DETERMINATION OF THE MOVEMENT OF A RAIL VEHICLE

Description

[0001] The invention particularly relates to a method for detecting the movement of a rail vehicle, in particular a freight or passenger train, in the warning zone of a level crossing, according to the preamble of claim 1.

[0002] Where rails and roads intersect, safety measures are in place to prevent serious accidents. These typically include traffic lights and, frequently, barriers that lower when a train passes. These barriers receive the signal to lower either from a railway employee or from a sensor that detects a train.

[0003] Various types of sensors are capable of detecting a train and emitting a corresponding signal. To achieve the shortest possible closing times for level crossings, the so-called axle counter has become established (see DE 26 43 425 B1).

[0004] The area around a level crossing is usually divided into different zones. A train, regardless of direction of travel, comes from the so-called safe zone and enters the so-called warning zone. Upon reaching the warning zone, the level crossing receives a signal and closes the barrier. At the transition point between the safe zone and the warning zone, a sensor records the train's axle pattern and the number of axles. The train passes through the warning zone, at the end of which is the so-called protection zone. The protection zone is located just before and just after the intersection point between the track and road, the actual level crossing. After crossing the intersection point or the actual level crossing, the train passes from the protection zone into the adjoining warning zone. The further safe zone adjoins the further warning zone.At the transition between the further or second warning zone and the further or second safe zone, a second sensor also detects the axle pattern as the train exits the safe zone. When the last axle of the train crosses the second sensor, the level crossing is cleared and the barrier opens.

[0005] This well-known system can determine the times for opening and closing the level crossing with sufficient precision to disrupt traffic flow for as short a time as possible.

[0006] EP 3 275 764 A1 discloses a train control system for monitoring at least one partial rail network and rail-bound vehicles as well as for monitoring and controlling at least two switchable track elements, in particular switches, of the partial rail network.

[0007] KR 100 661 264 B1 discloses a level crossing having a thermal imaging camera to detect objects crossing the level crossing.

[0008] However, there are special cases due to structural and operational reasons in which the known system does not function optimally, in particular when loading and unloading of a train or its wagons is required on a factory site.

[0009] In such exceptional cases, the train stops within the warning zone of the level crossing, and in some cases the wagons are uncoupled, shunted, or parked for waiting. Currently, these crossings are navigated by forklift drivers and other plant employees using visual inspection.

[0010] Autonomous vehicles that cannot operate by sight cannot be used at such level crossings. If the existing system with axle counters were used, the closing times would be very long because the barrier does not reopen once the train is in the warning zone. The barrier only reopens when the train leaves the warning zone.

[0011] Therefore, there is a need for an improved, especially more flexible, method for securing a level crossing

[0012] The object of the invention is in particular to provide a method in which the road of a level crossing is only secured for a short time when it is really necessary.

[0013] This object is achieved by a method according to the independent patent claim. Advantageous embodiments of the invention are the subject of the dependent patent claims.

[0014] The invention is based on a method for detecting the movement of a rail vehicle, in particular a freight or passenger train, in the warning zone of a level crossing.

[0015] According to the invention, the following steps are provided: the temperature in the warning zone of the level crossing or in a sub-area of ​​the warning zone is determined at a first point in time, the temperature in the warning zone of the level crossing or in a sub-area of ​​the warning zone is determined at a later second point in time, the temperature at the first point in time is compared with the temperature at the second point in time, if the comparison shows that the temperature at the later second point in time is higher than at the first point in time, a warning signal is issued by a level crossing safety device, and the level crossing safety device causes the level crossing to be closed by means of a blocking notice and / or a physical barrier

[0016] The method according to the invention enables shorter closing times, especially in cases where a train must stop in the warning zone. The train's departure is reliably detected, not just, for example, its entry into the protection zone. The level crossing barriers are closed only when absolutely necessary, and even early enough. A significantly higher traffic flow across the road at the level crossing is achieved.

[0017] According to the method according to the invention, the determination of the temperature at the first time is carried out only after a predetermined first period of time after the rail vehicle has entered the warning zone.

