EP3938266A1 - Procédé et produit-programme d'ordinateur de reconnaissance de symboles de signalisation pour la commande de circulation de véhicules guidés ainsi que système de reconnaissance de symboles de signalisation et véhicule guidé, en particulier véhicule ferroviaire - Google Patents

Procédé et produit-programme d'ordinateur de reconnaissance de symboles de signalisation pour la commande de circulation de véhicules guidés ainsi que système de reconnaissance de symboles de signalisation et véhicule guidé, en particulier véhicule ferroviaire

Info

Publication number
EP3938266A1
EP3938266A1 EP20718158.7A EP20718158A EP3938266A1 EP 3938266 A1 EP3938266 A1 EP 3938266A1 EP 20718158 A EP20718158 A EP 20718158A EP 3938266 A1 EP3938266 A1 EP 3938266A1
Authority
EP
European Patent Office
Prior art keywords
image
signal
route
vehicle
sign
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP20718158.7A
Other languages
German (de)
English (en)
Inventor
Andreas Schönberger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility GmbH
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 Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP3938266A1 publication Critical patent/EP3938266A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling
    • 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
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
    • 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

  • the invention relates to a method for recognizing signal signs for traffic control of lane-bound vehicles according to the preamble of claim 1, a computer program product for recognizing signal signs for traffic control of lane-bound vehicles according to the preamble of claim 8, a signal sign recognition system according to the preamble of Claim 14 and a track-bound vehicle, in particular a rail vehicle, according to the preamble of claim 26.
  • Track-bound vehicles are part of a modern traffic infrastructure as a means of traffic and transport, for example rolling on or under one or two guardrails (tracks), floating over or under a magnetic field or hanging on steel cables.
  • track-bound means of transport rail vehicles are based on a wheel-rail system, which either have their own traction drive (railcar) or are pulled or pushed by a locomotive and where predominantly steel wheels with a flange on two Steel rails or tracks are guided, the most common.
  • train drivers are occasionally inattentive or make perceptual errors and therefore initiate life-threatening driving actions (accelerating the vehicle) or fail to do so (failure to brake the vehicle).
  • Train drivers may not always be available (e.g. due to illness, strike, unplanned additional volume of driving orders, etc.) so that trips may have to be canceled.
  • Relevant signals could not be reliably distinguished from irrelevant signals (e.g. a branch line or the opposite direction).
  • location-related reference information in the form of reference location information and reference signal status information, context and reference information obtained in the detection context, stored as reference data along a railway line in a railway network in relation to geographic environment and railway traffic signal control functions and, if necessary, additional related meta information as well as (ii) the comparison of operating location information and operating signal status information recorded in the signal detection mode based on position data with the stored reference data - to detect a signal and / or a signal status for controlling the rail traffic on the railway line
  • This is the case by evaluating the relevance and content of the information if, during the comparison, the detected operating signal status information for the signal detection is found that corresponds to the operating location information and that there corresponds to the reference location information to a reference signal status information contained in the reference data, taking into account the context and reference information contained in the reference data as well as the meta information that may also be present.
  • signal positions e.g. stop, travel, slow travel
  • route signs For autonomous rail vehicles, signal positions (e.g. stop, travel, slow travel) and route signs must be recognized automatically.
  • images are analyzed that are generated by devices for image acquisition, such as cameras of any type and any acquisition principle.
  • the image must be evaluated relative to a position, i.e. Depending on where the rail vehicle is located, a signal or a route sign must be recognized at different distances and, if necessary, an assessment must be made as to whether the respective signal is relevant, e.g. whether it applies to a different track than the track used
  • the object of the invention is to provide a method and a computer program product for recognizing signal signs for traffic control of lane-bound vehicles, as well as a signal sign recognition system and a lane-bound vehicle, in particular a rail vehicle, with which a si chere in a simple and resource-saving manner Signal character recognition can be achieved.
  • a route image path is formed at least on the basis of a route image acquired from a signal sign expected route area, at a vehicle position, vehicle position information, stored reference route images and route image metadata including the signal sign position and stored route and vehicle data,
  • an image corridor e.g. is obtained by calculation or measurement in which the signal to be recognized is expected or must be located
  • the image corridor is searched step by step, with each step evaluating for the corresponding image of the corridor how strong an image section to be viewed for the image analysis is in relation to the de signal sign deviates from a stored signal sign that is known visually,
