Method and device for monitoring a hazard zone of a level crossing

Abstract

A method that can be implemented relatively easily and inexpensively for monitoring a hazard zone of a level crossing, divides a roadway into a first roadway section and a second roadway section. For this purpose, the method is carried out such that by use of a first radio module, first radio signals are emitted in a first detection region containing at least one part of the first roadway section. By use of a second radio module, second radio signals are emitted in a second detection region containing at least one part of the second roadway section. The hazard zone is monitored indirectly using an analysis which is based both on the first emitted radio signals as well as the second emitted radio signals and which relates to the detection regions.

Claims

1. A method for monitoring a hazard zone of a level crossing, which comprises the steps of: dividing a roadway into a first roadway section and a second roadway section; emitting first radio signals by means of a first radio module being a device used for radio-based communication by means of a corresponding transmission of data by means of the first radio signals into a first identification region containing at least one part of the first roadway section; emitting second radio signals by means of a second radio module being a device used for radio-based communication by means of a corresponding transmission of data by means of the second radio signals into a second identification region containing at least one part of the second roadway section; and monitoring the hazard zone indirectly using an analysis of the first and second radio signals received relating to the first and second identification regions, which is based on both the first emitted radio signals and on the second emitted radio signals.

2. The method according to claim 1, which further comprises: receiving in each case the first and second radio signals by means of the first radio module and the second radio module; and monitoring the hazard zone indirectly using an analysis relating to the first and second identification regions, which is based on the first and second radio signals received.

3. The method according to claim 2, wherein during a course of the analysis, the first radio module exclusively takes into account the first radio signals and the second radio module exclusively takes into account the second radio signals.

4. The method according to claim 2, which further comprises performing the analysis taking into account a received power of the first and second radio signals received by the first and second radio modules.

5. The method according to claim 2, which further comprises performing the analysis taking into account a running time of the first and second radio signals received by the first and second radio modules.

6. The method according to claim 1, wherein during a course of the analysis, an object is identified in one of the first and second identification regions.

7. The method according to claim 6, wherein following an identification of the object, initiating an opening of at least one barrier of the level crossing.

8. The method according to claim 6, wherein during a course of the analysis, it is identified that the object has moved out of the one of the first and second identification regions into the hazard zone.

9. The method according to claim 6, wherein during a course of the analysis, the object is subsequently identified in the other one of the first and second identification regions.

10. The method according to claim 8, wherein during a course of the analysis, it is identified that the object has left the hazard zone again.

11. The method according to claim 10, which further comprises following an identification that the hazard zone has been left, initiating a closure of at least one barrier of the level crossing.

12. The method according to claim 1, which further comprises emitting the first radio signals and the second radio signals in each case by means of the first radio module and by means of the second radio module being in a form of a wireless local area network module.

13. The method according to claim 1, wherein the first radio module and/or the second radio module is/are used for Car2X communication.

14. The method according to claim 1, wherein during a course of the analysis, taking into account environmental information and/or information on an operating sequence for the level crossing.

15. A device for monitoring a hazard zone of a level crossing, the device dividing a roadway into a first roadway section and a second roadway section, the device comprising: a first radio module being a device used for radio-based communication by means of a corresponding transmission of data by emitting first radio signals into a first identification region at least partially containing the first roadway section; a second radio module being a device used for radio-based communication by means of a corresponding transmission of data by emitting second radio signals into a second identification region at least partially containing the second roadway section; and an analysis facility for indirect monitoring of the hazard zone using an analysis relating to the first and second identification regions which is based on both the first emitted radio signals and the second emitted radio signals.

16. The device according to claim 15, wherein the device is configured to: receive in each case the first and second radio signals by means of said first radio module and said second radio module; and monitoring the hazard zone indirectly using an analysis relating to the first and second identification regions, which is based on the first and second radio signals received.

Description

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

(1) The following describes the invention in more detail with reference to exemplary embodiments.

(2) FIG. 1 a schematic sketch of a level crossing and an exemplary embodiment of the device according to the invention,

(3) FIG. 2 a schematic diagram of a signal profile obtained according to an exemplary embodiment of the method according to the invention in a first situation for a first radio module as a function of time,

(4) FIG. 3 a schematic diagram of a signal profile obtained according to the exemplary embodiment of the method according to the invention in a second situation for the first radio module as a function of time,

(5) FIG. 4 a schematic diagram of a signal profile obtained according to the exemplary embodiment of the method according to the invention in the second situation for a second radio module as a function of time and

(6) FIG. 5 a schematic sketch in the form of a sequence diagram of method steps executed during the course of a further exemplary embodiment of the method according to the invention.

