WO2022053958A1 - Système de surveillance de position de véhicule - Google Patents

Système de surveillance de position de véhicule Download PDF

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Publication number
WO2022053958A1
WO2022053958A1 PCT/IB2021/058188 IB2021058188W WO2022053958A1 WO 2022053958 A1 WO2022053958 A1 WO 2022053958A1 IB 2021058188 W IB2021058188 W IB 2021058188W WO 2022053958 A1 WO2022053958 A1 WO 2022053958A1
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WIPO (PCT)
Prior art keywords
vehicle
track
symbols
processor
images
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PCT/IB2021/058188
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English (en)
Inventor
Andries Auret LOUW
Original Assignee
Louw Andries Auret
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.)
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Application filed by Louw Andries Auret filed Critical Louw Andries Auret
Publication of WO2022053958A1 publication Critical patent/WO2022053958A1/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 vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle 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
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0072—On-board train data handling
    • 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 vehicle trains
    • B61L23/04—Control, warning, or like safety means along the route or between vehicles or vehicle 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
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0018—Communication with or on the vehicle or vehicle train
    • B61L15/0027—Radio-based, e.g. using GSM-R

Definitions

  • This invention relates to a system for monitoring the position of a vehicle, in particular a confined corridor autonomous vehicle.
  • the automated driving of autonomous vehicles is continuously increasing in relevance as a form of transportation. It is essential for autonomous vehicles that move along confined corridors such as roads and fixed guideways to have precise, real-time information about the exact location of the vehicle at all times. In order for autonomous vehicles to safely follow designated routes without crashing into other vehicles and not to cause congestion, it is essential that each moving autonomous vehicle and I or the systems controlling the movement of such vehicles can pinpoint the exact position of each vehicle in a designated area whilst being able to accurately predict how frequently the position of such a vehicle changes in order to predict where it will be in the near future.
  • each autonomous vehicle The more accurately the exact location of each autonomous vehicle can be determined along with the rate at which its location changes from moment to moment, the more effectively the position of each such vehicle relative to the others can be managed to improve overall system safety and efficiency.
  • precise and rapidly updated information about the exact location of each autonomous vehicle and how that location is changing following distances between autonomous vehicles can be reduced to close to their braking distances. That has the effect of optimising safe carrying capacity of such a system.
  • confined corridor autonomous self-driving vehicles Two main categories of confined corridor autonomous self-driving vehicles exist, which include those that are confined to roads and those that are confined to fixed tracks.
  • autonomous vehicles that are confined to roads such as self-driving cars, typically adopt car-based position monitoring technologies such as GPS navigation and mobile tower triangulation.
  • car-based position monitoring technologies such as GPS navigation and mobile tower triangulation.
  • autonomous vehicles that are confined to fixed tracks such as automated trains, monorails and PRT vehicles, rail signalling based positioning technologies are typically utilised.
  • Both of these positioning technologies rely on external signalling and can only work if the external source, such as the radio tower, GPS satellite or beacon is operational and in constant contact with vehicles in the system. GPS signals for instance fail inside tunnels and in bad weather. Radio towers and beacons need their own power source. These positioning technologies were not developed for autonomous vehicles and require supplementary systems to enhance their suitability for this application.
  • both categories of confined guideway autonomous vehicles require far more accurate positioning data that is available in real-time to be shared with other such vehicles traveling in the vicinity of each vehicle in such a system, as well as with external systems such as traffic management systems and track control systems.
  • confined guideway autonomous vehicle systems cannot rely on the availability of external sources that need to be independently energised and reachable in order to be useful.
  • CCAV confined corridor autonomous vehicle
  • confined corridor autonomous self-driving vehicles that are confined to fixed tracks typically fall into two categories in respect of how they navigate switches. These two categories include those that rely on the track to engage a switch to force the vehicles running along the track to take a left or a right turn in a track split, referred to as tracksteering based systems, and those that have static track splits where the vehicles themselves have to enact the movement left or right in a track split, referred to as selfsteering based systems.
  • Self-steering based systems have static track splits, and every vehicle can enact its own movement left or right when it encounters a split in the track.
  • the distance between vehicles is determined by the time it takes a vehicle to come to a standstill from the time it enacted a braking manoeuvre, referred to as braking distance.
