Method for generating a virtual image of a rail network

Abstract

The invention relates to a method (100) for generating a virtual image of a rail network (102), having the steps of: - detecting and / or receiving (S1) at least one sensor value by means of a magnetic field-monitoring sensor unit (202), - comparing (S2) the sensor value with at least one sensor value which is associated with a first track view (104) of the rail network (102), and - generating (S3) a second track section (106) if the detected sensor value lies outside of the first track section (104) of the rail network (102) in order to generate the virtual image of the rail network (102).

Description

[0001] Description

[0002] title

[0003] Method for creating a virtual image of a rail network

[0004] State of the art

[0005] The present invention relates to a method for creating a virtual image of a rail network, a sensor unit, a computer program and a computer network structure.

[0006] Currently, there are a multitude of different solutions for positioning in rail vehicles. Due to the increasing density of rail vehicles on tracks and the increased demands of increasing automation, the need for innovative and robust localization solutions is continuously growing.

[0007] The constant weight reduction in the rail sector to reduce fuel consumption and increasing competition are creating cost pressure, resulting in greater demand for cheaper and more efficient components for rail vehicles.

[0008] Disclosure of the invention

[0009] The inventive method for creating a virtual image of a rail network with the features of claim 1 has the advantage over the known method that no additional journeys are required to map route sections, since the method allows the map sections to be continuously measured and updated during everyday operation of a rail vehicle. This can be done regardless of whether the rail route is being traveled for the first time or repeatedly, since reliable map values ​​can be generated in both cases. Furthermore, the position of the rail vehicle can be determined based on the measured values ​​by comparing consistent environmental information.

[0010] This is achieved according to the invention in that the method, in particular a computer-implemented method, for creating a virtual image of a rail network comprises the steps:

[0011] Receiving at least one sensor value detected by a magnetic field monitoring sensor unit, comparing the at least one detected and / or received sensor value with at least one sensor value associated with a first section of the rail network, creating a second section of the rail network if the first detected sensor value lies outside the first section of the rail network in order to create the virtual image of the rail network.

[0012] In this case, the receiving step can be preceded by a step of recording the at least one sensor value using the magnetic field-monitoring sensor unit. In other words, a change in the magnetic field caused by a rail or by travel over the rail is monitored using a sensor unit, and sensor measurements are thus generated. These sensor measurements can be compared with an already known sensor measurement for this section of track. If the currently recorded sensor measurements deviate from the stored sensor measurements, it can be concluded that the corresponding section of track has not yet been surveyed and that a second section of track is therefore to be recorded. In this case, the comparison of the sensor value can, in particular, be a comparison of a history of sensor values ​​with a history of sensor values ​​in a section of track or on a map.In particular, the sensor value can be associated or linked to a first route section. This can mean, in particular, that sensor measurements were recorded for the corresponding first route section, which are stored for this route section on a map or similar device.

[0013] In the step of detecting and / or receiving, a temporal or spatial profile of sensor values ​​is preferably detected or received. In the context of the present invention, a profile of sensor values ​​can be understood as a preferably spatial profile of magnetic field data detected by a magnetic field-monitoring sensor unit arranged on the rail vehicle when traveling along the track section. The profile of sensor values ​​here preferably represents a spatial profile of the earth's magnetic field along a track of the track section traveled by the rail vehicle, wherein the earth's magnetic field is characteristically modified by the track and (ferro-)magnetic elements arranged in the region of the track. For this purpose, the magnetic field-monitoring sensor unit can be designed, for example, as a magnetometer, in particular as a flux-gate magnetometer.Preferably, the magnetic field-monitoring sensor unit is arranged on an underside of the rail vehicle facing a track traveled by the rail vehicle. The profile of the sensor values ​​can represent, in particular include, the spatial profile of the magnetic field. In other words, the sensor values ​​can include values ​​of a magnetic field strength and / or flux density and / or values ​​representing the magnetic field strength and / or flux density, for example, voltage, current, or phase shift values.

