METHOD AND DEVICE FOR MONITORING A HAZARD ZONE OF A RAILWAY CROSSING

Description

[0001] Level crossings, as points where track-bound traffic, especially rail traffic, intersects with road traffic, represent potential hazards. For this reason, protective measures are usually implemented to reduce the associated risks.

[0002] A method for monitoring level crossings with barriers is known, for example, from the company publication "Radar Scanner - Radar Sensor System for Automatic Hazard Zone Clearance Detection of Level Crossings," Honeywell Regelsysteme GmbH, GE3S-6002 1098R1-MA. This publication describes a method and a device for automatically clearing the hazard zone of level crossings. For this purpose, the device includes a radar sensor for detecting objects or obstacles located between the barriers. To meet the requirements of the European standard EN 50129 with Safety Integrity Level 3 (SIL3), the system functions of the known device are continuously checked by self-tests. The technical implementation of such self-tests requires safety technology, which is comparatively complex and expensive.

[0003] Document FR 3 050 426 A1 concerns a safety system for a level crossing. The safety system comprises a first detection system configured to detect a vehicle entering the level crossing, and a second detection system configured to detect a vehicle leaving the level crossing. It also includes a control system configured to measure the time interval between the activation of the first and second detection systems.

[0004] Document DE 10 2011 052373 relates to a traffic area monitoring device with at least one object sensor arranged on a traffic area for detecting an object on the traffic area, wherein the object sensor comprises at least one electronic processing unit and a radio transmitter and receiver module. The object sensor is designed to detect the presence of the object based on the received field strength of radio signals reflected from the object after a radio signal has been transmitted via the radio transmitter and receiver module.

[0005] Document DE 10 2013 109 641 B3 concerns a method for monitoring a section of a roadway used by road vehicles, in which the monitored section of the roadway is checked to see if it is free of road vehicles, and if this is the case, a danger area clearance notification is generated.

[0006] The present invention is based on the objective of providing a comparatively simple and cost-effective method for monitoring a danger zone of a level crossing.

[0007] This problem is solved according to the invention by a method for monitoring a danger zone of a level crossing which divides a road into a first road section and a second road section, wherein first radio signals are transmitted by means of a first radio module into a first detection area comprising at least a part of the first road section, second radio signals are transmitted by means of a second radio module into a second detection area comprising at least a part of the second road section and the danger zone is monitored indirectly on the basis of an evaluation relating to the detection areas which is based on both the first transmitted radio signals and the second transmitted radio signals.

[0008] According to the first step of the inventive method for monitoring a danger zone of a level crossing, which divides a road into a first road section and a second road section, first radio signals are transmitted by means of a first radio module into a first detection area comprising at least a part of the first road section. Similarly, according to the second step of the inventive method, second radio signals are transmitted by means of a second radio module into a second detection area comprising at least a part of the second road section. A radio module is understood here to be a device that is typically used for radio-based communication by means of a corresponding transmission of data via radio signals.This means that radio modules, or the radio signals they emit, are not typically intended for monitoring a hazardous area or for detecting objects within detection zones. According to the invention, corresponding radio signals are now emitted into a respective detection zone by means of the radio modules, whereby the detection zones do not encompass or at least not completely cover the hazardous area. This means that neither the first nor the second radio signals are intended for or carried out direct monitoring of the hazardous area itself.

[0009] Instead, according to the third step of the inventive method, the danger zone is monitored indirectly by means of an evaluation based on both the first and second transmitted radio signals, and relating to the detection areas. This means that the first radio module and the second radio module are used as sensors and detectors, respectively, to detect or recognize objects in the respective detection area. This takes advantage of the fact that it has been shown that object detection and recognition are also possible using commercially available radio modules.The first radio module and the second radio module are each designed to receive reflected signals from the first radio signals and / or reflected signals from the second radio signals and to connect them to an evaluation unit for indirect monitoring of the danger zone based on an evaluation of the received reflected signals related to the detection areas, based on both the first transmitted radio signals and the second transmitted radio signals, taking into account the reception performance of the reflected signals received by the respective radio module.

[0010] As an example of relevant research, reference is made to the article "3D Tracking via Body Radio Reflections", ADIB, F., KABELAC, Z., KATABI, D., AND MILLER, RC (2014).

