a magnetic field change, a magnetic field profile and / or a magnetic field measured value via the first rail 502. Further preferably, the second line section 106 describes a magnetic field change, a magnetic field profile and / or a magnetic field measurement value via the second rail 504.FIG. 1 b shows a diagram 510 for illustrating the method 100 according to an embodiment. A curve 120 of sensor values of the first route section 104 is plotted in the diagram 510. As soon as the rail vehicle 500 travels over a first path point 108, such as a rail, for example, the course of the detected sensor values starts to deviate from those of the course 120 of the first route section 104. Thus, a second line segment 106, which is shown in dashed lines in FIG. 1 b, can be recorded. Further preferably, the recording of the second route section 106 can be stopped if the first route section 104 and the second route section 106 are substantially the same, for example recorded sensor values which are substantially the same. In this case, for example, the rail vehicle 500 can travel over a second path point 112, which is, for example, a further rail, in order to return to the first route section 104 again, such as, for example, the first track 502.FIG. 2 shows a map 520 to illustrate steps of the method 100, according to an embodiment. In this case, the map 520 in particular depicts a rail network 102 which is at least partially associated with magnetic field profiles. For example, the rail network 102 has a first route section 104. In this case, the rail vehicle 500 can travel in particular over a first path point 108, which is, for example, a geographical position 122 and / or a rail element 124 or can be associated therewith. In the event that the rail vehicle 500 and / or the sensor unit 200 deviates from the first route section 104, a second route section 106 is recorded. For example, the first path point 108 can be the beginning of the second route section 106. Further preferably, the first path point 108 can be assigned at a geographical position 122 in a reference map 530. Further geographical positions 122 and / or rail elements 124 can be detected in the second route section 106 and they can be matched to the reference map 530. Further preferably, a second path point 112 can be detected, which identifies the point in time at which the first route section 104 and the second route section 102 are substantially the same. For example, the rail vehicle 500 may have traveled over a further switch and thus return to the first track section 104. Preferably, in particular, a distance between the first path point 108 and the second path point 112 can be determined. Further preferably, the determined distance can be compared in particular with the reference map 530. Further preferably, in particular a pattern can be recognized based on the route, the first path point 108 and the second path point 112. This pattern can be compared in particular with a reference map 530 in order to identify the positions of the first path point 108, the second path point 112 and / or the route in the reference map 530, for example in order to determine a position of the rail vehicle 500 or of a path point 108, 112.Further preferably, a plurality of route sections and a plurality of waypoints can be generated by means of the captured sensor values in order to generate a virtual image of a rail network 126.FIG. 3 shows a flow chart to illustrate steps of method 100, according to one embodiment. In this case, the method 100 for creating a virtual image of a rail network 102 comprises the steps:detecting and / or receiving S 1 at least one sensor value by means of a magnetic field monitoring sensor unit 200comparing the sensor value with at least one sensor value associated with a first route section 104,creating S 3 a second route section 106 if the detected sensor is located outside the first route section 104.FIG. 4 shows a flow chart to illustrate steps of method 100, according to one embodiment. In this case, the method 100 in FIG. 4 comprises the same steps S 1 to S 3 as have already been explained with reference to FIG. 3. Further preferably, the method 100 can comprise the step of linking S 4 a start 110 of the second route section 106 to the first path point 108. Further preferably, the method 100 comprises the step of assigning S 5 the first path point 108 to a geographical position 122 and / or a rail element 124.Further preferably, the method 100 comprises the step of adapting S 6 the first waypoint 108 on the basis of a comparison between the geographical position 122 and / or a rail element 124 and the first waypoint 108. The method 100 can preferably have the steps of comparing S 7 the second route section 106 and stopping S 8 the creation of the second route section 106. Furthermore, the method 100 can comprise the step of detecting S 9 at least one second path point 112 and linking S 10 the second path point 112 to an end 114 of the second route section 106. The method further preferably comprises the steps of determining S 11 a route, comparing S 12 the determined route and / or adapting S 13 the second route section.The method preferably comprises the steps of recognizing 14 a pattern and determining S 15 a position of the pattern in a reference map 530. Further preferably, the method 100 comprises the steps of detecting and / or receiving S 16 a predetermined deviation and creating S 17 the second route section 106. The method 100 preferably has the steps of creating S 18 in a plurality of route sections.FIG. 5 shows a sensor unit 200 according to an embodiment. The sensor unit 200 is configured here, in particular by means of a logic unit or the like, to carry out steps of the method 100 as described above and below. Further preferably, the sensor unit has a sensor element 202, which is configured to monitor a magnetic field, which at least partially has a change due to a rail.FIG. 6 shows a computer program 300 according to an embodiment. The computer program 300 is configured to perform steps of the method 100 as described above and below.FIG. 7 illustrates a computer network structure 400 according to an embodiment. In this case, the computer network structure 400 can be configured to carry out the steps of the method 100 as described above and below, in particular by means of a logic unit or the like, and / or has a storage medium 402 which stores the computer program 300 as described above and below. Further preferably, the computer network structure 400 has an interface 404 which is configured to communicate with a sensor unit 200 and / or a rail vehicle 500.

