METHOD FOR MONITORING TRACK WORK AND WARNING DEVICE FOR THIS METHOD

Description

[0001] The invention relates to a method for monitoring track work, in which a track system on which track work is being carried out is monitored for hazards caused by train traffic; as soon as an impending hazard is detected, a computer-aided warning signal is transmitted to a warning device which is designed to be carried by a track worker.

[0002] Furthermore, the invention relates to a warning device for track work. Finally, the invention relates to a computer program product and a provision device for this computer program product, wherein the computer program product is equipped with program instructions for carrying out the method according to the invention.

[0003] Railway infrastructure requires regular maintenance. The work to be performed ranges from pure construction work (such as ballast tamping, rail grinding / replacement, etc.) to inspection work on signaling and safety equipment (such as calibration of axle counting sensors, replacement of electronic components, etc.). However, these activities require maintenance and service personnel to work on the track. Train operations may continue, for example, on an adjacent track. The work is usually carried out in groups, called "gangs." Working on the track is very dangerous. Despite the use of safety equipment, accidents, some of which are fatal, occur again and again.

[0004] Currently, construction site personnel (the "gang") are warned of the approach of a train by a so-called "gang warning system." The approach of a train, for example, activates the corresponding signal lights and audible alarms through wheel contact on the track bed. Construction site personnel must act according to the signals specified in the railway signaling regulations, e.g., clear the track.

[0005] There are various acoustic warning signals for gangs with different meanings, e.g., a long, continuous tone ("Caution! Vehicles are approaching on the adjacent track"), two long tones in succession at different pitches ("Clear the work tracks!"), or at least five times two short tones at different pitches in quick succession ("Clear the work tracks as quickly as possible!"). Personal devices are also used, i.e., warning devices worn on the body and designed for a track worker to carry with them.

[0006] From the document DE 10 2008 020 700 A1 an optical gang warning system with a large number of optical warning indicators is known.

[0007] The object of the invention is to provide a method and a device for monitoring track work, which, on the one hand, can reliably warn endangered track workers and, on the other hand, can depict the impending danger as precisely as possible. Furthermore, the object of the invention is to provide a computer program product and a device for providing this computer program product, with which the aforementioned method can be carried out.

[0008] This object is achieved according to the invention in the method specified at the outset in that the warning device is designed with a head-up display, the warning signal consists of a marking emitted by the head-up display in the field of vision of the track worker, the marking indicating the area of ​​the track system for which the impending hazard has been identified.

[0009] The basic idea is to give construction site personnel the opportunity to receive, in addition to the acoustic signals of the gang warning system, visual indications that mark the endangered area directly in their field of vision, thus increasing personnel safety. Construction site personnel are given goggles in which the areas where there is a risk to life and limb are highlighted, for example, in color. The marked areas of the goggles, combined with the reality normally perceived through the goggles, provide a clear picture of where danger is imminent.

[0010] To implement this protection, which can also be implemented in parallel with existing warning systems, a processing unit in the goggles receives the necessary information, for example, about track occupancy, their integration into driving or shunting routes, the geographical route atlas, and, if applicable, the train position. This data can be received directly from a signal box (e.g., RBC, i.e., Radio Block Center) via radio, UMTS, or WLAN.

[0011] This innovative approach to providing optical support for track workers to identify critical track areas can significantly improve safety. The ability to provide various communication connections between the storage location of the track occupancy information and the processing unit of the glasses (Wi-Fi, radio, UMTS, etc.) also allows for use not only in signal box areas but also on open track.

[0012] In other words, the task is solved by combining young technologies, i.e. a head-up display, for example in the form of glasses, the recording of the track system as virtual reality (also called virtual reality, hereinafter abbreviated to VR), the creation of an augmented reality (in German also called extended reality, hereinafter abbreviated to AR), expanded to include information about a hazardous situation.