[0011] As already mentioned, the method according to the invention is characterized in particular by the fact that the radio modules do not detect or monitor the danger zone itself, but only parts of the road sections adjacent to it on both sides of the level crossing. Monitoring of the danger zone of the level crossing is thus only indirect, by inferring the corresponding state in the danger zone of the level crossing from the state or changes in state in the two detection areas. Depending on the direction of movement of an object approaching or crossing the level crossing, such as a road user, the two detection areas can also be referred to as the approach and retreat zones, respectively.The approach zone refers to the detection area from which the object or road user approaches the level crossing. Similarly, the retreat zone describes the area in which the object moves away from the danger zone or level crossing after crossing it and thus passing through it. Since a level crossing can be crossed from both sides, the two road-side areas outside the barriers, i.e., the respective detection zones, are either approach or retreat zones depending on the situation. This distinction therefore serves only to clarify the respective crossing process.

[0012] Furthermore, the method according to the invention is also designed such that the evaluation is carried out taking into account the reception power of the radio signals received by the respective radio module. For example, it is possible to first calibrate the radio modules in a baseline state, in which a baseline reception power of the respective radio module is determined. The baseline state is defined here as a state of the level crossing in which the two detection areas are free of objects or road users and no other obstacles are located in these areas or in the surrounding area. This means that the environment is as it usually is most of the time.The constant received powers resulting from the transmitted radio signals in this basic state, which essentially consist of signals reflected by objects in the environment, can be used as reference values ​​during evaluation. If, for example, a road user or an obstacle moves into the first detection area, the first radio signals are reflected according to the size and nature of the object. These reflected radio signals are received by the first radio module, so that the received power (or received field strength) of the first radio module provides information about the state in the first detection area. Due to appropriate encoding, for example with a corresponding identifier in a header of the radio signals, the received radio signals can be identified as originating from the respective radio module, i.e.,In this case, the first radio module can detect its own transmitted radio signals. The movement of the object can be recorded and tracked by monitoring the received signal strength over time, until the object is no longer within the first detection area, i.e., has left it. Similarly, after crossing the railway crossing, the object's movement away from the crossing can be determined by monitoring the received signal strength of the second radio module in relation to the second radio signals. This means that the second radio signals allow for an assessment of the state of the second detection area, or rather, the state within the second detection area. Considering the state of both detection areas, i.e.,Based on an evaluation relating to the two detection areas, based on both the first and second transmitted radio signals, indirect monitoring of the danger zone is possible, taking into account the reception performance of the radio signals received by the respective radio module.

[0013] It should be noted that the steps of the inventive method will generally be executed continuously or cyclically, or repeated. This ensures that changes in the detection areas and any resulting changes in the danger zone are reliably and promptly detected. It is important to note that the first two process steps, in particular, can be carried out independently of each other, i.e., even simultaneously.

[0014] The method according to the invention has the advantage that it enables the indirect monitoring of a level crossing's danger zone using radio modules that are mass-produced and therefore available on the market at low prices. This creates the prerequisite, in particular, for equipping or retrofitting level crossings with appropriate monitoring technology, even those for which this has not previously been done, for example, due to their infrequent use and considering the costs incurred by such monitoring. Furthermore, the method according to the invention deliberately avoids direct monitoring of the danger zone itself and instead derives the state of the danger zone from the states of the two detection areas.This is particularly advantageous in cases where direct monitoring of the danger zone would not be readily possible or would be disadvantageous due to the prevailing circumstances and boundary conditions, such as the arrangement or orientation of existing radio modules to be used for monitoring.

[0015] Advantageously, the method according to the invention can be used for level crossings with full barriers as well as, in particular, for level crossings with call-activated barriers. The latter type of level crossing is one in which at least one demand-controlled barrier, also known as a call-activated barrier, is closed in its default position. Typically, the opening of the barrier(s) is requested via an intercom system with an interface to the signal box or train dispatcher. After crossing the level crossing, the road user should report their departure at the intercom system on the opposite side, at which point the danger zone is usually considered clear. In the case of motorized vehicles, there is also the possibility that the train dispatcher detects the crossing based on the vehicle's noise and then considers the level crossing clear.The barrier(s) are then closed again – possibly after a warning is issued via the intercom system and / or an acoustic signal is emitted at the level crossing. Particularly for level crossings with call-activated barriers, the inventive method can significantly increase or improve safety with comparatively little effort and cost. Likewise, for level crossings with half-barriers, where a danger zone clearance notification is not strictly necessary, an additional safety measure or assistance could be provided.