  • This braking distance must include the reaction time or time to takes the vehicle to react to a situation where it must apply its brakes.
  • Self-steering vehicle systems do not require rail signalling controllers to manage the traffic safely, but they do require rapid communication of the exact position of every vehicle close to them, as frequently as possible, in order for each vehicle to manage the required distance between it and other proximate vehicles to avoid collisions. The more accurate the positioning information is and the faster it is communicated between vehicles, the shorter the safe following distance between the vehicles can be and the safer the collision avoidance systems can be.
  • a vehicles that travels at 60km/h will typically require approximately 23 meters to safely come to a standstill, but if it takes a full second for the vehicle to get and process the information it needs to determine that must make an emergency stop - such as when the vehicle in front of it has come to a stop unexpectedly - then that vehicle would have travelled almost 17 meters in the time it takes to come to that determination. This increases the required following distance to at least 40 meters from the original 23 meters.
  • the vehicle can enact that braking action in 1/30 th of the time, during which time the vehicle only moved approximately 0.5 meters.
  • the following distance can now safely be managed at 25 meters as opposed to 40 meters.
  • This invention addresses the need for such a system that requires no energy input from outside information and signalling sources and beacons, is extremely accurate and will work under all weather conditions and inside confined spaces such as tunnels and tubes.
  • a vehicle monitoring system being integrated with a vehicle travelling along a vehicle track having a plurality of predeterminable track positions, with the system including a processor and an associated database, a power source, an optical scanner in communication with the processor, and a series of unique symbols of which at least one is located adjacent the vehicle track at each track position, with the scanner configured to record images from the series of symbols along the track whilst the vehicle travels on the track and to transmit the recorded images to the processor, with the processor configured to analyse recorded images, to compare the recorded images with a dataset stored on the database in which the dataset represents the sequence of symbols in the series, and to continuously attempt to match recorded images with symbols from the dataset, and upon matching a recorded image with a stored symbol, to determine from the database a track position associated with the stored symbol, and to record that track position in the system as the position of the vehicle at that instant.
  • a subset of a plurality of the symbols to be located adjacent the vehicle track at each track position, with the scanner configured to record images from each subset of symbols along the track whilst the vehicle travels on the track and to transmit the recorded images to the processor, with the processor further configured to compare the recorded images of the subset of symbols with the dataset stored on the database, and to continuously attempt to match recorded images of each subset of symbols with a subset of symbols from the dataset, and upon matching a subset of recorded images with a subset of symbols from the dataset to determine from the database a track position associated with the stored subset symbols, and to record that track position in the system as the position of the vehicle at that instant
  • the symbols to comprise symbols having characteristics of any one or more of a unique colour, pattern, shape, relative size and contrast.
  • the quality of images recorded by the scanner is also provided for the quality of images recorded by the scanner to be improved by means of any one or more of techniques such as reflective lighting, neon lighting, phosphorous paint, and radio-active paint associated with the symbols, and by means of infrared scanners.
  • the processor prefferably configured to analyse the recorded images by applying image recognition processing to the recorded images.
  • the processor is further provided for the processor to be configured to adjust the track position determined to be position of the vehicle by a predetermined distance that the scanner is located behind the front of the vehicle.
  • system includes means to determine the distance travelled by the vehicle from the instant it records a track position in the system as the vehicle position, and for the processor to be configured to update the recorded vehicle position to an updated track position by determining an updated track position from the dataset.
  • the track is also provided for the track to be divided into predeterminable segments, which may or may not have all have the same length, and for each segment to be assigned a specific number which is recorded in the dataset as a track position.
  • the processor to be provided with a data transceiver configured intermittently to transmit at least its track position to one or both of a remote central processor and other vehicles on the track, with the processor of each vehicle configured - to receive at least the track position of other vehicles ahead of it on the track, to compare its track position and current speed at least with the track position and current speed of any vehicle ahead of it on the track to determine a risk for collision between it and such other vehicle, and if it determines the existence of a collision risk with another vehicle to transmit a warning signal at least to such other vehicle at risk of collision with it.
