Anti-collision device and system for continuous monitoring of the functionality of this device

Abstract

The anti-collision device is primarily intended for systems for continuous control of rail vehicle traffic in urban and suburban agglomerations. The anti-collision device includes at least one sensor head (1) with a connector bus (2), at least one control and evaluation unit (3) with at least one data storage (4), at least one communication device (15), at least one warning device (13) and a control device (6) for emergency brake application and / or activation of the warning device (13). The sensor head (1) is equipped with at least one sensor from the following group of sensors: ultrasonic sensor, infrared camera (8), broadband camera (5), radar or lidar (7), which are data and electrically connected to the connector bus (2). The connector bus (2) is is data and electrically connected to the control and evaluation unit (3) of the anti-collision system via cables (9) for data and electrical connection. The data storage (4) of the control and evaluation unit (3) is equipped with at least one first computing module (12) and at least one second computing module (14). The control and evaluation unit (3) is also provided with a positioning device (16) for receiving a global satellite positioning signal for sensing the position of the anti-collision device and an electrical connector (19) for connection to an external source of electrical energy or an external electrical network. Furthermore, the control and evaluation unit (3) is equipped with an odometer (10). The communication device (15) is data and electrically connected to the control and evaluation unit (3) and is provided with a communication interface (17) for receiving and transmitting wireless communication signals.

Description

Field of the Invention

[0001] The invention relates to an anti-collision device with a continuous functionality control system, which is primarily intended for rail vehicles, especially trams. It therefore concerns the field of transport, rail vehicle construction and railway traffic safety management.Background Art

[0002] Just as road traffic has been increasing in recent decades, rail operators also feel the need for increasing safety supervision of the ever-increasing density of rail traffic. For this purpose, for example the Anti-Collision System (ACS) for trams is used. In dense urban traffic, collisions between trams and cars, cyclists and pedestrians, or between trams, are increasingly common in sections where tram traffic is not separated from other traffic. Compared to a car, a tram is much heavier, and above all, it has a slower onset of full braking effect, and therefore less deceleration than a car. The braking distance of a tram can be three times that of a car. Due to the large weight of trams, the consequences of their collisions with other road users and pedestrians are often very serious and even fatal for these other participants. In the Czech Republic alone, there are hundreds of cases of collisions between trams and pedestrians every year, dozens of which have tragic consequences. For newly built tram lines, there is therefore an effort to separate tram traffic from other traffic. However, the current problem of timely vehicle reaction to obstacles that suddenly appear on the line will remain, especially when passing through city centres or near tram stops. A similar problem as in urban transport is solved by railway vehicle operators in repair depots or train stations, where vehicles move at lower speeds and where there is increased movement of people. Anti-collision systems are not commonly used for line speeds on railways.

[0003] The aim of standard anti-collision assistance systems used in trams is to eliminate situations where the tram driver does not react in time to the traffic situation that has arisen and does not start braking in time. Even in the case where the driver is fully engaged in driving, at least several hundred milliseconds elapse between the emergence of a traffic situation and the driver's reaction to it, i.e. the initiation of a braking manoeuvre. If the driver is not fully attentive, this time is extended to several seconds, or the driver does not react at all until a collision occurs.

[0004] The tram's anti-collision assistance system can also replace the driver's reaction, e.g. in the event of a medical condition. Current technology of anti-collision assistance systems enables machine processing of sensor data so that the tram can reliably automatically brake faster than an experienced driver can. However, it can warn the driver of an approaching emergency beforehand, e.g. by means of an acoustic signal. The driver can then take control of the vehicle and either complete the braking manoeuvre himself or terminate it if he assesses the situation differently than the anti-collision assistance system. If the system is switched on later and a collision occurs, the tram's speed is always at least reduced and the collision occurs at a significantly lower speed, so the consequences of the collision are also less severe.

[0005] The basis of an anti-collision system is a sensor or more often several sensors that can detect objects in the space in front of the vehicle. There are sensors of various physical principles that can perform this function. Usually, the sensors are combined so that the sensor head contains at least one of the basic types of sensors, which are camera, radar and lidar. These usual sensors can then be supplemented with additional sensors, such as an ultrasonic sensor or an infrared camera detecting heat emitted by pedestrians and vehicles.

[0006] The camera provides comprehensive information about the vehicle's surroundings, as it typically has high resolution, a long range in bright light, is fast and can distinguish colours. The disadvantage is that the information from the camera is only two-dimensional and information about the distance to the object is completely missing. Reconstructing a 3D scene from 2D images is a demanding computational problem, the implementation of which in real time requires high-quality and powerful computing resources. Moreover, the processed results may not always be completely reliable. This disadvantage of the camera can be partially compensated by using several cameras and comparing them, the so-called stereo camera principle, but still at the cost of demanding calculations. Another disadvantage is that the camera is a passive sensor without its own radiation source. The camera is therefore dependent on the quality of external lighting and typically fails in poor lighting conditions, for example when driving in the dark, in the dark with bright artificial light sources, when light is reflected from reflective surfaces, or when driving even during the day against the bright sun.

[0007] Radar works on the principle of transmitting high-frequency electromagnetic waves, most often in 77 GHz, and detecting the reflection of these waves. The reflected wave indicates not only the direction in which an object is located, but also, thanks to information about the delay of the reflected signal, the distance to this object, and even its relative speed. The speed of the object is determined using a frequency shift, the so-called Doppler effect. The disadvantage is the low sensitivity to non-conductive objects, e.g. a small child in winter clothing. On the other hand, the sensitivity to metal objects, e.g. a car, which can be detected up to hundreds of meters away, is good. The sensitivity to light conditions is zero. The sensitivity to weather conditions is also very low. The radar works well in thick fog or rain. However, the radar is only able to determine the effective cross-section of the object, but no other details, such as colour and shape.

[0008] Lidar, like radar, emits its own radiation source. This is usually an infrared laser beam with wavelengths of 905 nm, 1 550 nm or 1 064 nm. This beam is swept at an angle of, for example, 120 degrees in the horizontal plane and an angle of, for example, 25 degrees in the vertical plane, and with an angular step of max. 0.1 degrees. Like radar, lidar detects reflections and from their delay determines very precisely, with an error of a few centimetres, the distance to the object. Unlike radar, however, lidar usually cannot obtain direct information about the speed using the Doppler effect. The quality of information from lidar is somewhere between that of a camera and radar, i.e. it provides only rough information about the size and shape of an object. For example, up to 30 m, it can easily distinguish a human figure from a cylinder of the same size. The range of lidar is the maximum distance from which the reflected beam is still intense enough to be captured. For larger, highly reflective surfaces, this can be over 150 m. The detection of smaller objects at long distances is also complicated by the fact that the density of reflected points decreases with the square of the distance, and thus the probability of detection. The sensitivity to weather conditions of lidar is higher than that of radar, but lower than that of a camera. The sensitivity to light conditions of lidar is zero.

[0009] Because a sensor on a moving vehicle captures the surrounding scene from a dynamically changing position and with a variable angular orientation, and these changes must be monitored for a proper understanding of the surrounding scene in a fixed coordinate system, i.e. statically, an inertial measurement unit (IMU) is a necessary part of the sensor head. The IMU is usually a combination of a three-axis gyroscope, a three-axis accelerometer, sometimes a three-axis magnetometer and a digital barometer. These are installed in a compact circuit on a polyamide printed circuit board (PCB). These are precise and highly miniaturized integrated circuits. These are products characterized by speed and accuracy of measurement. The functionality of the sensors includes dynamic selection of the sensitivity level of the accelerometer, gyroscope and magnetometer, as well as preselection of the barometer scale. All sensor functions are available via a shared I2C bus, thanks to which all components can be independently controlled using two lines, a clock and a communication signal.