[0018] This ensures that the method according to the invention is only used when it is really necessary, namely when the train stays in the warning zone for a longer period.

[0019] In one embodiment of the method according to the invention, it is provided that the level crossing safety device causes the closure of the level crossing to be lifted if the rail vehicle remains in the warning zone for longer than a predetermined second period of time after entering the warning zone.

[0020] This measure makes it possible to quickly reopen the level crossing if it becomes apparent that the train will be staying in the warning zone for a longer period of time.

[0021] According to one embodiment of the method according to the invention, the level crossing safety device receives the number of axles of the rail vehicle determined by a first axle counter upon entering the warning zone. The level crossing safety device receives the number of axles of the rail vehicle determined by a second axle counter upon exiting the warning zone, and the level crossing safety device compares the number of axles determined by the first and second axle counters. The level crossing safety device stores the number of axles determined by the second axle counter if the second number of axles differs from the first number of axles.

[0022] This inventive measure allows it to detect that the train's axle count has changed, especially if one or more wagons have been coupled and / or uncoupled in the warning zone. This can prevent false alarms caused by different axle counts when entering and exiting.

[0023] According to a preferred embodiment of the method according to the invention, it is provided that the determination of the first and the second temperature is carried out by one or more heat or temperature detection devices which are arranged along the warning zone of the level crossing, preferably stationary.

[0024] These measures enable a largely seamless recording of the departure of a train in the warning zone.

[0025] In one embodiment of the method according to the invention, it is provided that the comparison of the temperature at the first time with the temperature at the second time is carried out on the basis of the temperature measurement by the same heat detection device.

[0026] This avoids measurement errors caused by measurements taken at different locations. However, it may be useful to transmit measured values ​​from one heat detection device to the next heat detection device or to one or more additional heat detection devices.

[0027] According to a preferred embodiment of the method according to the invention, it is provided that the at least one heat detection device or at least one temperature measuring device is formed by a thermal imaging camera and / or an infrared sensor.

[0028] By using a thermal imaging camera as a heat detection device, the reliability of the method according to the invention for detecting a departing train is further increased.

[0029] According to a preferred embodiment of the method according to the invention, it is provided that the exhaust gas temperature of the rail vehicle is measured at the first and second times for the temperature comparison, in particular for a diesel locomotive.

[0030] This measure according to the invention is also suitable for significantly further increasing the reliability of the method according to the invention for detecting a departing train.

[0031] According to a preferred embodiment of the method according to the invention, it is provided that the method comprises transmitting the number of axles held to a further track section.

[0032] This has the advantage that additional track sections can be informed about the length of the train or rail vehicle, so that these additional track sections, such as another level crossing or a factory exit, can be informed about the train length and thus about the closure duration.

[0033] The invention further proposes a level crossing safety device for detecting the movement of a rail vehicle in the warning zone of a level crossing. The level crossing safety device is advantageously characterized by the implementation of a method according to the invention.

[0034] Furthermore, the invention proposes a level crossing with a level crossing safety device for detecting the movement of a rail vehicle in the warning zone of a level crossing. The level crossing is also advantageously characterized by the implementation of a method according to the invention.

[0035] Finally, the invention proposes a computer program product for controlling at least one processor which causes at least one step of a method according to the invention to be carried out.

[0036] The invention will be explained in more detail below with reference to the figures, in which: Fig. 1 a schematic representation of a proposed method according to an exemplary embodiment of the invention; Fig. 2 a schematic representation of a proposed method according to a further exemplary embodiment of the invention; Fig. 3 a schematic representation of a proposed method according to a further exemplary embodiment of the invention; Fig. 4 a schematic representation of a proposed device according to a further exemplary embodiment of the invention; and Fig. 5 a schematic representation of a proposed level crossing according to a further exemplary embodiment of the invention.

[0037] Fig. 1 shows a schematic representation of a proposed method according to an exemplary embodiment of the invention.

