WO2018036751A1 - Dispositif de commande, système doté d'un tel dispositif de commmande, et procédé d'utilisation dudit système - Google Patents

Dispositif de commande, système doté d'un tel dispositif de commmande, et procédé d'utilisation dudit système Download PDF

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Publication number
WO2018036751A1
WO2018036751A1 PCT/EP2017/069183 EP2017069183W WO2018036751A1 WO 2018036751 A1 WO2018036751 A1 WO 2018036751A1 EP 2017069183 W EP2017069183 W EP 2017069183W WO 2018036751 A1 WO2018036751 A1 WO 2018036751A1
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WO
WIPO (PCT)
Prior art keywords
camera
signal
control device
control
interface
Prior art date
Application number
PCT/EP2017/069183
Other languages
German (de)
English (en)
Inventor
Christian KLIER
Navid Nourani-Vatani
Original Assignee
Siemens Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Priority to EP17746080.5A priority Critical patent/EP3475876A1/fr
Publication of WO2018036751A1 publication Critical patent/WO2018036751A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/026—Relative localisation, e.g. using odometer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

  • Control unit system with such a control unit and method of operating such a system
  • the invention relates to a control device according to claim 1, a system according to claim 6 and a method for operating such a system according to claim 8.
  • a rail vehicle with a position determination device is known, wherein the position determination device determines, for example in conjunction with a satellite system, a spatial position of the rail vehicle in a rail network.
  • the spatial position is used to determine by means of a to ⁇ pographischen map the exact position of the rail vehicle in the rail network and possibly the
  • US 2010/0070172 A1 discloses a system for processing images of railway facilities adjacent to a railway.
  • the system is to bebil ⁇ det, with two cameras and a plurality of filters, a direction indicated by a route setup signal color to ermit ⁇ stuffs.
  • control device includes an interface, a controller, and a data store, the controller being coupled to the data memory and the interface.
  • the interface can be connected to a position capturing device and a camera tracking device.
  • data memory is information about a first plant position of a first signal system, a
  • the interface is designed to detect a Po ⁇ sitionssignal in the position determination device with information about a spatial position of the rail vehicle and to provide the control device.
  • the control means is arranged to determine based on the first contact position, the location position and the maximum detection range of an orientation of the camera on the first Sig ⁇ nalstrom, wherein the controller is further configured to provide, based on the orientation determined a control signal to the interface.
  • This embodiment has the advantage that the frequencynach Operationss stressed can be driven such by the control ⁇ signal, the first signal system is in the maximum detection range of the camera and information relating to the camera image for display by a display device can be further processed to the effect, for example, that the camera image can be displayed on the display device already from a great distance and thus the driver can already capture the information shown from a great distance.
  • a topographical map with information about a rail network and a predefined route area is stored in the data memory.
  • the control device is designed to determine the first system position of the first signal system on the basis of the spatial position and the topographic map in the predefined route area along the travel path.
  • control means is arranged to determine on the basis of the travel path and the topographical ⁇ rule map a switch position of a closest switch, wherein the control means is adapted to take into account the switch position of the switch in the determination of orientation. This enables tion of the rail vehicle are taken into account in advance in determining the direction from ⁇ a change in direction.
  • control device is designed to determine the orientation of the camera relative to the first signal input in such a way that the first signal system and the detection region have a maximum overlap. This ensures that the information provided by the first signal ⁇ system can be reliably evaluated.
  • control device is designed to determine a second signal system with an associated second system position on the travel path in the predefined route area, wherein the control device is designed to determine a first distance based on the first system position and the location position.
  • the control means is further arranged to determine on the basis of two ⁇ th contact position and the spatial position of a second distance, wherein said control means is adapted to the first distance with the second distance to verglei ⁇ chen.
  • the control means is adapted be taken into account that Sig ⁇ nalstrom in determining the orientation gene, which has the smallest distance to the rail vehicle on ⁇ .
  • control device is designed to compare at least the determined first distance with a predefined threshold value and / or the determined second distance with the predefined threshold value, wherein when the threshold value is undershot, the control device is designed, not that system position during the determination to take into account the orientation which has a distance which is less than the Schwel ⁇ lenwert. This ensures that a too close Sig ⁇ nalstrom is taken into account for the rail vehicle in determining the direction from ⁇ ensures. It also ensures that too fast pivoting of the camera is avoided on the signal system too close.