[0010] An important part of the rail vehicle is the so-called superior train control system - distributed (TCMS). It is a powerful distributed control system that ensures the control of all rail vehicle technologies. The robust and temperature-resistant system meets all extreme operating conditions on the railway and in rail transport. The basis for data exchange is the CAN or Ethernet data bus with great flexibility in connection and diagnosis of communication problems.

[0011] In technical practice, an anti-collision system is known that uses the separation of reflections from potential obstacles of the usual static background of the tram track surroundings for its higher efficiency. For this purpose, it uses a software module carrying information for using a scan of the static surroundings of the track, which is stored in the memory of the on-board computer, the so-called high-definition map - a map of the surroundings. Comparing the current image of the surroundings using sensors transmitted and evaluated in the on-board computer with a previously obtained scan of the surroundings of the track reduces the error in object localization to a few centimetres, the so-called visual localization. Unlike other localization methods, the system allows to accurately determine the orientation of the sensor axis. Thanks to this accuracy, the system can accurately evaluate whether an object in front of the tram is a collision hazard, i.e. whether it interferes or is likely to interfere with the vehicle's passage profile. The system also allows to distinguish new, potentially moving and therefore risky objects by comparing it with the map. The system can unify and track the reflection points belonging to a new foreign object that continuously fills a space as one object.

[0012] This object can be classified, i.e. for example, it can recognize the similarity with a human figure. Subsequently, the system recognizes whether the position of this group of points in time in space is systematically moving somewhere, and it can predict and estimate the size and direction of movement of the object thus detected. To decide whether this is a collision situation, a test for the intersection of the tram body with the detected object on the prediction horizon (for example, 10 seconds), i.e. the prediction of the occurrence of a collision, is important. The mere prediction that the trajectories of objects may intersect with the tram at some point in the future does not mean that a critical situation has arisen. This is detected only when the collision can apparently only be avoided by relatively intensive braking, and emergency braking measures clearly need to be taken. The system continuously evaluates how much time is left until safe braking is initiated. If this time is dangerously close to the expected reaction time of the driver and brakes, or is even lower, the system activates an intense acoustic warning to the driver and then initiates automatic braking. For this evaluation, the system works with the current speed and acceleration of the tram obtained from the tram's internal electronic system and uses information about its occupancy by people and the development of the slope of the track in front of the tram. It uses a digital map of the track for the development of the slope of the track.

[0013] According to the prior art, the anti-collision system of a tram consists of a sensor head arranged on the outside of the front part of the tram body in the direction of the tram's forward travel. This sensor head is equipped with at least one sensor from the group of sensors: camera, radar or lidar, which are data- and electrically connected to the connector bus of the sensor head. The sensor head connector bus is connected by cables, data and electrically to the control and evaluation unit of the anti-collision system, which is data and electrically connected to the tram's on-board computer. The control and evaluation unit is equipped with a data storage, a computing module, a communication module, a global positioning satellite system (GNSS) device and a warning device. The data storage is a software tool carrying a digital scan of the track area and a digital map of the track. The computing module contains a software tool carrying instructions for analysing data from the sensor head sensors and comparing them with data from the scan of the track area, digital map of the track, GPS device and with information about the speed, acceleration and weight of the tram, obtained from the tram's on-board computer, for predicting the movement of the tram and objects in the tram's vicinity in collision trajectories. The communication module is equipped with a communication connector for connecting an external control and data unit for downloading data from the data storage of the control and evaluation unit, and for upgrading the digital scan of the track area and the digital track map.

[0014] The disadvantage of the current state of the art is that, although currently used anti-collision systems can use a combination of sensor inputs compared with a track scan, which can be updated in regular cycles, typically 10 Hz, and using software tools for mathematical modelling of the prediction of the movement of the tram and surrounding targets for the purpose of collision prediction, the system is not capable of detecting its own fault-freeness and current functionality. Ideally, the anti-collision system only manifests itself in crisis situations, which do not occur often. If the system is not working properly, but does not manifest itself in any way, this fact remains hidden. The correct functioning of the anti-collision system is therefore tested in regular cycles during so-called control runs on the test track, where devices are installed that detect the movement of the tram and compare data from the anti-collision system of the tram with data from control sensors installed on the track. This is a very accurate measurement, but it does not take place continuously, and above all, for the check it is necessary to separate the tram with the driver and send them to the control track, which is time-consuming, staffing and money-consuming.

[0015] The main object of the invention is to eliminate the shortcomings of the anti-collision system, known from the prior art, and to create an anti-collision device and a system for continuous monitoring of the functionality of this device, which can perform regular checks of the anti-collision systems of all trams in direct operation during regular operation of tram lines without the need to single out trams for inspection and send them on inspection runs.Summary of the Invention

[0016] The disadvantages of currently known anti-collision devices are overcome by the anti-collision device described below with a system of continuous functionality control. This anti-collision device is intended primarily for systems of continuous control of railway traffic of rail vehicle in urban and suburban agglomerations. The anti-collision device is based on the essence of currently used anti-collision devices. These devices usually consist of at least one sensor head with a connector bus, at least one control and evaluation unit with at least one data storage, at least one communication device, a control device for emergency brake application and at least one warning device. The sensor head is equipped with at least one device or a combination of devices from the group: ultrasonic sensor, infrared camera, broadband camera, radar or lidar. The individual elements of the sensor head are connected to a connector bus for data and electricity, which can be, for example, a standardized CAN data bus - Controller Area Network or Ethernet, which is the name for a collection of computer network technologies. This connector bus is connected to the control and evaluation unit for data and electricity by cables. The data storage of the control and evaluation unit is equipped with at least one first computing module, which contains a software tool with a mathematical-analytical and computing program carrying instructions and protocols for analysing data from the sensors of the sensor head and for calculating the prediction of collision states in traffic and for triggering the warning device. The data storage is also equipped with at least one second computing module, which contains a digital scan of the track area and a digital map of the track and carries information for reading these maps. The control and evaluation unit is also equipped with a positioning device for receiving a global satellite positioning signal for sensing the position of the anti-collision device and an electrical connector for connection to an external source of electrical energy or an external electrical network. The control and evaluation unit is also equipped with an odometer, i.e. a distance meter. The essential innovation of the anti-collision device with a continuous functionality control system is that the standard communication device, which is standardly connected to the control and evaluation unit in terms of data and electricity, is equipped with a communication interface for receiving and transmitting a continuous wireless communication signal.

[0017] In another preferred embodiment, the warning device is provided with at least one warning signal emitter from the group of sound or optical emitters. These devices may be an LED diode, i.e. a light-emitting diode or electroluminescent diode, a klaxon, a hooter, a beacon or other similar optical or sound warning device.

[0018] Current systems for checking the functionality of anti-collision devices are characterized by the fact that the rail vehicle drives along a pre-created track equipped with measuring units, obstacles, etc., and performs scanning as in normal operation. The data is stored in the control and evaluation unit and, after the trip, is uploaded to the superior control and data unit, which evaluates the correctness of the function of the individual sensors of the sensor head. The new system for continuous monitoring of the functionality of an anti-collision device is formed by at least two anti-collision devices created according to one of the previous advantageous embodiments. Each of the anti-collision devices is implemented on one separate rail vehicle, at least from the front outer side, i.e. at least on the front part of the rail vehicle body in the direction of travel of this vehicle forward. The control and evaluation unit of the anti-collision device in this case also includes a third computing module, which contains software that carries information for storing data on the vehicle position and for analysing data on the position and movement of two anti-collision devices arranged on two different rail vehicles. At the same time, it also carries instructions for comparing information from the first computing module and the second computing module of the pair of anti-collision devices as a single unit. This results in, for example, two trams running randomly one behind the other or opposite each other in normal operation starting to register either with each other at a certain distance from each other or at least one tram registering the tram in front of it. The sensor head devices and the control and evaluation units record information about the position of the individual vehicles, their speed, direction of movement, acceleration and at the same time about the track and the surroundings of the track. For the rail vehicle that is registered by the second, there are two versions of the data about the position and speed of movement. This is either the rail vehicle's own information about itself or information about the rail vehicle obtained from another vehicle. In the data storage, these two versions of the data are then compared thanks to the continuous transfer of the obtained information between the individual rail vehicles. Thanks to this, in normal operation, the quality and functionality of the scanned and stored data is always performed and evaluated when two rail vehicles meet. This makes it easy to detect changes in functionality or malfunctions of individual sensor parts of one of the sensor heads. In the event of a discrepancy between the information from two vehicles, it may not be immediately clear which vehicle provides more accurate data. However, statistical data processing can determine which data from which vehicle largely matches the data of other vehicles within given tolerances and which does not. Vehicles whose data deviate can be directly identified for the service centre, as their anti-collision systems need to be checked as quickly as possible.