[0013] The generation of an AR within the meaning of the invention occurs when a marker indicating a hazard potential for the respective track worker is superimposed on a previously generated VR of the track system. The track worker's field of vision (depending on their location and viewing direction) is taken into account. The track worker's field of vision always encompasses only a section of the actual track system, which can be computer-aided to coincide with the equivalent section of the VR. In this way, the AR marker is projected precisely at the location on the head-up display where the hazard is to be identified (the VR itself does not need to be displayed).

[0014] The inventive method of displaying a hazard potential in the track worker's field of vision advantageously enables precise localization of the danger point. This advantageously prevents a track worker, warned of an approaching train, from inadvertently moving toward the danger point rather than away from it. Furthermore, such a marking is easy for the track worker to perceive, as it is always within their field of vision.

[0015] This advantageously prevents a warning signal emitted by a warning system located centrally along the track from being overlooked or ignored, for example, due to noise generated during track construction or the presence of other light sources (e.g., welding). Such a warning system can be installed additionally without departing from the scope of the invention.

[0016] During the project planning phase, the track infrastructure and its immediate surroundings are recorded in a point cloud using measurement techniques. Each point in the point cloud is georeferenced. From this point cloud, a georeferenced 3D model can be derived in which objects such as rails, signals, switches, buildings, vegetation, etc., are identified and classified. This creates a digital representation of reality, the VR, in which the relevant railway infrastructure can also be assigned as a function.

[0017] Using virtual reality (VR) technology, a track worker can now move around in such a 3D model using a heads-up display. To enable a view in the 3D model, a georeferenced position and a viewing direction vector based on the georeferenced position are determined.

[0018] Such a 3D model can then be applied to the reality of the track system. The head-up display must provide a georeferenced position and the viewing direction vector (determined, for example, using gyroscope sensors and image recognition). The view from the 3D model can then be digitally overlaid with the real view, and information (e.g., objects from the 3D model on the head-up display) can be displayed. These objects are then visually presented to the wearer of the glasses as if the digital object existed in reality. This is how AR is created.

[0019] In a signaling system for guiding and controlling trains, the states of objects that perform a function are also known. For example, the load on a track because it is already part of a route. A route that has already been set usually results in a train traveling along that route soon. If the information (as AR information) regarding the route load is displayed to the person on the track, this person is warned not only acoustically from a distance, but also visually, selectively for the area where the danger exists.

[0020] In the context of the invention, "computer-aided" or "computer-implemented" can be understood as an implementation of the method in which at least one computer or processor carries out at least one method step of the method.

[0021] The term "computer" or "computer" covers all electronic devices with data processing capabilities. Computers can include, for example, personal computers, servers, handheld computers, mobile devices, and other communication devices that process data in a computerized manner, as well as processors and other electronic devices for data processing, which can preferably also be connected to form a network.

[0022] In the context of the invention, a "processor" can be understood as, for example, a converter, a sensor for generating measurement signals, or an electronic circuit. A processor can be, in particular, a central processing unit (CPU), a microprocessor, a microcontroller, or a digital signal processor, possibly in combination with a memory unit for storing program instructions, etc. A processor can also be understood as a virtualized processor or a soft CPU.

[0023] In the context of the invention, a "storage unit" can be understood as meaning, for example, a computer-readable memory in the form of a random-access memory (RAM) or data storage device (hard disk or data carrier).

[0024] "Interfaces" can be implemented in hardware, for example, via a wired or wireless connection, and / or in software, for example, as interaction between individual program modules or program parts of one or more computer programs.

[0025] "Program modules" are understood to mean individual functional units that enable the program execution according to the invention. These functional units can be implemented in a single computer program or in several communicating computer programs. The interfaces implemented in this way can be implemented in software within a single processor or in hardware if multiple processors are used.

[0026] According to one embodiment of the invention, it is provided that the impending hazard is derived from occupancy information of a track section of the track system on which the track work is carried out and / or of a track section adjacent to the latter track section.