DETAILED DESCRIPTION OF THE INVENTION

(7) For reasons of clarity, in the figures the same reference characters are used for the same components or components that have the same effect.

(8) FIG. 1 is a schematic sketch showing a level crossing and an exemplary embodiment of the device according to the invention. This is a top view of a level crossing 1 with a track 10 and barriers 20 and 21. The level crossing 1 divides a roadway into a first roadway section (in the depiction above the level crossing 1) and a second roadway section (in the depiction below the level crossing 1). The intersection between the track 10 and the roadway in the region of the level crossing 1 results in the formation of a hazard zone 30 in a region between the barriers 20 and 21. For the purposes of the safe operation of the associated railroad system and to avoid hazards for traffic participants, here, it is necessary to ensure that there are no people or objects in the hazard zone 30 when the barriers 20, 21 are closed and in particular on the transit of a train.

(9) In order to enable monitoring for this purpose, a device 40 is provided to monitor the hazard zone 30 of the level crossing 10. Herein, the device 40 comprises a first radio module 41a and a second radio module 41b. Here, the first radio module 41a is arranged and embodied such that it emits first radio signals 42a into a first identification region 43a at least partially comprising the first roadway section. In a corresponding manner, the second radio module 41b is arranged and embodied such that it emits second radio signals 42b into a second identification region 43b at least partially comprising the second roadway section. Here, the identification regions 43a, 43b can also be called “approach and departure regions”. In the context of the exemplary embodiment, it is assumed that the radio modules 41a and 41b are in each case at the level of the barriers 20, 21 and directed toward the approach and departure regions (and not, for example, toward the region between the barriers 20, 21, i.e. the hazard zone 30).

(10) Both the radio modules 41a, 41b are embodied to transmit and receive radio signals. In the context of the described exemplary embodiment, it is assumed that the radio modules 41a, 41b are WLAN modules, i.e. in particular radio modules that emit and receive radio signals according to the communication standard IEEE 802.11.

(11) In the context of the described exemplary embodiment, it is further assumed that the radio modules 41a, 41b are modules that are additionally also used for Car2X communication. This means that the radio modules 41a, 41b also provide communication with motor vehicles arranged in the region of the level crossing 1 and/or with a rail vehicle approaching the level crossing 1.

(12) The device 40 for monitoring the hazard region 30 of the level crossing 1 moreover comprises an analysis facility 45, which is connected to the radio modules 41a and 41b via communication links 46 and 47. Herein, the communication links 46, 47 can be both wireless and wired. The received signals of the radio modules 41a, 41b are forwarded by these to the analysis facility 45 and where they are analyzed. For this purpose, the analysis facility 45 comprises both hardware components, for example in the form of at least one corresponding processor and one storage facility, and software components, for example in the form of corresponding programs and analysis routines. The analysis facility 45 can, on the one hand, be an independent component, which can be arranged either in the region of the level crossing 1 or remote therefrom. Moreover, the analysis facility 45 can also be embodied as a component of a level crossing control system or also as a component of the radio modules 41a, 41b or a control facility assigned thereto. Furthermore, it is also possible for the analysis facility 45 to be a distributed system formed by a plurality of (the aforementioned) components, which can optionally also be arranged remote from one another.

(13) The arrangement or device 40 for monitoring the hazard zone 30 of the level crossing 1 depicted in FIG. 1, which divides the roadway into the first roadway section and the second roadway section can now be operated such that first radio signals 42a are emitted by means of the first radio module 41a into the first identification region 43a comprising at least one part of the first roadway section. In a corresponding manner, second radio signals 42b are emitted by means of the second radio module 41b into the second identification region 43b comprising at least one part of the second roadway section. Here, the hazard zone 30 is monitored indirectly using an analysis relating to the identification regions 43a and 43b, which is based on both the first emitted radio signals 42a and the second emitted radio signals 42b. As stated above, here the first radio module 41a and the second radio module 41b preferably in each case also receive radio signals. This enables the hazard zone 30 to be monitored indirectly using an analysis relating to the identification regions 43a, 43b. Here, preferably, during the course of the analysis, the first radio module 41a exclusively takes into account the first radio signals 42a and the second radio module 41b exclusively takes into account the second radio signals 42b.