[0019] In addition to comparing the position and speed data of a pair of vehicles, the scan data of the surroundings obtained by individual rail vehicles can also be used to compare the scanned surroundings of the rail track with a high-definition map. This allows differences to be detected between how the surroundings of the track appear, i.e. its current state, and the state defined and entered in the high-definition map. This allows changes to be indicated on the track and its surroundings and defines the possible need to remap the high-definition map.

[0020] Just like a rail vehicle, tram depot workers can also be included in the continuous control system. They are equipped with a simple anti-collision device in the form of a personal miniature localization device, arranged in or on the worker's clothing. This miniature device is worn, for example, in a pocket. Information about the location of workers thus equipped is collected in a data storage. Monitoring a worker can alert you to the fact that he or she is moving randomly within the visual range of the tram's sensor set equipped with the currently active anti-collision system. It is also possible to compare whether the anti-collision system always registers the worker at the correct distance and position. This data can be statistically processed and vehicles with results significantly outside the normal range can be identified.

[0021] In a preferred embodiment, the system for continuous monitoring of the functionality of the anti-collision device further comprises a remote control terminal, connected by a communication device to at least one control and evaluation unit, and containing a software module that carries instructions for archiving data from the anti-collision devices and for upgrading the scan of the track area and the digital map of the track. Thanks to this, the acquired and evaluated data from the operation of rail vehicles can be transmitted and evaluated in a remote-control terminal, e.g. a rail depot. Thanks to this, in normal operation, the quality and functionality of the captured and stored data is always evaluated when two rail vehicles meet. In systems with a high-definition map, data can also be compared with the profile of the track and its surroundings. This makes it easy to detect changes on the track, but also the functionality or malfunction of individual sensor parts of one of the sensor heads. The obtained data, for example on changes on the track, can then be sent in bulk as a data upgrade to all anti-collision devices on all rail vehicles.

[0022] In a preferred embodiment, the anti-collision device operates in such a way that the anti-collision device detects an obstacle, calculates the necessary parameters for triggering a warning and emergency braking from the driving parameters, while leaving the driver free to react to the situation independently and in a timely manner, and is triggered only in emergency mode.

[0023] The main advantage of the patent is that it eliminates the need to create measuring sections of tracks or measuring tracks, and the need to allocate rail vehicle to perform measurements and check the functionality of anti-collision devices outside of normal operation. Anti-collision devices combined in a system with a system of continuous control of the functionality of anti-collision devices can perform control and monitoring of functionality directly in normal operation of tram lines, i.e., as already mentioned, without the need to allocate trams for inspection and send them on inspection runs. In practice, this means a great time and therefore financial savings for the operator. The proposed system evaluates the functionality of anti-collision systems by comparing vehicle fleet data and their statistical processing. The proposed system detects vehicles with completely inoperative systems, systems with mechanically deflected sensors, systems with sensors with reduced viewing angles or systems with a shorter range, for example due to a damaged or dirty window. It is also possible to detect latency in the digital signal processing of one of the vehicles, from which information is correct but delayed. The system can classify these failures and thus shortens not only the time until service intervention, but also its duration.Explanation of Drawings

[0024] The said invention will be explained in more detail in the following illustrations, wherein: Fig. 1perspective view of a tram with a sensor head, Fig. 2schematic representation of a sensor head with a wideband camera, lidar, infrared camera and inertial measurement unit, Fig. 3schematic representation of a sensor head with a wideband camera, lidar and inertial measurement unit, Fig. 4schematic representation of the individual parts of the anti-collision device in the design with a sensor head, data and electrically connected to the control and evaluation unit. The sensor head is with a broadband camera, lidar and connector bus. The control and evaluation unit is with a data storage with a first computing module and a second computing module, with a control device for emergency brake activation with an LED diode as an optical emitter of a warning signal, with an odometer and a GPS-type positioning device and with a communication device with a communication interface, Fig. 5schematic representation of the individual parts of the anti-collision device in the design with a sensor head connected to the control and evaluation unit in terms of data and electricity. The sensor head is with a broadband camera, lidar, inertial measurement unit and connector bus. The control and evaluation unit is with a data storage with a first computing module and a second computing module, with a control device for emergency brake activation with an LED diode as an optical warning signal emitter and with a communication device with a communication interface, Fig. 6display of data connection of a pair of control and evaluation units, a pair of anti-collision devices, each installed on a different rail vehicle, with a remote-control terminal, Fig. 7display of the detection of an object located near the track by the anti-collision device of a moving tram, Fig. 8image of the detection of a pair of trams by their anti-collision devices, with the trams travelling towards each other in opposite directions, each on a different track, Fig. 9display of detection by an anti-collision device, when the second tram in a row in one direction detects the proximity of the tram in front of it. The trams travel one after the other on one track. Examples of the Invention Embodiments

[0025] The main benefit of the anti-collision device, shown in Figs. 1 to 3, according to the present invention is that its design and integration into the system, shown in Figs. 4 and 5, enables continuous control of its own functionality as a whole, but also of its individual sensor elements and control and computing elements, including updating map data about the track and its surroundings, as shown in Figs. 6 to 8. A suitable broadband camera 5 for the sensor head 1 in general is a digital camera 5 with precisely time-synchronized imaging, automatic exposure time according to the current light intensity, a resolution of at least one megapixel, a capture rate of at least ten frames per second, a good dynamic range, i.e. the ability to capture unevenly lit scenes, and a good sensitivity of at least 1 lux.

[0026] A suitable infrared camera 8 for the sensor head 1 is generally an AEC-Q100 Grade2 automotive standard infrared camera 8. A suitable lidar 7 for the sensor head 1 is generally a lidar 7 with a mechanically, piezoelectrically or interference swept beam that provides at least ten frames per second in a range of at least 10,000 points per frame, the so-called point-cloud and a minimum detection range of 70 m, an angular resolution of less than 0.5° and precise synchronization of the individual detected points. The horizontal and vertical viewing angles of the lidar 7 are at least 120° and 25°, respectively. A suitable inertial measurement unit 11 for the sensor head is generally a device that registers motional acceleration and angular velocity with a resolution of at least 0.05° / s, linear acceleration with a resolution of 0.005 m / s 2< , low noise, drift and thermal dependence. A three-axis magnetometer with a resolution of at least 1 milligauss may be integrated therein.Example 1:

[0027] In this specific example of the embodiment of the sensor head 1, which is shown in Fig. 2, the sensor head 1 is equipped with three optical sensors, namely a broadband camera 5, an infrared camera 8 and a lidar 7. The sensor head 1 is additionally equipped with an inertial measurement unit - IMU 11, which contains a three-axis gyroscope, a three-axis accelerometer, a three-axis magnetometer and a digital barometer. The broadband camera 5 is a broadband camera 5 Triton 5.4 MP from Lucid, the infrared camera 8 is a Boson 320 infrared camera 8 from Teledyne Flir, and the lidar 7 is an M1 Plus device from Robosense. The inertial measurement unit 11 is an IMU380ZA device from ACEINNA, i.e. an inertial measurement unit 11 with an integrated magnetometer.Example 2:

