METHOD AND SYSTEM FOR WARNING A MOTOR VEHICLE OF A COLLISION WITH A RAILWAY VEHICLE

Abstract

A method for warning a motor vehicle of a collision with a rail vehicle, in which, using an electronic computing device arranged externally of the vehicle, first movement data of the rail vehicle, which characterize a position and/or a speed of the rail vehicle, are received from a sensor device permanently installed in a rail network and/or are determined as a function of an electronic timetable. A hazardous situation is determined as a function of the first movement data and position data of at least one level crossing, which position data characterize a position of the level crossing. A hazard information signal, which can be called up by the motor vehicle and characterizes the hazardous situation, is provided for the motor vehicle as a function of the hazardous situation.

Claims

1-6. (canceled)

7. A method for warning a motor vehicle of a collision with a rail vehicle, the method comprising: receiving, by a first electronic computing device arranged externally of the vehicle from a sensor device permanently installed in a rail network, first movement data of the rail vehicle or determining, by the first electronic computing device, the first movement data as a function of an electronic timetable, wherein the first movement data characterizes a position or a speed of the rail vehicle; determining, by the first electronic computing device, a hazardous situation as a function of the first movement data and position data of at least one level crossing, wherein the position data characterize a position of the level crossing; receiving, by the first electronic computing device from a second electronic computing device of the motor vehicle arranged in the vehicle, second movement data of the motor vehicle, wherein the second movement data characterize a position or a speed of the motor vehicle; providing, by the first electronic computing device to the second electronic computing device, a hazard information signal as a function of the hazardous situation, wherein the hazard information signal characterizes the hazardous situation, determining, by the second computing device as a function of the second movement data, a maximum distance of the motor vehicle from the position of the level crossing; and outputting, in the motor vehicle, a warning message responsive to the maximum distance being undershot by the motor vehicle.

8. The method of claim 7, wherein when second electronic computing device receives the hazard information signal, the warning message is output in the motor vehicle as a function of a characteristic of the level crossing.

9. The method of claim 7, movement and the position of the rail vehicle in the rail network comprising the level crossing is determined for the rail vehicle by the first electronic computing device as a function of the first movement data.

10. The method of claim 7, movement and the position of the motor vehicle in a road network comprising the level crossing is determined for the motor vehicle by the first electronic computing device as a function of the second movement data.

11. The method of claim 10, further comprising: determining, as a function of the road network, the second movement data, and the position data, a crossing probability, wherein the crossing probability characterizes a probability of a crossing event of the level crossing by the motor vehicle, wherein, upon receipt of the hazard information signal, the warning message is output in the motor vehicle as a function of the crossing probability.

12. A system for warning a motor vehicle of a collision with a rail vehicle, the system comprising: a first electronic computing device arranged externally of the vehicle; a second electronic computing device of the motor vehicle arranged in the vehicle; and an output of the motor vehicle arranged in the motor vehicle, wherein the first electronic computing device is configured to receive, from a sensor device permanently installed in a rail network, first movement data of the rail vehicle or determine the first movement data as a function of an electronic timetable, wherein the first movement data characterizes a position or a speed of the rail vehicle; determine a hazardous situation as a function of the first movement data and position data of at least one level crossing, wherein the position data characterize a position of the level crossing; provide, to the second electronic computing device, a hazard information signal as a function of the hazardous situation, wherein the hazard information signal characterizes the hazardous situation, wherein the second electronic computing device is configured to determine, as a function of the second movement data, a maximum distance of the motor vehicle from the position of the level crossing, and wherein the second electronic computing device is configured to control the output to output a warning message responsive to the maximum distance being undershot by the motor vehicle.

Description

BRIEF DESCRIPTION OF THE DRAWING FIGURE

[0018] The single FIGURE shows a perspective view of a level crossing at which a rail vehicle travelling in a rail network crosses a road on which a motor vehicle is travelling, a system being provided for warning the motor vehicle of a collision with the rail vehicle, with an electronic computing device arranged externally of the vehicle, by means of which a distance of the motor vehicle from the level crossing can be determined and by means of which a hazard information signal can be made available to the motor vehicle as a function of the determined distance.

DETAILED DESCRIPTION

[0019] The single FIGURE shows a level crossing 10. A rail network 12 and a road network 14 intersect at the level crossing 10. At least one rail vehicle, in this case a train 16, moves along or in the rail network 12. At least one motor vehicle, in this case a car 18, in particular a passenger car, moves along or in the road network 14. Collisions between the train 16 and the car 18 can occur at crossings between the rail network 12 and the road network 14 characterized by the level crossing 10.

[0020] In order to be able to warn the driver of the car 18 of a collision with the train 16, a system is provided comprising the car 18 and a superordinate electronic computing device 20 arranged externally of the vehicle. In particular, the electronic computing device 20 is a computing device of the Internet, in particular a cloud device. The electronic computing device 20, which may in particular be a server device, is schematically marked with a box in the single FIGURE. The electronic computing device 20 is designed to determine the distance of the car 18 from the level crossing 10 and, as a function of the determined distance, to provide a hazard information signal 22 for the car 18 to warn the car 18 of the collision.