  • a data transceiver configured intermittently to transmit at least its track position to one or both of a remote central processor and other vehicles on the track
  • the processor of each vehicle configured - to receive at least the track position of other vehicles ahead of it on the track, to compare its track position and current speed at least with the track position and current speed of any vehicle ahead of it on the track to determine a risk for collision between it and such other vehicle, and if it determines the existence of a
  • the system includes means to control any one or more of braking, acceleration and lane switching, and for the processor to be configured - to determine an appropriate response including the application of braking, acceleration and lane switching that will avoid or at least minimise the risk of a collision that the processor has determined exists, to transmit the determined response at least to the other vehicle at risk of collision with it, to modify its own determined response if it receives a conflicting response from such other vehicle, and to transmit its own modified response to such other vehicle operatively for all vehicles that are at risk of a collision to determine an appropriate collective response to avoid or at least minimise the collision risk, to control any one or more of its own braking, acceleration and lane switching according to the collective response, and to transmit a confirmation signal that it has applied to the response at least to the other vehicle at risk of collision with it.
  • Table 1 shows the number of unique combinations possible when using different numbers of images in total, and at each track position
  • Figure 1 is a series of 10 unique images and their inverse images
  • Figure 2 shows the images of Figure 1, obscured by being partly covered with dirt, indicating that the unique images are still recognisable, even if only a small portion is visible;
  • Table 2 shows how various combinations of colours and inversing images, may be used to create up to 180 different images from just 10 primary shapes
  • FIG. 3 graphically shows the basic elements of the system of the invention
  • Figure 4 graphically shows how the basic elements shown in Figure 3 are used in the system of the invention.
  • Table 3 shows the data content of the 8 Byte short message used by the system of the invention.
  • Table 4 shows the information that can be shared in the 8 Byte message format of Table 3.
  • This invention enables precise vehicle position monitoring of Confined Corridor Autonomous Vehicles (“CCA Vs”) in order to enhance their overall safety and efficiency.
  • CCA Vs Confined Corridor Autonomous Vehicles
  • the invention makes use of an optical scanner, in this embodiment in the form of a high resolution digital camera, mounted on the vehicle, that is used to photograph unique images on the track, recognisable even when they are blurred or dirty, with the exact position of each image relative to the track being precisely known by the vehicle for the vehicle to reference its own exact position on the track at that precise moment in time.
  • an optical scanner in this embodiment in the form of a high resolution digital camera, mounted on the vehicle, that is used to photograph unique images on the track, recognisable even when they are blurred or dirty, with the exact position of each image relative to the track being precisely known by the vehicle for the vehicle to reference its own exact position on the track at that precise moment in time.
  • images are static, easily recognisable, and require no power source.
  • the images can be positioned very close to each other, making it possible to establish the exact location of the vehicle at any moment in time, specifically when the sequence of images is known by the vehicle which has access to a local database, stored on the vehicle, indicating which image is expected next in the sequence.
  • the invention makes it possible to measure, track and report the exact location and movement and changes in movement of multiple vehicles running along a confined or defined corridor without requiring external power or external signal transmissions.
  • the level of accuracy and the frequency and speed of sharing of such positioning information is determined by the system designers who can then determine how to apply the invention, in terms of required accuracy and speed of data transmission between vehicles, to achieve the desired results. Most notably, this allows system designers to tailor the system of the invention in respect of very specific localised safety requirements.
  • the first steps in the deployment of the invention are therefore for the designers of such transport systems to determine how accurately they want the positioning to be, how frequently they need the information to be shared and updated, and how fast they need to be able to share the information.
  • the invention requires that several unique visual image markers are selected and positioned in permanent locations along a track, at predetermined intervals, so that the electronic imaging hardware and software on each vehicle that travel such a track can identify the images in order to determine the position of that vehicle along the track.
  • the images along the track will be analysed by the software operated by systems on the vehicle in the order that they appear. This enables the vehicle system to identify a series of such images that are unique to that specific point on the track. The more unique images that are used, the fewer images are required to create a unique subset of images in the series. Also, the closer the images are to each other, the quicker the vehicle system will be able to observe the series of images to identify the unique position of the series along the track.
  • Each track position displays a single image from the series of images, and the processor analyses images in the sequence in which they are recorded, to determine the unique track position of the most recently observed image.
  • Each track position displays multiple images, for example 4 images, from the series of images to form a subset of symbols at each track position.
  • the processor analyses each subset of images to determine the unique track position of that subset of symbols.