[0028] In this specific example of the embodiment of the sensor head 1, which is shown in Fig. 3, the sensor head 1 is provided with two optical sensors, namely a broadband camera 5 and a lidar 7. The sensor head 1 is additionally provided with an inertial measurement unit 11, which includes a three-axis gyroscope, a three-axis accelerometer, a three-axis magnetometer and a digital barometer. The broadband camera 5 is a broadband camera 5 MPC3 from Bosch, the lidar 7 is a HAP device from LIVOX. The inertial measurement unit 11 is a MEMS IMU Ellipse A device from SBG Systems.Example 3:

[0029] In this specific example of the embodiment of the anti-collision device, which is shown in Fig. 4, the sensor head 1 is equipped with a broadband camera 5 and a lidar 7, which are data and electrically connected to the connector bus 2 of the sensor head 1. The connector bus 2 supplies power to the broadband camera 5 and lidar 7 and collects and subsequently transmits the data that the sensor head 1 captures to the control and evaluation unit 3 via cable 9. In this specific example of the embodiment of the invention, the control and evaluation unit 3 is provided with one data storage 4 with a first computing module 12 containing a software tool with a mathematical-analytical and computing program that carries instructions and protocols for analysing data from the sensors of the sensor head 1. The data storage 4 in this embodiment of the invention also includes a second computing module 14, which includes a digital scan of the track area and a digital map of the track, and carries information for reading these maps. The control and evaluation unit 3 is further provided with an odometer 10 for sensing the distance travelled and speed and a positioning device 16 of the GPS sensor type, a global positioning sensor, for sensing the exact position of the anti-collision device and the rail vehicle on which it is located. Furthermore, the control and evaluation unit 3 is also provided with a control device 6 for emergency braking of the rail vehicle with an LED diode 20 as an optical emitter of a warning signal. The control and evaluation unit 3 is also provided with an electrical connector 19 and a communication device 15 with a communication interface 17.Example 4:

[0030] In this specific example of the embodiment of the anti-collision device, which is shown in Fig. 5, the anti-collision device is created based on the solution according to Fig. 4, with the difference that the control and evaluation unit 3 is not provided with an odometer 10 for sensing the distance travelled and speed and a positioning device 16 for sensing the exact position of the anti-collision device and the rail vehicle on which it is located. The function of the odometer 10 and the position device 16 is taken over by the inertial measurement unit 11 installed as part of the sensor head 1, which combines a three-axis gyroscope, a three-axis accelerometer, a three-axis magnetometer and a digital barometer, thanks to which the anti-collision device obtains data on speed, acceleration or braking, distance travelled, the position of the anti-collision device, but also on weather conditions.Example 5:

[0031] In this specific example of the embodiment of the system for continuous monitoring of the functionality of an anti-collision device, which is shown in Fig. 6, a pair of anti-collision devices is created according to Example 3. The data storage 4 of both control and evaluation units 3 also contains a third computing module, which contains a software means that carries information for storing and analysing data on the position and movement of two anti-collision devices arranged on two different rail vehicles and for comparing information from the first computing module 12 and the second computing module 14 of the pair of anti-collision devices. The remote-control terminal 18 is connected via a communication device 15 to at least two control and evaluation units 3 and contains a software module that carries instructions enabling archiving of data from anti-collision devices and upgrading of the scan of the track area and digital track map.

[0032] The illustrations in Fig. 7 to 9 indicate how the sensor detection of objects and trams takes place in various model situations. Fig. 7 indicates a model situation where the sensor head of the anti-collision device detects a static object located in the vicinity of the track. The system allows to check the detection of this object, which is used as a control. Fig. 8 again shows a model situation where two trams, both equipped with anti-collision devices, travel towards each other on side tracks and detect each other. Fig. 9 shows a model situation where two trams, both equipped with anti-collision devices, travel behind each other on one track and the rear one detects the tram in front of it. At the same time, the first tram provides data about its position for the evaluation functions of the anti-collision system. When the trams approach each other at a distance detectable by the anti-collision system, the second tram in turn begins monitoring for a possible collision condition, as in the case of contact with any other obstacle on the track. At the same time, however, a comparison of data from the first and second tram systems is initiated, whereby it is compared whether the sensors of both trams indicate identical data, i.e. data about mutual position, speed, etc. This is sent to the remote-control terminal 18, which connects the two anti-collision devices in terms of data.

[0033] In addition, the system checks the data about the track and its surroundings with the relevant maps, if used, and allows them to be upgraded if necessary and sent to all connected anti-collision devices.Industrial Applicability

[0034] The invention will find application primarily in the operation of rail tram lines in urban and suburban agglomerations.Reference Signs List

[0035] 1sensor head 2connector bus 3control and evaluation unit 4data storage 5broadband camera 6control device 7lidar 8infrared camera 9cable 10odometer 11inertial measurement unit 12first computing module 13warning device 14second computing module 15communication device 16positioning device 17communication interface 18remote control terminal 19electrical connector 20LED diode

Examples

example 1

[0027]In this specific example of the embodiment of the sensor head 1, which is shown in Fig. 2, the sensor head 1 is equipped with three optical sensors, namely a broadband camera 5, an infrared camera 8 and a lidar 7. The sensor head 1 is additionally equipped with an inertial measurement unit - IMU 11, which contains a three-axis gyroscope, a three-axis accelerometer, a three-axis magnetometer and a digital barometer. The broadband camera 5 is a broadband camera 5 Triton 5.4 MP from Lucid, the infrared camera 8 is a Boson 320 infrared camera 8 from Teledyne Flir, and the lidar 7 is an M1 Plus device from Robosense. The inertial measurement unit 11 is an IMU380ZA device from ACEINNA, i.e. an inertial measurement unit 11 with an integrated magnetometer.

example 2

[0028]In this specific example of the embodiment of the sensor head 1, which is shown in Fig. 3, the sensor head 1 is provided with two optical sensors, namely a broadband camera 5 and a lidar 7. The sensor head 1 is additionally provided with an inertial measurement unit 11, which includes a three-axis gyroscope, a three-axis accelerometer, a three-axis magnetometer and a digital barometer. The broadband camera 5 is a broadband camera 5 MPC3 from Bosch, the lidar 7 is a HAP device from LIVOX. The inertial measurement unit 11 is a MEMS IMU Ellipse A device from SBG Systems.

example 3

[0029]In this specific example of the embodiment of the anti-collision device, which is shown in Fig. 4, the sensor head 1 is equipped with a broadband camera 5 and a lidar 7, which are data and electrically connected to the connector bus 2 of the sensor head 1. The connector bus 2 supplies power to the broadband camera 5 and lidar 7 and collects and subsequently transmits the data that the sensor head 1 captures to the control and evaluation unit 3 via cable 9. In this specific example of the embodiment of the invention, the control and evaluation unit 3 is provided with one data storage 4 with a first computing module 12 containing a software tool with a mathematical-analytical and computing program that carries instructions and protocols for analysing data from the sensors of the sensor head 1. The data storage 4 in this embodiment of the invention also includes a second computing module 14, which includes a digital scan of the track area and a digital map of the track, and carri...

Field of the Invention

[0001] The invention relates to an anti-collision device with a continuous functionality control system, which is primarily intended for rail vehicles, especially trams. It therefore concerns the field of transport, rail vehicle construction and railway traffic safety management.Background Art

[0002] Just as road traffic has been increasing in recent decades, rail operators also feel the need for increasing safety supervision of the ever-increasing density of rail traffic. For this purpose, for example the Anti-Collision System (ACS) for trams is used. In dense urban traffic, collisions between trams and cars, cyclists and pedestrians, or between trams, are increasingly common in sections where tram traffic is not separated from other traffic. Compared to a car, a tram is much heavier, and above all, it has a slower onset of full braking effect, and therefore less deceleration than a car. The braking distance of a tram can be three times that of a car. Due to the large weight of trams, the consequences of their collisions with other road users and pedestrians are often very serious and even fatal for these other participants. In the Czech Republic alone, there are hundreds of cases of collisions between trams and pedestrians every year, dozens of which have tragic consequences. For newly built tram lines, there is therefore an effort to separate tram traffic from other traffic. However, the current problem of timely vehicle reaction to obstacles that suddenly appear on the line will remain, especially when passing through city centres or near tram stops. A similar problem as in urban transport is solved by railway vehicle operators in repair depots or train stations, where vehicles move at lower speeds and where there is increased movement of people. Anti-collision systems are not commonly used for line speeds on railways.