(14) The analysis can be performed by the analysis facility 45 taking into account a received power of the radio signals received by the respective radio module 41a, 41b and/or taking into account a respective running time of the radio signals received by the respective radio module 41a, 41b.

(15) In the context of the described exemplary embodiment, it is assumed that an object approaches the level crossing 1 in a direction of movement 50 and here has reached the first identification region 43a. In this case, the object in the identification region 43a is identified during the course of the analysis. Thereby, the identification can relate solely to the presence of the object or additionally also to the type of object (motor vehicle, pedestrian, etc.). Moreover, in addition to the identification of the object it is optionally additionally also possible for a direction of movement of the object to be detected or established. In particular in the event of the level crossing 1 being a level crossing with on-call barriers, following the identification of the object, the opening of the barriers 20, 21 of the level crossing 1 can be initiated. A prerequisite for this is either communication with a signal box or a link to trackside sensors, for example in the form of radio-operated approach annunciators or wheel sensors, which optionally report that a train is approaching the level crossing 1 and thus prevent the barriers 20, 21 from opening at the incorrect time.

(16) Preferably, subsequently, during the course of the analysis, the analysis facility 50 identifies that the object has moved out of the first identification region 43a into the hazard zone 30. This can take place, optionally taking into account a detected direction of movement, for example in that it is identified that the object has left the first identification region 43a. In the further course of the method, at a later time during the course of the analysis, the object can now subsequently be identified or detected in the other, i.e. second, identification region 43b. Either in this situation or when the object has also left the second identification region 43b again following the roadway, during the course of the analysis, the analysis facility 45 can identify or establish that the object has left the hazard zone 30 again. Thereupon, the analysis facility 45 can initiate the closure of the barriers 20, 21 of the level crossing 1 as a result of which it is returned to its standby status. During the course of the analysis, the analysis facility 45 can additionally also take into account environmental information and/or information on an operating sequence customary for the level crossing 1.

(17) FIG. 2 is a schematic diagram of a signal profile obtained according to an exemplary embodiment of the method according to the invention in a first situation for a first radio module as a function of time. This depicts a received power P.sub.1 of the first radio module 41a as a function of time t. Herein, the level crossing 1 is in a standby status to the extent that the two identification regions 43a and 43b are unoccupied or free and also the environment otherwise also corresponds to its customary condition. In this standby status, the first radio module 41a receives reflected signals of the first radio signals 42a, which lead to a constant standby received power A for the first radio module 41a. In a corresponding manner, it is assumed that, for the second radio module 41b, a standby received power B is obtained which, depending on the respective circumstances, can be identical to the standby received power A of the first radio module 41a or also different therefrom.

(18) If now, during the course of the operation of the level crossing 1, deviations from the respective standby status occur, these can be identified using an analysis of the respective received powers of the radio modules 41a, 41b from which conclusions can be drawn regarding the status of the hazard zone 30 of the level crossing 1. This is explained by way of example in the following with reference to FIGS. 3 and 4.

(19) FIG. 3 is a schematic diagram of a signal profile obtained according to the exemplary embodiment of the method according to the invention in a second situation for the first radio module 41a as a function of time t. Here, a status of the level crossing 1 is depicted in which an object according to the depiction in FIG. 1 approaches the level crossing from the side with the first identification region 43a and leaves it again via the second identification region 43b. In this situation or during this process, it can be identified in relation to the received power P.sub.1 of the first radio module 41a that this initially increases significantly as a result of the object entering the first identification region 43a and the associated reflection of the radio signals 42a. Subsequently the received power P.sub.1 then drops again until ultimately the value A of the standby received power of the first radio module 41a is restored.

(20) At this point, express reference is made to the fact that that the depictions in FIGS. 3 and 4 are only exemplary curve profiles. This means that in practice, depending on the respective conditions and circumstances, it is also possible for significantly different curve profiles to be obtained.