  • control device is designed, a further control signal on the basis of ERS th contact position and a further spatial position after a predefined time interval for tracking the maximum detection range to the first signal conditioning to ermit ⁇ stuffs, wherein the control device is designed, the wide ⁇ re control signal to provide the interface.
  • Travel of the rail vehicle are constantly directed to the first signal ⁇ system and changes in the state of the signal system by tracking the maximum detection ⁇ area are detected.
  • a system in particular a driver assistance system for the rail vehicle, has a control device, a camera, a camera tracking device and a position determination device, wherein the control device is designed as described above.
  • the interface is connected to the position determination device and the camera tracking device.
  • the camera tracking device is coupled to the camera.
  • the position Determining device is designed to determine a spatial position of the rail vehicle and a position signal correlating to the position position of the interface justifyzustel ⁇ len.
  • the camera tracking device is configured to align the camera based on the control signal provided at the interface.
  • the system has a display device, wherein the display device can be arranged in a control station of the rail vehicle, wherein the on ⁇ show device is coupled to the camera, the Ka ⁇ mera means of a data signal information about a detected camera signal of Display device provides, wherein the display device is designed to detect the data signal and display the information.
  • a rail vehicle has the system described above.
  • a location of the rail vehicle is determined in an operation of the system described above.
  • An orientation of the camera to the first signal conditioning is directed based on the first Anlagenpositi ⁇ on the spatial position and the maximum detection range.
  • FIG. 1 shows a schematic representation of a rail vehicle with a system
  • FIG. 2 shows a schematic representation of the rail vehicle in a first spatial position in a rail network
  • 3 shows a flowchart of a method for operating the system
  • FIG. 5 shows a camera image of a camera of the rail vehicle
  • FIG. 6 shows a schematic representation of the rail vehicle in a second spatial position in the rail network.
  • the coordinate system 5 as exemplary as
  • the coordinate system 5 has an x-axis (longitudinal direction), a y-axis (transverse direction) and a z-axis (height direction).
  • the x-axis extends in the driving direction ⁇ a rail vehicle 10.
  • FIG. 1 shows a schematic representation of the rail running ⁇ zeugs 10 with a system 15.
  • the system 15 is constructed, for example as a driver assistance system 15th
  • the system 15 may also be connected to an autonomous control of the rail vehicle 10 or part of the autonomous control of the
  • the system 15 has a control unit 20, a camera 25, a camera tracking device 30, a position determination device 35 and an optical display device 40.
  • the control unit 20 has a data memory 45, a control device 50 and an interface 55.
  • the spei ⁇ cher 45 is connected by means of a first connection 60 to the control device 50th
  • the interface 55 is connected to the control device 50 by means of a second connection 65.
  • the interface 55 is connected to the camera 25 by means of a third connection 70.
  • the interface 55 is connected to the camera tracking device 30 by means of a fourth connection 75.
  • the position determining device 35 is connected by means of a fifth connection 80 connected to the interface 55.
  • the display device 40 is connected to the interface 55 by means of a sixth connection 85.
  • the interface 55 may be connected to a central computer 87 by means of a data connection 86.
  • Data store 45 may be used as a temporary data store, e.g. be designed as a cache memory or as a permanent data storage, such as a hard disk, CD or DVD or flash memory.
  • a predefined threshold value S In the data memory 45 is a predefined threshold value S, a maximum detection range 90 of the camera 25, a travel path 180 of the rail vehicle 10 and at least one information about a plant position 125, 135, 145, 155, 165 at least one at a track section 105, 110th , 115 of a rail network 100 arranged signaling system 120, 130, 140, 150, 160 filed.
  • Signalanla ⁇ ge 120, 130, 140, 150, 160 are transmitted by the central computer 87 with ⁇ means of a data signal to the interface 55.
  • the controller 50 sets (temporary) transmitted by the data signal information such as the predefined threshold value S and / or the maximum detection range 90 of the camera 25 and / or the guideway 180 of the rail vehicle 10 and / or the information on a Appendices ⁇ gene position 125, 135, 145, 155, 165 at least one angeord- on a section of track 105, 110, 115 of the rail network 100 Neten signal conditioning 120, 130, 140, 150, 160 into the spei ⁇ cher 45th
  • the predefined threshold S may comprise a mathematical algorithm, a map and / or a parameter.