[0003] The aim of standard anti-collision assistance systems used in trams is to eliminate situations where the tram driver does not react in time to the traffic situation that has arisen and does not start braking in time. Even in the case where the driver is fully engaged in driving, at least several hundred milliseconds elapse between the emergence of a traffic situation and the driver's reaction to it, i.e. the initiation of a braking manoeuvre. If the driver is not fully attentive, this time is extended to several seconds, or the driver does not react at all until a collision occurs.

[0004] The tram's anti-collision assistance system can also replace the driver's reaction, e.g. in the event of a medical condition. Current technology of anti-collision assistance systems enables machine processing of sensor data so that the tram can reliably automatically brake faster than an experienced driver can. However, it can warn the driver of an approaching emergency beforehand, e.g. by means of an acoustic signal. The driver can then take control of the vehicle and either complete the braking manoeuvre himself or terminate it if he assesses the situation differently than the anti-collision assistance system. If the system is switched on later and a collision occurs, the tram's speed is always at least reduced and the collision occurs at a significantly lower speed, so the consequences of the collision are also less severe.

[0005] The basis of an anti-collision system is a sensor or more often several sensors that can detect objects in the space in front of the vehicle. There are sensors of various physical principles that can perform this function. Usually, the sensors are combined so that the sensor head contains at least one of the basic types of sensors, which are camera, radar and lidar. These usual sensors can then be supplemented with additional sensors, such as an ultrasonic sensor or an infrared camera detecting heat emitted by pedestrians and vehicles.

[0006] The camera provides comprehensive information about the vehicle's surroundings, as it typically has high resolution, a long range in bright light, is fast and can distinguish colours. The disadvantage is that the information from the camera is only two-dimensional and information about the distance to the object is completely missing. Reconstructing a 3D scene from 2D images is a demanding computational problem, the implementation of which in real time requires high-quality and powerful computing resources. Moreover, the processed results may not always be completely reliable. This disadvantage of the camera can be partially compensated by using several cameras and comparing them, the so-called stereo camera principle, but still at the cost of demanding calculations. Another disadvantage is that the camera is a passive sensor without its own radiation source. The camera is therefore dependent on the quality of external lighting and typically fails in poor lighting conditions, for example when driving in the dark, in the dark with bright artificial light sources, when light is reflected from reflective surfaces, or when driving even during the day against the bright sun.

[0007] Radar works on the principle of transmitting high-frequency electromagnetic waves, most often in 77 GHz, and detecting the reflection of these waves. The reflected wave indicates not only the direction in which an object is located, but also, thanks to information about the delay of the reflected signal, the distance to this object, and even its relative speed. The speed of the object is determined using a frequency shift, the so-called Doppler effect. The disadvantage is the low sensitivity to non-conductive objects, e.g. a small child in winter clothing. On the other hand, the sensitivity to metal objects, e.g. a car, which can be detected up to hundreds of meters away, is good. The sensitivity to light conditions is zero. The sensitivity to weather conditions is also very low. The radar works well in thick fog or rain. However, the radar is only able to determine the effective cross-section of the object, but no other details, such as colour and shape.

[0008] Lidar, like radar, emits its own radiation source. This is usually an infrared laser beam with wavelengths of 905 nm, 1 550 nm or 1 064 nm. This beam is swept at an angle of, for example, 120 degrees in the horizontal plane and an angle of, for example, 25 degrees in the vertical plane, and with an angular step of max. 0.1 degrees. Like radar, lidar detects reflections and from their delay determines very precisely, with an error of a few centimetres, the distance to the object. Unlike radar, however, lidar usually cannot obtain direct information about the speed using the Doppler effect. The quality of information from lidar is somewhere between that of a camera and radar, i.e. it provides only rough information about the size and shape of an object. For example, up to 30 m, it can easily distinguish a human figure from a cylinder of the same size. The range of lidar is the maximum distance from which the reflected beam is still intense enough to be captured. For larger, highly reflective surfaces, this can be over 150 m. The detection of smaller objects at long distances is also complicated by the fact that the density of reflected points decreases with the square of the distance, and thus the probability of detection. The sensitivity to weather conditions of lidar is higher than that of radar, but lower than that of a camera. The sensitivity to light conditions of lidar is zero.

[0009] Because a sensor on a moving vehicle captures the surrounding scene from a dynamically changing position and with a variable angular orientation, and these changes must be monitored for a proper understanding of the surrounding scene in a fixed coordinate system, i.e. statically, an inertial measurement unit (IMU) is a necessary part of the sensor head. The IMU is usually a combination of a three-axis gyroscope, a three-axis accelerometer, sometimes a three-axis magnetometer and a digital barometer. These are installed in a compact circuit on a polyamide printed circuit board (PCB). These are precise and highly miniaturized integrated circuits. These are products characterized by speed and accuracy of measurement. The functionality of the sensors includes dynamic selection of the sensitivity level of the accelerometer, gyroscope and magnetometer, as well as preselection of the barometer scale. All sensor functions are available via a shared I2C bus, thanks to which all components can be independently controlled using two lines, a clock and a communication signal.

[0010] An important part of the rail vehicle is the so-called superior train control system - distributed (TCMS). It is a powerful distributed control system that ensures the control of all rail vehicle technologies. The robust and temperature-resistant system meets all extreme operating conditions on the railway and in rail transport. The basis for data exchange is the CAN or Ethernet data bus with great flexibility in connection and diagnosis of communication problems.

[0011] In technical practice, an anti-collision system is known that uses the separation of reflections from potential obstacles of the usual static background of the tram track surroundings for its higher efficiency. For this purpose, it uses a software module carrying information for using a scan of the static surroundings of the track, which is stored in the memory of the on-board computer, the so-called high-definition map - a map of the surroundings. Comparing the current image of the surroundings using sensors transmitted and evaluated in the on-board computer with a previously obtained scan of the surroundings of the track reduces the error in object localization to a few centimetres, the so-called visual localization. Unlike other localization methods, the system allows to accurately determine the orientation of the sensor axis. Thanks to this accuracy, the system can accurately evaluate whether an object in front of the tram is a collision hazard, i.e. whether it interferes or is likely to interfere with the vehicle's passage profile. The system also allows to distinguish new, potentially moving and therefore risky objects by comparing it with the map. The system can unify and track the reflection points belonging to a new foreign object that continuously fills a space as one object.

[0012] This object can be classified, i.e. for example, it can recognize the similarity with a human figure. Subsequently, the system recognizes whether the position of this group of points in time in space is systematically moving somewhere, and it can predict and estimate the size and direction of movement of the object thus detected. To decide whether this is a collision situation, a test for the intersection of the tram body with the detected object on the prediction horizon (for example, 10 seconds), i.e. the prediction of the occurrence of a collision, is important. The mere prediction that the trajectories of objects may intersect with the tram at some point in the future does not mean that a critical situation has arisen. This is detected only when the collision can apparently only be avoided by relatively intensive braking, and emergency braking measures clearly need to be taken. The system continuously evaluates how much time is left until safe braking is initiated. If this time is dangerously close to the expected reaction time of the driver and brakes, or is even lower, the system activates an intense acoustic warning to the driver and then initiates automatic braking. For this evaluation, the system works with the current speed and acceleration of the tram obtained from the tram's internal electronic system and uses information about its occupancy by people and the development of the slope of the track in front of the tram. It uses a digital map of the track for the development of the slope of the track.