[0038] This shows Fig. 1 a schematic representation of a method for detecting a movement of a rail vehicle, in particular a freight or passenger train, in a warning zone 120 of a level crossing 100, characterized in that the method comprises: determining 10 a first temperature 210 in the warning zone 120 of the level crossing 100 or in a partial area of ​​the warning zone 120 at a first second point. determining 20 a second temperature 220 in the warning zone 120 of the level crossing 100 or in a partial area of ​​the warning zone 120 at a second second point. The first point in time lies before the second point in time. comparing 30 the first temperature 210 with the second temperature 220. If the comparison shows that the second temperature 220 is higher than the first temperature 210, the method comprises issuing 35 a warning signal 160 and initiating 37 a closure of the level crossing 100.

[0039] For example, the determination of the first temperature 210 at the first time may only be carried out after a predetermined first period of time after the rail vehicle has entered the warning zone 120.

[0040] This can have the advantage of increasing the relevance of the measurement results. This can also lead to increased reliability of the process or the level crossing safety device.

[0041] Fig. 2 shows a schematic representation of a proposed method according to a further exemplary embodiment of the invention.

[0042] This shows Fig. 2 a schematic representation of the method, the method further comprising: initiating 40 a lifting of the closure of the level crossing 100 if the rail vehicle remains in the warning zone 120 for longer than a predetermined second period of time after entering the warning zone 120.

[0043] Fig. 3 shows a schematic representation of a proposed method according to a further exemplary embodiment of the invention.

[0044] This shows Fig. 3 a schematic representation of the method, the method further comprising: determining 50 a first axle number 230 when the rail vehicle enters the warning zone 120. determining 60 a second axle number 240 when the rail vehicle exits the warning zone 120. comparing 70 the first with the second axle number 230, 240. And if the second axle number 240 deviates from the first axle number 230: maintaining 75 the second axle number 240. And if the second axle number 240 does not deviate from the first axle number 230: maintaining 77 the first axle number 230.

[0045] For example, the initiation 37 of the closure of the level crossing 100 and / or a duration of the predetermined second period can be based on the number of axles 230, 240 provided.

[0046] This can have the advantage that the closure of level crossing 100 can be carried out more effectively, thus allowing the duration of the closure to be chosen more appropriately.

[0047] The Figuren 1 bis 3 The following examples are common.

[0048] For example, the determination of the first and second temperatures 210, 220 can be carried out by one or more heat or temperature detection devices that are arranged along the warning zone 120 of the level crossing 100, preferably stationary.

[0049] This can have the advantage of allowing the use of temperature measurement devices specifically designed for such measurements. This can reduce costs. Furthermore, it can also increase the reliability of the process or the level crossing safety device.

[0050] For example, the comparison 30 of the temperature 210 at the first time with the temperature 220 at the second time may be made based on the temperature measurement by the same heat sensing device.

[0051] This can have the advantage of further increasing the reliability of the process or the level crossing safety device. For example, error tolerances in temperature measurement can be minimized or even eliminated.

[0052] For example, the at least one heat detection device or at least one temperature measuring device can be formed by a thermal imaging camera and / or an infrared sensor.

[0053] This can have the advantage of allowing the use of common temperature detection devices. This can reduce costs. Furthermore, it can also increase the reliability of the process or the level crossing safety device.

[0054] For example, the exhaust gas temperature of the rail vehicle can be measured for the temperature comparison 30 at the first and second times, wherein the rail vehicle in particular comprises a diesel locomotive.

[0055] In the case of a diesel locomotive, the second temperature can be indicative of an imminent start of the rail vehicle. In this case, it can be assumed that the rail vehicle will soon – or within a predetermined period of time – start moving and leave the warning zone.

[0056] This can have the advantage of increasing the reliability of the process or the level crossing safety device.

[0057] For example, the warning signal can be issued 35 and the level crossing 100 can be closed 37 if the comparison 30 shows that the second temperature 220 is higher than the first temperature 210 by a threshold value. Such a threshold value can have the advantage that small temperature deviations that are not indicative of an impending approach of the rail vehicle can be neglected, thus further increasing the reliability of the level crossing closure. The threshold value can be predetermined. Furthermore, the threshold value can also be individually dependent on the rail vehicle. For example, the threshold value can depend on the type of locomotive of the rail vehicle.