  • the image sections are evaluated iteratively by performing the image calculation / image analysis several times, preferably at 200 ms intervals at a given vehicle speed based on the vehicle position for different corresponding ones and decreasing distances to Signal Lakepositi on, is carried out (claims 4, 11 and 20). Furthermore, it is expedient and advantageous for efficient signal sign recognition if the route image path and the image corridor are obtained through a semi-manual analysis of signal sign image material that has been recorded and correlated with position data, in particular during test drives along the route (claims 5 and 22) and the image corridor is also obtained by measuring or calculating (claims 6, 12 and 22).
  • abnormal signals e.g. can be processed automatically due to vandalism
  • FIGS. 1 to 4. show:
  • FIG. 1 Signal character recognition for a traffic control of a track-bound vehicle, in particular one Rail vehicle, in the ferry operation along a route of the track-bound vehicle located at a signal sign position;
  • FIG. 2 shows a basic structure of a signal character recognition system for the signal character recognition based on vehicle and driving operation according to FIG. 1;
  • FIG. 3 shows the generation of route image path and image corridor for straight-ahead travel of the lane-bound vehicle
  • FIG. 4 the generation of route image path and image corridor for a left-hand curve drive of the lane-bound vehicle.
  • FIG. 1 shows the signal sign recognition of a signal sign located for traffic control of a rail vehicle SFZ as a lane-bound vehicle FZ in ferry operation along a route FST of the lane-bound vehicle FZ, SFZ at a signal sign position SZP, in which a reliable signal sign recognition is achieved in a simple and resource-saving manner can be.
  • the rail vehicle SFZ, FZ - shown in FIGURE 1 is a motor vehicle TRW, which moves on the route FST, preferably automated according to a range of driver assistants, via partial automation, further via conditional automation and high automation up to full automation -
  • a signal sign recognition system SZES for signal sign recognition which is located in a driver's cab TFS with an integrated display device AZE for a vehicle driver FZF.
  • a vehicle position FZP determined by means of satellite-supported position determination methods, such as GPS, GALILEO or GLONASS, based on GPS, GALILEO and GLONASS coordinates and objected to the signal sign position SZP is equipped with an image acquisition unit BAE for capturing images of the signal sign recognition system SZES from the vehicle perspective, which essentially corresponds to the perspective of the vehicle driver FZF, of a signal sign waiting route area
  • the satellite-supported determination of the vehicle position FZP is subject to tolerances, so that there is a positive tolerance vehicle position FZP P and a negative tolerance vehicle position FZP N for the vehicle position FZP.
  • positions are determined by satellite with an inaccuracy of e.g. 20 meters and the vehicle position FZP is determined e.g. at a distance of 40 meters from the signal sign position SZP of the signal sign SZ, then with an even distribution of the tolerance-affected value of 20 m in front of and according to the vehicle position, the positive tolerance vehicle position FZP P at a distance of 50 meters and the negative tolerance vehicle position FZP N at a distance of 30 meters from the signal sign position SZP of the signal sign SZ.
  • the image acquisition unit BAE of the signal character recognition system SZES can be any device for acquiring and / or recording single or multiple images, such as an image or video camera, a laser sensor, a thermal imaging camera, an infrared camera or a radar device.
  • FIG. 2 shows a basic structure of the Signal Hiler identification system SZES for the signal character recognition of the Signalzei SZ based on the vehicle and driving operation according to FIG.
  • the signal character recognition system SZES contains, in addition to the image acquisition unit BAE already mentioned in connection with the description of FIG Images a position acquisition unit PAE for the acquisition of vehicle positions and a control unit STE.
  • the position acquisition unit PAE is the unit of the signal character recognition system SZES, which uses satellite-based GPS, GALILEO and GLONASS coordinates to determine the vehicle position FZP.
  • the control unit STE in turn contains a computer program product CPP for signal character recognition, which has a non-volatile, readable memory SP, in which the processor-readable control program commands of a program module PGM that is responsible for signal character recognition, and a processor PZ connected to the memory SP, which executes the control program commands of the program module PGM for signal character recognition.
  • the image acquisition unit BAE contains a correction component KOK, which includes weather and brightness data in the evaluation of the captured image material, a focal length change component BVK, which selects the correct recording angle depending on the distance from the signal symbol SZ In order to optimally support the multiple evaluation of the signal sign SZ, and a lighting component BLK, which is preferably designed as a headlight and which works inside or outside the human-visible area.
  • the image acquisition unit BAE is also designed to be pivotable in an advantageous manner in order to be able to compensate for the angle of the image acquisition unit BAE to the marking MK, SZ.
  • two or more of these image acquisition units BAE work in parallel in order to increase the confidence of the data obtained.