[0016] The evaluation, based on both the first and second transmitted radio signals and related to the detection areas, can be carried out in various ways. For example, it is conceivable that additional radio receivers are used and the received signal strength or power of the respective radio signals, as measured by each receiver, is used for the evaluation.

[0017] Preferably, the method according to the invention is further developed such that radio signals are also received by means of the first radio module and the second radio module, and the danger zone is monitored indirectly by means of an evaluation based on the received radio signals and related to the detection areas. According to this further development, the radio modules are thus each transmitting and receiving devices, so that the radio modules themselves can also be used simultaneously to receive radio signals. The monitoring of the danger zone is carried out indirectly by means of an evaluation based on the received radio signals and related to the detection areas, i.e., at least indirectly by means of the transmitted radio signals.In principle, the radio signals received by the radio modules can be either those resulting from radio signals emitted by the respective radio module itself, or those emitted by the other radio module.

[0018] According to a further preferred embodiment of the method according to the invention, the evaluation process by the first radio module considers only the first radio signals, and by the second radio module considers only the second radio signals. This means that each radio module receives only the radio signals transmitted by that module itself and considers them in the evaluation related to the respective detection area. This can be achieved, for example, by the first radio module assigning a first identifier to the first radio signals it transmits, and the second radio module assigning a second identifier to the second radio signals it transmits. Consequently, the first radio module considers only first radio signals, i.e., radio signals with the first identifier, and the second radio module considers only second radio signals, i.e.,Radio signals with the second identifier are received and / or further processed. This embodiment of the method according to the invention offers the advantage that the evaluation is simplified and potential interference or complications are avoided by taking into account the radio signals transmitted by the other radio module.

[0019] Additionally, the method according to the invention can advantageously be configured such that the evaluation is carried out taking into account the travel time of the radio signals received by the respective radio module. In accordance with the radar principle, the time a radio signal requires from its transmission to its reception is thus detected. Similar to the procedure when considering the respective reception power, the radio modules here continuously transmit coded signals in which the transmission time is recorded – preferably in a corresponding header. If a radio signal is reflected and received again by the respective radio module, the time required for the path can be determined. Using this time and the speed of the radio signals (speed of light), the distance to the object from which the respective radio signal was reflected can then be determined.Preferably, the direction to the object in question can also be determined from the angles of the transmitted and received radio signals, and thus, in combination with the distance, the exact location or position of the object can be determined. Furthermore, if the evaluation is performed taking into account the travel time of the radio signals received by the respective radio module, the radio modules can be calibrated with respect to their idle state and this calibration can be considered during the evaluation.

[0020] According to a particularly preferred embodiment of the method according to the invention, an object is detected in one of the detection areas during the evaluation. This is advantageous because such detection allows statements regarding the current and / or future state of the danger zone and, furthermore, may enable the triggering of further actions.

[0021] Preferably, the method according to the invention can also be configured such that, upon detection of the object, at least one barrier of the level crossing is triggered to open. This is advantageous because it allows level crossings with call-activated barriers to be partially or fully automated. Since call-activated barriers are closed in their default state, the additional function of proximity detection allows for the registration and / or opening of the barrier to be triggered or initiated.

[0022] Preferably, the method according to the invention can be further developed such that, during the evaluation, it is recognized that the object has moved from one of the detection areas into the danger zone. This can be achieved, for example, by recognizing that the object, while approaching the level crossing, first moved into the respective detection area and then moved out of it again in the direction of the level crossing.

[0023] Preferably, the method according to the invention can also be configured such that, during the evaluation, the object is subsequently detected in the other of the detection areas. In this case, it can thus be concluded that the object moved from one of the detection areas into the other and, in doing so, passed through the danger zone when crossing the level crossing. According to a further particularly preferred embodiment of the method according to the invention, the evaluation detects that the object has left the danger zone again. Depending on the specific implementation, leaving the danger zone can be detected either upon detection of the object in the other detection area or only upon detection of the object leaving the other detection area (in the direction away from the danger zone).