[0014] The subclaims show preferred developments of the invention.

[0015] Preferably, the first route section has a first waypoint, further comprising the step:

[0016] Linking the start of the second route section to the first waypoint.

[0017] An advantage of this embodiment is that the start of the new or second track section can be determined based on the detection of the waypoint. The first waypoint can be a switch or similar, for example. For example, the first track section has a switch. The detection of a second track section can be improved if the sensor value after the waypoint lies outside the known sensor values, allowing conclusions to be drawn about the second track section. In order to create a seamless image of the rail network, the second track section can be linked to the waypoint, which can be a switch or similar, for example, in order to remove any uncertainties from the measured value curve.

[0018] Further preferably, the method comprises the step:

[0019] Assigning the first waypoint to a geographical position and / or a rail element

[0020] An advantage of this embodiment is that the first waypoint can be compared using a geographical position and / or a rail element from an existing map in order to increase the detection accuracy or the precise detection reliability. For example, a map already exists for the corresponding route section. In particular, geographical positions as well as rail elements such as switches, infrastructure elements or the like can be depicted in the map. If the first waypoint can be associated with the start of the second route section, it can be checked whether a corresponding switch or the like can be identified in the map and thus linked to or assigned to the waypoint.

[0021] Further preferably, the method comprises the step:

[0022] Adjusting the first waypoint based on a comparison between the geographical position and / or a track element and the first waypoint.

[0023] An advantage of this embodiment is that the start of the second route section or the position of the first waypoint can be adjusted or improved based on the comparison between the detected position of the first waypoint using the sensor values ​​of the magnetic field-monitoring sensor unit and the geographical position and / or the rail element. For example, the detection of the first waypoint may be subject to measurement inaccuracies due to the detection of the magnetic field. However, if the geographical position or the position of the rail element is precisely recorded on a map, the position of the first waypoint can be corrected to correct possible deviations due to measurement tolerances or the like.

[0024] Further preferably, the method comprises the steps of: comparing the second route section with the first route section,

[0025] Stopping the creation of the second route segment based on the comparison, in particular if the first route segment and the second route segment are substantially the same.

[0026] An advantage of this embodiment is that when the recorded second route section ends and rejoins the first route section, further recording of the second route section can be stopped on a map or similar device, thus avoiding any duplication or similar. For example, the second route section can be traced back to the first route section using a rail or similar device, so that the courses or measured values ​​of the two route sections are essentially the same. In this context, "essentially the same" specifically means a deviation of up to ± 50% of the stored measured values.

[0027] More preferably, the method comprises the steps:

[0028] Determining, in particular capturing, at least one second waypoint when creating the second route section, at the time of stopping the creation of the second route section, linking the captured second waypoint to an end of the second route section.

[0029] An advantage of this embodiment is that when the detection of the second route section is stopped, for example, when the second route section ends, a second waypoint can be created. For example, the second route section can be routed into the first route section using a switch, thus stopping the detection of the second route section. Thus, for example, the second waypoint can be linked to a switch or similar device.

[0030] More preferably, the method comprises the steps:

[0031] Determining a distance between the first waypoint and the waypoint of the second route section,

[0032] Comparing the determined route distance with a route reference for the second route section, adjusting the second route section based on the comparison of the determined route distance with the route reference.

[0033] An advantage of this embodiment is that a distance or similar value between the first waypoint and the second waypoint is determined for the second route section. Based on the determined distance, this can be compared with a route reference, such as the length of the route section on a map. Due to measurement uncertainties or similar factors, a delta between the recorded distance and the route reference can be determined. This delta can be reduced, in particular, in order to approximate the second route section to a real-life situation.

[0034] More preferably, the method comprises the steps:

[0035] Detecting a pattern based on the path of the first waypoint and / or the second waypoint,

[0036] Determining a position of the pattern in a reference map based on the pattern using pattern recognition.