[0058] For example, the closure of the level crossing 100 can be initiated physically and / or virtually.

[0059] A physical closure of the level crossing 100 can have the advantage that a safe closure of the level crossing can be carried out.

[0060] A virtual closure of the level crossing 100 can have the advantage that the closure can be carried out cost-effectively by the virtual

[0061] For example, the closure can be sent as closure information to the system-specific devices of autonomous vehicles. This avoids the costs of a physical closure. This can be done without significantly negatively impacting the reliability of the level crossing barrier.

[0062] If both types of barriers are used in parallel, the reliability of the level crossing barrier can be further increased. This can be achieved, for example, by providing redundancy for the barrier at level crossing 100.

[0063] For example, the closure of the level crossing 100 can be initiated 37 by means of a light signal, a level crossing barrier and / or a closure message to a motor vehicle located in the vicinity of the level crossing 100.

[0064] The blocking information can thus be sent to a motor vehicle or a computer device of the motor vehicle. This can be done, for example, via wireless communication, such as UMTS, WLAN, 4G, 5G, MANET, VANET, Car2X, and the like.

[0065] Closing the level crossing 100 using traffic lights or barriers can have the advantage that common devices can be used to close the level crossing 100. This can reduce costs. Furthermore, it can also increase the reliability of the process or the level crossing safety device.

[0066] The blocking of the level crossing 100 by means of a blocking information can have the advantage that autonomously driving motor vehicles can be controlled effectively and safely without the need for a more costly physical level crossing.

[0067] Fig. 4 shows a schematic representation of a proposed device according to a further exemplary embodiment of the invention.

[0068] This shows Fig. 4 a schematic representation of a level crossing safety device for detecting a movement of a rail vehicle in a warning zone 120 of a level crossing 100. The level crossing safety device is designed to carry out a method according to the invention.

[0069] In Fig. 4a The level crossing safety device 200 has only the heat or temperature detection device(s) for measuring the first temperature 210 and the second temperature 200. One or more temperature detection devices can be used to measure the two temperatures.

[0070] In Fig. 4b The level crossing safety device 200, on the other hand, has both the heat or temperature detection device(s) for measuring the first temperature 210 and the second temperature 200, as well as the device(s) for measuring the first number of axes 230 and the second number of axes (240). One or more axle number detection devices can be used to measure the two numbers of axes.

[0071] Fig. 5 shows a schematic representation of a proposed level crossing according to a further exemplary embodiment of the invention.

[0072] This shows Fig. 5 a schematic representation of a level crossing with a level crossing safety device for detecting a movement of a rail vehicle in a warning zone 120 of a level crossing 100. The level crossing is designed to carry out a method according to the invention. Reference symbol

[0073] .10 Determining the first temperature 20 Determining the second temperature 30 Comparing the first temperature with the second temperature 35 Issuing the warning signal 37 Initiating the closure of the level crossing 40 Initiating the lifting of the closure of the level crossing 50 Determining the first number of axles of the rail vehicle 60 Determining the second number of axles of the rail vehicle 70 Comparing the first number of axles with the second number of axles 75 Maintaining the first number of axles 77 Maintaining the second number of axles 100 Level crossing 110 Safe zone 120 Warning zone 130 Protection zone 160 Warning signal 200 Level crossing safety device 210 First temperature 220 Second temperature 230 First number of axles 240 Second number of axles

Claims

1. Method for detecting a movement of a rail vehicle, in particular a freight or passenger train, in a warning zone (120) of a level crossing (100), characterized in that the method comprises: - determining (10) a first temperature (210) in the warning zone (120) of the level crossing (100) or in a section of the warning zone (120) at a first time, - wherein the determination of the first temperature (210) at the first time is performed only after a predetermined first time period after the entry of the rail vehicle into the warning zone (120), - determining (20) a second temperature (220) in the warning zone (120) of the level crossing (100) or in a section of the warning zone (120) at a second time, wherein the first time is chronologically before the second time, - comparing (30) the first temperature (210) with the second temperature (220), and - if the comparison shows that the second temperature (220) is higher than the first temperature (210), the method furthermore comprises: - outputting (35) a warning signal (160), and - initiating (37) a block of the level crossing (100).

