Method for Detecting a Tunnel Entry or a Tunnel Exit of a Rail Vehicle, Operating Method, as well as Rail Vehicle

Abstract

A method for operating a rail vehicle includes depicting a spatial area in front of the rail vehicle in at least one image by at least one image capturing device and detecting a presence of a tunnel entrance or a tunnel exit prior to an entry or exit of the rail vehicle into or from a tunnel by evaluating at least one image. The method further includes generating at least one control signal for at least one rail vehicle system when a presence of the tunnel entrance is detected prior to the entry of the rail vehicle into a tunnel or when the presence of the tunnel exit is detected prior to the exit of the rail vehicle from the tunnel. The rail vehicle system may be a pantograph control system of the rail vehicle, or a climate control system or a ventilation system of the rail vehicle.

Claims

1. A method for operating a rail vehicle 1, the method comprising: depicting a spatial area in front of the rail vehicle in a travelling direction by at least one image capturing device in at least one image, detecting a presence of a tunnel entrance a tunnel exit by evaluating the at least one image prior to an entry of the rail vehicle into a tunnel or prior to an exit of the rail vehicle from the tunnel, generating at least one control signal for at least one rail vehicle system when a presence of the tunnel entrance is detected prior to the entry of the rail vehicle into the tunnel or when a presence of the tunnel exit is detected prior to the exit of the rail vehicle from the tunnel, wherein the rail vehicle system is a pantograph control system of the rail vehicle and a contact pressure force by which a pantograph is pressed against an overhead line is changed after a speed-dependent period of time after a point of time of the detection when the presence of the tunnel entrance is detected, or wherein the rail vehicle system is a climate control system or a ventilation system of the rail vehicle which comprises at least one air duct, wherein an opening state of the air duct is set to a predetermined state after a speed-dependent period of time after the point of time of the detection when the presence of the tunnel entrance is detected.

2. The method according to claim 1, wherein a distance between the rail vehicle and the tunnel entrance or the tunnel exit is determined when the presence of the tunnel entrance or the tunnel exit is detected.

3. The method according to claim 2, wherein the distance is determined by evaluating the at least one image.

4. The method according to claim 1, wherein respectively one image of the spatial area in front of the rail vehicle in the travelling direction is depicted by a plurality of image capturing devices, wherein the presence of the tunnel entrance or the tunnel exit is detected prior to the entry of the rail vehicle into the tunnel or prior to the exit of the rail vehicle from the tunnel by evaluating the images.

5. The method according to claim 4, wherein the images produced by the plurality of image capturing devices are fused into a fused image, and wherein the presence of the tunnel entrance or the tunnel exit is detected by evaluating the fused image.

6. The method according to claim 4, wherein at least one of the plurality of image capturing devices is a CMOS or CCD camera, and wherein at least one further image capturing device of the plurality of image capturing devices is a LIDAR or a radar sensor.

7. The method according to claim 1, wherein the tunnel entrance or the tunnel exit is detected by methods for shape recognition or by machine learning methods.

8. A rail vehicle comprising at least one image capturing device and at least one evaluation device, wherein a spatial area in front of the rail vehicle in a travelling direction is depictable in at least one image by the at least one image capturing device, wherein a presence of a tunnel entrance or a tunnel exit is detectable prior to an entry of the rail vehicle into a tunnel or prior to an exit of the rail vehicle from the tunnel by evaluation of the at least one image using the evaluation device, wherein at least one control signal for at least one rail vehicle system is generated when a presence of the tunnel entrance is detected prior to the entry of the rail vehicle into the tunnel or when a presence of the tunnel exit is detected prior to the exit of the rail vehicle from the tunnel, wherein the rail vehicle system is a pantograph control system of the rail vehicle, and a contact pressure force by which a pantograph is pressed against an overhead line is increased after a speed-dependent period of time after a point of time of the detection when the presence of the tunnel entrance is detected, or wherein the rail vehicle system is a climate control system or a ventilation system of the rail vehicle which comprises at least one air duct, wherein an opening state of the air duct is set to a predetermined state after a speed-dependent period of time after the point of time of the detection when the presence of the tunnel entrance is detected.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0074] The invention is explained in more detail based on embodiments. In the Figures:

[0075] FIG. 1 shows a schematic illustration of a rail vehicle according to the invention,

[0076] FIG. 2a shows a schematic flow diagram of a method for detecting a tunnel entrance or a tunnel exit,

[0077] FIG. 2b shows a schematic flow diagram of a method for operating a rail vehicle according to the invention,

[0078] FIG. 3a shows a schematic illustration of a sensor array in a first embodiment,

[0079] FIG. 3b shows a schematic illustration of a sensor array according to a further embodiment, and

[0080] FIG. 3c shows a schematic illustration of a sensor array according to a further embodiment.