[0037] An advantage of this embodiment is that a relationship in the form of a pattern between the route, the first waypoint, and / or the second waypoint can be determined. This pattern can then be compared with existing maps and with patterns in the map. Thus, a position of the pattern or waypoints can be clearly determined on the map based on the comparison. For example, the pattern consists of a first switch as the first waypoint of a route, for example, three kilometers, and a second switch as the second waypoint. This combination can be compared with a map in order to determine the position of the pattern.

[0038] More preferably, the first route section comprises a course of sensor values, wherein the comparison of the sensor value with the at least one sensor value comprises the steps:

[0039] Receiving a detected predetermined deviation, in particular detecting the predetermined deviation, creating the second route section if the detected sensor value lies outside the course of sensor values ​​of the predetermined deviation.

[0040] An advantage of this embodiment is that the deviation can be used to account for a measurement inaccuracy of the sensor units. This makes it possible, in particular, to avoid unnecessary detection of the second route section. For example, a history of sensor values ​​is associated or linked with a route section. Furthermore, a sensor value can be detected and compared with the history of sensor values. In this case, a predetermined deviation from the history of sensor values ​​is preferably taken into account before the decision is made based on the sensor value to detect and / or create the second route section.

[0041] Further preferably, the method comprises the step:

[0042] Creating a large number of track sections and a large number of waypoints based on the received, in particular recorded, sensor values ​​to create the virtual image of the rail network.

[0043] An advantage of this embodiment is that a complete rail network can be mapped using simple means based on the simple monitoring of sensor values ​​of the sensor unit.

[0044] A further aspect of the invention relates to a sensor unit which is configured to carry out steps of the method as described above and below.

[0045] Further preferably, the sensor unit comprises a sensor element which is configured to monitor a magnetic field which is at least partially changed by a rail.

[0046] An advantage of this embodiment is that, using a sensor element of the sensor unit, the magnetic field change can be detected in the form of sensor values, particularly during travel over a rail. A further aspect of the invention relates to a computer program configured to perform steps of the method as described above and below. In other words, the computer program comprises instructions that cause the computer network structure to execute the proposed method.

[0047] A further aspect relates to a computer network structure which is configured to carry out steps of the method as described above and below and / or has a storage medium which stores the computer program as described above and below.

[0048] A computer network structure can in particular be a server or a cloud service or something similar.

[0049] Short description of the drawings

[0050] Embodiments of the invention are described in detail below with reference to the accompanying drawings. In the drawing:

[0051] Figure 1 a is an illustration for describing the sensor unit according to an embodiment,

[0052] Figure 1 b is a diagram illustrating steps of the method according to an embodiment,

[0053] Figure 2 is a diagram illustrating steps of the method according to an embodiment,

[0054] Figure 3 is a flowchart illustrating steps of the method according to an embodiment,

[0055] Figure 4 is a flowchart illustrating steps of the method according to an embodiment,

[0056] Figure 5 a sensor unit,

[0057] Figure 6 shows a computer program, Figure 7 shows a computer network structure.

[0058] Embodiments of the invention

[0059] Preferably, all identical elements, components and / or steps in the figures are provided with the same reference numerals.

[0060] Figure 1 shows an illustration for describing the sensor unit 200 according to one embodiment. The sensor unit 200 is arranged in a rail vehicle 500. The rail vehicle 500 can symbolically travel over the first rail 502 as well as over the second rail 504. The sensor unit 200 and / or the method 100 can detect and / or receive at least one sensor value. The sensor value can be compared, in particular, with a first track section 104. If the sensor value lies outside the first track section 104, a second track section 106 is created. The first track section 104 can, for example, describe a magnetic field change, a magnetic field profile, and / or a magnetic field measurement value across the first rail 502. More preferably, the second track section 106 describes a magnetic field change, a magnetic field profile, and / or a magnetic field measurement value across the second rail 504.