[0021] In order to be able to output the hazard information signal 22 in a particularly advantageous manner, the electronic computing device 20 is designed to receive first movement data 24 of the train 16 characterizing a position and/or a speed of the train 16. Furthermore, the electronic computing device 20 is designed to receive second movement data 26 of the car 18 from the car 18, the second movement data 26 characterizing a position and/or a speed of the car 18. Furthermore, the electronic computing device 20 is designed to receive and/or store position data 28 characterizing a position of the level crossing 10. Furthermore, the electronic computing device 20 is designed to process the first and second movement data 24, 26 and the position data 28 in order to determine a hazardous situation as a function of the processing and to provide the hazard information signal 22 for the car 18 as a function of the determined hazardous situation.

[0022] For a particularly advantageous determination of the first movement data 24 of the train 16, the first movement data 24 are determined by a sensor device permanently installed in the rail network 12 and are provided for the electronic computing device 20. This sensor device determines a passing of the sensor device by the train 16, with the first movement data 24 being determined by means of the sensor device when the train 16 passes the sensor device. Alternatively, or additionally to the sensor device, the first movement data can be determined using an electronic timetable. In particular for a plurality of trains 16, the times at which the trains 16 are to be in respective positions are stored in the electronic timetable. This electronic timetable can be compared with the first movement data 24 provided by the sensor device. The first movement data 24 can be verified and/or adapted depending on the comparison. The verified and/or adapted first movement data 24 enable a particularly precise determination of an approach of the train 16 to the level crossing 10.

[0023] By means of the car 18, the second movement data 26 can be made available to the electronic computing device 20 arranged externally of the vehicle. By providing the second movement data 26, the car 18 retrieves hazardous situations determined in its surroundings from the electronic computing device 20. As a result of the receipt of the second movement data 26, the electronic computing device 20 determines which determined hazardous situations are located within a defined radius around a position of the car 18 characterized by the second movement data 26. Hazard information signals 22 characterizing the hazardous situations determined within the radius are provided by the electronic computing device 20 to the car 18, which can output a warning message for warning the driver of the car 18 as a function of the received hazard information signals 22.

[0024] In order to be able to warn the car 18 of the collision with the train 16, the electronic computing device 20 receives the first movement data 24 and the second movement data 26 regularly and repeatedly so that the electronic computing device 20 is informed of the position and/or speed of the train 16 and/or the car 18. In order to be able to determine the distance of the car 18 from the level crossing 10 and a distance of the train 16 from the level crossing 10 with a particularly high accuracy, information about the rail network 12 and/or the road network 14 may be provided to the electronic computing device 20 and/or stored in the electronic computing device 20. Based on the rail network 12 and/or the road network 14, a movement and position of the train 16 and/or the car 18 can be predicted with particular accuracy for a defined point in time in the future, whereby a collision probability between the car 18 and the train 16 can be determined with particular accuracy by means of the electronic computing device 20 and/or the car 18.

[0025] In order to be able to avoid an unnecessary warning of the driver of the car 18 and thereby a disregard of the driver in respect of a warning, it is provided that a limit distance 30 to the position of the level crossing 10 is determined by means of the computing device 20 as a function of the first movement data 24 and a maximum distance 32 to the position of the level crossing 10 is determined by means of the car 18 as a function of the second movement data 26. If the electronic computing device 20 determines that the train 16 has reached or undershot the limit distance 30 and the car 18 determines that the car 18 has reached or undershot the maximum distance 32 to the level crossing 10, then the electronic computing device 20 provides the hazard information signal 22 to the car 18 to warn the driver of the car 18 of the collision and the car 18 outputs the warning message characterizing the hazardous situation upon receiving the hazard information signal 22. The higher the speed of the train 16 or the car 18, the greater the assigned limit distance 30 below which the hazard information signal 22 is provided for the car 18 or the maximum distance 32 below which the warning message is output in the car 18.

[0026] In order to be able to inform the driver of the car 18 particularly easily about the condition of the level crossing 10, it is provided that, when the hazard information signal 22 is received, a warning message is output in the car 18 depending on the condition of the level crossing 10. The condition of the level crossing 10 is to be understood as a characteristic of the level crossing 10, in particular here a restriction and/or a hazard potential and/or a visibility of the level crossing 10. Furthermore, the driver of the car 18 can be particularly advantageously informed of a probable collision with the train 16 via the warning message output in the car 18 as a function of receipt of the hazard information signal 22, in that the warning message is output in the car 18 as a function of a determined crossing probability. The crossing probability characterizes a probability that the car 18 will cross the level crossing 10.