[0027] It is advantageous to use data from automated train operations to obtain occupancy information for track sections. This method is highly reliable, as the occupancy information is determined from tracks with the highest safety standards to prevent collisions between trains. This information is therefore naturally also suitable for ensuring the warning system is supplied with information.

[0028] Obtaining the impending hazard from occupancy information for the track section where track work is being carried out is only suitable for scheduling an initial warning for long track sections, as the train may otherwise already be relatively close to the construction site. Therefore, it is advantageous to use the adjacent track section, as the approach of a train can then be detected even before the relevant section is in use. In this case, the track section where construction work is taking place can be used for a higher-priority warning if the track workers have not yet cleared the construction site (more on this below).

[0029] According to one embodiment of the invention, it is provided that the impending hazard is determined based on a determination of the actual position of rail vehicles approaching the track work.

[0030] This embodiment of the invention has the advantage that the position of approaching trains (the terms "train" and "rail vehicle" are to be understood synonymously within the scope of this invention) can be determined relatively accurately at any time. For example, GPS tracking or an automatic train control system with moving block technology (a cleared track section that moves with the train) can be used. This allows for a more accurate prediction of the train's arrival at the construction site.

[0031] The speed of the approaching train can also be advantageously determined. This speed can be used to determine the time of the train's arrival at the track construction site. Furthermore, the train's speed must be taken into account when assessing the hazard potential. The faster a train passes the construction site, the greater the safety distance track workers must maintain from the track in question during the train's passage.

[0032] According to one embodiment of the invention, the marking consists of a color-related and / or brightness-related highlighting that overlays the area of ​​the track system for which the impending hazard has been identified.

[0033] Such highlighting is advantageously intuitive for track workers and also difficult to miss. Therefore, such highlighting can create a warning signal that advantageously minimizes the likelihood of being overlooked. The marking can also be designed in such a way that it appears at least partially transparent in AR, thus allowing the reality of the track layout to be recognized despite the head-up display's highlighting.

[0034] According to one embodiment of the invention, it is provided that the highlighting indicates a floor area of ​​the track system.

[0035] This is a two-dimensional marking. This has the advantage that the actual image of the track layout is still clearly visible in the head-up display, thus not hindering the track worker's orientation while viewing through the goggles.

[0036] According to one embodiment of the invention, it is provided that the highlighting indicates a volume within the track system.

[0037] A volume highlight has the advantage of being more noticeable when viewed through the head-up display. It also supports an intuitive reaction from track workers who would otherwise move away from such a highlight.

[0038] According to one embodiment of the invention, it is provided that the highlighting can be displayed in a graduated manner depending on the level of danger.

[0039] Gradations of highlighting can be created, for example, through color or brightness, or through a combination of both. Here, too, an intuitive approach is advantageous. For example, it is possible to change the highlighting color from yellow to orange to deep red to represent the increasing hazard potential. Red is a color that people tend to associate with danger.

[0040] Another possibility is to increase the light intensity of the warning signal by highlighting it. This also makes the area to be left increasingly difficult to see. This also intuitively triggers a track worker to move away from that area.

[0041] According to one embodiment of the invention, it is provided that the warning signal additionally includes a warning notice, which is displayed in particular in the head-up display.

[0042] A warning notice, as defined by the invention, is a notice that is not created by highlighting a portion of the VR, but rather generates an additional notice in the AR. This notice can preferably be overlaid. It can consist of a symbol, such as a hazard symbol, or it can also include text, such as a request to clear the danger area.

[0043] It is also possible to generate the warning signal not using the head-up display, but using another device. An example would be a warning system for a group of track workers (a gang), which can be set up at the edge of the construction site and can emit an acoustic and / or visual warning. Another option is to integrate a sound generator into the warning device, which also features the head-up display.

[0044] According to one embodiment of the invention, it is provided that the warning is issued if a reaction of the track worker to the original warning signal without a warning cannot be registered.