[0061] Figure 1b shows a diagram 510 to illustrate the method 100 according to one embodiment. In the diagram 510, a curve 120 of sensor values ​​of the first route section 104 is plotted. As soon as the rail vehicle 500 travels over a first waypoint 108, such as a rail, the curve of the recorded sensor values ​​begins to deviate from those of the curve 120 of the first route section 104. Thus, a second route section 106, which is shown in dashed lines in Figure 1b, can be recorded. More preferably, the recording of the second route section 106 can be stopped when the first route section 104 and the second route section 106 are substantially the same, for example, recorded sensor values ​​which are substantially the same.In this case, for example, the rail vehicle 500 can travel over a second waypoint 112, which is, for example, another rail, in order to return to the first route section 104, such as the first track 502. Figure 2 shows a map 520 to illustrate steps of the method 100 according to one embodiment. In this case, the map 520 depicts, in particular, a rail network 102 which is at least partially associated with magnetic field patterns. For example, the rail network 102 has a first route section 104. In this case, the rail vehicle 500 can travel over a first waypoint 108, which is, for example, a geographical position 122 and / or a rail element 124 or can be associated with it. In the event that the rail vehicle 500 and / or the sensor unit 200 deviates from the first route section 104, a second route section 106 is recorded.For example, the first waypoint 108 can be the beginning of the second route section 106. More preferably, the first waypoint 108 can be assigned to a geographical position 122 in a reference map 530. More preferably, further geographical positions 122 and / or rail elements 124 can be detected in the second route section 106 and compared with the reference map 530. More preferably, a second waypoint 112 can be detected, which indicates the point in time at which the first route section 104 and the second route section 102 are essentially the same. For example, the rail vehicle 500 can have traveled over another switch and thus returned to the first route section 104. Preferably, in particular, a route distance between the first waypoint 108 and the second waypoint 112 can be determined. More preferably, the determined route distance can be compared in particular with the reference map 530.More preferably, a pattern can be recognized based on the route, the first waypoint 108, and the second waypoint 112. This pattern can be compared, in particular, with a reference map 530 to identify the positions of the first waypoint 108, the second waypoint 112, and / or the route in the reference map 530, for example, to determine a position of the rail vehicle 500 or a waypoint 108, 112.

[0062] More preferably, a plurality of route sections and a plurality of waypoints can be generated using the acquired sensor values ​​to create a virtual image of a rail network 126. Figure 3 shows a flowchart illustrating steps of the method 100 according to one embodiment. The method 100 for creating a virtual image of a rail network 102 comprises the following steps:

[0063] Detecting and / or receiving S1 of at least one sensor value by means of a magnetic field monitoring sensor unit 200

[0064] Comparing the sensor value with at least one sensor value associated with a first route section 104,

[0065] Creating S3 a second route section 106 if the detected sensor is outside the first route section 104

[0066] Figure 4 shows a flowchart illustrating steps of method 100 according to one embodiment. The method 100 in Figure 4 comprises the same steps S1 to S3 as already explained with reference to Figure 3. Further preferably, the method 100 may comprise the step of linking S4 a start 110 of the second route section 106 with the first waypoint 108. Further preferably, the method 100 comprises the step of assigning S5 the first waypoint 108 to a geographical position 122 and / or a rail element 124.

[0067] The method 100 further preferably comprises the step S6 of adapting the first waypoint 108 based on a comparison between the geographical position 122 and / or a rail element 124 and the first waypoint 108. The method 100 can preferably comprise the steps S7 of comparing the second route section 106 and S8 of stopping the creation of the second route section 106. Furthermore, the method 100 can comprise the step S9 of detecting at least one second waypoint 112 and linking S10 the second waypoint 112 to an end 114 of the second route section 106. The method further preferably comprises the steps S11 of determining a route, S12 of comparing the determined route and / or adapting S13 the second route section.

[0068] The method preferably comprises the steps of recognizing 14 a pattern and determining S15 a position of the pattern in a reference map 530. Further preferably, the method 100 comprises the steps of detecting and / or receiving S16 a predetermined deviation and creating S17 the second route section 106. Preferably, the method 100 comprises the steps of creating S18 in a plurality of route sections. Figure 5 shows a sensor unit 200 according to one embodiment. The sensor unit 200 is configured, in particular by means of a logic unit or the like, to carry out steps of the method 100 as described above and below. Further preferably, the sensor unit comprises a sensor element 202 configured to monitor a magnetic field that at least partially exhibits a change due to a rail.