[0081] In the following, the same reference numerals designate elements having the same or similar technical features.

DESCRIPTION OF THE INVENTION

[0082] FIG. 1 shows a schematic illustration of a rail vehicle 1 configured to carry out a method for detecting a tunnel entrance TE or a tunnel exit (not illustrated) of the rail vehicle 1.

[0083] Moreover, it is illustrated in FIG. 1 that a tunnel T having a tunnel entrance TE is located in front of the rail vehicle 1 in the travelling direction 5. Likewise illustrated is a distance D between the rail vehicle and the tunnel entrance TE.

[0084] The rail vehicle comprises a sensor array 2 including at least or precisely one image capturing device 3 (see FIG. 3a) and a control and evaluation device 4 connected to the sensors 3, 3a, 3b, 3c (see FIGS. 3a, 3b, 3c) of the sensor array 2 in terms of data and/or signalling technology. What is illustrated is a detection area EB of the image capturing device(s) 3, 3a, 3b, 3c of the sensor array 2 which—in an embodiment including a plurality of image capturing device(s) 3, 3a, 3b, 3c—may particularly be a common detection area EB of all image capturing devices 3, 3a, 3b, 3c.

[0085] A travelling direction of the rail vehicle 1 is represented by an arrow 5. Consequently, it can be seen in FIG. 1 that a spatial area 5 in front of the rail vehicle 1 in the travelling direction can be depicted by the image capturing devices 3, 3a, 3b, 3c of the sensor array 2.

[0086] The control and evaluation device 4 may then evaluate the at least one image A (see FIG. 2a) to detect a tunnel entrance TE in the at least one image A. For this purpose, known image processing and evaluation methods may be applied, particularly, methods of shape recognition and/or machine learning methods, preferably neural networks may be used.

[0087] Further, a pantograph 6 of the rail vehicle and an apparatus 7 for adjusting a contact pressure force of the pantograph 6 on an overhead line 8 are illustrated. This apparatus 7 is connected to the evaluation device 4 in terms of data or signalling technology. Likewise illustrated is a climate control system 9 for air-conditioning and/or ventilating a vehicle interior of the rail vehicle 1.

[0088] This apparatus/system 7, 9 may comprise actuators, for example motors or controllable valves which can be controlled by control signals SS (see FIG. 2b). These control signals SS may be generated by the control and evaluation device 4 depending on a detected tunnel entrance TE.

[0089] Of course, other controllable devices of the rail vehicle 1 not shown, e.g. a lighting system, may also be in data or signalling connection to the evaluation device 4 and controlled by control signals SS.

[0090] The control and evaluation device 4 may be implemented as or comprise, for example, a microcontroller.

[0091] FIG. 2a shows a schematic flow diagram of a method for detecting a tunnel entry TE (see FIG. 1) or a tunnel exit of a rail vehicle 1 according to the invention.

[0092] In a first step S1, a spatial area in front of the rail vehicle 1 in the travelling direction 5 is depicted in at least one image A by at least one image capturing device 3, 3a, 3b, 3c of a sensor array 2.

[0093] In a second step S2, the at least one image A is evaluated to detect the presence of the tunnel entrance TE or of a tunnel exit prior to the entry of the rail vehicle 1 into the tunnel T or prior to the exit of the rail vehicle 1 from the tunnel T. When a tunnel entrance TE or a tunnel exit is detected, a detection signal DS is generated. When no tunnel entrance TE or no tunnel exit is detected no detection signal DS is generated.

[0094] FIG. 2b shows a schematic flow diagram of a method for operating a rail vehicle 1 according to the invention (see FIG. 1). Here, the first two steps S1, S2 correspond to the embodiment of the first two steps S1, S2 shown in FIG. 2b of the embodiment illustrated in FIG. 2a.