  • the maximum detection range 90 of the camera 25 may for example be defined in that in the data memory 45, a horizontal first angular segment for a horizonta ⁇ len detection range of the camera 25 and / or a vertical second angular segment of the camera 25 for a vertical He ⁇ capturing range of the camera 25 is stored.
  • the maximum He ⁇ detection area 90 indicates the (partial) range of the camera 25 with which the camera can capture 25 an environment of rail travel ⁇ zeugs 10th
  • the information about the system position 125, 135, 145, 155, 165 of at least the signal system 120, 130, 140, 150, 160 arranged on the track section 105, 110, 115 of the rail network 100 can be stored in a topographic map 95, for example.
  • the information about the contact position by an unillustrated detection means such as a lidar, a radar sensor or a further Kame ⁇ ra can be determined and the controller 50 are provided by egg ⁇ nes information signal. It is of particular advantage if the topographical map 95 essentially completely stores the rail network 100 and the signal installations 120, 130, 140, 150, 160 on the rail track in a specific area, for example a federal state or a network area of an operator of the rail network 100 are.
  • a type of signaling system 120, 130, 140, 150, 160 may be stored in the topographic map 95. Also, in the topographic map 95, a further information about the signal system 120, 130, 140, 150, 160, for example, an arrangement side of the signal system 120, 130, 140, 150, 160, for example, on the right side of the track section 105, 110, 115 or left side of the track section 105, 110, 115, be stored with.
  • the camera 25 may be a conventional camera, for example, with a CMOS sensor, which is designed to detect the environment of the rail vehicle 10 via an optical system, not shown.
  • the camera 25 can additionally be suitable for night vision and, for example, have a residual light amplifier.
  • the camera tracking device 30 is mechanically, electrically or otherwise coupled to the camera 25.
  • the Kame ⁇ ranach Operationss worn 30 serves to at least one axis of the rail vehicle 10, preferably a z-axis (height direction) to swivel the camera 25 in the horizontal direction.
  • the camera tracking device 30 can optionally also pivot the camera 25 about the y-axis in the vertical direction.
  • the position determining device 35 may for example comprise a receiver for receiving satellite signals from satellites, for example according to the GPS standard, GLONASS standard, Galileo standard.
  • the Positionsbestim ⁇ determining unit 35 determines, for example based on the acquired satellite signals, a location position 170, 175 of the rail vehicle 10.
  • the position determination device 35, the location position 170, 175 provided as part of a positi ⁇ onssignals via the fifth connection 80 of the interface 55th
  • the position determining device 35 may have a LiDAR and / or a radar sensor, by means of which the spatial position 170, 175 is determined. It is also conceivable to link the receiver, the LiDAR and / or the radar sensor to determine the spatial position 170, 175.
  • the display device 40 may, for example, be a display that is arranged in the driver's station in a field of vision of the driver.
  • the display device 40 can also be part of a multifunction display.
  • the display device 40 may be part of a touch-sensitive display. 2 shows a schematic representation of the ge ⁇ shown in FIG 1 the rail vehicle 10 on a rail network 100th
  • the rail network 100 has a first track section 105, a second track section 110 and a third track section 115.
  • first track section 105 a first track section 105
  • second track section 110 a second track section 110
  • third track section 115 a third track section 115.
  • Track sections 105, 110, 115 also be another.
  • the rail network 100 further includes, for example, a switch 116.
  • the switch 116 is between the first track section 105 and the second and third track sections 110,
  • the travel path 180 is stored before and / or during the journey in the data memory 45.
  • the travel path 180 is the path that the rail vehicle 10 travels along the rail network 100. Additionally or alternatively, it is also conceivable that the travel path 180 during the journey along the first track section 105 is determined on the basis of a turn ⁇ position of the switch 116.
  • the Weichenstel ⁇ ment for example, by means of a switch data signal and / or an optical detection of a switch signal element.
  • the railway network 100 shown in FIG 2 further includes by way of example a first set of signals 120 with a first Anlagenpo ⁇ sition 125, a second set of signals 130 with a second contact position 135, a third set of signals 140 with a third contact position 145, a fourth signal conditioning 150 having a fourth plant position 155 and a fifth signal plant 160 with a fifth plant position 165.