[0045] This advantageously prevents warnings from being ignored because they are issued too often without a valid reason. For example, determining the position of the track worker and thus evaluating the track worker's reaction to leaving the construction site in response to a warning signal will then lead to the issuance of a warning if the risk increases.

[0046] Advantageously, this can also be issued individually only to those track workers who are still in danger. Alternatively, the warning can also be issued to track workers who are no longer in the danger zone, encouraging them to alert colleagues at risk of the danger. For this purpose, a warning can also be provided that highlights the need to alert at-risk track workers to the danger. This can also be achieved using a suitable symbol or a displayed text message.

[0047] According to one embodiment of the invention, a guidance signal is output via the head-up display, which consists of a further marking for a safe working area for the track worker.

[0048] A guidance signal can therefore advantageously take on a guidance function so that track workers can reliably find their way out of the danger zone. This guidance signal can, similar to the warning signals described, represent both a three-dimensional marking and a two-dimensional marking in AR. Like the warning notice, the guidance signal can include a symbol or a text message, for example, specifying a direction in which the track workers should move. In any case, it is advantageous to take the intuitive understanding of the track workers into account when designing the guidance signal. For example, an arrow can show the direction in which the track worker should move. It is also possible to color an area or volume green, for example, since people tend to interpret this color as indicating approaching such an area.

[0049] According to one embodiment of the invention, it is provided that a control unit is used for data exchange with the head-up display, which communicates with the head-up display via a particularly wireless interface.

[0050] Advantageously, the control unit can be optimally designed for communication with the warning device's head-up display. This can take into account, for example, the required transmission and reception radius, transmission protocols, etc. Furthermore, this makes it possible to provide a control unit that can be integrated into existing train control systems. Only the interfaces need to be defined, allowing the transmission of data required by the control unit to perform the tasks of monitoring the track construction site.

[0051] According to one embodiment of the invention, the head-up display communicates with devices in a cloud for data exchange. This advantageously creates the possibility of integrating a warning device for track workers into an existing cloud-based train automation system with minimal effort.

[0052] The term "cloud" refers to an environment for cloud computing. This refers to an IT infrastructure made available via network interfaces such as the internet. It typically includes storage space, computing power, or software as a service, without requiring these services to be installed on the local computer using the cloud. The services offered within the framework of cloud computing encompass the entire spectrum of information technology and include, among other things, infrastructure, platforms, and software.

[0053] The above object is alternatively achieved with a warning device which is defined by the features of the present claim 13

[0054] The warning device allows the advantages already explained in connection with the method described in more detail above to be achieved. The information provided for the method according to the invention also applies accordingly to the warning device according to the invention.

[0055] Furthermore, a computer program product having the features of the present claim 14 is claimed.

[0056] Furthermore, a supply device having the features of the present claim 15 is claimed.

[0057] The provision device is, for example, a network service, a computer system, a server system, in particular a distributed, for example cloud-based computer system and / or virtual computer system, which stores and / or provides the computer program product preferably in the form of a data stream.

[0058] The provision takes place in the form of a program data block as a file, in particular as a download file, or as a data stream, in particular as a download data stream, of the computer program product. However, this provision can also take place, for example, as a partial download consisting of multiple parts. Such a computer program product is, for example, read into a system using the provision device, so that the method according to the invention is executed on a computer.

[0059] Further details of the invention are described below with reference to the drawings. Identical or corresponding elements of the drawings are provided with the same reference numerals and are explained several times only to the extent that differences arise between the individual figures.

[0060] The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual, independently considered features of the invention, which also further develop the invention independently of one another and are thus also to be considered as components of the invention, either individually or in a combination other than that shown. Furthermore, the described embodiments can also be supplemented by further features of the invention already described.