[0013] According to the prior art, the anti-collision system of a tram consists of a sensor head arranged on the outside of the front part of the tram body in the direction of the tram's forward travel. This sensor head is equipped with at least one sensor from the group of sensors: camera, radar or lidar, which are data- and electrically connected to the connector bus of the sensor head. The sensor head connector bus is connected by cables, data and electrically to the control and evaluation unit of the anti-collision system, which is data and electrically connected to the tram's on-board computer. The control and evaluation unit is equipped with a data storage, a computing module, a communication module, a global positioning satellite system (GNSS) device and a warning device. The data storage is a software tool carrying a digital scan of the track area and a digital map of the track. The computing module contains a software tool carrying instructions for analysing data from the sensor head sensors and comparing them with data from the scan of the track area, digital map of the track, GPS device and with information about the speed, acceleration and weight of the tram, obtained from the tram's on-board computer, for predicting the movement of the tram and objects in the tram's vicinity in collision trajectories. The communication module is equipped with a communication connector for connecting an external control and data unit for downloading data from the data storage of the control and evaluation unit, and for upgrading the digital scan of the track area and the digital track map.

[0014] The disadvantage of the current state of the art is that, although currently used anti-collision systems can use a combination of sensor inputs compared with a track scan, which can be updated in regular cycles, typically 10 Hz, and using software tools for mathematical modelling of the prediction of the movement of the tram and surrounding targets for the purpose of collision prediction, the system is not capable of detecting its own fault-freeness and current functionality. Ideally, the anti-collision system only manifests itself in crisis situations, which do not occur often. If the system is not working properly, but does not manifest itself in any way, this fact remains hidden. The correct functioning of the anti-collision system is therefore tested in regular cycles during so-called control runs on the test track, where devices are installed that detect the movement of the tram and compare data from the anti-collision system of the tram with data from control sensors installed on the track. This is a very accurate measurement, but it does not take place continuously, and above all, for the check it is necessary to separate the tram with the driver and send them to the control track, which is time-consuming, staffing and money-consuming.

[0015] The main object of the invention is to eliminate the shortcomings of the anti-collision system, known from the prior art, and to create an anti-collision device and a system for continuous monitoring of the functionality of this device, which can perform regular checks of the anti-collision systems of all trams in direct operation during regular operation of tram lines without the need to single out trams for inspection and send them on inspection runs.Summary of the Invention

[0016] The disadvantages of currently known anti-collision devices are overcome by the anti-collision device described below with a system of continuous functionality control. This anti-collision device is intended primarily for systems of continuous control of railway traffic of rail vehicle in urban and suburban agglomerations. The anti-collision device is based on the essence of currently used anti-collision devices. These devices usually consist of at least one sensor head with a connector bus, at least one control and evaluation unit with at least one data storage, at least one communication device, a control device for emergency brake application and at least one warning device. The sensor head is equipped with at least one device or a combination of devices from the group: ultrasonic sensor, infrared camera, broadband camera, radar or lidar. The individual elements of the sensor head are connected to a connector bus for data and electricity, which can be, for example, a standardized CAN data bus - Controller Area Network or Ethernet, which is the name for a collection of computer network technologies. This connector bus is connected to the control and evaluation unit for data and electricity by cables. The data storage of the control and evaluation unit is equipped with at least one first computing module, which contains a software tool with a mathematical-analytical and computing program carrying instructions and protocols for analysing data from the sensors of the sensor head and for calculating the prediction of collision states in traffic and for triggering the warning device. The data storage is also equipped with at least one second computing module, which contains a digital scan of the track area and a digital map of the track and carries information for reading these maps. The control and evaluation unit is also equipped with a positioning device for receiving a global satellite positioning signal for sensing the position of the anti-collision device and an electrical connector for connection to an external source of electrical energy or an external electrical network. The control and evaluation unit is also equipped with an odometer, i.e. a distance meter. The essential innovation of the anti-collision device with a continuous functionality control system is that the standard communication device, which is standardly connected to the control and evaluation unit in terms of data and electricity, is equipped with a communication interface for receiving and transmitting a continuous wireless communication signal.

[0017] In another preferred embodiment, the warning device is provided with at least one warning signal emitter from the group of sound or optical emitters. These devices may be an LED diode, i.e. a light-emitting diode or electroluminescent diode, a klaxon, a hooter, a beacon or other similar optical or sound warning device.

[0018] Current systems for checking the functionality of anti-collision devices are characterized by the fact that the rail vehicle drives along a pre-created track equipped with measuring units, obstacles, etc., and performs scanning as in normal operation. The data is stored in the control and evaluation unit and, after the trip, is uploaded to the superior control and data unit, which evaluates the correctness of the function of the individual sensors of the sensor head. The new system for continuous monitoring of the functionality of an anti-collision device is formed by at least two anti-collision devices created according to one of the previous advantageous embodiments. Each of the anti-collision devices is implemented on one separate rail vehicle, at least from the front outer side, i.e. at least on the front part of the rail vehicle body in the direction of travel of this vehicle forward. The control and evaluation unit of the anti-collision device in this case also includes a third computing module, which contains software that carries information for storing data on the vehicle position and for analysing data on the position and movement of two anti-collision devices arranged on two different rail vehicles. At the same time, it also carries instructions for comparing information from the first computing module and the second computing module of the pair of anti-collision devices as a single unit. This results in, for example, two trams running randomly one behind the other or opposite each other in normal operation starting to register either with each other at a certain distance from each other or at least one tram registering the tram in front of it. The sensor head devices and the control and evaluation units record information about the position of the individual vehicles, their speed, direction of movement, acceleration and at the same time about the track and the surroundings of the track. For the rail vehicle that is registered by the second, there are two versions of the data about the position and speed of movement. This is either the rail vehicle's own information about itself or information about the rail vehicle obtained from another vehicle. In the data storage, these two versions of the data are then compared thanks to the continuous transfer of the obtained information between the individual rail vehicles. Thanks to this, in normal operation, the quality and functionality of the scanned and stored data is always performed and evaluated when two rail vehicles meet. This makes it easy to detect changes in functionality or malfunctions of individual sensor parts of one of the sensor heads. In the event of a discrepancy between the information from two vehicles, it may not be immediately clear which vehicle provides more accurate data. However, statistical data processing can determine which data from which vehicle largely matches the data of other vehicles within given tolerances and which does not. Vehicles whose data deviate can be directly identified for the service centre, as their anti-collision systems need to be checked as quickly as possible.

[0019] In addition to comparing the position and speed data of a pair of vehicles, the scan data of the surroundings obtained by individual rail vehicles can also be used to compare the scanned surroundings of the rail track with a high-definition map. This allows differences to be detected between how the surroundings of the track appear, i.e. its current state, and the state defined and entered in the high-definition map. This allows changes to be indicated on the track and its surroundings and defines the possible need to remap the high-definition map.

[0020] Just like a rail vehicle, tram depot workers can also be included in the continuous control system. They are equipped with a simple anti-collision device in the form of a personal miniature localization device, arranged in or on the worker's clothing. This miniature device is worn, for example, in a pocket. Information about the location of workers thus equipped is collected in a data storage. Monitoring a worker can alert you to the fact that he or she is moving randomly within the visual range of the tram's sensor set equipped with the currently active anti-collision system. It is also possible to compare whether the anti-collision system always registers the worker at the correct distance and position. This data can be statistically processed and vehicles with results significantly outside the normal range can be identified.