  • the position acquisition unit PAE, the image acquisition unit BAE and the control unit STE containing the computer program product CPP for signal character recognition form a common functional unit for image calculation / image analysis based recognition of the signal character SZ by means of a combination of image calculation and image analysis.
  • This functional unit is designed in such a way that in the image acquisition unit BAE according to the illustration in FIG. 1 and as already mentioned in its description, at the vehicle position FZP at a distance from the signal sign position SZP of the signal sign SZ, from the vehicle perspective the primary route image P- SB is acquired from the signal sign waiting route area.
  • the functional unit is designed such that in the control unit STE or in the processor PZ of the computer program product CPP
  • the vehicle position FZP obtained from the position acquisition unit PAE, from reference route images RSB and RSB stored in a first database DB1 and obtained from it
  • Route image metadata SBMD including the signal sign position SZP as well as route and vehicle data SFZD or SFZD stored in a second database DB2 and received from this
  • route image metadata SBMD in including the signal symbol position SZP, image path data BPFD and image corridor data BKOD as well as route and vehicle data SFZD stored in a second database DB2 and received from it - for the positive tolerance vehicle position FZP P in FIG. 1, a first secondary route image S-SB1 and for the negative tolerance vehicle position FZP N in FIG.
  • a second secondary route image S-SB2 is formed, the priority being mär route image P-SB and the two secondary route images S-SB1, S-SB2 form a route image path SBPF.
  • the formation of the first secondary route image S-SB1 and the second secondary route image S-SB2 is preferably carried out by means of image calculation.
  • the route image metadata SBMD preferably have the combination of image computation carried out for the signal character recognition for the comparison between the reference route images and the primary route image S-PB or the secondary route image S-SB1, S-SB2 calculated therefrom and image analysis by an expert marked and assessed image material including the image path and image corridor with possibly further metadata and calibration images in order to be able to recognize the signal sign SZ.
  • the experts' markings are used to define the relevant image section as precisely as possible and also to be able to differentiate between relevant and irrelevant signal signs (e.g. a branch line).
  • expert markings can also be replaced by standard information, e.g. Standard information on a so-called distant signal sign.
  • any distortions of the primary route image P-SB are avoided if the stored reference route images RSB were not recorded exactly at the same point as that in the ferry service recorded routes image SB taken into account by position compensation.
  • the control unit STE or the processor PZ accesses the first database DB1 and / or the second database DB2.
  • the first database DB1 and / or the second database DB2 are either part of the position determination system PBS (Op- tion "A” for DB1 or option “C” for DB2) or assigned to the position determination system PBS for these accesses (option "B” for DB1 or option “D” for DB2).
  • the first database DB1 contains the reference route images RSB including any calibration images, the route image metadata SBMD, such as With regard to the route images, the exact position of their recording including information about the route or the track, possibly the angle of the recording and the SZD signal sign data including metadata such as e.g. the type of signal sign. These data can preferably be recorded as follows:
  • the second database DB2 contains the route and vehicle data SFZD, which e.g. the exact data about the route FST, e.g. the exact position of the track, the position of the signal sign SZ, SZ ', the mounting position of the position acquisition unit PAE or the GPS / GALILEO / GLONASS receiver, the assembly positions and resolutions of the image acquisition unit BAE etc. in the vehicle FZ, SFZ include.
  • the route and vehicle data SFZD which e.g. the exact data about the route FST, e.g. the exact position of the track, the position of the signal sign SZ, SZ ', the mounting position of the position acquisition unit PAE or the GPS / GALILEO / GLONASS receiver, the assembly positions and resolutions of the image acquisition unit BAE etc. in the vehicle FZ, SFZ include.
  • the functional unit is designed such that in the control unit STE or in the processor PZ of the computer program product CPP
  • an image corridor BKO is obtained from the route image path SBPF using signal character data SZD stored in the first database DB1 and received from this and from the route and vehicle data SFZD stored in the second database DB2 and obtained from this, in which the signal character SZ to be recognized is to be expected or is located.
  • the image corridor BKO is preferably obtained by measuring or calculating.
  • FIG. 3 shows, for straight-ahead travel of the track-bound vehicle FZ, SFZ, the formation of the route image path SBPF with the acquired primary route image P-SB to the vehicle position FZP, for example at a distance of 40m from the signal sign position SZP, preferably by image calculation the first secondary route image S-SB1 for the positive tolerance vehicle position FZP PT , for example at a distance of 50 m from the signal sign position SZP and with the second secondary route image S-SB1, preferably also formed by image calculation, SB2 for the negative tolerance vehicle position FZP N , for example at a distance of 30 m from the signal symbol position SZP and the extraction of the image corridor BKO from the route image path SBPF, preferably by measurement or image calculation.