[0061] They show: Figure 1an embodiment of the warning device according to the invention with its functional relationships schematically, Figure 2 an embodiment of the computer infrastructure of the warning device according to Figure 1 as a block diagram, whereby the individual functional units can run as program modules in one or more processors and the interfaces can be implemented accordingly in software or hardware, Figure 3 an embodiment of the method according to the invention as a flow chart, wherein the functional units and interfaces according to Figure 2 are indicated by way of example, the Figures 4 to 6 an embodiment of head-up displays as they can be used in the warning device according to the invention.

[0062] In Fig. 1 A gang warning system is shown on a GLA track system. A gang according to Fig. 1Consists of track workers (GA), one of whom is shown as an example, performing construction work on a track section (GA2) of a track (GL1) (not shown in detail). However, track sections (GA1 and GA2) can be used by vehicles (FZ) during construction work. Therefore, a warning device (WV) and a warning system (WA) are installed to warn the track workers (GA) in the event of danger. While the warning device shown is a personal item of equipment for the GA track worker in the form of goggles, the warning system (WA) is installed at the edge of track (GL1) and serves as a supporting warning to the entire crew.

[0063] The WA warning system emits warning signals WH to the track workers GA in a conventional manner. The acoustic warning signal WH is generated by a sound generator SG, which provides an acoustic warning to the track workers GA. A signal light SL warns the track workers GA with a visual warning signal WH. The WA warning system is connected to an ARS control unit in a LZ control center via a second interface S2. The communication link between the WA warning system and the ARS control unit is ensured via a first antenna AT1 at the LZ control center. The ARS control unit in the LZ control center is also connected to an automatic train control system ATP, an automatic train protection system ATS, and an IXL interlocking system.

[0064] To increase safety—in combination with the WA warning system—and to more accurately depict the danger posed by an approaching vehicle (FZ) on a GL2 track (alternatively, a GL3 track), the GA track worker wears a WV warning device in the form of goggles directly on their body. This WV warning device includes a head-up display (HUD), in which areas where there is a risk to life and limb are highlighted, for example, in color (see [Figure 1]. Fig. 3 to 6 ).

[0065] The warning device WV is also equipped with a CRL controller, which processes the necessary information on track occupancy information for GL1 ... GL3 tracks, integration into operating or shunting routes, the geographical route atlas (preferably as a VR of the track system; more on this below), and, if applicable, the train position. To transmit the necessary information, the CRL controller is equipped with a third antenna AT3. A third interface S3 provides a communication link to the ARS control unit in the LZ control center. This allows the warning device to access data from automated train operation to obtain occupancy information for track sections GA1, GA2.

[0066] In addition, the warning device WV is connected to a GPS satellite SAT via an eighth interface S8. This communication connection enables the warning device to be located so that the section of the VR or the AR generated from it to be displayed can be selected. To increase the accuracy of the location, additional sensors (not shown) can be provided, for example, acceleration sensors and / or position sensors, which can also be used to determine the viewing direction. For this purpose, a communication connection via a first interface S1 for determining the position of the vehicle FZ exists between the GPS satellite SAT and the vehicle FZ, which is equipped with a second antenna AT2.

[0067] An interface S7 also establishes a communication link with a measurement vehicle (MFZ) located on track section GA1 and equipped with a camera (CM). The measurement vehicle performs measurement runs, which are transferred to a cloud-based solution (CLD) via a fourth interface. The measurement data is first converted into a VR representation in the form of a three-dimensional point cloud by a service provider, the augmented reality provider (ARP), and then made available as a digital route atlas (DSA) in the cloud-based solution (CLD). The service provider (ARP) uses the fifth interface S5 for this purpose.

[0068] The control center LZ then retrieves data from the digital route atlas DSA via a sixth interface S6 if required.

[0069] In Fig. 2 The interaction of the individual functional units of the WV warning device is shown in more detail.

[0070] The vehicle position is transmitted from the GPS satellite SAT to the vehicle FZ via the first interface S1. From the vehicle FZ, the vehicle position is transmitted to the automatic train protection system ATP and the automatic operation control system ATS of the control center LZ via a tenth interface S10. For retrieving interlocking and train data, there is also a communication link between an interlocking IXL and the train protection system ATP and the automatic operation control system ATS, each with the ARS control unit.