[0024] Preferably, the method according to the invention can also be configured such that, upon detection of the vehicle leaving the danger zone, the closure of at least one barrier of the level crossing is triggered. This embodiment is also particularly advantageous in the case of a level crossing with a call-activated barrier, since the barrier can be returned to its initial state by means of a corresponding automatic closure. Further developments of the method according to the invention thus make it possible to automate call-activated barriers and allow them to operate autonomously, even without an interface to the signal box. This offers the advantage of greater cost-effectiveness for level crossings with call-activated barriers and can therefore contribute to preserving the call-activated barrier principle for level crossings that are used infrequently.To avoid misunderstandings, it should be noted here that in the case of a fully or partially automated operation of a level crossing with a call-based barrier, it will generally be necessary to ensure, by means of appropriate sensors along the track, that the barrier is not opened at an inopportune time, i.e., when a train is approaching.

[0025] In principle, any type of radio module can be used within the framework of the method according to the invention. This means that the transmitted radio signals can be generated according to any known communication standard. This includes, in particular, radio modules for mobile communication standards of the first, second, third, fourth, and fifth generations.

[0026] According to a further preferred embodiment of the method according to the invention, the first radio signals and the second radio signals are each transmitted by means of a first radio module and a second radio module in the form of a WLAN module, respectively. This is advantageous because WLAN (Wireless Local Area Network), i.e., in particular communication systems using the IEEE 802.11 protocol, is a widely used technology employed with high reliability and performance in a variety of applications in both the private and industrial sectors. Corresponding WLAN modules are therefore available on the market in cost-effective, reliable, and robust designs and can be used in the aforementioned embodiment of the method according to the invention for the indirect monitoring of the danger zone of the level crossing.

[0027] Preferably, the method according to the invention can also be configured such that the first radio module and / or the second radio module are additionally used for Car2X communication. Car2X communication is understood here to mean communication between the level crossing or its control unit and motor vehicles located in the area of ​​the level crossing, and optionally also between the level crossing and trains approaching it. The use of such radio modules for monitoring the danger zone of the level crossing, which are also used for Car2X communication, is advantageous in that it enables the use of commercial communication technology from the automotive sector, which is becoming increasingly affordable.At the same time, such radio modules, which are or have been installed in the area of ​​level crossings for Car2X communication, can advantageously also be used to monitor the danger zone of the level crossing without much additional effort.

[0028] According to a further particularly preferred embodiment of the method according to the invention, environmental information and / or information about a typical operating procedure for the level crossing are taken into account during the evaluation. A typical operating procedure could, for example, be one commonly practiced at level crossings with call-activated barriers. Examples of environmental information that can be taken into account during the evaluation include additionally recorded acoustic information or noises, or information acquired by means of vibration sensors or electrical conductor loops laid in the road.

[0029] The invention further relates to a device for monitoring a danger zone of a level crossing which divides a road into a first road section and a second road section.

[0030] Such a device is also known from the aforementioned company publication.

[0031] With regard to the device, the present invention is based on the objective of providing a device for monitoring a danger zone of a level crossing that is comparatively simple and cost-effective to implement.

[0032] This problem is solved according to the invention for a device for monitoring a danger zone of a level crossing which divides a road into a first and a second road section by a first radio module for transmitting first radio signals into a first detection area which at least partially encompasses the first road section, a second radio module for transmitting second radio signals into a second detection area which at least partially encompasses the second road section and an evaluation device for indirectly monitoring the danger zone on the basis of an evaluation relating to the detection areas which is based on both the first transmitted radio signals and the second transmitted radio signals.The first radio module and the second radio module are each designed to receive reflected signals from the first radio signals and / or reflected signals from the second radio signals and to connect them to an evaluation unit for indirect monitoring of the danger zone based on an evaluation of the received reflected signals related to the detection areas, based on both the first transmitted radio signals and the second transmitted radio signals, taking into account the reception performance of the reflected signals received by the respective radio module.

[0033] The advantages of the device according to the invention correspond to those of the method according to the invention, so reference is made to the corresponding explanations above. The same applies to the preferred embodiment of the device according to the invention mentioned below in relation to the respective preferred embodiment of the method according to the invention, so reference is also made to the corresponding explanations above.