  • the number of signal systems 120, 130, 140, 150, 160 and the associated system positions 125, 135, 145, 155, 165 is not limited ⁇ .
  • the signaling systems 120, 130, 140, 150, 160 may be of different types and be provided, for example, with different signal means, for example with light signals and / or signal panels.
  • FIG. 2 symbolically shows the predefined range of travel 166 and the maximum coverage area 90 of the camera 25.
  • the rail vehicle 10 is shown in FIG. 2 by way of example at a first spatial position 170 on the first track section 105.
  • FIG 3 shows a flow chart of a method of operation of the driver assistance system shown in Figs 1 and 2, 15 of the rail vehicle 10.
  • Figure 4 shows a schematic Dar ⁇ position of the rail vehicle 10 in a second Ortsposi- tion 175 on the rail network 100th
  • the first Ortspo ⁇ sition 170 is determined by the position determining means 35th
  • the first location position 170 may be an absolute spatial position as it is for example determined by means of the satellite signal and relate for example, to a coordinate system ⁇ .
  • the first spatial position 170 may also show a relative positional position of the rail vehicle 10 with respect to another object, for example the track section 105.
  • the position determination device 35 provides a correlating first position signal corresponding to the first position 170.
  • the first position signal is transmitted via the fifth connection 80 to the interface 55.
  • the interface 55 provides the first position signal to the controller 50 which detects the first position signal.
  • an assignment is made by means of the first position signal over ⁇ transmitted first location position 170 in the topographic map 95.
  • the controller 50 based on a
  • Map matching method the first location 170 to assign a Kar ⁇ tenposition in the topographic map 95.
  • a third method step 310 the control determines means 50 on the basis of the determined first location position 170 and the pre-stored in the data memory 45 line region 166 present in the predefined Streckenbe ⁇ rich 166 signaling systems 120, 130, 140, 150, 160.
  • all can 2 for example, the first and second signal systems 120, 130, are stored in a first list in the data memory 45 by the control device 50 in the predefined route area 166.
  • the Steuerein ⁇ direction 50. 130 selects from the first list of the beacons 120, only those of which lie along the track 180th
  • the signaling devices 120, 130 located on the travel path 180 are stored by the control device 50 in the data memory 45 in a second list.
  • the first to fourth signal systems 120, 130, 140, 150 are arranged along the travel path 180.
  • the fifth signal system 160 is located on the second track section 110, which does not lie along the travel path 180.
  • the fifth signal ⁇ system 160 is not considered. Further remain in the four th ⁇ process step 315, the third and fourth signals 140, 150 taken into account, because they lie outside of the predefi ⁇ ned line region 166th
  • control ⁇ device 50 determines based on the determined first location position 170 and the second list that signals 120, 130, 140, 150, 160 of which along the track 180, the comparativelylie ⁇ constricting signal conditioning 120, 130, 140, 150, 160 is.
  • control device 50 determines a first distance ai between the first signal system 120 on the basis of the first spatial position 170 and the first system position 125.
  • the control device 50 based on the first Ortspositi ⁇ on 170 and the second system position 135 of the second signal system 130, a second distance a second By comparing the determined distances ai, a 2 ermit ⁇ the control device 50 that telt signal system 120, in FIG 2, the first signal system 120, which has the smallest distance a to the rail vehicle 10th
  • the CONT ⁇ er worn 50 130 140 150 160 compares the distance a of the nearest signal conditioning 120,,,, in FIG 2 the first distance ai, with the predefined threshold p falls below the distance a predefined threshold value S, Thus, the control device 50 continues with a seventh method step 330. If the distance exceeds a defined threshold value before ⁇ S, then the controller 50 proceeds to an eighth step 335th
  • step 330 falls below the
  • the control device 50 proceeds to the seventh method step 330 with the fifth method step 320.
  • the repetition of the fifth method step 320 and of the sixth method step 325 takes place until, in the sixth method step 325, the condition is not fulfilled and the control device 50 can continue with the eighth method step 335 and thus the distance a of nearest signaling device 120, 130, 140, 150, 160 is greater than the predefined threshold S.
  • the controller 50 determines in repeated fifth method step 320, the second signal system 130 as the closest signal conditioning 120, 130, 140, 150, 160.