[0071] The ARS control unit retrieves the vehicle data from a storage unit SE of the augmented reality provider ARP via the sixth interface S6. This includes the required VR data and, if applicable, data for generating the AR. However, the data for generating the AR, such as symbol libraries, can also be stored in the ARS control unit, allowing retrieval without using the sixth interface S6.

[0072] The signal light SL and the sounder SG are connected to the ARS control unit via the second interface S2, through which control data is transmitted from the ARS control unit to the WA warning system. This process applies analogously to the WV warning device. This means that the ARS control unit of the LZ control center is connected to the CRL controller and the HUD head-up display of the WV warning device via the third interface S3, through which data required for operation at the track construction site is transmitted. Furthermore, there is a communication link between the CRL controller and the GPS satellite SAT via the eighth interface S8 for determining the position of the WV warning device, which directly determines the position of the track worker.

[0073] The additional data required in the CRL controller for displaying the AR is transmitted via the ninth interface S9 from the storage unit SE of the augmented reality provider ARP. Thus, data for creating the AR or displaying the VR can be (pre-)processed via the ARS controller, with the CRL controller then primarily being used to control the head-up display (HUD). However, the controller itself can also have processing intelligence, so that the creation of the AR image or the display of the VR is at least partially handled by the CRL controller. As already mentioned, the position data from the GPS satellite SAT is also available there, and the other sensor data used to determine the line of sight of the track worker, i.e., the orientation of the head-up display (HUD), is also processed by the CRL controller (more on this below).

[0074] In order to generate a VR, the measuring vehicle MFZ transmits the measurement data to the computer CMP of the service provider ARP via the fourth interface S4 in a recording step CPT R of the real track system ( Figure 2 combined with Figure 3 ). Processing the measurement data to create a virtual reality VR, for example in the form of a point cloud, is known per se and is carried out in a calculation step CALC VR. The virtual reality data is then stored in the storage unit SE (this can, as in Figure 1 represented, provided by a cloud service CLD or operated by the service provider ARP, for example as a server.

[0075] The process of creating a virtual reality VR according to Figure 3 has already been mentioned above in connection with Figure 2 Furthermore, in Figure 3The procedure is shown how virtual reality is used to use the head-up display HUD in the WV warning device to warn track workers.

[0076] When the process is started, the first step is an activation step (ATC WV) for the warning device (WV). Once activated, a localization step (LOC WV) is required for the warning device (WV). As already mentioned, this can be achieved, for example, by locating at least one GPS satellite (SAT). This generates a position for the warning device (WV). As intended, the device is worn on the body of the track worker, thus allowing direct inference about the track worker's position.

[0077] In an output step POS OUT, the position is output to the service provider ARP, whereby the VR stored in the storage device SE is available. Figure 3The CMP computer (not shown) selects a section from the VR required to display the GLA track layout for the track worker (GA). This section is transferred to the ARS controller or the CRL controller in the WV warning device in an input step (VR IN). As already explained, the division of tasks between the ARS controller and the CRL controller, which are connected via the third interface S3, can be configured differently. The only important thing is that both processors can jointly perform the process steps required for the process to run.

[0078] After entering the VR IN virtual reality (VR), a DIR capture step follows, capturing the track worker's line of sight—in other words, the field of view, which must be aligned with the real track layout in the head-up display (HUD). This allows the VR to be displayed in the head-up display (HUD) without impairing the track worker's visual perception.

[0079] In the next step, the position POS FZ of the approaching vehicle FZ is automatically output by the control center LZ in a manner not shown in detail, so that the position can be taken into account in the ARS control system or the CRL controller via a POS IN input step. This is followed by an assessment step RISC of the track worker's hazard situation, where the hazard potential can be assessed, for example, based on empirical values ​​and libraries.