(21) FIG. 4 is a schematic diagram of a signal profile obtained according to the exemplary embodiment of the method according to the invention in the second situation for a second radio module as a function of time. Hence, FIG. 4 depicts the respective received power P.sub.2 of the second radio module 41b as a function of time t. Here, it may be identified that this is substantially a mirror image of the profile depicted in FIG. 3 to the extent that the received power P.sub.2 of the second radio module 41b reaches its maximum when the object in question is located in the second identification region 43b and thus causes particularly pronounced reflections of the second radio signals 42b. Here, the respective reflected signals are in particular dependent on the size and nature of the respective object. Corresponding encoding, for example a corresponding identifier in a header of the emitted radio signals 42a, 42b, enables the radio modules 41a, 41b in each case to identify or differentiate the first radio signals 42a and the second radio signals 42b so that, during the analysis by the analysis facility 45, preferably only the radio signals 42a, 42b emitted by the actual respective radio module 41a, 41b or the received radio signals based thereupon are taken into account.

(22) FIG. 5 is a schematic sketch in the form of a sequence diagram of method steps executed during the course of a further exemplary embodiment of the method according to the invention. The exemplary embodiment of the method according to the invention in connection with FIG. 5 relates to the case of a level crossing with an on-call barrier. Herein, the sequence diagram indicates a roadway traffic participant 100, a first radio module 110, a level crossing safety system 120 and a second radio module 130.

(23) With respect to the level crossing safety system 120, it is noted at this point that this can comprise or correspond to the analysis facility 45 according to the exemplary embodiment in FIG. 1. In this context, reference is made to the fact that it is also possible with the exemplary embodiment according to FIG. 1 for at least parts of the analysis or detection to be performed by the actual respective radio module 41a, 41b in which case corresponding information is sent to the analysis facility 45, which takes this into account during the course of the further analysis.

(24) According to the exemplary embodiment in FIG. 5, in a first step S1, the roadway traffic participant 100 approaches the level crossing. Here, in a step S2, the roadway traffic participant reaches a first identification region of the first radio module 110 following which, in a step S3, the first radio module 110 or an analysis facility connected to the first radio module 110 by means of communication technology identifies the roadway traffic participant or the presence thereof in the first identification region on the basis of reflected radio signals.

(25) Following the identification of the object in the form of the roadway traffic participant 100, the first radio module 110 initiates the opening of the barrier or barriers of the level crossing. In the context of the described exemplary embodiment, this takes place in a step S4 by means of a corresponding message to the level crossing safety system 120. This checks or ensures that no train is currently approaching the level crossing and then opens the barrier or barriers in a step S5.

(26) In a step S6, the roadway traffic participant 100 then crosses the level crossing, wherein in a step S7, the crossing process is observed using an analysis of the first radio signals of the first radio module 110. In a subsequent step S8, the roadway traffic participant 100 reaches a second identification region assigned to the second radio module 130, which, in a step S9, then identifies the object in the form of the roadway traffic participant 100. According to a step S10, the further crossing process is observed based on an analysis of the second radio signals of the second radio module 130 or received signals caused thereby. When, on the basis of this, it is identified that the roadway traffic participant 100 has left the second identification region, or at least the hazard zone, again, in a step S11, the second radio module 130 initiates or requests the closure of the barrier or barriers of the level crossing. This closure is then performed by the level crossing safety system 120 in a step S12.

(27) Reference is made to the fact that the individual functions in respect of the analysis of the respective radio signals and the identification of objects can evidently also be distributed between the components involved. Regardless of this, it is clear from the process described in connection with the exemplary embodiment according to FIG. 5 that the described method enables automation of the operation of level crossings with on-call barriers and optionally autonomous action of level crossings without this mandatorily requiring an interface to a signal box. This can achieve significant advantages in practice in respect of the economic efficiency of corresponding level crossings.

(28) According to the above statements, the described exemplary embodiments of the method according to the invention and the device according to the invention in particular have the advantage that they enable indirect monitoring of the hazard zone of level crossings for little cost and effort. Herein, the monitoring can in particular take place using commercially available COTS (commercial off-the-shelf) communication technology, which is available at increasingly low prices. Examples of this are the radio modules used in automobile or roadway traffic technology in the form of WLAN modules used in the 5.9 frequency range for Car2X communication. Optionally, here they can also be used in combination/sequence with other hazard zone free status reporting systems.

(29) Moreover, in particular in the case of level crossings with on-call barriers, it is possible to assist the dispatcher with automatic hazard zone free status reports (which may not be safety relevant or may not have reliable signaling technology) and/or to implement a completely automated and autonomous mode of operation. Depending upon the respective circumstances and the respective implementation, this may obtain significant increase in safety.