[0034] Preferably, the device according to the invention can be further developed in such a way that it is configured to carry out the method according to one of the aforementioned preferred further developments of the method according to the invention.

[0035] The invention will now be explained in more detail using exemplary embodiments. For this purpose, we will show... Figure 1 shows a schematic sketch of a level crossing and an embodiment of the device according to the invention, Figure 2 shows a schematic diagram of a signal profile resulting in a first situation for a first radio module as a function of time according to an embodiment of the method according to the invention, Figure 3 shows a schematic diagram of a signal profile resulting in a second situation for the first radio module as a function of time according to the embodiment of the method according to the invention, Figure 4 shows a schematic diagram of a signal profile resulting in a second situation for a second radio module as a function of time according to the embodiment of the method according to the invention, and Figure 5 shows a schematic sketch in the form of a sequence diagram of the process steps taking place within the framework of a further embodiment of the method according to the invention.

[0036] For the sake of clarity, the same reference symbols are used in the figures for identical or similarly functioning components.

[0037] Figure 1Figure 1 shows a schematic sketch of a level crossing and an embodiment of the device according to the invention. The sketch shows a level crossing 1 with a track 10 and barriers 20 and 21 in a top view. The level crossing 1 divides a road into a first road section (shown above the level crossing 1) and a second road section (shown below the level crossing 1). Due to the existing intersection between track 10 and the road in the area of ​​the level crossing 1, a danger zone 30 is formed in the area between barriers 20 and 21. For the safe operation of the associated railway system and to prevent hazards to road users, it is essential to ensure that no persons or objects are present in the danger zone 30 when barriers 20 and 21 are closed, and especially when a train is passing through.

[0038] To enable monitoring of the danger zone 30 of the level crossing 10, a device 40 is provided. The device 40 comprises a first radio module 41a and a second radio module 41b. The first radio module 41a is arranged and configured such that it transmits first radio signals 42a into a first detection area 43a that at least partially encompasses the first road section. Similarly, the second radio module 41b is arranged and configured such that it transmits second radio signals 42b into a second detection area 43b that at least partially encompasses the second road section. The detection areas 43a and 43b can also be referred to as "approach and retreat zones."In the exemplary embodiment, it is assumed that the radio modules 41a and 41b are each arranged at the level of the barriers 20, 21 and are directed towards the approach and retreat areas (and not towards the area between the barriers 20, 21, i.e. the danger zone 30).

[0039] The radio modules 41a and 41b are both designed for transmitting and receiving radio signals. In the described embodiment, it is assumed that the radio modules 41a and 41b are WLAN modules, i.e., specifically radio modules that transmit and receive radio signals according to the IEEE 802.11 communication standard. Furthermore, in the described embodiment, it is assumed that the radio modules 41a and 41b are also used for Car2X communication. This means that communication with motor vehicles located in the vicinity of level crossing 1 and / or with rail vehicles approaching level crossing 1 also takes place via the radio modules 41a and 41b.

[0040] The device 40 for monitoring the danger zone 30 of level crossing 1 also includes an evaluation unit 45, which is connected to the radio modules 41a and 41b via communication links 46 and 47. These communication links 46 and 47 can be either wireless or wired. The received signals from the radio modules 41a and 41b are forwarded to the evaluation unit 45 and processed there. The evaluation unit 45 comprises both hardware components, such as at least one processor and a memory device, and software components, such as corresponding programs and analysis routines. The evaluation unit 45 can be a standalone component, located either within the area of ​​level crossing 1 or at a distance from it.Furthermore, the evaluation unit 45 can also be implemented as part of a level crossing control system or as part of the radio modules 41a, 41b, or a control unit associated with them. It is also possible for the evaluation unit 45 to be formed as a distributed system by several (of the aforementioned) components, which may also be located remotely from one another.