[0080] A subsequent query step (DANG) queries whether there is a serious hazard to the track worker. If the answer is negative (i.e., no hazard), a query step (FIN) then queries whether the track work has been completed in the meantime. If this is the case, the process is stopped. If the track work continues, the localization step (LOC WV) for the warning device and all subsequent steps are repeated recursively to ensure close monitoring of the track worker (GA).

[0081] If a hazard is detected in the query step DANG, a calculation step CALC AR follows for an AR, which overlays information on the hazard situation on the VR already shown in the head-up display HUD. In an output step AR OUT, the AR is output, i.e., shown in the head-up display HUD. Subsequently, in a query step CH POS, it is checked whether a change in position of the warning device has occurred, from which it can be concluded that the track worker has perceived the warning and has derived an individual consequence from it. If a change in position is recorded, a next localization step LOC WV is carried out recursively, as already explained, for the warning device WV. If a reaction, i.e., a change in position of the track worker, cannot be registered, a warning is generated in a generation step GEN WH and output in an output step WH OUT. This is Figure 1has already been explained and will not be further elaborated here. After the warning message is issued, the localization step LOC WV and the following steps are repeated recursively, as already explained.

[0082] In Figure 4 is an example of how the information can be presented in a head-up display (HUD). The picture shows the tracks GL1, GL2 and an approaching vehicle FZ. It can be assumed that the vehicle FZ, as shown in Figure 1 shown, is still in the first track section GLA1 and will soon be moving to the second track section GLA2 (the track sections GLA1, GLA2 are in Figure 4 not shown for the sake of clarity).

[0083] The track worker is now shown a three-dimensional highlight H3D of a volume above track GL2, indicating the area where the track worker would be at high risk if the vehicle FZ passed by. This volume H3D is larger than the cross-sectional area of ​​the vehicle FZ, because, for example, the suction effect of fast-moving trains poses a serious risk even without contact with the vehicle.

[0084] Also shown in Figure 4a highlighting of a floor area H2D that lies on the first track GL1. This clearly shows that staying on the adjacent track is also dangerous, as the distance would not be large enough for the track worker to stay safely. Furthermore, a guidance signal LS can be seen next to the first track GL1, which also consists of a two-dimensional floor area. This is intended to prompt the track worker to go to this area for their own protection. In contrast to the volume H3D and the floor area H2D, the guidance signal can be shown in green, for example, to clarify the recommendation. The volume H3D of greatest danger can be shown in red, for example, and the floor area H2D in yellow.

[0085] If the track worker fails to react due to the hazardous situation shown, a warning message WH can be displayed. This is Figure 4 from a symbol, namely a traffic sign, which symbolizes the signal content "Attention".

[0086] In Figure 5 Another embodiment of a head-up display HUD is shown. In Figure 6 The head-up display is in accordance with Figure 5 presented at a later date. The Figures 5 and 6 Therefore, they serve to illustrate how the content shown in the head-up display HUD can be adapted depending on a changing hazard situation.

[0087] In Figure 5 The third GL3 shown there is marked with a highlight HP2 of priority 2. This is according to Figure 5 a simple hatching, but could also be a color, such as dark yellow or orange, or a gradation of brightness.

[0088] In Figure 6This shows how the hazardous situation on the track system changes as the train (not shown) approaches further. The third track, GL3, is now highlighted with a cross-hatched floor area, indicating priority 1 (HP1), to signal that the danger zone must be left immediately. At the same time, the hazardous situation on the adjacent tracks, GL1 and GL2, is also indicated by a priority 2 (HP2). Should the hazardous situation escalate further, a warning message (WH) can be generated, for example, by a flashing display. List of reference symbols