2. Method for detecting the movement of a rail vehicle in the warning zone (120) of a level crossing (100) according to Claim 1 or 2, characterized in that the method furthermore comprises: - initiating (40) a cancellation of the block of the level crossing (100) if the rail vehicle stays in the warning zone (120) longer than a predetermined second time period after its entry into the warning zone (120).

3. Method for detecting the movement of a rail vehicle in the warning zone (120) of a level crossing (100) according to any of Claims 1 to 3, characterized in that the method furthermore comprises: - ascertaining (50) a first number of axles (230) during an entry of the rail vehicle into the warning zone (120), - ascertaining (60) a second number of axles (240) during an exit of the rail vehicle from the warning zone (120), and - comparing (70) the first and second numbers of axles (230, 240) with one another, and - if the second number of axles (240) differs from the first number of axles (230): - storing (75) the second number of axles (240), otherwise: - storing (77) the first number of axles (230).

4. Method for detecting the movement of a rail vehicle in the warning zone (120) of a level crossing (100) according to Claim 4, characterized in that initiating (37) the block of the level crossing (100) and / or a temporal duration of the predetermined second time period is implemented based on the stored number of axles (230, 240) .

5. Method for detecting the movement of a rail vehicle in the warning zone (120) of a level crossing (100) according to any of the preceding claims, characterized in that the determination of the first and second temperatures (210, 220) is performed by one or more heat or temperature sensing devices which are arranged, preferably in a stationary manner, along the warning zone (120) of the level crossing (100).

6. Method for detecting the movement of a rail vehicle in the warning zone (120) of a level crossing (100) according to any of the preceding claims, characterized in that the comparison (30) of the temperature (210) at the first time with the temperature (220) at the second time is performed on the basis of the temperature measurement by the same heat sensing device.

7. Method for detecting the movement of a rail vehicle in the warning zone (120) of a level crossing (100) according to any of the preceding claims, characterized in that the at least one heat sensing device or at least one temperature measuring device is formed by a thermal imaging camera and / or an infrared sensor.

8. Method for detecting the movement of a rail vehicle in the warning zone (120) of a level crossing (100) according to any of the preceding claims, characterized in that, at the first and second times, the exhaust gas temperature of the rail vehicle is measured for the temperature comparison (30), wherein the rail vehicle in particular comprises a diesel locomotive.

9. Method for detecting the movement of a rail vehicle in the warning zone (120) of a level crossing (100) according to any of the preceding claims, characterized in that outputting (35) the warning signal and initiating (37) the block of the level crossing (100) take place if the comparison (30) shows that the second temperature (220) is higher than the first temperature (210) by a threshold value.

10. Method for detecting the movement of a rail vehicle in the warning zone (120) of a level crossing (100) according to any of the preceding claims, characterized in that initiating (37) the block of the level crossing (100) takes place physically and / or virtually.

11. Method for detecting the movement of a rail vehicle in the warning zone (120) of a level crossing (100) according to any of the preceding claims, characterized in that initiating (37) the block of the level crossing (100) is effected by means of a light signal, a rail barrier and / or an item of blocking information to a motor vehicle located in the vicinity of the level crossing (100) .

12. Level crossing safety device (200) for detecting a movement of a rail vehicle in a warning zone (120) of a level crossing (100), characterized in that the level crossing safety device (200) is designed for carrying out a method according to any of the preceding claims.

13. Level crossing (100) having a level crossing safety device (200) for detecting a movement of a rail vehicle in a warning zone (120) of a level crossing (100), characterized in that the level crossing safety device (200) is designed for carrying out a method according to any of the preceding Claims 1 to 11.

14. Computer program product for controlling at least one processor which causes the execution of a method according to any of the preceding Claims 1 to 11.