[0041] The in Figure 1The depicted arrangement or device 40 for monitoring the danger zone 30 of the level crossing 1, which divides the road into the first and second road sections, can now be operated such that the first radio module 41a transmits initial radio signals 42a into the first detection area 43a, which encompasses at least part of the first road section. Similarly, the second radio module 41b transmits second radio signals 42b into the second detection area 43b, which encompasses at least part of the second road section. The monitoring of the danger zone 30 is thus carried out indirectly by means of an evaluation based on both the first and second transmitted radio signals 42a, and relating to the detection areas 43a and 43b.As previously explained, radio signals are preferably received by means of both the first radio module 41a and the second radio module 41b. This enables the danger zone 30 to be monitored indirectly by means of an evaluation based on the received radio signals and related to the detection areas 43a and 43b. Preferably, the evaluation by the first radio module 41a considers only the first radio signals 42a, and the evaluation by the second radio module 41b considers only the second radio signals 42b.

[0042] The evaluation can be carried out by the evaluation unit 45 taking into account the reception power of the radio signals received by the respective radio module 41a, 41b and / or taking into account the respective transit time of the radio signals received by the respective radio module 41a, 41b.

[0043] In the described embodiment, it is assumed that an object approaches the level crossing 1 in a direction of movement 50 and has reached the first detection zone 43a. In this case, the object is detected in detection zone 43a during the evaluation. The detection can refer solely to the presence of the object and also to the type of object (motor vehicle, pedestrian, etc.). In addition to object detection, the object's direction of movement can also be detected or determined, if applicable. In particular, if the level crossing 1 is a call-activated crossing, the barriers 20, 21 of the level crossing 1 can be opened upon object detection.This requires either communication with a signal box or a connection to trackside sensors, such as radio feedback sensors or wheel sensors, which may report an approach of a train to level crossing 1 and thus prevent the barriers 20, 21 from being opened at an inopportune time.

[0044] Preferably, during the subsequent evaluation by the evaluation unit 50, it is recognized that the object has moved from the first detection area 43a into the danger zone 30. This can occur, possibly taking into account a detected direction of movement, for example, by recognizing that the object has left the first detection area 43a again. In the further course of the process, the object can then be detected in the other, i.e., the second, detection area 43b during the evaluation. Either already in this situation, or when the object has also left the second detection area 43b, following the road, the evaluation unit 45 can recognize that the object has left the danger zone 30 again.Subsequently, the evaluation unit 45 can initiate the closure of barriers 20 and 21 at level crossing 1, thereby returning it to its initial state. The evaluation unit 45 can also take into account additional environmental information and / or information about the typical operating procedures for level crossing 1 during the evaluation process.

[0045] Figure 2Figure 1 shows a schematic diagram of a signal profile resulting as a function of time for a first radio module in a first situation according to an embodiment of the method according to the invention. The diagram depicts the received power P1 of the first radio module 41a as a function of time t. The level crossing 1 is in a basic state such that the two detection areas 43a and 43b are unoccupied and the surroundings are otherwise normal. In this basic state, the first radio module 41a receives reflected signals of the first radio signals 42a, which result in a constant basic received power A for the first radio module 41a. Similarly, it is assumed that the second radio module 41b has a basic received power B, which, depending on the circumstances, may be identical to or different from the basic received power A of the first radio module 41a.

[0046] If deviations from the respective baseline state occur during the operation of level crossing 1, these can be detected by evaluating the respective reception performance of the radio modules 41a and 41b, and conclusions can be drawn from this about the state of the danger zone 30 of level crossing 1. This will be illustrated below using the following example: Figures 3 and 4 will be explained.

[0047] Figure 3 Figure 1 shows a schematic diagram of a signal profile resulting in a second situation for the first radio module 41a as a function of time t, according to the embodiment of the method according to the invention. The diagram depicts a state of the level crossing 1 in which an object is located, as shown in the diagram. Figure 1The object approaches the level crossing from the side of the first detection area 43a and then leaves it again via the second detection area 43b. In this situation, or rather during this sequence, it can be seen that the received power P1 of the first radio module 41a initially increases significantly due to the object entering the first detection area 43a and the associated reflection of the radio signals 42a. Subsequently, the received power P1 decreases again until the value A of the basic received power of the first radio module 41a is reached again.

[0048] It should be emphasized at this point that the representations of the Figures 3 and 4These are merely examples of curve progressions. This means that in practice, depending on the specific circumstances, significantly different curve progressions may occur.