[0089] GLAG Track system GL1 ... GL3 Track GA1 ... GA2 Track section FZ Rail vehicle WA Warning system SG Sounder SL Signal light WH Warning notice SA TGPS satellite LZ Control center ATS Automatic operation management ATP Automatic train protection system IXL Interlocking ARS Control unit AT1 ... AT3 Antenna S1 ... S Interfaces SE Storage unit GAGrail worker WVWarning device HUDHead-up display CRLController MFZMeasuring vehicle CMCamera ARPAugmented Reality Provider CLDCloud DSADigital route atlas H3DHightening of a volume H2DHightening of a floor area HP1Hightening Priority 1 HP2Hightening Priority 2 LSGuidance signal CPT RECognition step for reality CALC VRCalculation step for VR ACT WVActivation step of the warning device LOC WVLocalization step for warning device LOC OUTOutput of the position VR INSERT of the VR data DIRECognition step for the viewing direction POS FZPosition of a vehicle POS INPosition input step POS OUTPosition output step RISCAssessment step of the hazard situation DANGQuery step of a hazard FINQuery step for the completion of track work CALC AR Calculation step for AR AR OUT Output step for AR CH POS Query step for changing the position of the warning device GEN WH Generation step for the warning message WH OUT Output step for the warning message

Claims

1. Method for monitoring track work, with which • a track system (GLA), on which the track work is performed, is monitoring for hazards caused by the train service, • as soon as an imminent hazard is established, a warning signal is forwarded to a warning apparatus (WV) in a computer-assisted manner, said warning apparatus being configured such that a track worker (GA) carries it with him, characterised in that • the warning apparatus (WV) is designed with a head-up display (HUD), • the warning signal consists of a marker output by the head-up display (HUD) in the field of view of the track worker (GA), wherein the marker identifies that region of the track system (GLA) for which the imminent hazard has been established.

2. Method according to claim 1, characterised in that the imminent hazard are derived from an item of occupancy information of a track section (GA2) of the track system (GLA), on which the track work is performed, and / or of a track section (GA1) adjacent to the last-mentioned track section.

3. Method according to one of the preceding claims, characterised in that the imminent hazard is established on the basis of a determination of the actual position of rail vehicles (FZ) which are approaching the track work.

4. Method according to one of the preceding claims, characterised in that the marker consists of a display (HP1, HP2) which is conditioned by colour and / or brightness and which overlays the region of the track system (GLA) for which the imminent hazard has been established.

5. Method according to claim 4, characterised in that the display (H2D) identifies a base region of the track system (GLA).

6. Method according to one of claims 4 or 5, characterised in that the display (H3D) identifies a volume within the track system (GLA).

7. Method according to one of claims 4 to 6, characterised in that the displays (HP1, HP2) can be displayed gradually as a function of a level of hazard.

8. Method according to one of the preceding claims, characterised in that the warning signal additionally contains a warning notification (WH) which in particular is faded into the head-up display (HUD).

9. Method according to claim 8, characterised in that the warning notification (WH) is output if a response by the track worker (GA) to the original warning signal without a warning notification (WH) cannot be registered.

10. Method according to one of the preceding claims, characterised in that a control signal (LS) which consists of a further marker for a hazard-free work area for the track worker (GA) is output via the head-up display (HUD).

11. Method according to one of the preceding claims, characterised in that for a data exchange with the head-up display (HUD) a control unit (ARS) which communicates with the head-up display (HUD) via an in particular wireless interface is used.

12. Method according to one of the preceding claims, characterised in that for a data exchange the head-up display (HUD) communicates with devices in a cloud (CLD).

13. Warning apparatus (WV) for track work, which is performed on a track system, wherein the warning apparatus is configured such that a track worker (GA) carries this with him, characterised in that • the warning apparatus (WV) is designed as a head-up display (HUD), • the warning apparatus (WV) is designed to generate a warning signal consisting of a marker in the field of view of the track worker (GA), wherein the marker identifies a region of the track system (GLA) for which the imminent hazard has been established.

14. Computer program product with program commands for performing the method according to one of claims 1 -13.

15. Provisioning apparatus for the computer program product according to claim 14, wherein the provisioning apparatus is designed to store and / or provide the computer program product.