[0021] In a preferred embodiment, the system for continuous monitoring of the functionality of the anti-collision device further comprises a remote control terminal, connected by a communication device to at least one control and evaluation unit, and containing a software module that carries instructions for archiving data from the anti-collision devices and for upgrading the scan of the track area and the digital map of the track. Thanks to this, the acquired and evaluated data from the operation of rail vehicles can be transmitted and evaluated in a remote-control terminal, e.g. a rail depot. Thanks to this, in normal operation, the quality and functionality of the captured and stored data is always evaluated when two rail vehicles meet. In systems with a high-definition map, data can also be compared with the profile of the track and its surroundings. This makes it easy to detect changes on the track, but also the functionality or malfunction of individual sensor parts of one of the sensor heads. The obtained data, for example on changes on the track, can then be sent in bulk as a data upgrade to all anti-collision devices on all rail vehicles.

[0022] In a preferred embodiment, the anti-collision device operates in such a way that the anti-collision device detects an obstacle, calculates the necessary parameters for triggering a warning and emergency braking from the driving parameters, while leaving the driver free to react to the situation independently and in a timely manner, and is triggered only in emergency mode.

[0023] The main advantage of the patent is that it eliminates the need to create measuring sections of tracks or measuring tracks, and the need to allocate rail vehicle to perform measurements and check the functionality of anti-collision devices outside of normal operation. Anti-collision devices combined in a system with a system of continuous control of the functionality of anti-collision devices can perform control and monitoring of functionality directly in normal operation of tram lines, i.e., as already mentioned, without the need to allocate trams for inspection and send them on inspection runs. In practice, this means a great time and therefore financial savings for the operator. The proposed system evaluates the functionality of anti-collision systems by comparing vehicle fleet data and their statistical processing. The proposed system detects vehicles with completely inoperative systems, systems with mechanically deflected sensors, systems with sensors with reduced viewing angles or systems with a shorter range, for example due to a damaged or dirty window. It is also possible to detect latency in the digital signal processing of one of the vehicles, from which information is correct but delayed. The system can classify these failures and thus shortens not only the time until service intervention, but also its duration.Explanation of Drawings

[0024] The said invention will be explained in more detail in the following illustrations, wherein: Fig. 1perspective view of a tram with a sensor head, Fig. 2schematic representation of a sensor head with a wideband camera, lidar, infrared camera and inertial measurement unit, Fig. 3schematic representation of a sensor head with a wideband camera, lidar and inertial measurement unit, Fig. 4schematic representation of the individual parts of the anti-collision device in the design with a sensor head, data and electrically connected to the control and evaluation unit. The sensor head is with a broadband camera, lidar and connector bus. The control and evaluation unit is with a data storage with a first computing module and a second computing module, with a control device for emergency brake activation with an LED diode as an optical emitter of a warning signal, with an odometer and a GPS-type positioning device and with a communication device with a communication interface, Fig. 5schematic representation of the individual parts of the anti-collision device in the design with a sensor head connected to the control and evaluation unit in terms of data and electricity. The sensor head is with a broadband camera, lidar, inertial measurement unit and connector bus. The control and evaluation unit is with a data storage with a first computing module and a second computing module, with a control device for emergency brake activation with an LED diode as an optical warning signal emitter and with a communication device with a communication interface, Fig. 6display of data connection of a pair of control and evaluation units, a pair of anti-collision devices, each installed on a different rail vehicle, with a remote-control terminal, Fig. 7display of the detection of an object located near the track by the anti-collision device of a moving tram, Fig. 8image of the detection of a pair of trams by their anti-collision devices, with the trams travelling towards each other in opposite directions, each on a different track, Fig. 9display of detection by an anti-collision device, when the second tram in a row in one direction detects the proximity of the tram in front of it. The trams travel one after the other on one track. Examples of the Invention Embodiments

[0025] The main benefit of the anti-collision device, shown in Figs. 1 to 3, according to the present invention is that its design and integration into the system, shown in Figs. 4 and 5, enables continuous control of its own functionality as a whole, but also of its individual sensor elements and control and computing elements, including updating map data about the track and its surroundings, as shown in Figs. 6 to 8. A suitable broadband camera 5 for the sensor head 1 in general is a digital camera 5 with precisely time-synchronized imaging, automatic exposure time according to the current light intensity, a resolution of at least one megapixel, a capture rate of at least ten frames per second, a good dynamic range, i.e. the ability to capture unevenly lit scenes, and a good sensitivity of at least 1 lux.

[0026] A suitable infrared camera 8 for the sensor head 1 is generally an AEC-Q100 Grade2 automotive standard infrared camera 8. A suitable lidar 7 for the sensor head 1 is generally a lidar 7 with a mechanically, piezoelectrically or interference swept beam that provides at least ten frames per second in a range of at least 10,000 points per frame, the so-called point-cloud and a minimum detection range of 70 m, an angular resolution of less than 0.5° and precise synchronization of the individual detected points. The horizontal and vertical viewing angles of the lidar 7 are at least 120° and 25°, respectively. A suitable inertial measurement unit 11 for the sensor head is generally a device that registers motional acceleration and angular velocity with a resolution of at least 0.05° / s, linear acceleration with a resolution of 0.005 m / s 2< , low noise, drift and thermal dependence. A three-axis magnetometer with a resolution of at least 1 milligauss may be integrated therein.Example 1:

[0027] In this specific example of the embodiment of the sensor head 1, which is shown in Fig. 2, the sensor head 1 is equipped with three optical sensors, namely a broadband camera 5, an infrared camera 8 and a lidar 7. The sensor head 1 is additionally equipped with an inertial measurement unit - IMU 11, which contains a three-axis gyroscope, a three-axis accelerometer, a three-axis magnetometer and a digital barometer. The broadband camera 5 is a broadband camera 5 Triton 5.4 MP from Lucid, the infrared camera 8 is a Boson 320 infrared camera 8 from Teledyne Flir, and the lidar 7 is an M1 Plus device from Robosense. The inertial measurement unit 11 is an IMU380ZA device from ACEINNA, i.e. an inertial measurement unit 11 with an integrated magnetometer.Example 2:

[0028] In this specific example of the embodiment of the sensor head 1, which is shown in Fig. 3, the sensor head 1 is provided with two optical sensors, namely a broadband camera 5 and a lidar 7. The sensor head 1 is additionally provided with an inertial measurement unit 11, which includes a three-axis gyroscope, a three-axis accelerometer, a three-axis magnetometer and a digital barometer. The broadband camera 5 is a broadband camera 5 MPC3 from Bosch, the lidar 7 is a HAP device from LIVOX. The inertial measurement unit 11 is a MEMS IMU Ellipse A device from SBG Systems.Example 3:

[0029] In this specific example of the embodiment of the anti-collision device, which is shown in Fig. 4, the sensor head 1 is equipped with a broadband camera 5 and a lidar 7, which are data and electrically connected to the connector bus 2 of the sensor head 1. The connector bus 2 supplies power to the broadband camera 5 and lidar 7 and collects and subsequently transmits the data that the sensor head 1 captures to the control and evaluation unit 3 via cable 9. In this specific example of the embodiment of the invention, the control and evaluation unit 3 is provided with one data storage 4 with a first computing module 12 containing a software tool with a mathematical-analytical and computing program that carries instructions and protocols for analysing data from the sensors of the sensor head 1. The data storage 4 in this embodiment of the invention also includes a second computing module 14, which includes a digital scan of the track area and a digital map of the track, and carries information for reading these maps. The control and evaluation unit 3 is further provided with an odometer 10 for sensing the distance travelled and speed and a positioning device 16 of the GPS sensor type, a global positioning sensor, for sensing the exact position of the anti-collision device and the rail vehicle on which it is located. Furthermore, the control and evaluation unit 3 is also provided with a control device 6 for emergency braking of the rail vehicle with an LED diode 20 as an optical emitter of a warning signal. The control and evaluation unit 3 is also provided with an electrical connector 19 and a communication device 15 with a communication interface 17.Example 4:

[0030] In this specific example of the embodiment of the anti-collision device, which is shown in Fig. 5, the anti-collision device is created based on the solution according to Fig. 4, with the difference that the control and evaluation unit 3 is not provided with an odometer 10 for sensing the distance travelled and speed and a positioning device 16 for sensing the exact position of the anti-collision device and the rail vehicle on which it is located. The function of the odometer 10 and the position device 16 is taken over by the inertial measurement unit 11 installed as part of the sensor head 1, which combines a three-axis gyroscope, a three-axis accelerometer, a three-axis magnetometer and a digital barometer, thanks to which the anti-collision device obtains data on speed, acceleration or braking, distance travelled, the position of the anti-collision device, but also on weather conditions.Example 5:

[0031] In this specific example of the embodiment of the system for continuous monitoring of the functionality of an anti-collision device, which is shown in Fig. 6, a pair of anti-collision devices is created according to Example 3. The data storage 4 of both control and evaluation units 3 also contains a third computing module, which contains a software means that carries information for storing and analysing data on the position and movement of two anti-collision devices arranged on two different rail vehicles and for comparing information from the first computing module 12 and the second computing module 14 of the pair of anti-collision devices. The remote-control terminal 18 is connected via a communication device 15 to at least two control and evaluation units 3 and contains a software module that carries instructions enabling archiving of data from anti-collision devices and upgrading of the scan of the track area and digital track map.

[0032] The illustrations in Fig. 7 to 9 indicate how the sensor detection of objects and trams takes place in various model situations. Fig. 7 indicates a model situation where the sensor head of the anti-collision device detects a static object located in the vicinity of the track. The system allows to check the detection of this object, which is used as a control. Fig. 8 again shows a model situation where two trams, both equipped with anti-collision devices, travel towards each other on side tracks and detect each other. Fig. 9 shows a model situation where two trams, both equipped with anti-collision devices, travel behind each other on one track and the rear one detects the tram in front of it. At the same time, the first tram provides data about its position for the evaluation functions of the anti-collision system. When the trams approach each other at a distance detectable by the anti-collision system, the second tram in turn begins monitoring for a possible collision condition, as in the case of contact with any other obstacle on the track. At the same time, however, a comparison of data from the first and second tram systems is initiated, whereby it is compared whether the sensors of both trams indicate identical data, i.e. data about mutual position, speed, etc. This is sent to the remote-control terminal 18, which connects the two anti-collision devices in terms of data.

[0033] In addition, the system checks the data about the track and its surroundings with the relevant maps, if used, and allows them to be upgraded if necessary and sent to all connected anti-collision devices.Industrial Applicability

[0034] The invention will find application primarily in the operation of rail tram lines in urban and suburban agglomerations.Reference Signs List

[0035] 1sensor head 2connector bus 3control and evaluation unit 4data storage 5broadband camera 6control device 7lidar 8infrared camera 9cable 10odometer 11inertial measurement unit 12first computing module 13warning device 14second computing module 15communication device 16positioning device 17communication interface 18remote control terminal 19electrical connector 20LED diode

Examples

example 1

[0027]In this specific example of the embodiment of the sensor head 1, which is shown in Fig. 2, the sensor head 1 is equipped with three optical sensors, namely a broadband camera 5, an infrared camera 8 and a lidar 7. The sensor head 1 is additionally equipped with an inertial measurement unit - IMU 11, which contains a three-axis gyroscope, a three-axis accelerometer, a three-axis magnetometer and a digital barometer. The broadband camera 5 is a broadband camera 5 Triton 5.4 MP from Lucid, the infrared camera 8 is a Boson 320 infrared camera 8 from Teledyne Flir, and the lidar 7 is an M1 Plus device from Robosense. The inertial measurement unit 11 is an IMU380ZA device from ACEINNA, i.e. an inertial measurement unit 11 with an integrated magnetometer.

example 2

[0028]In this specific example of the embodiment of the sensor head 1, which is shown in Fig. 3, the sensor head 1 is provided with two optical sensors, namely a broadband camera 5 and a lidar 7. The sensor head 1 is additionally provided with an inertial measurement unit 11, which includes a three-axis gyroscope, a three-axis accelerometer, a three-axis magnetometer and a digital barometer. The broadband camera 5 is a broadband camera 5 MPC3 from Bosch, the lidar 7 is a HAP device from LIVOX. The inertial measurement unit 11 is a MEMS IMU Ellipse A device from SBG Systems.

example 3

[0029]In this specific example of the embodiment of the anti-collision device, which is shown in Fig. 4, the sensor head 1 is equipped with a broadband camera 5 and a lidar 7, which are data and electrically connected to the connector bus 2 of the sensor head 1. The connector bus 2 supplies power to the broadband camera 5 and lidar 7 and collects and subsequently transmits the data that the sensor head 1 captures to the control and evaluation unit 3 via cable 9. In this specific example of the embodiment of the invention, the control and evaluation unit 3 is provided with one data storage 4 with a first computing module 12 containing a software tool with a mathematical-analytical and computing program that carries instructions and protocols for analysing data from the sensors of the sensor head 1. The data storage 4 in this embodiment of the invention also includes a second computing module 14, which includes a digital scan of the track area and a digital map of the track, and carri...

Claims

1. An anti-collision device intended primarily for systems of continuous control of railway traffic of rail vehicle in urban and suburban agglomerations, comprising at least one sensor head (1) with a connector bus (2), at least one control and evaluation unit (3) with at least one data storage (4), at least one communication device (15), at least one warning device (13) and a control device (6) for emergency brake application and / or activation of the warning device (13), where the sensor head (1) is equipped with at least one sensor from the group of sensors: ultrasonic sensor, infrared camera (8), broadband camera (5), radar or lidar (7), which are data and electrically connected to the connector bus (2), the connector bus (2) is data and electrically connected to the control and evaluation unit (3) of the anti-collision system by cables (9), the data storage (4) of the control and evaluation unit (3) is equipped with at least one first computing module (12) containing a software tool with a mathematical-analytical and computing program carrying instructions and protocols for analysing data from the sensors of the sensor head (1) and for calculating the prediction of collision states in traffic and triggering the warning device (13), and with at least one second computing module (14) containing a digital scan of the track area and a digital map of the track and carrying information for reading these maps, the control and evaluation unit (3) is also provided with a positioning device (16) for receiving a global satellite positioning signal for sensing the position of the anti-collision device and an electrical connector (19) for connection to an external source of electrical energy or an external electrical network, and further the control and evaluation unit (3) is provided with an odometer (10), characterized in that the communication device (15) is data and electrically connected to the control and evaluation unit (3) and is provided with a communication interface (17) for receiving and transmitting a wireless communication signal.

2. The anti-collision device according to claim 1, characterized in that the sensor head (1) is equipped with an inertial measurement unit (11) consisting of a three-axis gyroscope, a three-axis accelerometer, a three-axis magnetometer and a digital barometer.

3. The anti-collision device according to claims 1 to 2, characterized in that the warning device (13) is provided with at least one warning signal emitter from the group of sound or optical emitters.

4. System for continuous monitoring of the functionality of the anti-collision device, characterized in that it includes at least two anti-collision devices according to any one of claims 1 to 3 and arranged at least one on the outside on the front part of the body of the rail vehicle in the driving direction of this vehicle forward and the control and evaluation unit (3) of the anti-collision device also includes a third computing module containing a software means carrying information for storing and analysing data on the position and movement of two anti-collision devices arranged on two different rail vehicles and / or on the clothing of a railway depot worker and for comparing information from the first computing module (12) and the second computing module (14) of the pair of anti-collision devices.

5. System for continuous monitoring of the functionality of the anti-collision device according to claim 4, characterized in that it further includes a remote control terminal (18) connected via a communication device (15) with at least two control and evaluation units (3) and containing a software module carrying instructions for static processing and archiving of data from anti-collision devices and for upgrading the scan of the track area and digital track map.

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