[0049] Figure 4 Figure 1 shows a schematic diagram of a signal waveform resulting as a function of time for a second radio module in the second situation according to the exemplary embodiment of the method according to the invention. The diagram is shown in Figure 2. Figure 4 Thus, the respective reception power P2 of the second radio module 41b as a function of time t. It is evident here that, compared to the representation of the Figure 3This essentially results in a mirror-image curve such that the received power P2 of the second radio module 41b reaches its maximum when the object in question is located in the second detection area 43b and thus causes particularly pronounced reflections of the second radio signals 42b. The respective reflected signals depend in particular on the size and nature of the object. By means of appropriate encoding, for example by a corresponding identifier in a header of the transmitted radio signals 42a, 42b, the radio modules 41a, 41b can each recognize or distinguish the first radio signals 42a and the second radio signals 42b, so that during evaluation by the evaluation unit 45 preferably only the radio signals 42a, 42b transmitted by the respective radio module 41a, 41b itself or the received radio signals based thereon are taken into account.

[0050] Figure 5 Figure 1 shows, in a schematic sketch in the form of a sequence diagram, the process steps occurring within the framework of a further embodiment of the method according to the invention. This is related to Figure 5 The illustrated embodiment of the method according to the invention relates to the case of a level crossing with a call-activated barrier. Within the sequence diagram, a road user 100, a first radio module 110, a level crossing safety system 120, and a second radio module 130 are indicated.

[0051] With regard to the level crossing safety system 120, it should be noted at this point that this includes the evaluation unit 45 according to the exemplary embodiment of the Figure 1 encompass or correspond to it. In this context, it should be noted that even in the embodiment according to Figure 1at least parts of the evaluation or detection can be carried out by the respective radio module 41a, 41b itself, in which case corresponding information is transmitted to the evaluation unit 45 and taken into account by it in the further evaluation.

[0052] According to the exemplary embodiment of the Figure 5 In a first step S1, the road user 100 approaches the level crossing. In a second step S2, the road user reaches the first detection area of ​​the first radio module 110, whereupon, based on reflected first radio signals, the first radio module 110 or an evaluation unit connected to the first radio module 110 detects the road user or its presence in the first detection area in a third step S3.

[0053] Upon detection of the object in the form of the road user 100, the first radio module 110 initiates the opening of the barrier(s) of the level crossing. In the described embodiment, this occurs in step S4 by sending a corresponding message to the level crossing protection system 120. This system checks or ensures that no train is currently approaching the level crossing and then opens the barrier(s) in step S5.

[0054] In step S6, road user 100 crosses the level crossing, and the crossing process is observed in step S7 by evaluating the first radio signals from the first radio module 110. In a subsequent step S8, road user 100 reaches a second detection area assigned to the second radio module 130, which then recognizes the object in the form of road user 100 in step S9. The further crossing process is observed in step S10 based on an evaluation of the second radio signals from the second radio module 130 and the received signals generated by them.Once it is determined that the road user 100 has left the second detection area or at least the danger zone, the second radio module 130 initiates or requests the closure of the level crossing barrier(s) in step S11. This closure is subsequently carried out by the level crossing safety system 120 in step S12.

[0055] It should be noted that the individual functions relating to the evaluation of the respective radio signals and the detection of objects can, of course, be distributed differently across the components involved. Regardless of this, the following is illustrated based on the embodiment described in the example above. Figure 5The described process clearly demonstrates that the described procedure enables the automation of the operation of level crossings with call-activated barriers and, if necessary, allows such level crossings to operate autonomously without necessarily requiring an interface to a signal box. This can result in significant advantages in practice regarding the cost-effectiveness of such level crossings.

[0056] As explained above, the described embodiments of the method and device according to the invention offer the particular advantage of enabling cost-effective and low-effort indirect monitoring of the danger zone at level crossings. This monitoring can be carried out, in particular, using commercially available COTS (commercial off-the-shelf) communication technology, which is becoming increasingly affordable. An example of this is the use of radio modules in the automotive and road traffic technology, such as WLAN modules used in the 5.9 GHz frequency range for Car2X communication. If necessary, this can also be combined or sequenced with other danger zone clearance systems.