  • the dashed diagonal in the respective route diagram is merely an auxiliary line without any meaning that is relevant to the invention.
  • FIG. 4 shows the formation of the route image path SBPF with the acquired primary route image P-SB to the vehicle position FZP, for example at a distance of 40 m from the signal sign position SZP, for a left-hand curve drive of the lane-bound vehicle FZ, SFZ the first secondary route image S-SB1 for the positive tolerance vehicle position FZP PT , for example at a distance of 50 m from the signal sign position SZP and with the second secondary route image S-SB1, preferably also formed by image calculation, SB2 for the negative tolerance vehicle position FZP N , for example at a distance of 30 m from the signal symbol position SZP and the extraction of the image corridor BKO from the route image path SBPF, preferably by measurement or image calculation.
  • the dashed diagonal in the respective route diagram is again only an auxiliary line without any meaning that is relevant to the invention.
  • the formation / acquisition of the route image path SBPF and the image corridor BKO can preferably be carried out by means of a semi-manual analysis of, in particular on test drives along the Travel route FST, recorded and correlated with position data signal sign image material are carried out.
  • path corridors are to be obtained by semi-manual analysis of existing image material, images of signal signs along the route on which lane-bound vehicles e.g. should drive automatically, recorded and correlated with position data.
  • the data for the image corridor can also be obtained by measurement or calculation.
  • the functional unit is designed in such a way that in the control unit STE or in the processor PZ of the computer program product CPP
  • the embodiment of the invention sketched in FIGS. 1 to 4 can be described with others as follows: a. First, the approximate position of the track-bound vehicle is determined by a satellite-supported position determination (for example, often using GPS coordinates), ie accurate to several tens of meters. b. On the basis of this position, an image path and an image corridor are determined on which a signal character to be recognized must be located. For this purpose, a currently satellite-based measured or determined vehicle position is taken as the starting point (e.g. 40m before the signal sign) and then depending on an assumed inaccuracy (e.g. 20m) this inaccuracy is distributed before and after the vehicle position.
  • a satellite-supported position determination for example, often using GPS coordinates
  • an image path and an image corridor are determined on which a signal character to be recognized must be located.
  • a currently satellite-based measured or determined vehicle position is taken as the starting point (e.g. 40m before the signal sign) and then depending on an assumed inaccuracy (e.g. 20
  • the image corridor is then calculated on the basis of the assumed size of the signal symbol from the image path (as known). In particular, vibration and imprecise installation of the camera can also be taken into account by choosing a larger image corridor than the signal sign actually is. As a rule, "1.2-2" times the larger signal character is chosen.
  • this image corridor is searched step by step, i.e. first signal position with a measured distance of 50 m in front of the signal system, then the next possible signal position with a shift of e.g.
  • the functional unit is designed such that in the control unit STE or in the processor PZ of the computer program product CPP
  • weighting is carried out when evaluating the image section in order to prioritize the signal character comparison.
  • Such a prioritization can preferably be achieved by iteratively evaluating the image sections in the image corridor by performing the image calculation / image analysis multiple times, preferably at 200ms time intervals for a given vehicle speed, starting from the vehicle position FZP for corresponding, different and decreasing distances to the signal character position SZP.
  • a signal sign may appear in successive calculation / analysis steps. ten do not move; ie the signal sign should be in the same place, for example at a distance of 34 m in front of the signal sign position SZP.
  • the SZ signal sign determined in the course of the combination of image calculation and image analysis is passed on to an AFS autonomous / automated driving system to support or implement autonomous / automated driving.
  • the control unit STE or the processor PZ is also designed in such a way that the vehicle position FZP determined in the course of the combination of image calculation and image analysis is checked in the event of an inconsistent signal sign comparison in order to make a reliable, consistent decision with regard to the signal sign SZ to be recognized to hand over the Autonomous / Automated Driving System AFS.
  • Such safety checks are expedient, appropriate and sensible because it could well be that a rear light of a vehicle driving ahead can be confused with a red signal sign that is to be recognized. In this case, "Halt" can be output as a result for safety purposes in order to stay on the safe side.
  • the autonomous / automated driving system AFS is when, as shown in FIG. 1, the railcar TRW of the track-bound vehicle FZ, SFZ automatically moves on the route FST, like the signal character recognition system SZES in the driver's cab TFS of the track-bound vehicle FZ, SFZ arranged.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)
  • Image Processing (AREA)