  • option 1 requires the least number of unique symbols, but it may also be slower than option 2 since it requires at least a few (such as 2 or 3 symbols) to be recognised in sequence to determine a track position.
  • option 2 requires more unique symbols than option 1 , but it is far more likely to give instant accurate position determinations at each point since it does not rely on a plurality of previously correctly identified markers.
  • Option 3 provides the best of both options 1 and 2, but since it requires the analyses of multiple images at each track position, and the analyses of those subsets of images in sequence, it requires more processing power and is likely to be slower than option 2.
  • the designers of a specific transport system can use any combination of the above 3 options for a specific tack. Where the risk is low, for example with low track density and no splits, the designers may opt to use option 1. At areas where there are track splits option 2 may be used.
  • image recognition is used and not pattern recognition.
  • pattern recognition like with a bar code or a QR image, most if not all of the image has to be seen clearly in order for the software to recognize the pattern on the image. This is not the case with image recognition that is used in this invention.
  • these images are to be used on tracks that are not inspected regularly so the images can be covered in dirt and damaged. Also, the vehicles can move past the images at high speed and must recognize the images in micro seconds, even if they are damaged or covered in dirt. It is also possible that images may sometimes be partially obscured, or for photographs to sometimes be blurred when they are photographed at high speed or when the image is out of focus when the photograph is taken.
  • the symbols used in the system of the invention are selected to have unique elements that are distinguishable from other symbols in the total set of symbols even if they are partially obscured. These elements are symbol characteristics of unique colour, pattern, shape, relative size and contrast. No two symbols in the series of symbols include any repeating combination of characteristics or colour, shape, relative or contrast.
  • the symbols used in the system of the invention offers improved recognition.
  • any one of the numbers “11” to “19” may be misread for the number “1” if the right half of it is obscured.
  • Alphabet letters suffer from the same limitation, with for example an “R and an “F” being indistinguishable if the right half of each is obscured. Similarly, an “E” and a “B”, and an “N” and a “M”, amongst others.
  • alphabet letters and conventional letters use repeating elements in multiple letters or numbers, such as a vertical line used a “1”, R”, “F”, “E”, “B”, etc, or a horizontal line used in an “E”, “7”, “5”, “T”, etc.
  • the repeating use of similar elements renders conventional numbers and letters vulnerable to misidentification when they are partially obscured or possibly not accurately read.
  • the camera in this instance performs image recognition. This means it must merely identify the specific image amongst a group of known images as quickly and easily as possible as opposed to analysing the detail of every line or dot on the image. Should the image on the photograph therefore not be clearly visible due to dirt on the image or blurred photograph, the images should be so unique and different from each other that it should still be possible in most cases to correctly identify the image.
  • the images used in the system of this invention are simple images such as those shown in Figure 1.
  • the images are large enough for them not to be completely obscured with a little bit of dirt, as shown in Figure 2, and to be easily recognizable without taking up too much space. If the vehicles are traveling close by the images, within a meter or less, an image size of approximately 12cm by 12cm is recommended. This is small enough to be non-intrusive in most cases and big enough to be seen, even if it is partially dirty or damaged.
  • each vehicle will have an updated map of the track with the exact order in which the images or subsets of images appear (each a “marker”) on the track and the exact location of each such marker.
  • This map is stored locally in the vehicle in storage means, such as data drive, in association with the vehicle system to always be available to the vehicle system.
  • the vehicle system will therefore have a map of the entire track network with its markers which enables each vehicle system to determine which marker to expect next when it travels along the track.
  • each vehicle can determine exactly where it is between two markers.
  • the vehicle system can, for example, calculate that the vehicle travelled exactly 1 250 mm since it passed the last marker and/or that it is exactly 2 250 mm from the next marker. Since it can determine the exact location of all the markers from the onboard map, it is easy to determine, record and communicate the absolute exact position of the vehicle on the track at that exact moment in time to within as little as a millimetre.
  • the system designers will define how quickly information needs to be shared between vehicles and/or the centralized communication and traffic management system. If a vehicle travels at 60km/h, for instance, it moves almost 17 meters per second or more than 4.5 meters in 0.25 seconds. Latency and routing of communication will therefore have a detrimental effect on the time that it takes for the messaging to be routed effectively, especially if communication must happen to and from the vehicle. This leads to increased system inefficiency.