[0057] Furthermore, particularly in the case of level crossings with call-activated barriers, it is possible to support the train operator with an automatic (potentially non-safety-relevant or not reliably implemented) danger zone clearance notification and / or to implement a fully automated and autonomous operating mode. Depending on the specific circumstances and implementation, this can result in a potentially significant increase in safety.

Claims

1. Method for monitoring a hazard zone (30) of a level crossing (1), which divides a roadway into a first roadway section and a second roadway section, wherein - by means of a first radio module (41a), which is designed for radio-based communication by way of a corresponding transmission of data by means of radio signals, first radio signals (42a) are emitted into a first identification region (43a) comprising at least one part of the first roadway section, - by means of a second radio module (41b), which is designed for radio-based communication by way of a corresponding transmission of data by means of radio signals, second radio signals (42b) are emitted into a second identification region (43b) comprising at least one part of the second roadway section and - the first radio module and the second radio module are each embodied to receive reflected signals of the first radio signals and / or reflected signals of the second radio signals, and - the hazard zone (30) is monitored indirectly using an analysis of the received reflected radio signals relating to the identification regions (43a, 43b), which is based on both the first emitted radio signals (41a) and on the second emitted radio signals (41b) taking into account a received power (P1, P2) of the radio signals received by the respective radio module (41a, 41b).

2. Method according to claim 1, wherein - in each case the radio signals are also received by means of the first radio module (41a) and the second radio module (41b) and - the hazard zone (30) is monitored indirectly using an analysis relating to the identification regions (43a, 43b), which is based on the received reflected radio signals.

3. Method according to claim 2, wherein during the course of the analysis, the first radio module (41a) exclusively takes into account the first radio signals (42a) and the second radio module (41b) exclusively takes into account the second radio signals (42b).

4. Method according to one of claims 2 to 3, wherein the analysis is performed taking into account a running time of the reflected radio signals received by the respective radio module (41a, 41b).

5. Method according to one of the preceding claims, wherein during the course of the analysis, an object is identified in one of the identification regions (e.g. 43a).

6. Method according to claim 5, wherein following the identification of the object, the opening of at least one barrier (20, 21) of the level crossing (1) is initiated.

7. Method according to claim 5 or 6, wherein during the course of the analysis, it is identified that the object has moved out of the one of the identification regions (43a) into the hazard zone (30).

8. Method according to one of claims 5 to 7, wherein during the course of the analysis, the object is subsequently identified in the other one of the identification regions (43b).

9. Method according to claim 7 or 8, wherein during the course of the analysis, it is identified that the object has left the hazard zone (30) again.

10. Method according to claim 9, wherein following the identification that the hazard zone (30) has been left, the closure of the at least one barrier (20, 21) of the level crossing (1) is initiated.

11. Method according to one of the preceding claims, wherein the first radio signals (42a) and the second radio signals (42a) are in each case emitted by means of a first radio module (41a) and by means of a second radio module (41b) in the form of a WLAN module.

12. Method according to one of the preceding claims, wherein the first radio module (41a) and / or the second radio module (41b) are additionally also used for Car2X communication.

13. Method according to one of the preceding claims, wherein during the course of the analysis, environmental information and / or information on an operating sequence customary for the level crossing (1) is taken into account.

14. Device (40) for monitoring a hazard zone (30) of a level crossing (1), which divides a roadway into a first roadway section and a second roadway section, comprising - a first radio module (41a), which is designed for radio-based communication by way of a corresponding transmission of data by means of radio signals, for emitting first radio signals (42a) into a first identification region (43a) at least partially comprising the first roadway section, - a second radio module (41b), which is designed for radio-based communication by way of a corresponding transmission of data by means of radio signals, for emitting second radio signals (42b) into a second identification region (43b) at least partially comprising the second roadway section - wherein the first radio module and the second radio module are each embodied to receive reflected signals of the first radio signals and / or reflected signals of the second radio signals, and - an analysis facility (45) for the indirect monitoring of the hazard zone (30) using an analysis relating to the identification regions (43a, 43b) which is based on both the first emitted radio signals (42a) and the second emitted radio signals (42b) by taking into account a received power (P1, P2) of the reflected signals received by the respective radio module (41a, 41b).

15. Device (40) according to claim 14, wherein the device (40) is configured to carry out the method according to one of claims 2 to 13.