[0027] The driver of the car 18 can be particularly advantageously informed about the condition of the level crossing 10 by a particular form of the warning message. Furthermore, the driver of the car 18 can be informed of an urgency of the warning via a particular form of the warning message depending on the determined crossing probability. The term “the form” means, in particular, a choice of a specific medium for outputting the relevant information to the driver. In particular, an output device can be provided in the car 18, by means of which the warning message can be output acoustically, haptically, and/or optically in a vehicle interior of the car 18. In this case, the warning message can be selected, in particular, with regard to a choice of a text output visually and/or acoustically in the vehicle interior in order to inform the driver particularly advantageously about the characteristic of the level crossing 10 and/or about the urgency of the warning. For example, the text “Attention, very fast train (with long braking distance)!” can be output to the driver.

[0028] Alternatively, or additionally, a time period until the car 18 is expected to reach the level crossing 10 can be determined as a function of the second movement data 26. The form of the warning message can be selected depending on the length of the time period.

[0029] The warning message can be graphically displayed as a pictogram on a map and in this case output in the car 18 via a screen device. The pictogram can be framed with a red border, in particular depending on the length of the time period. Depending on the speed of the car 18, the warning message can be adapted in the form of a voice output. A planned route for the car 18 provided by a navigation device of the car 18 can be used to determine the time period.

[0030] Alternatively, or additionally, the warning message may be output in the car 18 as a change in a driving parameter, such as a speed, in particular such as an execution of a short braking process and/or a short acceleration process.

[0031] The system, as well as the procedure that can be carried out by means of the system, enable a particularly high level of safety for vehicle occupants of the train 16 as well as for vehicle occupants of the car 18, since collisions between the train 16 and the car 18 can be avoided as a result of the warning of the car 18.

[0032] In particular, the disclosed system and method are based on the knowledge that serious accidents occur time and again at level crossings 10 in general and in particular at level crossings where there is no barrier. Causes for this can be a lack of attention and carelessness. Due to a mass of the train 16 and small crumple zones of the train 16 and/or the car 18, consequences of accidents can be particularly severe. Furthermore, severe consequences of an accident may be caused by a high relative speed of the train 16 in relation to the car 18. In a current prior art for warning the car 18 of a collision with the train 16, a car-to-car radio standard is used for a communication of the train 16 with the car 18. This requires appropriate radio hardware in both the train 16 and the car 18.

[0033] The system described in conjunction with the single FIGURE enables a particularly simple and central determination of a need to provide the hazard information signal 22 to the car 18, so that neither the train 16 nor the car 18 itself has to determine the need. Based on timetables supported with sensors in tracks of the rail network 12, the first movement data 24 of the train 16 can be determined. Another source of the first movement data 24 may be electronic timetable data. This electronic timetable data should be geo-referenced. When using the electronic timetable data to determine the first movement data 24, positions of the train 16 between stops should be determined. The determined first movement data 24 is used to determine, by means of the electronic computing device 20, whether the train 16 is approaching the level crossing 10. If it is determined by the electronic computing device 20 that the train 16 has approached the level crossing 10 closer than the limit distance 30, the driver of the car 18 may be warned of a collision via a backend-to-vehicle connection between the electronic computing device 20 and the car 18. The warning message in the car 18 may be provided by a display, a sound warning, a voice output, and/or an active response from the car 18. As a result of the warning, the driver may alert the car 18 to the probability of the collision to enable the driver to take evasive action to avoid the collision.

[0034] In order to be able to determine, by means of the electronic computing device 20, whether the train 16 is approaching the level crossing 10, the electronic computing device 20 uses the position data 28 which characterize the position of the level crossing 10. Here, the position data 28 of the level crossing 10 can be provided by a database for the electronic computing device 20. By means of the electronic computing device 20, the position of the train 16 at a particular assigned time can be compared with the position of the level crossing 10 via an algorithm. If a distance between the train 16 and the level crossing 10 is smaller than the limit distance 30, then the hazard information signal 22 is provided for the car 18, provided that a distance between the car 18 and the level crossing 10 is equal to or smaller than the maximum distance 32. The limit distance 30 or the maximum distance 32 can depend on a particular time and/or a particular distance between the train 16 and the level crossing 10 or the car 18 and the level crossing 10 and/or on a speed of the train 16 or the car 18. A safety margin can be included here in order to rule out a warning that is too late due to inaccuracies.

[0035] The system and method described in conjunction with the single FIGURE have the advantage that no additional radio hardware is required for components currently already installed in trains 16 or in motor vehicles 18.

[0036] Although the invention has been illustrated and described in detail by way of preferred embodiments, the invention is not limited by the examples disclosed, and other variations can be derived from these by the person skilled in the art without leaving the scope of the invention. It is therefore clear that there is a plurality of possible variations. It is also clear that embodiments stated by way of example are only really examples that are not to be seen as limiting the scope, application possibilities or configuration of the invention in any way. In fact, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete manner, wherein, with the knowledge of the disclosed inventive concept, the person skilled in the art is able to undertake various changes, for example, with regard to the functioning or arrangement of individual elements stated in an exemplary embodiment without leaving the scope of the invention, which is defined by the claims and their legal equivalents, such as further explanations in the description.