Abstract

La présente invention concerne un procédé de reconnaissance de symboles de signalisation (SZ) pour commander, d'une manière simple et économe en ressources, la circulation de véhicules guidés (FZ, SFZ). À cet effet, pour une reconnaissance basée sur un calcul d'image/analyse d'image du symbole de signalisation, qui se trouve à une position de symbole de signalisation (SZP) le long d'un parcours (FST) du véhicule guidé, le procédé consiste à : - former un chemin d'images de parcours (SBPF), au moins sur la base d'une image de parcours (P-SB) acquise depuis une zone de parcours d'attente de symboles de signalisation, à une position de véhicule (FZP), à partir des informations de position de véhicule (FZPPT, FZPNT), à partir d'images de parcours de référence enregistrées (RSB) et de métadonnées d'image de parcours (SBMD) comprenant la position de symboles de signalisation ainsi qu'à partir de données de parcours et de véhicule enregistrées (SFZD) ; - acquérir, à partir du chemin d'images de parcours en ayant recours à des données de symbole de signalisation enregistrées et aux données de parcours et de véhicule, un corridor d'images (BKO) dans lequel le symbole de signalisation à reconnaître est attendu ou doit se trouver ; - examiner pas à pas le corridor d'images, pour l'image du corridor correspondante à chaque pas, il est évalué le degré duquel chaque extrait d'image à considérer pour l'analyse d'image en ce qui concerne le symbole de signalisation à reconnaître s'écarte d'un symbole de signalisation (SZ') enregistré connu sous forme d'image ; - évaluer quels extraits d'image contiennent les écarts les plus faibles ; et déterminer, selon cette évaluation d'extraits d'image, le symbole de signalisation à reconnaître par une comparaison cohérente des symboles de signalisation (SZ, SZ').
EP20718158.7A 2019-05-03 2020-03-23 Procédé et produit-programme d'ordinateur de reconnaissance de symboles de signalisation pour la commande de circulation de véhicules guidés ainsi que système de reconnaissance de symboles de signalisation et véhicule guidé, en particulier véhicule ferroviaire Withdrawn EP3938266A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019206349.7A DE102019206349A1 (de) 2019-05-03 2019-05-03 Verfahren und Computer-Programm-Produkt zum Erkennen von Signalzeichen zur Verkehrssteuerung spurgebundener Fahrzeuge sowie Signalzeichenerkennungssystem und Spurgebundenes Fahrzeug, insbesondere Schienenfahrzeug
PCT/EP2020/057999 WO2020224853A1 (fr) 2019-05-03 2020-03-23 Procédé et produit-programme d'ordinateur de reconnaissance de symboles de signalisation pour la commande de circulation de véhicules guidés ainsi que système de reconnaissance de symboles de signalisation et véhicule guidé, en particulier véhicule ferroviaire

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Publication Number Publication Date
EP3938266A1 true EP3938266A1 (fr) 2022-01-19

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EP20718158.7A Withdrawn EP3938266A1 (fr) 2019-05-03 2020-03-23 Procédé et produit-programme d'ordinateur de reconnaissance de symboles de signalisation pour la commande de circulation de véhicules guidés ainsi que système de reconnaissance de symboles de signalisation et véhicule guidé, en particulier véhicule ferroviaire

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EP (1) EP3938266A1 (fr)
DE (1) DE102019206349A1 (fr)
WO (1) WO2020224853A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102020216014A1 (de) 2020-12-16 2022-06-23 Siemens Mobility GmbH Verfahren zum Steuern einer Vorrichtung
RU2770068C1 (ru) * 2021-05-20 2022-04-14 Общество с ограниченной ответственностью "Когнитив Роботикс" Способ распознавания сигналов светофора в ночное время суток
RU2768694C1 (ru) * 2021-08-17 2022-03-24 Акционерное общество «Научно-исследовательский и проектно-конструкторский институт информатизации, автоматизации и связи на железнодорожном транспорте» (АО «НИИАС») Устройство считывания сигнала светофора

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DE19538022C1 (de) * 1995-10-12 1997-01-09 Schaltbau Ag Vorrichtung zur Steuerung eines Schienenfahrzeugs
US5978718A (en) * 1997-07-22 1999-11-02 Westinghouse Air Brake Company Rail vision system
GB0602448D0 (en) * 2006-02-07 2006-03-22 Shenton Richard System For Train Speed, Position And Integrity Measurement
US8233662B2 (en) * 2008-07-31 2012-07-31 General Electric Company Method and system for detecting signal color from a moving video platform
US10086857B2 (en) * 2013-11-27 2018-10-02 Shanmukha Sravan Puttagunta Real time machine vision system for train control and protection
CN109415071A (zh) * 2016-04-08 2019-03-01 西门子移动有限责任公司 用于轨道交通、特别是铁路交通中的信号识别的方法、装置和轨道车辆，特别是铁路车辆

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