  • the result of the comparison of the second distance is a 2 of the next ⁇ lying second signal conditioning 130 to the predefined threshold S that the second distance a2 is greater than the predefined threshold value S. Then, the CONT ⁇ er worn 50 proceeds to the eighth step 335th
  • the Steuereinrich- determined tung 50 on the basis of the installation position 125, 135, 145, 155, 165, the nearest signal conditioning 120, 130, 140, 150, 160 of the maximum detection range 90 and the first local Posi ⁇ tion 170 an orientation 171 the camera 25 to the next ⁇ lying signaling system.
  • alignment 171 can take place in a simple embodiment exclusively around the z-axis. It is particularly advantageous if the orientation 171 is determined not only about the z-axis, but also about the y-axis of the rail vehicle 10. This can be done, for example, that both in the spatial position a
  • City height for example, a reference altitude, for example, about normal altitude, as well as a signal height of the signal system 120, 130, 140, 150, 160 is taken into account in the determination of the orientation 171.
  • This will undge ⁇ provides that the camera 25 is also at different height profiles of the individual track sections 105, 110, 115 aligned with the respective nearest signal conditioning 120, 130, 140, 150, 160th
  • the control device 50 determines the orientation 171 on the basis of the first position 170, the second position 135 and the maximum range 90. It is particularly advantageous if the control device 50 determines the orientation 171 of the camera 25 to the nearest signal system such that the nearest signal system and the maximum detection range 90 have a maximum coverage, so that the second signal system 130 is completely in the maximum detection range 90 of FIG Camera 25 is located. This ensures a good visibility of ssenlie ⁇ constricting signal conditioning and signal their element.
  • the control device 50 determines ⁇ a first control signal on the basis of he ⁇ mediated orientation 171. The controller 50 provides the control signal over the second connection 65 of the section 55 ⁇ put ready.
  • the interface 55 passes the first tax ersignal to the frequency division multiplexer (F) and via the fourth connection 75 wei ⁇ ter.
  • the filtering out 30 pivots the camera 25 according to the correlated via the first control signal from ⁇ direction 171 such that the nearest signal conditioning 120, 130, 140, 150, 160 and the maximum detection range 90 overlap.
  • the camera tracking device 30 can also direct a focus of the camera 25 to the selected closest signal system 120, 130, 140, 150, 160, in the embodiment the second signal system 130, and adjust it accordingly to the determined second distance a2.
  • control device 50 based on the travel path 180 and the topographic map 95 the
  • the camera 25 is directed by the camera tracking device 30 with the maximum detection range 90 onto the second signal system 130.
  • an information about a camera image captured by the camera 25 is transmitted from the camera 25 via the third connection 70 to the interface 55 and from the interface 55 via the sixth connection 85 to the display device 40 by means of a data signal Display device 40 transferred.
  • the control means 50 the transmitted to the interface 55 55 ⁇ nal evaluate with the information on the camera image.
  • a signaled by the closest signal conditioning 120, 130, 140, 150, 160 signal state for example, be detected and displayed by the display device 40, the signal state determined the nearest signal conditioning 120, 130, 140, 150, 160 Darge ⁇ provides means of an image recognition method.
  • the driver can detect the signal state of the signal system 120, 130, 140, 150, 160 relevant for him early. As a result, the driver can particularly easily receive the information relevant to him and accordingly control the rail vehicle 10. In particular ⁇ sondere is avoided that the driver interprets a wrong signal conditioning 120, 130, 140, 150, 160 as is applicable to it.
  • a multi-camera system can be dispensed with, since only one single camera 25 is sufficient. Thereby, the camera 25 can be made particularly a ⁇ times and cost. Furthermore, a higher reliability is achieved than with a multi-camera system.
  • the second signal system 130 is arranged eccentrically with respect to a vehicle center 190. If the camera 25 is rigidly connected to a vehicle structure of the rail vehicle 10, then with a strong optical magnification of the camera 25, the second signal system 130 is outside the maximum detection range. 90 of the camera 25 is arranged. Without optical magnification ⁇ tion of the driver is difficult to detect the second signal system 130 on his guideway 180. In FIG 4 the maximum detection ⁇ portion 90 both in the horizontal and in the vertical direction is shown symbolically by means of a rectangle. By 3 beschrie ⁇ bene in FIG method of the maximum detection range 90 with respect to a vehicle center 190 of the rail vehicle 10 is arranged outside the center and to the second signal system 130 court ⁇ tet.