Claims

Method (100) for creating a virtual image of a rail network (102), comprising the steps of: - receiving (S1) at least one sensor value detected by means of a sensor unit (200) monitoring the magnetic field, - comparing (S2) the sensor value with at least one sensor value associated with a first section of track (104) of the rail network (102), - creating (S3) a second section of track (106) of the rail network (102) if the detected sensor value lies outside the first section of track (104), in order to create the virtual image of the rail network (102).Method (100) according to claim 1, wherein the first route section (104) comprises a first path point (108), further comprising the step of: - associating (S4) a beginning (110) of the second route section (106) with the first path point (108).Method (100) according to claim 2, further comprising the step of: - associating (S5) the first path point (108) with a geographical position (122) and / or a rail element (124).Method (100) according to claim 3, further comprising the step of: - adapting (S6) the first waypoints (108) on the basis of a comparison between ◯ the geographical position (122) and / or a rail element (124) and ◯ the first waypoints (108).Method (100) according to one of claims 2 to 4, further comprising the steps of: - comparing (S7) the second route section (106) with the first route section (104), - stopping (S8) the creation of the second route section (106) based on the comparison, in particular if the first route section (104) and the second route section (106) are substantially the same.Method (100) according to claim 5, further comprising the steps of: - determining (S9) at least one second path point (112) during the creation of the second route section, at the time of stopping the creation of the second route section (106), - linking (S10) the second path point (112) to an end (114) of the second route section (106).Method (100) according to one of Claims 2 to 6, further comprising the steps of: - determining (S11) a route between the first route point (108) and the second route point (112) of the second route section (106), - comparing (S12) the determined route with a route reference (118) for the second route section (106), - adapting (S13) the second route section (106) on the basis of the comparison (S12) of the determined route with the route reference.Method (100) according to one of Claims 2 to 7, further comprising the steps of: - identifying (S14) a pattern based on the route, the first viewpoint (108) and / or the second viewpoint (112), - determining (S15) a position of the pattern in a reference map (530) based on the pattern by means of pattern recognition.Method (100) according to one of the preceding claims, wherein the first route section (104) comprises a profile (120) of sensor values, wherein the comparison (S2) of the sensor value with the at least one sensor value comprises the steps: - receiving (S16) a detected predetermined deviation, - creating (S17) the second route section (106) if the detected sensor value lies outside the profile (120) of sensor values at the predetermined deviation.Method (100) according to one of the preceding claims, further comprising the step of: - creating (S18) a plurality of route sections and a plurality of path points on the basis of the received sensor values for creating the virtual image of the rail network (126).Sensor unit (200) which is configured to carry out steps of the method (100) according to one of the preceding claims.Sensor unit (200) according to claim 11, comprising a sensor element (202) configured to monitor a magnetic field at least partially comprising a change by a rail.Computer program (300) which is configured to carry out steps of the method (100) according to one of Claims 1 to 10.Computer network structure (400) which is configured to carry out steps of the method (100) according to one of Claims 1 to 10 and / or has a storage medium (402) which stores the computer program (300) according to Claim 13.

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