[0095] In a third step S3 which is only performed when a detection signal DS was generated (i.e., when a tunnel entrance TE or a tunnel exit was detected prior to the entry or exit), a distance D (see FIG. 1) between the rail vehicle 1 and the tunnel entrance TE or the tunnel exit is determined. In a fourth step S4, then, a speed V of the rail vehicle 1 is determined.

[0096] In a fifth step S5, then, a control signal depending on the detection signal DS, the distance D, and the vehicle speed V is generated. This may mean that properties of the control signal SS may be adjusted depending on the detection signal DS, the distance D, and the vehicle speed V. Such a property may be, e.g., a point in time of the initiation of the performance of a function to be controlled by the control signal. Another property may be a magnitude of a target value of a parameter to be produced by an actuator of a controllable apparatus controllable by the control signal SS or of a controllable vehicle system of the rail vehicle 1.

[0097] For example, a contact pressure force by which the pantograph 6 is pressed against an overhead line 8 can be changed after a speed-dependent period of time after a point of time of the detection when the presence of a tunnel entrance TE or a tunnel exit is detected (see FIG. 1). Alternatively or cumulatively, an opening state of an air duct connecting a vehicle interior to an external surrounding area of the rail vehicle 1 may be adjusted to a predetermined state after a speed-dependent period of time after the point of time of the detection when the presence of the tunnel entrance TE or a tunnel exit is detected. The opening state may be adjusted, for example, by a valve of the climate control system 9.

[0098] Particularly, therefore, it is possible that a control signal SS is only generated when a detection signal DS was produced. If no distance D and/or no vehicle speed V are determined the control signal SS may be generated with predetermined properties, particularly at a predetermined point in time. If the distance and/or the vehicle speed V is determined the property of the control signal may be additionally determined and adjusted depending on these parameters. Of course, it is possible that—if a distance D and no vehicle speed V is determined—a control signal SS having at least one property depending on the distance D, but not on the vehicle speed V is generated.

[0099] If no distance D is determined the speed-dependent period of time may be determined in an allocation-based manner.

[0100] Hence, the determination of the distance in the fourth step S4 and the determination of the vehicle speed V in the fifth step S5 are optional.

[0101] FIG. 3a shows a schematic illustration of a sensor array 2 according to a first embodiment. In this embodiment, the sensor array 2 comprises an image capturing device 3 which may particularly be configured as a camera, for example a CCD-camera or a CMOS-camera. It is possible that the camera is a black and white camera, a camera for producing depth images or an infrared camera, particularly a short-wave infrared camera. The image capturing device 3 may also be a lidar sensor or a radar sensor for producing two- or three-dimensional images. Any other sensor or sensors generating signals based on other physical operating principles for producing two- or three-dimensional images is suitable, e.g. ultrasound- or electric impulse-based sensors.

[0102] FIG. 3b shows a schematic illustration of a sensor array 2 according to another embodiment. The sensor array 2 comprises a first and another image capturing device 3a, 3b. These may be image capturing devices 3a, 3b of a stereo camera system. It is possible to determine the distance D (see FIG. 1) between rail vehicle 1 and tunnel entrance TE by evaluating the images

[0103] A produced by the stereo camera system. For this purpose, so-called stereo matching methods may be applied.

[0104] It is also possible to use a lidar/radar sensor for determining the distance D which may, for example, produce 4D radar information.

[0105] FIG. 3c shows another schematic illustration of a sensor array 2. It comprises a first image capturing device 3a, another image capturing device 3b which may be formed by, for example, CMOS or CCD cameras. Moreover, the sensor array 2 comprises a lidar/radar sensor 3c. The image capturing devices 3a, 3b, in turn, constitute image capturing devices of a stereo camera system. However, it is also possible that none of the sensors of the sensor array 2 is formed as a CMOS or CCD camera. It is rather also possible that all sensors are formed as a lidar or radar sensor 3c. In the embodiment shown in FIG. 3c as well as in the embodiments explained above, also a sensor may be used which generates the output signals in accordance with another physical operating principle instead of the lidar/radar sensors 3c— as explained above.