  • the system of the invention is optimally used with vehicle-to-vehicle communication rather than vehicle-to-centralized system-to- vehicle communication, and that the message content will be kept as short and frequent as possible.
  • latency is reduced, and vehicles can monitor and predict the exact movement and changes in movement of vehicles in their direct vicinity.
  • a vehicle system to receive position information from other vehicles in its immediate vicinity, instead of vehicles further away from it.
  • the communication between vehicles can happen via radio, mobile networks, wi-fi or any other mechanism, via a centralized control system or directly.
  • a radiating cable running along the guideway through which the vehicles can communicate with each other with low frequency radios is the preferred option.
  • the radiating cable can be energized with repeaters and signal boosters, but a static radiating cable can also be used since the signal only need to travel approximately 200 to 300 meters forward and backward to communicate with the vehicles in the immediate vicinity of the specific vehicle and the radiating cable only need to act as an antenna to transmit the signal along the track over that distance.
  • the benefit of the radiating cable is that it will continue operating without power or repeaters, it can enable accurate communication in tunnels, around corners, over hills and through valleys, it needs very little maintenance if any and it is very cost effective.
  • the radiating cable needs to be able to enable communication for 200 to 300 meters along both ends of the split and with track convergence points the communication must be for 200 to 300 meters in all three directions as well, specifically along the two converging tracks for vehicles to estimate the required gaps between converging vehicles when they enter the convergence point.
  • each vehicle will need a scanning device to identify the images along the track, a mechanism to measure distance travelled between two visual markers, a computing device (processor) to establish the exact position on the track based on the scanned images and the distance travelled between them, as well as a radio or transmitter system that can transmit the information it sends to other vehicles and/or a centralized management system.
  • the centralized control system or maintenance monitoring system should further be configured to identify the need for maintenance and repairs on the visual markers and the position monitoring scanning systems. Because each vehicle has an exact map of the markers and can determine which marker to expect next, it is possible for a vehicle to miss a few markers and still report their exact position based on the distance it travelled since it observed the last identified visual marker.
  • the centralized system should identify the markers as dirty, missing or damaged and schedule repairs or maintenance on the markers. If this specific vehicle stops observing this or any other markers and the other vehicles accurately observe those same markers, the centralized system should schedule the vehicle for maintenance to correct the error or erroneous reading of the markers.
  • the centralised system can also update all vehicle systems to reflect that a specific marker or series of markers are dirty, missing or damaged.
  • the vehicle system is then configured to expect to not be able to identify those markers at the expected track location, which enables the vehicle system to more quickly rely instead, for the affected portion of track, on positioning by means of the distance it has travelled from the previous positively identified marker.
  • the vehicle system is updated ahead of time that the distance between identifiable markers will increase in that area of the track, and it can take appropriate preventative measures. This may include, if required, slowing down in that portion of the track.
  • the invention is used on fixed guideway automated transit systems such as Automated Guideway Vehicles and track based Personal Rapid Transit (“PRT”) systems where vehicles are confined to a single lane guideway and can steer themselves through track splits and track convergence points (as opposed to when a switch on the track has to enact the movement of the vehicle to take a left or right-hand route when moving through a split in the track).
  • PRT Personal Rapid Transit
  • the images will be positioned approximately 2.5 meters apart along the guideway with a radiating cable antenna running along the track system to enable rapid communication between vehicles.
  • the static images must be large enough and close enough to the vehicles for the image recognition systems to observe and identify them quickly and easily.
  • the vehicle system determines the exact position by identifying the marker (accurate to about 2.5m), then determines its exact position between two markers (accurate to about 100mm) and communicates the exact track position number to other vehicles.
  • the vehicle identifies marker ‘B’ at position 25 which is 2.5m into the track, and then calculates its exact position, in that instant, to be at position number 15 which is 1.5m into the track.
  • the vehicle communicates it exact track position, being position number 15 in that instant, to other vehicles on the track.
  • Position location numbering of approximately 100 mm will be used and every 100 mm section on the track will be given a unique number for all systems to be able to easily identify the exact location of every single 100 mm section on the track.
  • Vehicles will use wheel rotation monitoring and I or distance measurement tools to determine their exact position between two visual markers and then communicate this via UHF or other Radio Frequency signal to the other vehicles in its vicinity via the radiating cable.