[0069] Figure 6 shows a computer program 300 according to one embodiment. The computer program 300 is configured to perform steps of the method 100, as described above and below.

[0070] Figure 7 shows a computer network structure 400 according to one embodiment. The computer network structure 400 can be configured, in particular by means of a logic unit or the like, to carry out the steps of the method 100, as described above and below, and / or has a storage medium 402 that stores the computer program 300, as described above and below. Further preferably, the computer network structure 400 has an interface 404 configured to communicate with a sensor unit 200 and / or a rail vehicle 500.

Claims

Claims 1 . Method (100) for creating a virtual image of a rail network (102) comprising the steps: Receiving (S1) at least one sensor value detected by a magnetic field monitoring sensor unit (200), Comparing (S2) the sensor value with at least one sensor value associated with a first section (104) of the rail network (102), Creating (S3) a second section (106) of the rail network (102) if the detected sensor value lies outside the first section (104) in order to create the virtual image of the rail network (102).

2. The method (100) according to claim 1, wherein the first route section (104) has a first waypoint (108), further comprising the step: Linking (S4) a start (110) of the second route section (106) with the first waypoint (108).

3. The method (100) of claim 2, further comprising the step: Assigning (S5) the first waypoint (108) to a geographical position (122) and / or a rail element (124).

4. The method (100) of claim 3, further comprising the step: Adjusting (S6) the first waypoint (108) based on a comparison between o the geographical position (122) and / or a rail element (124) and o the first waypoint (108).

5. The method (100) according to any one of claims 2 to 4, further comprising the steps: - comparing (S7) the second section (106) with the first section (104), - stopping (S8) the creation of the second route section (106) based on the comparison, in particular if the first route section (104) and the second route section (106) are substantially the same.

6. The method (100) of claim 5, further comprising the steps: - determining (S9) at least one second waypoint (112) when creating the second route section, at the time of stopping the creation of the second route section (106), - Linking (S10) the second waypoint (112) to an end (114) of the second route section (106).

7. The method (100) according to any one of claims 2 to 6, further comprising the steps: Determining (S11) a route distance between the first waypoint (108) and the second waypoint (112) of the second route section (106), Comparing (S12) the determined route with a route reference (118) for the second route section (106), Adapting (S13) the second route section (106) based on the comparison (S12) of the determined route distance with the route reference.

8. The method (100) according to any one of claims 2 to 7, further comprising the steps: Recognizing (S14) a pattern based on the route, the first waypoint (108) and / or the second waypoint (112), determining (S15) a position of the pattern in a reference map (530) based on the pattern by means of pattern recognition.

9. Method (100) according to one of the preceding claims, wherein the first section (104) comprises a course (120) of sensor values, wherein the comparison (S2) of the sensor value with the at least one sensor value comprises the steps: Receiving (S16) a detected predetermined deviation, Creating (S17) the second route section (106) if the detected sensor value lies outside the course (120) of sensor values ​​at the predetermined deviation.

10. The method (100) according to any one of the preceding claims, further comprising the step: Creating (S18) a plurality of track sections and a plurality of waypoints based on the received sensor values ​​to create the virtual image of the rail network (126).

11. Sensor unit (200) which is configured to carry out steps of the method (100) according to one of the preceding claims.

12. Sensor unit (200) according to claim 11, which comprises a sensor element (202) which is configured to monitor a magnetic field which at least partially exhibits a change through a rail.

13. Computer program (300) which is configured to carry out steps of the method (100) according to one of claims 1 to 10.

14. A computer network structure (400) which is configured to carry out steps of the method (100) according to any one of claims 1 to 10 and / or has a storage medium (402) which stores the computer program (300) according to claim 13.

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