  • FIG. 5 shows the camera image captured by the camera 25. Due to the narrow maximum detection range 90, the camera image captured by the camera 25 is greatly enlarged relative to the environment detected by the drive vehicle driver . Thereby, the driver can already at greater distances in a simple manner lying on its guideway 180 ⁇ de (second) signal conditioning 130, and detect the information represented by the second signal system 130 and entspre ⁇ accordingly control the railway vehicle 10th In particular, the driver may initiate an early entspre ⁇ reduction of the rated speed of the rail vehicle 10 in this manner.
  • second de
  • FIG. 6 shows a schematic representation of the rail driving ⁇ zeugs 10 in a second location position 175 in the rail network 100.
  • the location position 175 of the rails ⁇ vehicle 10 changes 170 continually.
  • the slide ⁇ nen poverty in the second location position 175 is particularly advantageous when the method described in Figure 3 is repeated in a predefined time interval for the second Ortspositi ⁇ on 175 instead of the first location position the 170th
  • the time interval can also be a bus clock or processor clock.
  • the time interval can be chosen freely.
  • an eleventh method step 350 may be provided for the method described in FIG.
  • the control device 50 uses the camera tracking device 30 to track the camera 25 to the nearest (second) signal system 130.
  • the control device 50 may have an additional controlled system in order to track the maximum detection range 90 of the camera 25 by means of a second control signal on the basis of, for example, the acquired camera image. It is particularly advantageous if the control device 50 aligns the signal means of the nearest (second) signal system 130 to a detection center 185 of the maximum detection area 90 overlap ⁇ pend.

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  • Mechanical Engineering (AREA)
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Abstract

L'invention concerne un dispositif de commande, un système comprenant un tel dispositif de commande, et un procédé d'utilisation d'un tel système. Une position géographique d'un véhicule ferroviaire est déterminée, et sur la base d'une première position d'un premier dispositif de signalisation, de la position géographique, du champ de détection maximal d'une caméra et de la position de l'aiguillage le plus proche, une orientation de la caméra sur un premier dispositif de signalisation est déterminée ; le dispositif d'orientation de la caméra est commandé conformément à l'orientation ainsi déterminée, et la caméra est dirigée sur la première installation de signalisation.
PCT/EP2017/069183 2016-08-26 2017-07-28 Dispositif de commande, système doté d'un tel dispositif de commmande, et procédé d'utilisation dudit système WO2018036751A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP17746080.5A EP3475876A1 (fr) 2016-08-26 2017-07-28 Dispositif de commande, système doté d'un tel dispositif de commmande, et procédé d'utilisation dudit système

Applications Claiming Priority (2)

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DE102016216070.2A DE102016216070A1 (de) 2016-08-26 2016-08-26 Steuergerät, System mit solch einem Steuergerät und Verfahren zum Betrieb solch eines Systems
DE102016216070.2 2016-08-26

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DE102020000533A1 (de) * 2020-01-29 2020-12-17 Daimler Ag Verfahren zum Betreiben eines Assistenzsystems mit einer horizontal drehbaren Erfassungseinrichtung, sowie Assistenzsystem
US11827255B2 (en) 2019-12-09 2023-11-28 Thales Canada Inc System and method for vehicle control

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DE102019206348A1 (de) * 2019-05-03 2020-07-23 Siemens Mobility GmbH Verfahren und Computer-Programm-Produkt zum Erkennen von Signalzeichen zur Verkehrssteuerung spurgebundener Fahrzeuge sowie Signalzeichenerkennungssystem und Spurgebundenes Fahrzeug, insbesondere Schienenfahrzeug
DE102021207417A1 (de) 2021-07-13 2023-01-19 Siemens Mobility GmbH Überwachungsverfahren und -system
DE102021207414A1 (de) 2021-07-13 2023-01-19 Siemens Mobility GmbH Verfahren und System zur Aufmerksamkeitssteuerung
DE102021207415A1 (de) 2021-07-13 2023-01-19 Siemens Mobility GmbH Verfahren zur Informationsbeschaffung und Assistenzsystem

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