  • a short messaging format of 8 to 10 bytes of data per message is ideally used.
  • the short message format allows for the inclusion of information regarding the vehicle number, the type of vehicle (single unit or double unit, people or goods transporter, light or heavy, short or long, etc.), the status of the vehicle (if anything is going wrong that the other units need be aware of), what the exact position of the vehicle is, what the exact speed of the vehicle is at that exact moment in time, as well as what the other vehicles can expect from the vehicle in the immediate future, including changing its speed or taking a split in the track.
  • Other information can also be included in the message, but it is important to keep the message format as short as possible to speed up communication speed and frequency.
  • the 4 194 304 unique position identifiers will be sufficient for a track covering up to 419 kilometres in total.
  • each vehicle will communicate its updated message 30 times per second while receiving the information from all other vehicles in its vicinity 30 times per second. When traveling at 60km/h, this will send updates every half a meter.
  • Such frequent, fast and accurate information sharing will enable vehicles to quickly and immediately react to dangerous situations and to avoid collisions. This, in turn, will enable the systems to safely reduce the required following distance between vehicles significantly, thereby increasing the system capacity drastically.
  • This invention enables such precise and rapid monitoring and reporting of exact location and speed, it will enable significant performance improvement of Confined Corridor Autonomous Vehicle systems, both in terms of throughput and safety.
  • the value of this invention is the ability to gather and communicate very accurate and precise location information about each vehicle on such a track system, thereby making head-on collisions and inadvertent track switching impossible.
  • safety for trains, metros and other rail switching based systems can increase dramatically while following distances can be shortened because of the increase in accuracy of location information of each vehicle.

Abstract

Est divulgué un système de surveillance de véhicule intégré à un véhicule qui se déplace le long d'une voie de véhicule dotée d'une pluralité de positions de voie pouvant être prédéfinies, le système comprenant un processeur et une base de données associée, une source d'énergie, un dispositif de balayage optique en communication avec le processeur, et une série de symboles uniques dont au moins un est situé à côté de la voie de véhicule à chaque position de voie, le dispositif de balayage étant configuré pour enregistrer des images à partir de la série de symboles le long de la voie tandis que le véhicule se déplace sur la voie et pour transmettre les images enregistrées au processeur, le processeur étant configuré pour analyser et comparer les images enregistrées avec un ensemble de données mémorisé sur la base de données représentant la séquence de symboles, pour mettre en correspondance des images enregistrées avec des symboles d'un ensemble de données pour déterminer et enregistrer une position de voie du véhicule à cet instant.
PCT/IB2021/058188 2020-09-09 2021-09-09 Système de surveillance de position de véhicule WO2022053958A1 (fr)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007028325A1 (de) * 2007-06-15 2008-12-18 Deutsches Zentrum für Luft- und Raumfahrt e.V. Ortungsvorrichtung zur Ermittlung der Position von fahrweggebundenen Fahrzeugen
KR20130108715A (ko) * 2012-03-26 2013-10-07 한국철도기술연구원 영상을 이용한 철도차량의 위치검지 시스템 및 위치검지방법
US20150008294A1 (en) * 2011-06-09 2015-01-08 J.M.R. Phi Device for measuring speed and position of a vehicle moving along a guidance track, method and computer program product corresponding thereto
US20190092360A1 (en) * 2017-09-27 2019-03-28 Thales Canada Inc Guideway mounted vehicle localization and alignment system and method

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007028325A1 (de) * 2007-06-15 2008-12-18 Deutsches Zentrum für Luft- und Raumfahrt e.V. Ortungsvorrichtung zur Ermittlung der Position von fahrweggebundenen Fahrzeugen
US20150008294A1 (en) * 2011-06-09 2015-01-08 J.M.R. Phi Device for measuring speed and position of a vehicle moving along a guidance track, method and computer program product corresponding thereto
KR20130108715A (ko) * 2012-03-26 2013-10-07 한국철도기술연구원 영상을 이용한 철도차량의 위치검지 시스템 및 위치검지방법
US20190092360A1 (en) * 2017-09-27 2019-03-28 Thales Canada Inc Guideway mounted vehicle localization and alignment system and method

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